EP0420922B1 - Railway bogie with improved stability and behaviour in curves - Google Patents
Railway bogie with improved stability and behaviour in curves Download PDFInfo
- Publication number
- EP0420922B1 EP0420922B1 EP89907768A EP89907768A EP0420922B1 EP 0420922 B1 EP0420922 B1 EP 0420922B1 EP 89907768 A EP89907768 A EP 89907768A EP 89907768 A EP89907768 A EP 89907768A EP 0420922 B1 EP0420922 B1 EP 0420922B1
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- axle
- box
- link
- boxes
- bogie
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- 230000000694 effects Effects 0.000 claims description 7
- 230000005484 gravity Effects 0.000 claims description 5
- 238000005096 rolling process Methods 0.000 claims description 3
- 206010052904 Musculoskeletal stiffness Diseases 0.000 description 5
- 230000035939 shock Effects 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- PXMNMQRDXWABCY-UHFFFAOYSA-N 1-(4-chlorophenyl)-4,4-dimethyl-3-(1H-1,2,4-triazol-1-ylmethyl)pentan-3-ol Chemical compound C1=NC=NN1CC(O)(C(C)(C)C)CCC1=CC=C(Cl)C=C1 PXMNMQRDXWABCY-UHFFFAOYSA-N 0.000 description 2
- 241000558108 Parasitaxus usta Species 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000009931 harmful effect Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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Classifications
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- 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
- B61F5/44—Adjustment controlled by movements of vehicle body
Definitions
- the invention relates to a bogie for a railway vehicle which comprises an adjustable chassis with side members and two axles with hooped wheels journalling in axle boxes each connected to the chassis by a primary suspension comprising a connecting rod having one end linked to the axle box. and the other end linked to a frame spar by means of an elastic ball joint.
- bogies are for example the Y32 bogies of French CORAIL cars.
- the invention relates more specifically to means for mounting at least one of the axle boxes to give it a degree of freedom of movement which is substantially horizontal relative to the chassis.
- document GB-A-2,193,941 discloses a bogie substantially of the type of bogies Y32 mentioned above, provided with a linkage intended to modify the orientation of the axles.
- the primary suspension must therefore be significantly softened to allow this deformation (otherwise the wheels skid in a curve): we then find instability problems at high speed.
- the equilibrium position cannot be reached, even if the geometry of the wheels obtained in the curve by a "forced" movement corresponds to a bogie which can be clearly written in the curve considered, quite simply because the bogie proposed is not morphologically designed for a automatic search for correct axle positioning relative to the track. So, for example, it is not enough to make the axes of two axles of a bogie converge, in the right direction, to make them form an angle equal to the angle at the center under which is seen, from the center of the curve considered, a segment equal to the wheelbase of the bogie so that this bogie has good behavior in the curve considered. Failing to have taken certain constructive precautions, the detail of which constitutes a characteristic of the present invention and which will be explained below, a bogie, according to the example cited above, presents a risk of becoming cross in the curved lane and advance in crab.
- the present invention aims to improve the bend behavior of bogies capable of high speeds and whose yaw stability has been obtained by suitable stiffening of the primary suspension mechanical connections in the horizontal plane (stiffnesses traditionally designated by the gradients Kx and Ky ). This is the case in particular of the Y32 bogies fitted in France with CORAIL cars, TGV bogies, bogies of French turbotrains, etc.
- this position of relaxation corresponds to focal points of attraction arranged along the vertices of a horizontal rectangle and it is therefore towards this geometrical figure that the centers of the axle boxes come to be arranged when the bogie is traveling on a straight and perfect track, that is to say without inherent geometry defects.
- the damped biconic movement is re-initiated at each disturbance, the damping being done less and less as the speed of the vehicle is approaching the speed of instability due to the harmful effect that the inertial forces attached to the mobiles in play play in the movement.
- the present invention is based on the principle, supported by calculations not reproduced here, that for given horizontal primary stiffnesses, traditionally noted by coefficients Kx (longitudinally) and Ky (transversely), the movement is substantially of the same type as that described above around the equilibrium position, that is to say that the axles automatically seek their equilibrium position; still it must be compatible with the play presented by each axle inside the rails.
- a characteristic of the invention consists in deforming in a curve the aforementioned rectangular arrangement of the primary focal points by displacement or carriage of at least one of the focal points relative to the rectangle, whereas according to the known technique of DE documents -A-34 24 531 or EP-A-165 752, the axles were clamped without moving the focal points of attraction which remained arranged at the tops of a rectangle (which explains the constraints existing in this type of links).
- an approximate value of the amplitude of the turning corresponds to the convergence towards the center of the curve of the two non-parallel sides of the trapezoid obtained from the above-mentioned rectangle thanks precisely to the turning.
- the invention is characterized in that the means for mounting the axle boxes ensuring longitudinal selective freedom are interposed, for each box concerned, between the connecting rod and either the axle box or the chassis beam. In other words, mounting is done in series with the primary suspension and no longer in parallel.
- the position of the fireplaces is changed by the axles themselves, these constituting the simultaneously driving and controlling bodies of the fireplaces carrying carriages.
- the constructive provisions to be provided then consist in constraining the movement of the carriage (s) by two actions acting in parallel and consisting, one, in braking the movements of the carriages by means of very powerful shock absorbers and, the other, to create a recall of the carriage to a medium position.
- the first of these actions stifling the rapid and pulsating movements which would otherwise arise, does not prevent the damped biconical movement of the axles from taking place and, in particular, the automatic search by the axles for their position of equilibrium in a straight line than in a curve.
- the highly shock absorbing action prevents movements of instability that appear at high speeds to occur.
- the second of the actions referred to above which is an elastic return action, is intended to balance the traction or braking forces.
- the return of the axle box to its average position is obtained by a gravity effect, but it is understood that this return can also be obtained by a spring sufficiently dimensioned to be able to s oppose the efforts made at the rim.
- both the desired longitudinal movement and the return by gravity are obtained by mounting the axle box of the plain bearings with an eccentric axis relative to the axis of the axle.
