EP2152559B1 - Suspension for a rail vehicle - Google Patents
Suspension for a rail vehicle Download PDFInfo
- Publication number
- EP2152559B1 EP2152559B1 EP08762337.7A EP08762337A EP2152559B1 EP 2152559 B1 EP2152559 B1 EP 2152559B1 EP 08762337 A EP08762337 A EP 08762337A EP 2152559 B1 EP2152559 B1 EP 2152559B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- wedge
- suspension
- vertical
- face
- load
- 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.)
- Active
Links
- 239000000725 suspension Substances 0.000 title claims description 18
- 238000013016 damping Methods 0.000 claims description 15
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
Images
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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal 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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
Definitions
- This invention relates to a suspension for a rail vehicle.
- suspensions for rail vehicles for the main body of the vehicle to be suspended on a multi-axle bogie or a single axle bogie using suspensions which include a top pedestal supported by suspension springs which are in turn supported by an axle box attached to a wheel set by a bearing.
- suspensions which include a top pedestal supported by suspension springs which are in turn supported by an axle box attached to a wheel set by a bearing.
- these include multiple long travel springs and have so called floating wedge friction damping.
- the friction damping is brought about by a fixed plate transmitting load to an inclined face of the wedge such that the vertical face of the wedge, having a composite liner, is forced against a respective vertical face of the axle box or saddle, on either side of the wheel/bearing centre line.
- the present invention consists in a suspension for a rail vehicle including at least one spring carrying a wedge constrained to move in the vertical direction and a load application member for engaging the wedge to transmit load to the wedge along a direction characterised in that the ratio of the horizontal force at the wedge vertical face to the vertical force applied by the spring to the wedge (damping ratio) is variable by altering the engagement between the load application member and the wedge and hence the direction.
- one of the member or wedge may have a generally flat engagement face and the other may have a non-planar face whereby the flat face can pivot on the non-planar face to alter the direction.
- the load application member is pivotally mounted and further includes a resilient element for urging the load application member against the wedge.
- the resilient element is rated to be fully compressed at the design maximum load of the vehicle.
- the resilient member is sufficiently strong to maintain the plate in a first pivoted position, when the vehicle is unladen or at tare weight, and to be fully compressed when the vehicle is in at least a substantially loaded state.
- the suspension can provide a first damping ratio which is suitable for tare running and a second damping ratio which is suitable for laden running, but more sophisticated arrangements can be envisaged, for example the resilient element could be replaced by an hydraulic ram, which altered the angle of the plate either under manual control or automatically in response to a detected load in the vehicle.
- the direction is substantially 30° to horizontal and in another state the direction is substantially at 40° to the horizontal.
- the suspension 15 includes two upper load bearing springs 16 mounted on respective sides of a centre line 17 and a pair of damping spring sets 18, which are also mounted on respective sides of the centre line 17.
- Each spring sets 18 includes coaxial springs 19 which together support a wedge 20 that is constrained to travel vertically by the engagement of its face 21 with the vertical face 22 on the axle box 12. Up to this point the design is entirely conventional.
- a pivoted plate 24 is provided instead of the pedestal 11 having a fixed inclined face for engaging the upper surface of the wedge 20.
- the plate 24 can pivot towards and away from the pedestal 11.
- the upper face of the wedge 20 is domed, rather than flat as in the conventional design, so that as the plate 24 pivots, it can be readily aligned on the upper surface of the wedge 20 to vary the line of action of the force transmitted through the plate 24 into the wedge 20. It will be understood that by changing the angle of that line of action, the magnitude of the horizontal component of that force is also changed with the result that the friction or damping force generated between the faces 21 and 22 is altered. As this force is one of the components of the damping ratio, the net result is to change the damping ratio.
- a further spring 25 is provided to act between the pedestal 11 and the plate 24 in a sense to urge the plate 24 away from the pedestal 11 and against the wedge 20.
- a suitable spring 25 it is possible to arrange for it to be in its extended position as show in Figure 1A when the respective vehicle is in its tare condition, but the spring 25 is fully compressed (see Figure 1 b) in the laden condition of the vehicle.
- this changes the angle of the face of the plate 24 from 40° in the tare condition to 30° in the laden position.
- the line of action or direction of transmitted load is therefore varied between 50° to the horizontal and 60° to the horizontal, with the resultant change on the resolved components of the applied load, as mentioned above.
- This construction provides a particularly suitable arrangement for freight vehicles in that it acts essentially in a flip flop manner with the plate either being in its Figure 1 a or Figure 1b condition.
