FR2548618A1 - RAIL VEHICLE SUSPENSION - Google Patents

Abstract

THE TROLLEY INCLUDES A FRAME 23 BASED ON AN AXLE BOX 10 BY INTERMEDIATE OF PADS 27 CONSTITUTED OF ALTERNATE LAYERS OF RUBBER AND METAL. A CALIPER 20 IS SOLID WITH THE AXLE BOX 10 AND PIVOTS ON A BODY 21 AROUND AN AXIS 34. IN CERTAIN EMBODIMENTS, THE AXIS 34 IS NOT NECESSARY AND THE CALIPER 20 AND THE BODY 21 ARE SOLIDARITY WITH A PIVOT POINT LOCATED AT THE CENTER OF ROTATION OF THE BUFFERS 27. THE 20 STIRRUPS LOCATED ON THE SAME SIDE ARE CONNECTED BY A WATT LINKAGE INCLUDING 25 CONNECTING RODS AND A CROSS ARM 36 SWIVELING ON THE FRAME 23. THE STIRRUPS 20 DIAGONALLY OPPOSED ARE CONNECTED BY CONNECTION ORGANS.

Description

1 l

RAIL VEHICLE SUSPENSION

  The present invention relates to railway vehicles and more particularly the suspension structures intended to suspend these on the axle boxes. The invention applies to railway vehicles in which a body or superstructure is pivotally mounted on two bogies and to railway vehicles in which the vehicle body is directly supported

  by axles for example to four-wheeled vehicles. 10 Each axle has two wheels connected by an axle.

  The expression "trolley, railway" is meant here to designate a railway unit comprising a frame supported by two axles. Thus, a railway trolley can be a bogie or a wagon with four wheels, the frame being constructed from the body in the case of a four-wheel wagon, and

of the frame in the case of a bogie.

  Self-directional or radial railway carriages are known - see for example the patents U S. N 4,067,261 and 4,067,262 and a large number of these are used in the South African railway network and in others parts of the world Such trolleys use soles or treads with high effective taper and a suspension with yaw movement springs

  moderate, thus allowing the bearing soles 25 to carry out changes of direction on their own.

  For stability purposes and to transmit the longitudinal forces between the axles of the interconnections of the type shown in FIG. 2 of patent US Pat. No. 4,067,262

  are used Note that this figure represents a three-part bogie.

  When an attempt is made to apply the teachings of FIG. 2 of this U S patent to rigid frame carriages, the absence of primary springs leads to problems of no load on the wheels.

  An object of the present invention is to provide

  ser a railway carriage provided with a suspension which ensures the self-directional character and which defines

also a primary suspension.

  To this end, the invention relates to a railway carriage comprising two axles each comprising a pair of profiled wheels mounted rigid on an axle; a pair of axle boxes on each axle, for each axle box a stirrup containing the axle box and extending above and below the axle; means for generating a pivot point on the stirrup, in order to allow the stirrup to tilt longitudinally around the pivot point relative to the frame; a first connection point on the stirrup; means for joining a pair of first connecting points and for transmitting longitudinal forces between the axles; and spring means provided between the frame and each axle box, to allow vertical movements

  between the frame and the associated axle box.

  The term "longitudinal" means the direction of movement of the railway carriage.

  A pivot point can be generated in three ways: (a) by pivoting the stirrup around a transverse pivot of the frame; or (b) by pivoting the stirrup around a transverse pivot of a body attached to the frame by the spring means; or (c) by making the stirrup an integral part of the axle box and by providing the spring means between the frame and the stirrup so as to allow the stirrup to tilt longitudinally and to

  move vertically relative to the frame.

