EP4357217A1 - Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell - Google Patents

Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell Download PDF

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Publication number
EP4357217A1
EP4357217A1 EP22306568.1A EP22306568A EP4357217A1 EP 4357217 A1 EP4357217 A1 EP 4357217A1 EP 22306568 A EP22306568 A EP 22306568A EP 4357217 A1 EP4357217 A1 EP 4357217A1
Authority
EP
European Patent Office
Prior art keywords
bogie
cavity
side beam
air spring
railway vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22306568.1A
Other languages
English (en)
French (fr)
Inventor
Andreas Boettcher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Alstom Holdings SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Priority to EP22306568.1A priority Critical patent/EP4357217A1/de
Priority to CA3216186A priority patent/CA3216186A1/en
Priority to US18/487,833 priority patent/US20240124034A1/en
Publication of EP4357217A1 publication Critical patent/EP4357217A1/de
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/08—Bolster supports or mountings incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the present invention relates to a bogie having an improved secondary suspension system, and to a railway vehicle comprising such a bogie.
  • railway bogies are provided with secondary suspension systems which are meant to support above them the body of an associated railway vehicle and to transfer the loads exerted by such body to the frame of the bogie; such loads are in the end transferred onto the primary suspension system associated with the wheels of the bogie itself.
  • secondary suspension systems have to face and satisfy contrasting goals, namely on one side that of respecting the sway coefficient with the scope of the gauge calculation, and on the other side that of providing the needed safety against derailment during the ride, for example through twisted track sections.
  • one solution devised to solve these conflicting goals foresees the use of two emergency or auxiliary springs which are positioned along two respective cross beams of the bogie, which cross beams interconnect the side beams of the bogie where the main springs, usually air springs, of the secondary suspension system are installed.
  • the emergency springs By arranging the emergency springs at the cross beams, usually at a central part thereof, in an emergency suspension mode, i.e. when the air springs are depressurized or in a deflated mode, the weight of the car body is taken up, via the auxiliary springs, by the associated cross beams.
  • the present invention is aimed at providing a solution that allows obtaining a good level of protection against possible derailment according to a constructive configuration of the bogie simpler and more efficient.
  • a bogie for a railway vehicle comprising:
  • the bogie according to the invention may comprise one or more of the following features, which may be combined in any technical feasible combination:
  • any component as a whole, or to any part of a component, or to a combination of components, it has to be understood that it means and encompasses correspondingly either the structure, and/or configuration and/or form and/or positioning of the related component or part thereof, or combinations, such term refers to.
  • Figure 1 is a top view illustrating an exemplary embodiment of a bogie for a railway vehicle, indicated by the overall reference number 1, which comprises a frame 3 including at least a first side beam 5 and a second side beam 7.
  • the two side beams 5 and 7 extend along a longitudinal axis X of the bogie 1 spaced apart from each other.
  • the frame 3 comprises also two cross beams 4 and 6 which interconnect to each other the two side beams 5 and 7.
  • the bogie 1 comprises also a secondary suspension system, schematically represented in figure 1 by the overall dotted box 100, which is located on the frame 3 and includes at least a first suspension assembly, schematically represented in figure 1 by the reference number 110.
  • the first suspension assembly 110 includes a first air spring 112 and a first auxiliary spring 114 which are positioned at the first side beam 5 with the first air spring 112 which is positioned below and supports the body of the railway vehicle, schematically represented in the figures 2 and 3 and therein indicated by the capital letter B.
  • the first air spring is arranged to be pressurized (inflated status), by means of an associated pneumatic circuit not shown in the figures, so that it supports the body B of the railway vehicle above the frame 3.
  • the air spring is in a non-pressurized condition (or deflated status) the top plate 112A of the air spring 112 is getting in contact with the rim 128.
  • inflated mode as well as deflated mode of the air spring 112 the support of the body B of the railway vehicle is demanded to the first auxiliary spring 114.
  • the first auxiliary spring 114 is fixed to an upper side 2 of the first side beam 5 underneath and spaced apart from the first air spring 112, as illustrated in figures 2 and 3 .
  • the first suspension assembly 110 conveniently further comprises at least a first force-transmission mechanism which is operatively connected to the first air and auxiliary springs 112 and 114 and is configured to transmit forces exerted by the body B of the railway vehicle on the first air spring 112 to the frame 3, via the first auxiliary spring 114 itself.