- the spring 25 may be chosen for progressive compression, or a combination of springs may be used or, as is mentioned above, some positive actuator, such as a hydraulic ram could be used, but obviously that would be a more expensive approach.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
- Springs (AREA)
Description
- This invention relates to a suspension for a rail vehicle.
- Such a suspension is disclosed by
DE 42 04 783 orUS 3 977 332 . - It is known in suspensions for rail vehicles for the main body of the vehicle to be suspended on a multi-axle bogie or a single axle bogie using suspensions which include a top pedestal supported by suspension springs which are in turn supported by an axle box attached to a wheel set by a bearing. Typically, as in the Barber Easy Ride Suspension, these include multiple long travel springs and have so called floating wedge friction damping. In this arrangement the friction damping is brought about by a fixed plate transmitting load to an inclined face of the wedge such that the vertical face of the wedge, having a composite liner, is forced against a respective vertical face of the axle box or saddle, on either side of the wheel/bearing centre line. This action results in a horizontal damping force acting towards the centre line, which produces resistive forces against lateral and vertical acceleration of the wheel set in the Y and Z planes respectively due to the frictional engagement of the vertical faces. This damping force is load dependent, increasing with increasing load on the vertical wedge support springs from tare to laden. In known arrangements the damping ratio, which is the ratio of the horizontal force at the wedge vertical face to the vertical force applied by the spring to the wedge, is fixed and constant.
- Under current arrangements instability can occur during high speed tare running of rail vehicles. This is particularly true for freight vehicles, which tend to be either run in their tare or fully laden states.
- The present invention consists in a suspension for a rail vehicle including at least one spring carrying a wedge constrained to move in the vertical direction and a load application member for engaging the wedge to transmit load to the wedge along a direction characterised in that the ratio of the horizontal force at the wedge vertical face to the vertical force applied by the spring to the wedge (damping ratio) is variable by altering the engagement between the load application member and the wedge and hence the direction.
- In one embodiment one of the member or wedge may have a generally flat engagement face and the other may have a non-planar face whereby the flat face can pivot on the non-planar face to alter the direction.
- It will be appreciated that by altering the direction the size of the horizontal damping force component is varied non-linearly and hence non-linear variations of the damping ratio can be achieved.
- In a particularly preferred embodiment the load application member is pivotally mounted and further includes a resilient element for urging the load application member against the wedge. Preferably the resilient element is rated to be fully compressed at the design maximum load of the vehicle. For freight vehicles, it would normally be desired that the resilient member is sufficiently strong to maintain the plate in a first pivoted position, when the vehicle is unladen or at tare weight, and to be fully compressed when the vehicle is in at least a substantially loaded state. In this way the suspension can provide a first damping ratio which is suitable for tare running and a second damping ratio which is suitable for laden running, but more sophisticated arrangements can be envisaged, for example the resilient element could be replaced by an hydraulic ram, which altered the angle of the plate either under manual control or automatically in response to a detected load in the vehicle.
- For freight vehicles it is particularly preferred that in one state the direction is substantially 30° to horizontal and in another state the direction is substantially at 40° to the horizontal.
- Although the invention has been defined above it is to be understood that it includes any inventive combination of the features set out above or in the following description.
- The invention may be performed in various ways and a specific embodiment will now be described, by way of example, with reference to the accompanying drawings in which:
-
Figure 1a is a vertical view of a bogie set for tare running; and -
Figure 1b is the equivalent view of the left hand side of the bogie ofFigure 1 a in its fully laden condition. - The
suspension 15 includes two upper load bearingsprings 16 mounted on respective sides of acentre line 17 and a pair ofdamping spring sets 18, which are also mounted on respective sides of thecentre line 17. - Each
spring sets 18 includescoaxial springs 19 which together support awedge 20 that is constrained to travel vertically by the engagement of itsface 21 with thevertical face 22 on theaxle box 12. Up to this point the design is entirely conventional. - However, instead of the
pedestal 11 having a fixed inclined face for engaging the upper surface of thewedge 20, apivoted plate 24 is provided. As will be seen inFigure 1 a theplate 24 can pivot towards and away from thepedestal 11. It will also be seen that the upper face of thewedge 20 is domed, rather than flat as in the conventional design, so that as theplate 24 pivots, it can be readily aligned on the upper surface of thewedge 20 to vary the line of action of the force transmitted through theplate 24 into thewedge 20. It will be understood that by changing the angle of that line of action, the magnitude of the horizontal component of that force is also changed with the result that the friction or damping force generated between thefaces - It will be specifically noted that it the design of the embodiment a
further spring 25 is provided to act between thepedestal 11 and theplate 24 in a sense to urge theplate 24 away from thepedestal 11 and against thewedge 20. By choosing asuitable spring 25 it is possible to arrange for it to be in its extended position as show inFigure 1A when the respective vehicle is in its tare condition, but thespring 25 is fully compressed (seeFigure 1 b) in the laden condition of the vehicle. As will be noted this changes the angle of the face of theplate 24 from 40° in the tare condition to 30° in the laden position. The line of action or direction of transmitted load is therefore varied between 50° to the horizontal and 60° to the horizontal, with the resultant change on the resolved components of the applied load, as mentioned above. - This construction provides a particularly suitable arrangement for freight vehicles in that it acts essentially in a flip flop manner with the plate either being in its
Figure 1 a orFigure 1b condition. For vehicles which have more variable loads, such as passenger vehicles, thespring 25 may be chosen for progressive compression, or a combination of springs may be used or, as is mentioned above, some positive actuator, such as a hydraulic ram could be used, but obviously that would be a more expensive approach.