- the damper is fixed, preferably substantially vertically, between fastening pins linked respectively to the axle box and to the connecting rod.
- the end of the connecting rod comprises, on the axle side, a bore in which the axle box rolls while being held there by one or more centering studs disposed on the upper generatrix of the aforementioned bore.
- the body drive is carried out in a conventional manner by a pendulum 8 swiveling on a body pivot and connected at its ends to the crosspieces 4 by means of bars 10.
- the primary connections between the axles 12 and the bogie chassis are also provided in a conventional manner by four elastic ball joints 14 whose transverse axes 16 are rigidly held relative to the side members 2. These ball joints elastically hold the axle bearings by means of four axle box connecting rods 18 integral with the axle boxes 20 so that, in the absence of horizontal forces exerted on the axle boxes, the centers thereof are arranged at the vertices of a rectangle.
- FIG. 2 which derives from the traditional arrangement represented in FIG. 1, one of the four ball joints, that placed at the top left of the figure, arranged inside a carriage or drawer 36, can slide longitudinally in slides integral with the upper branch of the beam 2, placed on the left in the figure.
- the movement of very small amplitude (of the order of a centimeter) from a medium position, is obtained by the relative rotational movement between body and bogie by means of a lever 22 secured to the body and substantially at the same height dimension as the drive beam or the axles.
- It is rigidly fixed, for example, on the body pivot and actuates a longitudinal connector 24, then a transverse lever 26 which pivots around an axis 28 fixed relative to the beam 2 and finally a longitudinal connector 30 which drives the drawer in which is mounted the ball 14.
- joints 32 of the various connectors and pendulums mentioned only have the minimum clearance and can possibly receive flexible linings, but in the latter case, the flexibility of these linings must not significantly modify the flexibility sought on the axle box. cause which is that given by the ball 14.
- the primary connection of at least one of the axle boxes 20 comprises, interposed between the connecting rod 18 and the box 20 considered, mounting means detailed in Figure 3, allowing a horizontal relative movement between the connecting rod - and hence the chassis - and the axle box 20.
- the gearbox rod 18 comprises, on the axle side, a seat 45 at its upper part, making it possible to receive and center the primary suspension spring 41 assigned to the axle box in question 20 and supporting, in a conventional manner and not shown, a side member end 2 of the bogie chassis.
- the box link 18 holds the axle box 20 by means of two vertical flanges 42 which also constitute plain bearings whose bore axis represented by the point O is eccentric relative to the axis of the axle 12 represented by point C in FIG. 3. the eccentricity is typically about 3 to 5 cm.
- the center C of the axle 12 is situated vertically, and above, the center O of the eccentric bearing of the axle box.
- the CO segment takes an inclination relative to the vertical, giving the necessary longitudinal travel (of the order of a centimeter, for example).
- the axle 12 is then returned to its original position under the effect of gravity, by a return force depending on the vertical weight exerted on the axle box 20 in question, the eccentricity CO and the displacement of the box d axle 20 relative to its original position or average position.
- the box body 20 comprises, on an appropriate projection, a lower clip 43 of the damper 34, the upper clip 44 being fixed to the rod 18 of the box.
- These two fasteners 43 and 44 are constituted by pins.
- Figure 3 shows a damper whose axis is close to the vertical. Such an arrangement, without being obligatory, makes it possible to guard against the risks of leakage of the shock absorber, the latter then being drowned in the conventional manner in an oil tank which acts as a refueling manifold for the shock absorber.
- the longitudinal mobility of the axle box 20 with respect to the box link 18 is obtained by rolling without sliding the axle box 20 in a transverse bore made in the box link on the axle side.
- the axis of this bore corresponds to the trace C in the cutting plane of Figure 4.
- the rolling without sliding of the axle box in the aforementioned bore is obtained by means of one or more centering studs 46 taken between the box rod and the body of the box axle and placed along the contact generator of these two parts.
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Abstract
Description
L'invention concerne un bogie pour véhicule ferroviaire qui comprend un châssis réglable à longerons et deux essieux à roues frettées tourillonnant dans des boîtes d' essieu reliées chacune au châssis par une suspension primaire comportant une bielle ayant une extrémité liée à la boîte d'essieu et l'autre extrémité liée à un longeron du châssis par l'intermédiaire d'une rotule élastique. De tels bogies sont par exemple les bogies Y32 des voitures CORAIL françaises. L'invention concerne plus spécialement des moyens de montage d'au moins l'une des boîtes d'essieu pour lui conférer un degré de liberté de mouvement relatif sensiblement horizontal par rapport au châssis.The invention relates to a bogie for a railway vehicle which comprises an adjustable chassis with side members and two axles with hooped wheels journalling in axle boxes each connected to the chassis by a primary suspension comprising a connecting rod having one end linked to the axle box. and the other end linked to a frame spar by means of an elastic ball joint. Such bogies are for example the Y32 bogies of French CORAIL cars. The invention relates more specifically to means for mounting at least one of the axle boxes to give it a degree of freedom of movement which is substantially horizontal relative to the chassis.
La technique ferroviaire actuelle a permis de mettre au point des bogies ferroviaires à roues frettées sur les essieux axes conservant de bonnes caractéristiques de stabilité jusqu'à des vitesses de 400 km/h et même au-delà. De tels bogies sont basés sur le principe d'une double suspension : une suspension primaire et une suspension secondaire, ces deux suspensions étant séparées par un mobile intermédiaire entre les essieux et la caisse du véhicule désigné par châssis de bogie.Current railway technology has made it possible to develop rail bogies with hooped wheels on the axle axles retaining good stability characteristics up to speeds of 400 km / h and even beyond. Such bogies are based on the principle of a double suspension: a primary suspension and a secondary suspension, these two suspensions being separated by an intermediate mobile between the axles and the body of the vehicle designated by bogie chassis.
Il est connu que les mouvements d'instabilité à grande vitesse (ou mouvements biconiques des essieux non amortis) peuvent être réprimés notamment par des raideurs primaires élevées de la suspension primaire considérée dans le plan horizontal.It is known that movements of instability at high speed (or biconical movements of non-damped axles) can be suppressed in particular by high primary stiffnesses of the primary suspension considered in the horizontal plane.