  • the first side beam 5 conveniently comprises a through cavity 8 which extends across the thickness of the first side beam 5 along a substantially vertical axis Z transversal to the longitudinal axis X, the through cavity 8 being adapted to house at least part of the first force-transmission mechanism.
  • the first force-transmission mechanism comprises first hydraulic means which are housed at least partially inside the through cavity 8 provided in the body of the first side beam 5.
  • the hydraulic means comprise at least:
  • the first force-transmission mechanism conveniently comprises a supporting body 120 which includes at least:
  • the shank 124 and the through cavity 8 are mutually arranged so that a first predetermined horizontal gap Y1 is defined between the external surface of the shank 124 and an internal surface 8A of the first side beam 5 delimiting laterally the through cavity 8.
  • the first horizontal gap Y1 is measured in an initial and non-displaced position along a third substantially horizontal axis Y transversal to both the longitudinal axis X and the substantially vertical axis Y.
  • this substantially horizontal first gap Z1 allows the first auxiliary spring 114 to move horizontally with its designed stiffness value.
  • the supporting body 120 includes a through cavity 126 which is positioned substantially in a central portion of and traverses the entire body of the supporting body 120 itself, extending, along said substantially vertical axis Z, from the head 120A up to the end bottom side 124A of the shank 124.
  • the central through cavity 126 of the supporting body 120 includes a lower part, indicated by the reference number 126A only in figure 3 for the sake of ease of illustration, which is located, at least partly, within the through cavity 8 of the first side beam 5 and forms said hydraulic chamber 121.
  • the hydraulic chamber 126 is usefully incorporated directly inside the body of the supporting body 120.
  • the central through cavity 126 of the supporting body 120 includes an upper part, indicated only in figure 3 by the reference number 126B, which is located at a space comprised between the upper side 2 of the first side beam 5 and the first air spring 112.
  • the free end portion of the rod 125 extends and is movable inside the upper part 126B.
  • the first force-transmission mechanism further comprises a rim 128 which extends from a top plate 112A of the air spring 112, along the substantially vertical axis Z, downwardly inside the upper part 126B of the central through cavity 126 of the supporting body 120.
  • the rim 128 comprises at its bottom end, a recess 129, e.g. substantially cylindrical, which is adapted to receive inside an end portion of the rod 125.
  • the recess 129 has a bottom or base surface 129A which is adapted to get into contact with the upper head surface 127 of the rod 125 so that, in operations, when any load, e.g. a vertical force exerted by the body B of the railway vehicle causes the rim 128 to slide downwardly, it gets into contact with and pushes downwardly also the rod 125 and the piston 123 connected therewith.
  • any load e.g. a vertical force exerted by the body B of the railway vehicle causes the rim 128 to slide downwardly, it gets into contact with and pushes downwardly also the rod 125 and the piston 123 connected therewith.
  • the recess 129 comprises a side wall 130 which protrudes from the bottom surface 129A so that a second predetermined substantially horizontal gap Y2, is defined between the external surface of the rod 125 and an internal surface of the side wall 130 itself.
  • the second gap Y2 is measured in an initial and non-displaced position along the substantially horizontal axis Y.
  • Such second horizontal gap Y2 enables the transfer of horizontal forces exerted by the body B from the first rim 128 to the first supporting body 120 and, via the first auxiliary spring 114, finally to the first side beam 5 of the frame 3, while protecting in particular the piston 123 and its sealings from being damaged by said horizontal forces.
  • the secondary suspension system 100 of the bogie 1 according to the invention further includes, as illustrated in figure 3 , at least a second suspension assembly 210 which is positioned at the second side beam 7.
  • the second suspension assembly 210 is substantially identical, functionally and structurally, to the first suspension assembly 110, i.e. it comprises, as illustrated in figure 3 , the same components previously described and mutually arranged in the same way, namely a second air first spring 212 with a top plate 212A substantially identical to the first air spring 112 with its top plate 112A, a second auxiliary spring 114 substantially identical to the first auxiliary spring 114, a second force-transmission mechanism comprising a second supporting body 220 having a through cavity 208, with a respective hydraulic chamber 221 filled with the same fluid 122, a piston 223 and a rod 225, substantially identical to the corresponding first force-transmission mechanism having the first through cavity 8 with the first supporting body 120 and the corresponding hydraulic chamber 121 filled with the same fluid 122, the piston 123 and the rod 125. Also the same gaps Y1 and Y2 are formed.