Claims (7)
- A suspension for a rail vehicle including at least one spring (19) carrying a wedge (20) constrained to move in a vertical direction and a load application member (24) for engaging the wedge (20) to transmit load to the wedge (20) along a direction characterised in that the ratio of the horizontal force at the wedge vertical face to the vertical force applied by the spring (19) to the wedge (20) (damping ratio) is variable by altering the engagement between the load application member and the wedge (20) and hence the direction.
- A suspension as claimed in claim 1 wherein one of the load application member (24) or wedge (20) has a generally flat engagement face and the other has a non-planar face whereby the flat face can pivot on the non-planar face to alter the direction.
- A suspension as claimed in claim 2 wherein the member (24) is pivotally mounted and further including a resilient element (25) for urging load application the member (24) against the wedge (20).
- A suspension as claimed in claim 3 wherein the resilient element (25) is rated to be fully compressed at the design maximum load of the vehicle.
- A suspension as claimed in any one of the preceding claims wherein the load application member (24) is a flat plate.
- A suspension as claimed In anyone of the preceding claims wherein one direction is as substantially 50° to the vertical.
- A suspension as claimed in claim 6 wherein another direction is at substantially 60° to the vertical.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US93434407P | 2007-06-13 | 2007-06-13 | |
GBGB0711383.0A GB0711383D0 (en) | 2007-06-13 | 2007-06-13 | Suspension for a rail vehicle |
PCT/GB2008/002002 WO2008152383A1 (en) | 2007-06-13 | 2008-06-12 | Suspension for a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2152559A1 EP2152559A1 (en) | 2010-02-17 |
EP2152559B1 true EP2152559B1 (en) | 2013-05-15 |
Family
ID=38332005
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08762337.7A Active EP2152559B1 (en) | 2007-06-13 | 2008-06-12 | Suspension for a rail vehicle |
Country Status (6)
Country | Link |
---|---|
US (1) | US20100162919A1 (en) |
EP (1) | EP2152559B1 (en) |
AU (1) | AU2008263623A1 (en) |
CA (1) | CA2689697A1 (en) |
GB (1) | GB0711383D0 (en) |
WO (1) | WO2008152383A1 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101844567B (en) * | 2010-04-27 | 2011-11-09 | 南车长江车辆有限公司 | Large-diamond resistant rigidity railway truck steering frame |
CN101830233B (en) * | 2010-05-14 | 2011-11-09 | 南车长江车辆有限公司 | Full side bearing bearing-type railway truck bogie |
CN102476642A (en) * | 2010-11-22 | 2012-05-30 | 齐齐哈尔轨道交通装备有限责任公司 | Railway vehicle steering frame and railway vehicle |
US9114814B2 (en) * | 2012-10-17 | 2015-08-25 | Nevis Industries Llc | Split wedge and method for making same |
RU2551870C1 (en) * | 2014-03-18 | 2015-05-27 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" | Locomotive pedestal bogie |
EP3131801A1 (en) * | 2014-04-16 | 2017-02-22 | Wabtec Rail Scotland Limited | Suspension module for a rail vehicle |
AT516584A1 (en) * | 2014-11-27 | 2016-06-15 | Siemens Ag Oesterreich | Spring cup for a primary suspension of a rail vehicle |
EP3045374B1 (en) * | 2015-01-19 | 2020-02-26 | VR-Yhtymä Oy | Weighing arrangement |
EP3045373B1 (en) * | 2015-01-19 | 2020-03-04 | VR-Yhtymä Oy | Friction damper supported by a joint |
