EP0683081B1 - Un bogie avec un système d'inclinaison de la caisse pour une voiture de chemin de fer - Google Patents

Un bogie avec un système d'inclinaison de la caisse pour une voiture de chemin de fer Download PDF

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Publication number
EP0683081B1
EP0683081B1 EP19950107628 EP95107628A EP0683081B1 EP 0683081 B1 EP0683081 B1 EP 0683081B1 EP 19950107628 EP19950107628 EP 19950107628 EP 95107628 A EP95107628 A EP 95107628A EP 0683081 B1 EP0683081 B1 EP 0683081B1
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EP
European Patent Office
Prior art keywords
center
car
tilting
tilt
bogie
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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.)
Expired - Lifetime
Application number
EP19950107628
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German (de)
English (en)
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EP0683081A1 (fr
Inventor
Isao Okamoto
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Railway Technical Research Institute
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Railway Technical Research Institute
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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the present invention relates to a bogie equipped with a body-tilting system for a railway car in which running performance of a railway car going around curves in railway tracks is improved.
  • Fig. 8 is a schematic front view illustrating a positional relation between the center of gravity, the center of tilting, the center of axle springs and the center of bolster springs (air springs) of a car body in a conventional railway car with an active body-tilt system (so called a pendulum train).
  • Fig. 9 is a schematic front view illustrating the car of Fig. 8 in a tilted state.
  • Figs. 8 and 9 1 denotes a car body, 2 bolster springs, 3 a pendulum beam, 7 a bogie frame, 9 axle springs, 10 an axle, 13 an actuator for tilting the body, 20 a body-tilt system (roller type), G the center of gravity of the body, O 0 the center of tilting of the body, O 1 the center of axle springs and O 2 the center of bolster springs.
  • a railway car equipped with a roller-type body-tilt system comprises a car body 1, bolster springs 2, a pendulum beam 3, a bogie frame 7, axle springs 9, an axle 10 and a body-tilt system (roller type) 20.
  • the body 1 is tilted around the center of tilting O 0 thereof in obedience to the centrifugal force which may act to the center of gravity G thereof in a curve.
  • an active body-tilt control system has recently come into practical use, in which controlled body-tilting force is applied to the body 1 in addition to the centrifugal force acting to the center of gravity of the body 1, through a tilting actuator 13 such as an air cylinder between the pendulum beam 3 and the bogie frame 7 in order to improve riding comfort by swiftly (without delay) and gradually tilting the body 1 on transition curves provided entrances and exits of curves.
  • a tilting actuator 13 such as an air cylinder between the pendulum beam 3 and the bogie frame 7 in order to improve riding comfort by swiftly (without delay) and gradually tilting the body 1 on transition curves provided entrances and exits of curves.
  • the height of center of tilting O 0 is set as high as possible, for example, at 2,275mm to 2,300mm above rail running surface, and the height of center of gravity is set as low as possible at 1,300mm to 1,500mm above rail running surface, thereby enlarging a momentum force around the center of tilting produced by the centrifugal force acting to the center of gravity G, wherein the distance between the center of tilting O 0 and the center of gravity G is the momentum arm length.
  • the height of center of bolster springs O 2 is generally set at 900mm to 1,000mm above rail running surface from the view point of body arrangement.
  • cars equipped with body-tilt systems in service in Japan have been generally so designed that the center of tilting is arranged as high as possible, the center of gravity is arranged as low as possible and bolster springs are disposed under the bogie frame as shown in Fig. 8 in order to enable natural pendulum and from the view point of body arrangement.
  • the bogie equipped with a body-tilt system for a railway car according to the present invention comprises:
  • a bogie equipped with a body-tilt system comprises:
  • a bogie equipped with a body-tilt system according to another embodiment of the present invention comprises:
  • Fig. 1 is a schematic diagram illustrating height relations between the center of gravity, the center of tilting and the center of bolster springs in a car equipped with a body-tilt system.
  • G denotes the center of gravity
  • O 0 denotes the center of tilting
  • O 1 denotes center of axle springs
  • O 2 denotes center of bolster springs.
  • CASE [1] to [5] are examples of car arrangement combining, in several types, the center of gravity G, the center of tilting O 0 , the center of axle springs O 1 and the center of bolster springs O 2 in order to improve running performance.