  • the first and second suspensions assemblies 110, 210 are in fluid communication to each other via a connecting pipe 10 so that to balance between them at least the vertical forces exerted by the body B of the railway vehicle on the two sides of the frame 3.
  • the connecting pipe 10 has one end inserted into a port 131 provided at the end bottom side 9 of the first supporting body 120, and the opposite end inserted into a corresponding port 231 provided at the end bottom side 209 of the second supporting body 220.
  • the connecting pipe 10 puts in fluid communication the first hydraulic chamber 121 with the second hydraulic chamber 221.
  • the secondary suspension system 100 includes a fluid reservoir 20 containing a certain amount of fluid 122; the fluid reservoir 20, is connected to and supplies the connecting pipe 10 with the fluid 122 in order to compensate for example any leakage of such fluid or to receive fluid pushed by the piston(s) 123 and/or 125.
  • the air spring 112 is pressurized and provides a suspension for the vehicle body B.
  • the air spring 112 is, for whatever reason, in a depressurized of deflated status, e.g. during emergency operations, the vehicle body B is lowered towards the frame 3, thus causing the rim 128 to slide inwardly inside the first supporting body 120.
  • the vertical load in excess on the first side beam 5 is transferred via the connecting pipe 10 to the second side beam 7.
  • the first piston 123 pushes the fluid 122 contained into the lower part 126A of the hydraulic chamber 121 outside through the first port 131 into the connecting pipe 10.
  • the pushing action is thus transferred by the shifted fluid 122 flowing into the connecting pipe 10 and entering, via the second port 231, into the second hydraulic chamber 221.
  • the piston 223 is pushed upwardly by the pressure exerted by the fluid 122 and moves upwardly also the rod 225; consequently, the rod 225 moves upwardly the second rim 228 itself and thus also the top plate 212A of the second air spring 212.
  • the bogie 1 can easily adapt itself for example to twisted rails, thus substantially preventing or in any case efficiently facing the possibility of derailment.
  • the bogie 1 according to the present invention allows achieving the intended aim since it allows to properly support the loads exerted by the body B of the railway vehicle, while providing an adequate level of protection against possible derailments according to a constructive configuration which is simpler than that of known solutions.
  • the bogie 1 in practice there is defined a kind of hydraulic module and of a spring module, wherein the equipment of the hydraulic module is at least partly sunk directly into the structure of a side beam and is separated from the springs module which is located in the space between the frame 3 and the body of the railway vehicle, with the auxiliary spring also located at the same side beam.
  • the position of the hydraulic components incorporated within the structure of a side beam enables a more variable length of the hydraulic chamber and therefore a longer usable piston stroke even when the air spring system is of small size. This useful stroke allows to better obtain the required twist displacements of the car body and to implement a more efficient wheel-wear equalization.
  • the use of the force transmitting mechanism structurally interposed between and operatively linking the air spring with the auxiliary spring and the space saving obtained via the positioning of the components as described, as well as of the intrinsic structure for example of the supporting body 120, offers the option to implement the same, and in particular its hydraulic components, for different types of air spring systems.
  • the bogie 1 according to the invention can be easily used in principle with any suitable type of railway vehicles.
  • the present invention encompasses also a railway vehicle comprising at least one bogie 1 as previously described, and in particular as defined in the appended claims.
  • the bogie 1 and related railway vehicle thus conceived are susceptible of modifications and variations, all of which are within the scope of the inventive concept as defined in particular by the appended claims; for example, in relation to the specific application, some of the components can be differently shaped or positioned, provided that they maintain the functionalities and perform the tasks devised for them within the context of the present invention; the first and second suspension assemblies 110 and 210 with the connecting pipe 10 and reservoir 20 can be easily duplicated, as for example schematically illustrated in figure 1 ; in such a case, for example only one reservoir 20 can be used for supplying both the two connecting pipes 10; et cetera.
EP22306568.1A 2022-10-17 2022-10-17 Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell Pending EP4357217A1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP22306568.1A EP4357217A1 (de) 2022-10-17 2022-10-17 Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell
CA3216186A CA3216186A1 (en) 2022-10-17 2023-10-12 Bogie with improved secondary suspension system, and railway vehicle comprising such bogie
US18/487,833 US20240124034A1 (en) 2022-10-17 2023-10-16 Bogie with improved secondary suspension system, and railway vehicle comprising such bogie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22306568.1A EP4357217A1 (de) 2022-10-17 2022-10-17 Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell

Publications (1)

Publication Number Publication Date
EP4357217A1 true EP4357217A1 (de) 2024-04-24

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Application Number Title Priority Date Filing Date
EP22306568.1A Pending EP4357217A1 (de) 2022-10-17 2022-10-17 Drehgestell mit verbessertem sekundärem aufhängungssystem und schienenfahrzeug mit solch einem drehgestell

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US (1) US20240124034A1 (de)
EP (1) EP4357217A1 (de)
CA (1) CA3216186A1 (de)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455159A1 (de) * 1964-11-05 1969-03-27 Maschf Augsburg Nuernberg Ag Regelbare Gasfederung bei seitenbeweglichen Baelgen
JPS5421790U (de) * 1977-07-14 1979-02-13
EP2353962A1 (de) * 2010-02-01 2011-08-10 Stadler Bussnang AG Fahrwerksanordnung für ein Schienenfahrzeug
EP3006299A1 (de) * 2014-10-10 2016-04-13 ALSTOM Transport Technologies Drehgestell mit Sekundärfederung mit Lastverteilungsvorrichtung
CN111267893A (zh) * 2020-03-13 2020-06-12 中车株洲电力机车有限公司 一种轨道车辆构架
CN213948432U (zh) * 2020-12-21 2021-08-13 中铁轨道交通装备有限公司 适用于轨道车辆的油气悬挂系统

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455159A1 (de) * 1964-11-05 1969-03-27 Maschf Augsburg Nuernberg Ag Regelbare Gasfederung bei seitenbeweglichen Baelgen
JPS5421790U (de) * 1977-07-14 1979-02-13
EP2353962A1 (de) * 2010-02-01 2011-08-10 Stadler Bussnang AG Fahrwerksanordnung für ein Schienenfahrzeug
EP3006299A1 (de) * 2014-10-10 2016-04-13 ALSTOM Transport Technologies Drehgestell mit Sekundärfederung mit Lastverteilungsvorrichtung
CN111267893A (zh) * 2020-03-13 2020-06-12 中车株洲电力机车有限公司 一种轨道车辆构架
CN213948432U (zh) * 2020-12-21 2021-08-13 中铁轨道交通装备有限公司 适用于轨道车辆的油气悬挂系统

Also Published As

Publication number Publication date
CA3216186A1 (en) 2024-04-17
US20240124034A1 (en) 2024-04-18

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