GB2556252B (en) * | 2015-06-15 | 2020-10-14 | Volvo Constr Equip Ab | Suspension arrangement |
CN112849190A (en) * | 2021-03-29 | 2021-05-28 | 中车齐齐哈尔车辆有限公司 | Axle box suspension device and bogie |
Family Cites Families (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2352693A (en) * | 1941-06-07 | 1944-07-04 | Arthur C Davidson | Railway truck |
US2422638A (en) * | 1944-09-18 | 1947-06-17 | James R Cardwell | Stabilizing mechanism for railway trucks and the like |
US2723630A (en) * | 1950-02-08 | 1955-11-15 | Buckeye Steel Castings Co | Damping device for railway car trucks |
US3079873A (en) * | 1960-02-29 | 1963-03-05 | Amsted Ind Inc | Universal side frame for snubbed railway car trucks |
US3261305A (en) * | 1961-11-02 | 1966-07-19 | Midland Ross Corp | Snubbed railway car truck |
US3218990A (en) * | 1962-11-13 | 1965-11-23 | Midland Ross Corp | Car truck side frame with snubbing means |
US3254613A (en) * | 1963-03-05 | 1966-06-07 | Midland Ross Corp | Car truck |
US3575117A (en) * | 1968-06-12 | 1971-04-13 | Amsted Ind Inc | Railway truck bolster snubber |
BE754299A (en) * | 1969-08-04 | 1971-01-18 | Midland Ross Corp | RAILWAY WAGON BOGGIE |
US3977332A (en) * | 1975-06-25 | 1976-08-31 | Standard Car Truck Company | Variably damped truck |
US4357880A (en) * | 1980-08-25 | 1982-11-09 | Midland-Ross Corporation | Bolster for a railroad car truck |
US4574708A (en) * | 1984-01-03 | 1986-03-11 | Buckeye International, Inc. | Damping mechanism for a truck assembly |
DE4204783C2 (en) * | 1992-02-18 | 2001-03-01 | Dwa Deutsche Waggonbau Gmbh | Running gear for rail vehicles |
US5511489A (en) * | 1994-05-17 | 1996-04-30 | Standard Car Truck Company | Dual face friction wedge |
US5524551A (en) * | 1994-08-23 | 1996-06-11 | Amsted Industries Incorporated | Spring-pack assembly for a railway truck bolster assembly |
US6269752B1 (en) * | 1999-05-06 | 2001-08-07 | Standard Car Truck Company | Friction wedge design optimized for high warp friction moment and low damping force |
US20020092440A1 (en) * | 2000-09-11 | 2002-07-18 | Paul Hewitt | Railcar Truck |
US6425334B1 (en) * | 2000-12-20 | 2002-07-30 | Amsted Industries Incorporated | Friction shoe for freight car truck |
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 |
CA2469116C (en) * | 2003-06-25 | 2009-08-18 | Asf-Keystone, Inc. | Three-piece motion control truck system |
GB0500236D0 (en) * | 2005-01-07 | 2005-02-16 | Wagon Rail Interface Technolog | Railway bogies |
US8104409B2 (en) * | 2008-08-19 | 2012-01-31 | Bradken Resources Pty Limited | Rail car suspension damping |
-
2007
- 2007-06-13 GB GBGB0711383.0A patent/GB0711383D0/en not_active Ceased
-
2008
- 2008-06-12 EP EP08762337.7A patent/EP2152559B1/en active Active
- 2008-06-12 CA CA2689697A patent/CA2689697A1/en not_active Abandoned
- 2008-06-12 WO PCT/GB2008/002002 patent/WO2008152383A1/en active Application Filing
- 2008-06-12 AU AU2008263623A patent/AU2008263623A1/en not_active Abandoned
- 2008-06-12 US US12/602,801 patent/US20100162919A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
GB0711383D0 (en) | 2007-07-25 |
WO2008152383A1 (en) | 2008-12-18 |
CA2689697A1 (en) | 2008-12-18 |
AU2008263623A1 (en) | 2008-12-18 |
US20100162919A1 (en) | 2010-07-01 |
WO2008152383A8 (en) | 2010-01-14 |
AU2008263623A8 (en) | 2010-02-18 |
EP2152559A1 (en) | 2010-02-17 |
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