  In cases (a) and (b) the pivot point is located on the axis of the pivot while in case (c) the pivot point is located in the center of rotation of the 3 "spring means. pivot can be located above or below the axis If it is above a negative, positive or zero elastic action can be performed in the longitudinal direction. The invention will be better understood on reading

  of the following description, made with reference to the drawings

  attached, in which: FIG. 1 is a side view illustrating a stirrup configuration according to the invention, FIG. 2 is a side view of a carriage having a different stirrup configuration, FIGS. 3 to 7 are views similar to FIG. 1 illustrating other configurations of stirrups, FIG. 8 is a plan view from below of a carriage in which the boxes of the same axle are connected, FIG. 9 is a view of schematic side of a

  carriage showing a connection between axles.

  Figure 10 is a plan view of Figure 8. Figure 11 is a plan view of another

form of pendulum.

  Figure 12 is a schematic bottom plan view illustrating another form of connection between axles and

  Figure 13 is a plan view of a bogie showing the couplings between axles.

  In FIG. 1 an axle box situated on an axis 11 is mounted in an opening surrounded by a stirrup 20 having two arcuate sides 22, between these 30 and the axle box being provided elastic buffers 27 made up of layers of rubber between which metal plates are interposed, so as to

  make the herringbone structure illustrated.

  The bracket 20 is pivotally mounted on a lateral frame 35 ral 23 of a bogie about a pivot axis 28 Le -4

  result is that the stirrup can tilt around the axis 28 and that the axle box can make laces.

  The buffers 27 also allow vertical movement

  relative between the axle box 10 and the frame 23.

  The stirrup 20 supports two connecting axes 18

  and 19 connected to elements 24 and 25 described below.

  In the embodiment of Figure 2.

  a stirrup 20 is shown unitary with an axle box 10 and mounted pivoting about a pivot axis 34 10 located on a body 21 The pads 27 exert an elastic force on the body 21 to push it towards the side of a frame 23 Here again, the stirrup 20 supports axes 18 and

  19 connected to elements 24 and 25.

  The stirrup 20 can tilt around the axis 34 and the buffers 27 allow relative vertical movement

  between the frame 23 and the axle box 10.

  In the embodiment of Figure 3.

  a stirrup 20 similar to that of FIG. 2 is used.

  but it is firmly fixed to a body 21 which is pushed 20 towards the frame 23 by means of the pads 27 The pads 27 are chosen and arranged so that their center of rotation is located at point 35 Consequently the stirrup can tilt longitudinally around point 35 which

  acts as a pivot point The result in Figure 3 is almost identical to that in Figure 2.

  In FIG. 4, the stirrup 4 is inverted as shown and has wings 29 on which the pads 27 rest. The frame 23 has an extension 31 corresponding to the body 21 of the preceding figures. The center of rotation of the pads 27 is located at point 35 around from which the stirrup 20 can tilt longitudinally against an elastic action which can be arranged to

be negative positive or zero.

  In FIG. 5, the extension 31 is replaced 35 by a separate body 32 which is pivotally mounted on the frame 23 -5 by means of an axis 33 located at the center of rotation 35 of the pads 27 The connection between the body 32 and the frame 23 is rigid in torsion This can be achieved by joining the axis 33 to the frame 23 by means of a rubber sleeve 5 chouc 34 The latter is joined both to the axis 33 and to the frame 23, while the axis 33 is locked on the body 32 against any rotation, for example by keying or the like. In the above embodiments, the pads 27 provide gentle vertical or primary suspension and allow limited tilting of the stirrups 20 by compression of the rubber along one edge of the pad and by expansion of the rubber on an opposite edge. elements of the buffer abutting against the frame 23 and against the surface opposite for example that of a body 21 do not remain parallel to each other The degree of non-parallelism increasing the degree of resistance on the part of the rubber increases, so there is a

  limit to the radius for which the self-directional character 20 can exist.