  • CASE[1] is a prior-art car with a body-tilt system, in which the center of tilting O 0 is set as high as possible and the center of gravity is set as low as possible thereby permitting enhanced natural tilt.
  • CASE[2] is a car arrangement, in which the center of tilting O 0 is set lower than that of CASE [1] within an extent such that natural tilt is available, thereby suppressing shift of center of gravity and lateral movement of the body floor.
  • CASE[3] is a car arrangement, in which both the center of tilting O 0 and the center of gravity G are lowered as low as possible in comparison to CASE [2] thereby, further improving running performance as a car with a body-tilt system.
  • CASE [4] is a car arrangement, in which the center of tilting O 0 and the center of gravity G are maintained similar to those of CASE [3], but bolster springs are suspended in higher position, thereby tilting car body in response to centrifugal force during the car running the curve, and by means of spring effect of bolster springs, a few degrees toward inside of curves in addition to a tilting angle produced by the body-tilt system in order to improve riding comfort of a car equipped with a body-tilt system.
  • CASE [5] is a car arrangement, to which an embodiment of the present is applied, and the center of bolster springs O 2 and the center of gravity are maintained at similar heights as in CASE[4], but the center of tilting O 0 is set lower than the center of gravity G in order to suppress wheel load decrease of bogie inner wheels by moving center of gravity toward the center of the curve from the center of the track when the car body tilts toward the center of the curve.
  • the bogie of the present invention utilizes the following two tilting suspension mechanisms:
  • a car body 1 illustrated as a hatched portion is suspended by a pendulum beam 3 through bolster springs 2 composed of a relatively soft spring such as an air spring.
  • the pendulum beam 3 is disposed at an upper portion of a car which is close to a body roof 1 and swings in an arc with radius R around the center of tilting O 2 which is positioned at a lower position of the car.
  • the lower ridge of pendulum beam 3 is formed into an arc and is put tiltablely on a roller-type body-tilt system 20, which may be a bearing guide type, attached to an upper portion of a support pedestal 5.
  • a pedestal 5 is a structure including a pair of left and right columns standing on the bogie frame 7. An upper end of the columns of the pedestal 5 extends nearly to roof of the body 1 and upper ends of the columns are connected to each other with a tie beam 6.
  • the pendulum beam 3 is actuated relative to the pedestal 5 by a body-tilt control cylinder 13, which may be an oil or an air cylinder.
  • a base portion of the body-tilt control cylinder 13 is fixed to the pedestal 5 and an end of the cylinder rod is fixed to the pendulum beam 3. Accordingly, when the cylinder 13 rod extends, the pendulum beam 3 moves right, and when the rod of the cylinder 13 collapses the pendulum beam 3 moves left.
  • the bogie frame 7 is suspended on an axle box 22 through axle springs 9.
  • the axle springs 9 are composed of relatively hard coil springs or rubber.
  • Axle boxes 22 are supported on the axle 26 and wheels 24. Wheels 24, axle 26, axle box 22 and so on form a wheelset.
  • the rod of the body-tilt control cylinder 13 is contracted and the pendulum beam 3 is moved (tilted) to the left.
  • the body 1 supported by the pendulum beam 3 is also tilted around the center of tilting O 0 to the left by angle ⁇ .
  • the center of gravity G of the body 1 has moved to G' by a distance S left from the center of gravity G.
  • FIG. 12 another body tilting mechanism utilizing expansion and contraction of bolster springs for the bogie equipped with a body-tilt system for a railway car in Fig. 20 will be described.
  • no active pendulum works to tilt the body.
  • centrifugal force toward right is applied to the car.
  • this centrifugal force is canceled by a moment produced by differential reaction forces of bolster springs 2 which support the body 1 and by oblique component of gravity produced by tilting of the body 1 due to an unequal contraction or expansion in left and right bolster springs 2.
  • the body 1 is swung to the right around a point O 3 , which is at approximately the center of the both bolster springs 2, and the body 1 tilts left.
  • the bogie equipped with a body-tilt system for a railway car utilizes both two body tilting mechanisms or selectively activates one of them.
  • body-tilting by pendulum mechanism is mainly used and bolster spring tilting is somewhat additional.
  • the pendulum mechanism is activated.