Malheureusement, le raidissement des liaisons flexibles horizontales qui maintiennent les boîtes d'essieux par rapport au châssis de bogie a pour contrepartie d'entraîner une mauvaise inscription des bogies concernés dans les courbes, c'est-à-dire que les essieux se décentrent par rapport aux deux files de rails et les boudins de roues viennent en butée sur le rail extérieur à la courbe, spécialement la roue de l'essieu avant de chaque bogie.Unfortunately, the stiffening of the flexible horizontal links which hold the axle boxes with respect to the bogie chassis has the counterpart of causing a bad inscription of the bogies concerned in the curves, that is to say that the axles are decentered by compared to the two rows of rails and the flanges of wheels come into abutment on the rail outside the curve, especially the wheel of the front axle of each bogie.
Un inconvénient de ce phénomène est que le contact des boudins de roues entraîne une usure, à la fois des boudins de roues eux-mêmes, mais aussi des tables de roulement des roues. Un deuxième inconvénient est que, en courbe, les essieux concernés par le contact boudin-rail extérieur recopient les défauts sur le congé intérieur du rail avec lequel le contact se produit et la suspension transmet des efforts indésirables vers la caisse.One drawback of this phenomenon is that contact with the flanges of the wheels results in wear, both of the flanges of the wheels themselves, but also of the wheel treads. A second drawback is that, in a curve, the axles concerned by the external flange-rail contact copy the faults on the internal leave of the rail with which the contact occurs and the suspension transmits undesirable forces towards the body.
L'adoption du graissage des boudins de roue, ou des rails en courbe, permet de combattre le premier inconvénient, mais non le second. Un souci des concepteurs est donc de proposer une solution pour positionner correctement les essieux par rapport à la voie, même en courbe, les centres des boîtes d'essieux étant disposés aux quatre sommets d'un rectangle.The adoption of the lubrication of wheel flanges, or curved rails, makes it possible to combat the first drawback, but not the second. A concern of designers is therefore to propose a solution for correctly positioning the axles relative to the track, even in curves, the centers of the axle boxes being arranged at the four vertices of a rectangle.
C'est ainsi que pour améliorer le passage en courbe un certain nombre de spécialistes ont proposé des systèmes mécaniques à embiellage utilisant le mouvement relatif en rotation de l'équipage constitué par les deux essieux d'un bogie (ou même de chaque essieu pour les matériels à essieux) par rapport à la caisse placée à son aplomb. Ces systèmes à embiellage ont pour objectif de modifier la disposition relative des boîtes d'essieux les unes par rapport aux autres en fonction du rayon de courbe, de manière à obtenir en courbe, une géométrie du bogie plus favorable à son inscription en courbe.Thus to improve the curve passage a number of specialists have proposed mechanical systems with connecting rods using the relative rotational movement of the crew consisting of the two axles of a bogie (or even of each axle for the axle equipment) in relation to the body placed directly above it. The aim of these connecting rod systems is to modify the relative arrangement of the axle boxes with respect to each other as a function of the radius of the curve, so as to obtain in the curve, a geometry of the bogie more favorable for its inscription in the curve.
Ainsi, le document GB-A-2 193 941 fait connaître un bogie sensiblement du type des bogies Y32 mentionnés plus haut, munis d'un embiellage destiné à modifier l'orientation des essieux. La suspension primaire doit de ce fait être notablement assouplie pour permettre cette déformation (faute de quoi les roues dérapent en courbe) : on retrouve alors les problèmes d'instabilité à grande vitesse.Thus, document GB-A-2,193,941 discloses a bogie substantially of the type of bogies Y32 mentioned above, provided with a linkage intended to modify the orientation of the axles. The primary suspension must therefore be significantly softened to allow this deformation (otherwise the wheels skid in a curve): we then find instability problems at high speed.
Mais les systèmes proposés à ce jour visent surtout à créer en courbe établie une géométrie favorable du bogie pris à l'état libre, c'est-à-dire sans tenir compte des forces de semiglissement apparaissant au contact des roues et des rails.However, the systems proposed to date aim above all to create a favorable geometry of the bogie taken in the free state in the established curve, that is to say without taking into account the semi-sliding forces appearing in contact with the wheels and rails.
Dans un certain nombre de solutions proposées, la position d'équilibre ne peut être atteinte, même si la géométrie des roues obtenue en courbe par un mouvement "forcé" correspond à un bogie bien inscriptible dans la courbe considérée, tout simplement parce que le bogie proposé n'est pas conçu morphologiquement pour une recherche automatique d'un positionnement correct des essieux par rapport à la voie. Ainsi, par exemple, il ne suffit pas de faire converger, dans le bon sens, les axes de deux essieux d'un bogie pour leur faire former un angle égal à l'angle au centre sous lequel est vu, à partir du centre de la courbe considérée, un segment égal à l'empattement du bogie pour que ce bogie ait un bon comportement dans la courbe considérée. Faute d'avoir pris certaines précautions d'ordre constructif, dont le détail constitue une caractéristique de la présente invention et qui sera exposé dans ce qui suit, un bogie, selon l'exemple cité ci-dessus, présente un risque de se mettre en travers dans la voie en courbe et d'avancer en crabe.In a certain number of proposed solutions, the equilibrium position cannot be reached, even if the geometry of the wheels obtained in the curve by a "forced" movement corresponds to a bogie which can be clearly written in the curve considered, quite simply because the bogie proposed is not morphologically designed for a automatic search for correct axle positioning relative to the track. So, for example, it is not enough to make the axes of two axles of a bogie converge, in the right direction, to make them form an angle equal to the angle at the center under which is seen, from the center of the curve considered, a segment equal to the wheelbase of the bogie so that this bogie has good behavior in the curve considered. Failing to have taken certain constructive precautions, the detail of which constitutes a characteristic of the present invention and which will be explained below, a bogie, according to the example cited above, presents a risk of becoming cross in the curved lane and advance in crab.