  FIG. 6 illustrates a solution to the problem mentioned above. In this case, the outer metal layer 70 of each pad 27 is bolted to the frame 23. On the inner metal layer 71, there is provided a link 72 which is housed above a 73 body eye

  21 An axis 74 studs the link 72 and the eye 73 together so that they can pivot around the axis 74.

  When the stirrup 20 of the embodiment 30 of FIG. 6 swings around its pivot point 34.

  the pads 27 tend to conform to diamonds In

  in other words, the plates 70 and 71 remain parallel while the rubber of the pads is subjected to shearing. This allows a greater degree of tilting. 35 and it is thus possible to use this embodiment

  tion in rail networks with very tight curves.

  the self-directional character being nevertheless assured in

these curves.

  FIG. 7 illustrates an embodiment 5 similar to that of FIG. 2 but in which the buffers 27 are replaced by coil springs 39 which are provided between the frame 23 and a spring support The latter is anchored on the member 23 by means of a longitudinal anchor 41 fixed to the frame 23 by means of elastic rubber washers 42 and the axis of which is aligned with the center of the pivot 34 An axis 19 has not been shown, but it could be expected the same

so that in figure 2.

  All the embodiments of FIGS. 1 15 to 7, when mounted on a trolley with four profiled wheels of high effective taper, will ensure the self-directional character as a result of the forces.

  gravitational generated by the wheel profiles.

  In addition, on each wheel there is an independent suspension action, that is to say that on each wheel the frame and the axle box can move vertically.

relative to each other.

  Due to the relatively low longitudinal rigidity of each suspension, there may be a longitudinal displacement of the axles relative to one another.

  the other and compared to the baâti, for example during braking This problem has been satisfactorily resolved as taught in South African patent N 82/6357 (corresponding to patent application USN 413 409 de30 asked on August 31 1982) without affecting the self-steering nature of the axles of a self-steering bogie.

  The proposed solution is to insert a Watt wheelhouse between the pairs of axle boxes.

  FIG. S illustrates the case of a carriage, preferably a four-wheel wagon, in which it would be impossible in practice to provide longitudinal connections between the axles. Led elements 40 shaped as shown are pivotally mounted on connecting axes in centers 41 of the frame Rods 44 are pivotally mounted on the axes 18 and on the ends of the driven elements 40 at 45 The joints at the ends

  rods 44 are spherical The rods shown limit the longitudinal movements of the axles, for example during braking, one with respect to the other and with respect to the frame.

  FIG. 2 illustrates another form of Watt linkage, in which rods 25 are pivotally mounted on the axes 19 Two rods 25 are received

  on the axes 19 and on pivots located on an arm 36 15 pivotally mounted on the frame 23.

  Figures 9 to 12 schematically illustrate other types of Watt linkages that can be used. In FIGS. 9 and 10 the stirrups 20 are connected by connecting rods 55 pivotally mounted on the stirrups 20 and on pivoting arms 56 The arms 56 are pivotally mounted on a pendulum 59 itself pivotally mounted in the center of the frame of the carriage on a pivot 60 Note that the links 55 located on both sides of the carriage

  act on the arms 56 in opposite directions, as shown The device does not work if they act in the same direction.

  A pivot 60 fixed on the frame may prove to be too rigid, in particular for tight curves In this case, a balance 59 can be used as shown in FIG. 11 Here the center of the balance 59 is rigidly connected to an arm 61 from another Watt linkage,

  whose links 62 are pivotally mounted on the frame.

  In this case, the pendulum 59 rests on supports 63 35 supported by the frame The interface between the pendulum 59

  and the supports 63 can be coated with a material reducing friction, such as polytetrafluoroethylene.

  In FIG. 12, the connecting rods 57 are pivotally mounted on cross arms 58 pivoting on a balan5 cier 59 which can itself be pivotally mounted on the frame of the carriage or supported in the manner shown in the

figure 10.

  As mentioned in the U S niumros patents

  4,067,261 and 4,067,262 the auto-directional carriages 10 require devices to stabilize the axles.

  Figure 13 shows such a stabilization device.