  • This MODE is the most normal and ,in this MODE, only the pendulum mechanism is activated with bolster spring tilting mechanism locked.
  • a height controlling device for bolster springs is provided and the height of bolster springs is maintained constant at a predetermined value.
  • the height of air springs is constantly measured and when the height deviates from the standard height, air is supplied to or discharged from the air spring to maintain the predetermined height of the air spring.
  • control delay and control dead band causes the bolster spring to tilt the car body. As a result, this tilting generally gives slight additional body tilt angle whereby reducing lateral stationary acceleration and improving passengers' riding comfort.
  • the activation of tilting mechanism with bolster springs may be realized by not activating the spring height adjusting system for the air springs or interconnecting air chambers of right and left air springs through an interconnecting tube.
  • 1 denotes a car body, 2 bolster springs (air springs), 3 a pendulum beam, 4 a bearing-type body-tilt system, 5 a support pedestal, 6 a tie beam of the support pedestal, 7 a bogie frame, 8 an axle box suspension, 9 axle springs, 10 an axle, 11 a pass way between car bodies, 12 a yaw damper, 13 an actuator for body tilting, 14 an actuator for holding back body tilt, 15 a vehicle gauge, 16 a bearing guide block, 17 a bearing guide rail, 18 bearing guide balls, 19 a bearing guide seal, G the center of gravity of the car body, O 1 the center of axle springs, O 2 the center of bolster springs and R radius of curvature.
  • Fundamental concept of the bogie equipped with a body-tilt system for a railway car of this embodiment is to arrange the body-tilt system for suspending the bolster springs (air springs) 2 at a position as high as possible, at the same time to dispose the center of tilting O 0 still below the center of gravity of the car body and approximately as low as the car body floor.
  • the bolster springs (air spring) 2 are suspended at a high position close to the roof of the car body 1 as illustrated in Figs. 2 to 4.
  • the pendulum beam 3 and the body-tilt system 4 (bearing guide type) are also suspended at a high position similar to bolster spring 2 as shown in Figs. 2 to 4, since it is difficult to set the center of tilting O 0 at a position with the same height as the body floor when the design is ruled by the prior art bogie equipped with a body-tilt system for a railway car in which body-tilt system is suspended between a bogie and a car body.
  • the body suspension system such as the air springs 2, the pendulum beam 3 and the bearing-type body-tilt system 4 are provided in two sets on one bogie as shown in Fig. 2 such that they may support and tilt the car bodies of front and rear cars independently.
  • the air spring 2 and others are supported by the support pedestal 5 standing on the bogie frame 7 as shown in Figs. 2 to 4.
  • Right and left columns of the pedestal 5 are tied to each other with a tie beam 6 as shown in Fig. 6 to increase strength of the pedestal 5.
  • the body-tilt system 4 adopts a bearing guide type system which is compact and light and easily arranged for suspension at a high position. Details of the bearing guide which is used in the bearing guide type body-tilt system is shown in Fig.5. Several number of grooves 17a are formed on a bearing guide rail 17 which partly constitute a body-tilt system guide and has a radius of curvature R. These grooves 17a engage a row of balls 18 which circulate within bearing guide block 16 and bearing guide block 16 and rail 17 relatively moves in an arc having an identical center with the rail 17 and loads may be transferred between the block 16 and rail 17.
  • a stopper bracket 3a provided in the center of the pendulum beam 3 is sandwiched from right and left by body-tilt hold-back actuators 14 which is suspended on the tie beam 6 of the support pedestal 5, and the actuator 14 hold back the car body 1 to a neutral position, thereby preventing body 1 from falling into an inverted pendulum state and inclining to one side (left or right) in case that body tilt control is ceased or fails.
  • the present invention may improve running performance by preventing decrease in inside rail wheel load and may enhance riding comfort by depressing lateral movement of body floor during body tilting operation by greatly changing the structure of the body tilt system and the body suspension system compared with the conventional pendulum train by disposing the center of tilting O 0 below the center of gravity of the car body and approximately as low as the car body floor, or by suspending the bolster springs of the body suspension system at a high position close to the body roof.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (4)

  1. Bogie équipé d'un système à basculement de châssis destiné à un véhicule de chemin de fer, comprenant :
    un ensemble à roue comprenant une roue, un essieu et une boíte d'essieu,
    un châssis de bogie supporté sur l'ensemble à roue,
    un socle de support dépassant au-dessus du châssis de bogie vers une position adjacente à un toit du châssis du véhicule,
    un organe de basculement disposé à une position supérieure du socle et présentant un mouvement pendulaire autour d'un centre de basculement à une partie inférieure du châssis du véhicule,
    un organe de manoeuvre ayant un organe de commande de basculement du châssis du véhicule placé entre le socle de support et l'organe basculant, et
    un dispositif de suspension élastique placé entre l'organe basculant et le châssis du véhicule.