On connaît par exemple par les documents DE-A-3 424 531 ou EP-A-165 752, des bogies du type mentionné en tête de ce mémoire, pourvus de moyens de montage des boîtes d'essieu destinés à permettre aux essieux de prendre en courbe une certaine inclinaison par rapport à l'axe longitudinal du châssis. Mais ces moyens, disposés en parallèle avec la suspension primaire, consistent en des embiellages qui brident entre elles au moins deux boîtes d'essieu. Les suspensions primaires sont nécessairement assouplies, et la timonerie exerce sur les boîtes des contraintes importantes, transmises par des organes de tringlerie nombreux, fragiles et susceptibles de prendre du jeu, donc d'une manière non satisfaisante.We know for example from documents DE-A-3 424 531 or EP-A-165 752, bogies of the type mentioned at the head of this specification, provided with means for mounting the axle boxes intended to allow the axles to take in curve a certain inclination with respect to the longitudinal axis of the chassis. But these means, arranged in parallel with the primary suspension, consist of connecting rods which clamp together at least two axle boxes. The primary suspensions are necessarily relaxed, and the wheelhouse exerts significant stresses on the boxes, transmitted by numerous linkage members, fragile and likely to take up play, therefore in an unsatisfactory manner.
La présente invention vise à améliorer le comportement en courbe de bogies aptes à de grandes vitesses et dont la stabilité en lacet a été obtenue par un raidissement convenable des liaisons mécaniques de suspension primaire dans le plan horizontal (raideurs désignées traditionnellement par les gradients Kx et Ky). Tel est le cas notamment des bogies Y32 équipant en France les voitures CORAIL, des bogies TGV, des bogies des turbotrains français, etc.The present invention aims to improve the bend behavior of bogies capable of high speeds and whose yaw stability has been obtained by suitable stiffening of the primary suspension mechanical connections in the horizontal plane (stiffnesses traditionally designated by the gradients Kx and Ky ). This is the case in particular of the Y32 bogies fitted in France with CORAIL cars, TGV bogies, bogies of French turbotrains, etc.
Il est connu que les deux essieux de tels bogies exécutent chacun sur une voie en ligne droite des mouvements transversaux et angulaires couplés (autour de l'axe vertical) en sinusoîdes amorties, dits mouvements biconiques ou encore mouvements de lacet, la position amortie étant une position d'équilibre ou de relaxation des contraintes horizontales, à la fois des contraintes internes prenant leur source dans les forces de contact entre roues et rail et de celles, fortement attractives celle-là, générées par les écarts que prennent les quatre boîtes d'essieux par rapport aux quatre foyers d'attraction correspondant aux liaisons élastiques primaires horizontales (selon les gradients Kx et Ky précités). Pour un bogie bien construit, cette position de relaxation correspond à des foyers d'attraction disposés selon les sommets d'un rectangle horizontal et c'est donc vers cette figure géométrique que viennent se disposer les centres des boîtes d'essieux lorsque le bogie circule sur une voie rectiligne et parfaite, c'est-à-dire sans défauts propres de géométrie.It is known that the two axles of such bogies each execute on a straight line track transverse and angular movements coupled (around the vertical axis) in damped sinusoids, called biconical movements or yaw movements, the damped position being a position of balance or relaxation horizontal stresses, both internal stresses originating in the contact forces between wheels and rail and those, highly attractive that one, generated by the deviations that the four axle boxes take with respect to the four focal points attraction corresponding to the horizontal primary elastic bonds (according to the gradients Kx and Ky above). For a well-built bogie, this position of relaxation corresponds to focal points of attraction arranged along the vertices of a horizontal rectangle and it is therefore towards this geometrical figure that the centers of the axle boxes come to be arranged when the bogie is traveling on a straight and perfect track, that is to say without inherent geometry defects.
Si l'on considère que la section de voie rectiligne ne comporte que des perturbations géométriques localisées, le mouvement biconique amorti est réamorcé à chaque perturbation, l'amortissement se faisant d'ailleurs de moins en moins bien au fur et à mesure que la vitesse du véhicule s'approche de la vitesse d'instabilité du fait de l'effet nocif que jouent dans le mouvement les forces d'inerties attachées aux mobiles en jeu.If we consider that the rectilinear track section only includes localized geometrical disturbances, the damped biconic movement is re-initiated at each disturbance, the damping being done less and less as the speed of the vehicle is approaching the speed of instability due to the harmful effect that the inertial forces attached to the mobiles in play play in the movement.
La présente invention est fondée sur le principe, étayé par des calculs non reproduits ici, que pour des raideurs primaires horizontales données, notées traditionnellement par des coefficients Kx (longitudinalement) et Ky (transversalement), le mouvement est sensiblement du même type que celui décrit ci-dessus autour de la position d'équilibre, c'est-à-dire que les essieux recherchent automatiquement leur position d'équilibre; encore faut-il que celle-ci soit compatible avec le jeu présenté par chaque essieu à l'intérieur des rails. Une caractéristique de l'invention consiste à déformer en courbe la disposition rectangulaire précitée des foyers d'attraction primaire par déplacement ou chariotage de l'un au moins des foyers d'attraction par rapport au rectangle, alors que selon la technique connue des documents DE-A-34 24 531 ou EP-A-165 752, on bridait les essieux sans pour autant déplacer les foyers d'attraction qui restaient disposés aux sommets d'un rectangle (ce qui explique les contraintes existant dans ce type de liaisons).The present invention is based on the principle, supported by calculations not reproduced here, that for given horizontal primary stiffnesses, traditionally noted by coefficients Kx (longitudinally) and Ky (transversely), the movement is substantially of the same type as that described above around the equilibrium position, that is to say that the axles automatically seek their equilibrium position; still it must be compatible with the play presented by each axle inside the rails. A characteristic of the invention consists in deforming in a curve the aforementioned rectangular arrangement of the primary focal points by displacement or carriage of at least one of the focal points relative to the rectangle, whereas according to the known technique of DE documents -A-34 24 531 or EP-A-165 752, the axles were clamped without moving the focal points of attraction which remained arranged at the tops of a rectangle (which explains the constraints existing in this type of links).