  Cross rods 24 are provided between the axes 18 of the stirrups 20 With a rigid frame carriage, the rods 24 need not generate slip forces 15 to achieve stability This can be ensured by movement dampers yaw acting between the axle boxes and the carriage frame However, the links 24 are often necessary to maintain the wheelbase unchanged under the action of single-action brakes 20 and to resist the sliding forces which tend to give the axles a yaw movement in a direction of increasing the angles of attack during heel turns for example in tight curves, switches and crossings In the embodiment 25 of FIG. 2 the rods 24 are maintained yaw movement can

  be mounted between the frame 23 and the axle boxes 10.

According to the case.

  When space on a given vehicle design 30 is limited, and tight bends are to be faced, the preferred embodiment will include stirrups such as those illustrated in Figure 6 of the yaw motion dampers acting in both directions, the Watt linkage in Figure 11 and the

  crossed rods as shown in Figure 13.

Claims (1)

-9 -2548618 CLAIMS 1 Railway carriage comprising: two axles, each comprising a pair of profiled wheels (26) rigidly mounted on an axle (11); a pair of axle boxes (10) on each axle; and a frame (23) arranged to distribute the load of the carriage on the axle boxes (10), characterized in that it further comprises: a stirrup (20) provided on each axle boot (10) containing that -this and extending above and below the axis (11); means for generating a pivot point (34, 35) on the stirrup (20) and allowing the stirrup (20) to tilt longitudinally around the pivot point (35) relative to the frame (23); a first connection point (18) on the stirrup (20); means (24) for connecting together a pair of first connection points (18) and for transmitting longitudinal forces between the axles; and spring means (27) between the frame (23) and each axle box (10) allowing vertical movement between the frame (23) and the associated axle box (10). 2 trolley according to claim 1, characterized in that each stirrup (20) is pivotally mounted on a transverse pivot (28) of the frame (23) 4 3 trolley according to claim 1, characterized in that each stirrup (20) is mounted pivoting on a transverse pivot (35) of a body (21), the spring means (27) being interposed between the frame (23) and the body (21). 4 Trolley according to claim 1, wherein one end of each stirrup (20) is formed in a unitary part with the axle boot (10), and in that the spring means (27) are provided between the frame (23) and the stirrup (20), 30 thereby allowing the stirrup (20) to tilt longitudinally and to move vertically relative to the frame (23). Trolley according to any one of the preceding claims, characterized in that the spring means (23) comprise a pair of buffers comprising alter35 layers made of rubber and metal sandwiched between 1 2548618   Outer layers of metal, and in that, on each pad, one of the outer layers of metal is attached to the member against which it abuts, the other outer layer   being pivotally mounted on the member against which it abuts about a pivot axis parallel to the axis of the wheels.   6.Carriage according to any one of the preceding claims, characterized in that it comprises a second connection point (19) on each stirrup (20), on the same side of the axis (11) as   the first connection point (18), and interconnection means (25) of the second connection points (19) of the axles intended   to couple the yaw movements of the axles in opposite directions.   7.Carriage according to any one of the preceding claims, characterized in that the means (24), for transmitting the   longitudinal forces between the axles, include a rod15 watt of Watt connecting the first connection points (18) of the stirrups (20) located in the same way: side of the carriage with its central lever pivotally mounted on the frame (23).   8.Carriage according to claim 7, characterized in that the central lever is pivotally mounted on a transverse balance 20 (59) rotating around the center of the bogie, the linkage Watt being horizontal.   9. The trolley according to any one of claims 1 to 4,   characterized in that the means (24), for transmitting the longitudinal forces between the axles, comprise a driven element (40) located above each axis (11) and pivotally mounted on the central line of the carriage, and connecting rods (24,44) located on the side of the carriage, pivotally connecting the first connection points (18) to the ends of the driven elements (40), so that, in plan view, the driven element (40) and 30 the links (24, 44) form a Z.   10. Trolley according to any one of the preceding claims, characterized in that it comprises a shock absorber of   yaw movements mounted between each axle box (10) and the   frame (23) and arranged to absorb yaw movements in both directions.