Pour la courbe de plus petit rayon à négocier et donc de déformation maximale du rectangle, on vérifiera que la figure d'équilibre des essieux (sinon de relaxation) soit telle qu'aucun des boudins ne vienne en contact avec le rail. La détermination exacte du chariotage à effectuer dépend des données géométriques et mécaniques du problème posé.For the curve of smallest radius to be negotiated and therefore of maximum deformation of the rectangle, we will check that the equilibrium figure of the axles (if not relaxation) is such that none of the flanges comes into contact with the rail. The exact determination of the stocking to be carried out depends on the geometric and mechanical data of the problem posed.
Ce calcul non développé ici met en jeu les raideurs primaires déjà citées ainsi que - bien que dans une moindre mesure - les raideurs horizontales de la suspension secondaire, les coefficients de Kalker du contact roue-rail - essentiellement les deux coefficients de semi-glissement longitudinal et transversal - et le profil des bandages.This calculation, not developed here, involves the primary stiffnesses already mentioned as well as - although to a lesser extent - the horizontal stiffnesses of the secondary suspension, the Kalker coefficients of the wheel-rail contact - essentially the two coefficients of semi-sliding longitudinal and transverse - and the profile of the bandages.
Dans la pratique, une valeur approchée de l'amplitude du chariotage correspond à la convergence vers le centre de la courbe des deux côtés non parallèles du trapèze obtenu à partir du rectangle précité grâce précisément au chariotage. Du point de vue de la construction, pour permettre le déplacement des foyers d'attraction, l'invention se caractérise en ce que les moyens de montage des boîtes d'essieu assurant la liberté sélective longitudinale sont interposés, pour chaque boîte concernée, entre la bielle et soit la boîte d'essieu, soit le longeron du châssis. Autrement dit, le montage se fait en série avec la suspension primaire et non plus en parallèle.In practice, an approximate value of the amplitude of the turning corresponds to the convergence towards the center of the curve of the two non-parallel sides of the trapezoid obtained from the above-mentioned rectangle thanks precisely to the turning. From the construction point of view, to allow the displacement of the focal points, the invention is characterized in that the means for mounting the axle boxes ensuring longitudinal selective freedom are interposed, for each box concerned, between the connecting rod and either the axle box or the chassis beam. In other words, mounting is done in series with the primary suspension and no longer in parallel.
Selon l'invention, il est possible non seulement de charioter comme il vient d'être indiqué un, deux, trois ou les quatre foyers d'attraction primaire d'un bogie, mais encore de faire ce chariotage selon une courbe quasi quelconque, l'amplitude elle-même du mouvement en fonction de la courbe pouvant répondre à une fonction, elle aussi, quelconque à déterminer par le calcul. Les seules limitations à respecter sont de faire les mouvements de chariotage de manière à respecter la coplanarité des quatre foyers et les limites de contraintes imposées par les composants en jeu (rotules, roulements d'essieux, limite de fatigue des fusées d'essieux, etc.).According to the invention, it is possible not only to cart as just indicated one, two, three or the four foci of primary attraction of a bogie, but also to make this cart according to an almost arbitrary curve, l amplitude itself of the movement as a function of the curve that can respond to a function, too, any one to be determined by calculation. The only limitations to be observed are to make the movement of the carriage so as to respect the co-planarity of the four hearths and the limits of constraints imposed by the components involved. (ball joints, axle bearings, fatigue limit of axle stub axles, etc.).
L'invention a pour objet un bogie conforme aux revendications annexées 1 à 4.The subject of the invention is a bogie according to the appended claims 1 to 4.
Selon l'invention, il n'est pas nécessaire de modifier par une commande mécanique la position des foyers d'attraction primaire. La modification de position des foyers est obtenue par les essieux eux-mêmes, ceux-ci constituant les organes à la fois moteurs et de contrôle des chariots porteurs des foyers. Les dispositions d'ordre constructif à prévoir consistent alors à contraindre le mouvement du (ou des) chariot(s) par deux actions agissant parallèlement et consistant, l'une, à freiner les mouvements des chariots au moyen d'amortisseurs très puissants et, l'autre, à créer un rappel du chariot vers une position moyenne. La première de ces actions, étouffant les mouvements rapides et pulsatoires qui sans elle prendraient naissance, n'empêche pas le mouvement biconique amorti des essieux de s'éffectuer et, en particulier, la recherche automatique par les essieux de leur position d'équilibre tant en ligne droite qu'en courbe. En revanche, l'action fortement amortissante empêche les mouvements d'instabilité qui apparaissent aux vitesses élevées de se produire. La seconde des actions visées plus haut, qui est une action de rappel élastique, est destinée à équilibrer les efforts de traction ou de freinage.According to the invention, it is not necessary to modify the position of the primary attraction foci by mechanical control. The position of the fireplaces is changed by the axles themselves, these constituting the simultaneously driving and controlling bodies of the fireplaces carrying carriages. The constructive provisions to be provided then consist in constraining the movement of the carriage (s) by two actions acting in parallel and consisting, one, in braking the movements of the carriages by means of very powerful shock absorbers and, the other, to create a recall of the carriage to a medium position. The first of these actions, stifling the rapid and pulsating movements which would otherwise arise, does not prevent the damped biconical movement of the axles from taking place and, in particular, the automatic search by the axles for their position of equilibrium in a straight line than in a curve. On the other hand, the highly shock absorbing action prevents movements of instability that appear at high speeds to occur. The second of the actions referred to above, which is an elastic return action, is intended to balance the traction or braking forces.
Selon un mode de réalisation avantageux de l'invention, le rappel de la boîte d'essieu vers sa position moyenne est obtenu par un effet de gravité, mais il est entendu que ce rappel peut aussi être obtenu par un ressort suffisamment dimensionné pour pouvoir s'opposer aux efforts développés à la jante.According to an advantageous embodiment of the invention, the return of the axle box to its average position is obtained by a gravity effect, but it is understood that this return can also be obtained by a spring sufficiently dimensioned to be able to s oppose the efforts made at the rim.
Avantageusement, on obtient à la fois le mouvement longitudinal désiré et le rappel par gravité grâce à un montage de la boîte d'essieu des paliers lisses d'axe excentré par rapport à l'axe de l'essieu.Advantageously, both the desired longitudinal movement and the return by gravity are obtained by mounting the axle box of the plain bearings with an eccentric axis relative to the axis of the axle.
L'amortisseur est fixé, de préférence sensiblement verticalement, entre des tourillons d'attache respectivement liés à la boîte d'essieu et à la bielle.The damper is fixed, preferably substantially vertically, between fastening pins linked respectively to the axle box and to the connecting rod.
Selon une autre variante encore, l'extrémité de bielle comporte, du côté essieu, un alésage dans lequel roule la boîte d'essieu en y étant maintenue par un ou plusieurs plots de centrage disposés sur la génératrice supérieure de l'alésage précité.According to yet another variant, the end of the connecting rod comprises, on the axle side, a bore in which the axle box rolls while being held there by one or more centering studs disposed on the upper generatrix of the aforementioned bore.
D'autres caractéristiques et avantages de l'invention ressortiront de la description suivante d'un mode particulier de réalisation.Other characteristics and advantages of the invention will emerge from the following description of a particular embodiment.
Il sera fait référence aux dessins annexés sur lesquels :
- la figure 1 est une vue en plan prise par en-dessous d'un châssis de bogie auquel s'applique l'invention.
- La figure 2 représente dans une vue en plan prise par en-dessous du châssis de bogie, le principe de l'orientation exposé ci-dessus, appliqué à une seule boîte d'essieu d'un bogie, le mouvement du chariot étant un mouvement de translation rectiligne et longitudinal, l'amplitude étant de plus sensiblement proportionnelle à la courbure de la voie.
- La figure 3 montre à titre d'illustration de l'invention, le détail en vue latérale des moyens de montage de la boîte d'essieu conformément à l'invention.
- La figure 4 montre au moyen d'une coupe par un plan vertical longitudinal une autre manière de réaliser les liaisons entre châssis de bogie et boîte d'essieu selon l'invention.
- Figure 1 is a plan view taken from below of a bogie frame to which the invention applies.
- FIG. 2 represents in a plan view taken from below of the bogie chassis, the principle of the orientation exposed above, applied to a single axle box of a bogie, the movement of the carriage being a rectilinear and longitudinal translation movement, the amplitude being moreover substantially proportional to the curvature of the track.
- FIG. 3 shows, by way of illustration of the invention, the detail in side view of the means for mounting the axle box in accordance with the invention.
- Figure 4 shows by means of a section through a longitudinal vertical plane another way of making the connections between bogie chassis and axle box according to the invention.
Reprenant la figure 1, on y reconnaît un châssis de bogie constitué par deux longerons 2 reliés par des traverses 4. L'appui de la suspension secondaire, non représentée, se fait sur des élargissements circulaires 6 des longerons de châssis.Returning to Figure 1, there is a bogie frame consisting of two
L'entraînement de caisse est réalisé de manière classique par un balancier 8 tourillonnant sur un pivot de caisse et relié à ses extrémités aux traverses 4 grâce à des barres 10.The body drive is carried out in a conventional manner by a pendulum 8 swiveling on a body pivot and connected at its ends to the
Les liaisons primaires entre des essieux 12 et le châssis de bogie sont assurées également de manière classique par quatre rotules élastiques 14 dont les axes transversaux 16 sont maintenus rigidement par rapport aux longerons 2. Ces rotules maintiennent élastiquement les paliers d'essieux au moyen de quatre bielles de boîtes d'essieux 18 solidaires des boîtes d'essieux 20 en sorte que, en l'absence d'efforts horizontaux exercés sur les boîtes d'essieux, les centres de celles-ci se disposent selon les sommets d'un rectangle.The primary connections between the
Sur la figure 2 qui dérive de la disposition traditionnelle représentée sur la figure 1, l'une des quatre rotules, celle placée en haut à gauche de la figure, disposée à l'intérieur d'un chariot ou tiroir 36, peut coulisser longitudinalement dans des glissières solidaires de la branche supérieure du longeron 2, placé à gauche sur la figure. Le mouvement de très faible amplitude (de l'ordre du centimètre) à partir d'une position moyenne, est obtenu par le mouvement de rotation relative entre caisse et bogie grâce à un levier 22 solidaire de la caisse et sensiblement à la même côte de hauteur que le balancier d'entraînement ou les axes des essieux. Il est fixé rigidement, par exemple, sur le pivot de caisse et actionne un connecteur longitudinal 24, puis un levier transversal 26 qui tourillonne autour d'un axe 28 fixe par rapport au longeron 2 et enfin un connecteur longitudinal 30 qui entraîne le tiroir dans lequel est montée la rotule 14.In FIG. 2 which derives from the traditional arrangement represented in FIG. 1, one of the four ball joints, that placed at the top left of the figure, arranged inside a carriage or
Les articulations 32 des différents connecteurs et balanciers cités ne comportent que le minimum de jeu et peuvent éventuellement recevoir des garnitures flexibles, mais dans ce dernier cas, la flexibilité de ces garnitures ne doit pas modifier sensiblement la flexibilité recherchée sur la boîte d'essieu en cause qui est celle donnée par la rotule 14.The
Conformément à l'invention, la liaison primaire d'au moins l'une des boîtes d'essieu 20 comporte, interposés entre la bielle 18 et la boîte 20 considérée, des moyens de montage détaillés sur la figure 3, autorisant un mouvement relatif horizontal entre la bielle - et partant, le châssis - et la boîte d'essieu 20.According to the invention, the primary connection of at least one of the
La bielle de boîte 18 comporte, côté essieu, une assise 45 à sa partie supérieure, permettant de recevoir et de centrer le ressort 41 de suspension primaire affecté à la boîte d'essieu considérée 20 et supportant, de manière classique et non représentée, une extrémité de longeron 2 du châssis de bogie.The
Par ailleurs, la bielle de boîte 18 maintient la boîte d'essieu 20 au moyen de deux flasques verticaux 42 qui constituent également des paliers lisses dont l'axe d'alésage représenté par le point O est excentré par rapport à l'axe de l'essieu 12 représenté par le point C sur la figure 3. l'excentrement est, typiquement, d'environ 3 à 5 cm.Furthermore, the
En l'absence d'effort de propulsion ou de freinage, le centre C de l'essieu 12 se situe à la verticale, et au-dessus, du centre O du palier excentré de la boîte d'essieu.In the absence of propulsion or braking force, the center C of the
En revanche, sous l'effet des forces de propulsion ou de freinage, le segment CO prend une inclinaison par rapport à la verticale, donnant le débattement longitudinal nécessaire (de l'ordre du centimètre, par exemple). L'essieu 12 est alors rappelé vers sa position primitive sous l'effet de gravité, par une force de rappel fonction du poids vertical exercé sur la boîte d'essieu 20 en cause, de l'excentrement CO et du déplacement de la boîte d'essieu 20 par rapport à sa position primitive ou position moyenne.On the other hand, under the effect of propulsion or braking forces, the CO segment takes an inclination relative to the vertical, giving the necessary longitudinal travel (of the order of a centimeter, for example). The
Par ailleurs, le corps de boîte 20 comporte, sur une saillie appropriée, une attache inférieure 43 de l'amortisseur 34, l'attache supérieure 44 étant fixée à la bielle 18 de boîte. Ces deux attaches 43 et 44 sont constituées par des tourillons.Furthermore, the
On remarquera que la figure 3 représente un amortisseur dont l'axe est proche de la verticale. Une telle disposition, sans être obligatoire, permet de se prémunir contre les risques de fuite de l'amortisseur, celui-ci étant alors noyé de manière classique dans un réservoir d'huile qui fait office de nourrice de réalimentation de l'amortisseur.Note that Figure 3 shows a damper whose axis is close to the vertical. Such an arrangement, without being obligatory, makes it possible to guard against the risks of leakage of the shock absorber, the latter then being drowned in the conventional manner in an oil tank which acts as a refueling manifold for the shock absorber.
Il est à noter enfin que l'utilisation d'amortisseurs visqueux permet d'atteindre une relaxation quasi-totale des efforts à la jante en régime établi soit en ligne droite, soit en courbe établie. Mais il est possible d'utiliser également des amortisseurs à effet de friction. Dans ce cas il subsiste des efforts résiduels, même en régime établi. En revanche de tels amortisseurs à friction ne sont pas exposés à des risques de fuite de liquide et présentent de ce fait une sécurité de fonctionnement maximale.Finally, it should be noted that the use of viscous dampers makes it possible to achieve almost total relaxation of the forces at the rim in steady state either in a straight line or in an established curve. However, it is also possible to use friction dampers. In this case, residual efforts remain, even under steady conditions. On the other hand, such friction dampers are not exposed to risks of liquid leakage and therefore have maximum operating safety.
Sur la figure 4, la mobilité longitudinale de la boîte d'essieu 20 par rapport à la bielle de boîte 18 est obtenue par roulement sans glissement de la boîte d'essieu 20 dans un alésage transversaI pratiqué dans la bielle de boîte côté essieu. L'axe de cet alésage correspond à la trace C dans le plan de coupe de la figure 4. Le roulement sans glissement de la boîte d'essieu dans l'alésage précité est obtenu au moyen d'un ou plusieurs plots de centrage 46 pris entre la bielle de boîte et le corps de la boîte d'essieu et placés suivant la génératrice de contact de ces deux pièces. Le fait de disposer de plusieurs plots de centrage permet de pallier le désaxement de la boîte d'essieu et de l'alésage susceptible de se produire sous l'effet des efforts transversaux.In FIG. 4, the longitudinal mobility of the
La disposition représentée sur la figure 4 a l'avantage de réduire fortement l'effet des frottements secs.The arrangement shown in Figure 4 has the advantage of greatly reducing the effect of dry friction.
Claims (4)
- Truck for a railway vehicle which comprises a rigid frame (2, 4) having side members (2) and two axles (12) with shrunk-on wheels journalled in axle-boxes (20), the latter being each connected to the frame (2, 4) through a primary suspension comprising a link (18) having one end connected to the axle-box (20) and the other end connected to a side member (2) of the frame through a resilient swivel joint (14), stiff enough to dampen the yaw movements at the highest speeds inoperation, characterized in that between at least one of the axle-boxes (20) and the corresponding link (18) or links, mounting means are provided, allowing a substantially horizontal relative motion between these members, these mounting means being formed by a damper (34) and mechanical members for returning the axle-box towards its equilibrium position, said damper (34) being placed in parallel said members.
- Truck according to claim 1, characterized in that said return member uses an effect due to gravity, with the axle-box (20) mounted as an inverted pendulum in the end of the link (18), the end of the link (18) comprising two vertical cheeks (42) constituting for the axle-boxes (20), smooth bearings having an axis (O) eccentric relative to the axis (C) of the axle (12).
- Truck according to claim 1, characterized in that the return of the axle-box (20) is obtained through the effect of gravity consisting in causing the axle-box (20) to roll without skidding within a bore formed in the link (18) end, adjacent to the axle, the non-skidding rolling of the axle-box in its bore being obtained through at least one centring stud (46) disposed on the upper generatrix of the aforementioned bore.
- Truck according to any of claims 2 or 3, characterized in that the damper (34) is disposed substantially vertically.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT89907768T ATE100389T1 (en) | 1988-06-17 | 1989-06-19 | RAILWAY BOGIE WITH IMPROVED STABILITY AND CURVING BEHAVIOR. |
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8808132 | 1988-06-17 | ||
| FR8808132A FR2632917A1 (en) | 1988-06-17 | 1988-06-17 | Method and device for improving the stability and behaviour of a railway bogie in a bend, and bogie equipped with such a device |
| FR8813016A FR2637246B1 (en) | 1988-10-05 | 1988-10-05 | BOGIE FOR RAIL VEHICLE WITH IMPROVED STABILITY AND CURVED BEHAVIOR |
| FR8813016 | 1988-10-05 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0420922A1 EP0420922A1 (en) | 1991-04-10 |
| EP0420922B1 true EP0420922B1 (en) | 1994-01-19 |
Family
ID=26226736
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP89907768A Expired - Lifetime EP0420922B1 (en) | 1988-06-17 | 1989-06-19 | Railway bogie with improved stability and behaviour in curves |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US5235918A (en) |
| EP (1) | EP0420922B1 (en) |
| CA (1) | CA1330279C (en) |
| DE (1) | DE68912588T2 (en) |
| WO (1) | WO1989012566A1 (en) |
Families Citing this family (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5249530A (en) * | 1992-05-26 | 1993-10-05 | Westinghouse Electric Corp. | Forced steering railroad truck system with central transverse pivoted shaft |
| DE4238574A1 (en) * | 1992-11-16 | 1994-05-19 | Abb Henschel Waggon Union | Chassis for low-floor railways |
| AT404010B (en) * | 1994-06-09 | 1998-07-27 | Waagner Biro Ag | Truck, in particular pivoted bogie for a rail vehicle such as the wagon of a funicular railway |
| DE19533263A1 (en) * | 1995-09-08 | 1997-03-13 | Duewag Ag | Bogie for rail vehicles |
| CN1118397C (en) * | 1998-08-06 | 2003-08-20 | 赫伯特·谢费尔 | Self-steering bogies |
| US7004079B2 (en) | 2001-08-01 | 2006-02-28 | National Steel Car Limited | Rail road car and truck therefor |
| US6895866B2 (en) | 2001-08-01 | 2005-05-24 | National Steel Car Limited | Rail road freight car with damped suspension |
| US6874426B2 (en) | 2002-08-01 | 2005-04-05 | National Steel Car Limited | Rail road car truck with bearing adapter and method |
| PL2272732T3 (en) | 2003-07-08 | 2018-01-31 | Nat Steel Car Ltd | Relieved bearing adapter |
| US7823513B2 (en) | 2003-07-08 | 2010-11-02 | National Steel Car Limited | Rail road car truck |
| US7631603B2 (en) * | 2004-12-03 | 2009-12-15 | National Steel Car Limited | Rail road car truck and bolster therefor |
| US20060137565A1 (en) | 2004-12-23 | 2006-06-29 | National Steel Car Limited | Rail road car truck and bearing adapter fitting therefor |
| GB2430421A (en) * | 2005-09-22 | 2007-03-28 | Bombardier Transp Gmbh | Rail vehicle bogie |
| FR2914609B1 (en) * | 2007-04-05 | 2009-07-10 | Alstom Transport Sa | BOGIE FOR RAILWAY VEHICLE |
| FR2946308B1 (en) * | 2009-06-05 | 2011-08-05 | Alstom Transport Sa | BOGIE OF ARTICULATED RAILWAY VEHICLE |
| FR2946307B1 (en) * | 2009-06-05 | 2011-08-05 | Alstom Transport Sa | BOGIE RAILWAY VEHICLE ENGINE COMPRISING A SEMI-SUSPENDED ENGINE |
| CN107804335A (en) * | 2017-11-23 | 2018-03-16 | 中车长春轨道客车股份有限公司 | A kind of EMU axle box device for the conversion of quasi- arrow gauge |
| US10974358B2 (en) | 2018-01-11 | 2021-04-13 | Simmons Machine Tool Corporation | System for reprofiling a wheel set of a railway vehicle |
| KR102402142B1 (en) * | 2020-07-02 | 2022-05-26 | 현대로템 주식회사 | Mechanical Wheelset Steering Apparatus for Railway Vehicle |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US470935A (en) * | 1892-03-15 | Car-truck | ||
| US435918A (en) * | 1890-09-09 | Truck for cars | ||
| US856626A (en) * | 1907-03-25 | 1907-06-11 | Edwin M Snow | Railway-car truck. |
| US1347878A (en) * | 1919-04-24 | 1920-07-27 | Walter P Murphy | Railway-car |
| US1744986A (en) * | 1928-10-24 | 1930-01-28 | Richards David Rees | Car truck |
| US2296106A (en) * | 1940-04-08 | 1942-09-15 | Holland Co | Radial truck |
| CH348980A (en) * | 1957-02-23 | 1960-09-30 | Inventio Ag | Bogie on rail vehicles |
| GB2143785A (en) * | 1983-07-08 | 1985-02-20 | South African Inventions | Railway vehicle suspension arrangement |
| JPS60229860A (en) * | 1984-04-27 | 1985-11-15 | 財団法人鉄道総合技術研究所 | Truck for railway rolling stock |
| US4561360A (en) * | 1984-06-06 | 1985-12-31 | Amsted Industries Incorporated | Single axle suspension system for railroad vehicle |
| CH671930A5 (en) * | 1986-07-31 | 1989-10-13 | Sig Schweiz Industrieges | |
| US4968055A (en) * | 1987-07-28 | 1990-11-06 | Reilly Bruce J | Apparatus to vary axle orientation |
-
1989
- 1989-06-16 CA CA000603018A patent/CA1330279C/en not_active Expired - Fee Related
- 1989-06-19 EP EP89907768A patent/EP0420922B1/en not_active Expired - Lifetime
- 1989-06-19 DE DE68912588T patent/DE68912588T2/en not_active Expired - Fee Related
- 1989-06-19 WO PCT/FR1989/000310 patent/WO1989012566A1/en active IP Right Grant
- 1989-06-19 US US07/613,860 patent/US5235918A/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| WO1989012566A1 (en) | 1989-12-28 |
| CA1330279C (en) | 1994-06-21 |
| DE68912588T2 (en) | 1994-06-16 |
| EP0420922A1 (en) | 1991-04-10 |
| DE68912588D1 (en) | 1994-03-03 |
| US5235918A (en) | 1993-08-17 |
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