  2. Bogie équipé d'un système de basculement de châssis pour véhicule de chemin de fer, comprenant :
    un ensemble à roue d'un véhicule de chemin de fer,
    un châssis de bogie supporté par l'ensemble à roue par un ressort d'essieu,
    un système à suspension de châssis composé d'un ressort pneumatique et analogue destiné à suspendre un châssis de véhicule, le système de suspension du châssis de véhicule étant suspendu à une position élevée proche du toit de châssis de véhicule,
    un système d'inclinaison de châssis de véhicule du type à guidage à palier, du type à rouleau ou du type à bielle ou analogue destiné à incliner le châssis du véhicule vers les centres des courbes lorsque le véhicule décrit des courbes,
    un système de commande de basculement de châssis de véhicule composé d'un vérin hydraulique ou pneumatique et analogue destiné à commander le basculement du châssis du véhicule, et
    un socle de support fixé sur le châssis de bogie et destiné à suspendre le système de suspension du châssis de véhicule et le système de basculement du châssis de véhicule à une position proche du toit du châssis du véhicule,
       dans lequel la courbure du guide à palier ou du guide à rouleau ou une construction de bielle du type à bielle est destinée à positionner le centre de basculement au-dessous du centre de gravité du châssis du véhicule et au voisinage du niveau du plancher du châssis du véhicule lorsque le châssis du véhicule bascule vers le centre de la courbe, le centre de gravité du châssis du véhicule se déplace vers l'intérieur depuis le centre d'une voie, et empêche ainsi une réduction de la charge d'une roue du rail interne et en conséquence augmente les performances de roulement et augmente aussi le confort de déplacement par réduction du mouvement latéral du plancher du châssis du véhicule pendant une opération de basculement, et le système de suspension du châssis de véhicule, tel qu'un ressort pneumatique ou analogue, est suspendu en position haute proche du toit du châssis du véhicule afin que ce châssis bascule naturellement de quelques degrés vers le centre de la courbe sous l'action de la force centrifuge lorsque le véhicule passe dans une courbe, en plus de l'angle de basculement du châssis du véhicule produit par le système de basculement du châssis, avec réduction en conséquence de l'accélération normale latérale agissant sur le plancher du châssis du véhicule et en augmentant ainsi le confort de déplacement et, même lorsque le système de basculement du châssis du véhicule est en panne, le confort de déplacement n'est pas considérablement détérioré par l'action de basculement naturel.
  3. Bogie équipé d'un système de basculement de châssis d'un véhicule de chemin de fer, comprenant :
    un ensemble à roue d'un véhicule de chemin de fer,
    un châssis de bogie supporté sur l'ensemble à roue par un ressort d'essieu,
    un système de suspension de châssis de véhicule composé d'un ressort pneumatique ou analogue destiné à suspendre un châssis de véhicule, le système de suspension de ce châssis étant suspendu en position élevée proche du toit du châssis du véhicule,
    un système de basculement de châssis de véhicule du type à guide de palier, du type à rouleau ou du type à bielle et analogue destiné à provoquer le basculement du châssis du véhicule vers le centre des courbes lorsque le véhicule décrit des courbes,
    un système de commande de basculement de châssis de véhicule composé d'un vérin hydraulique ou pneumatique et analogue pour la commande du basculement du châssis, et
    un socle de support fixé sur le châssis de bogie et destiné à suspendre le système de suspension du châssis de véhicule et le système de basculement du châssis du véhicule en position élevée proche du toit du châssis du véhicule,
       dans lequel la courbure du guide de palier ou du guide du type à rouleau ou une construction de bielle du type à bielle est destinée à positionner le centre de basculement au-dessous du centre de gravité du châssis du véhicule et au niveau du plancher environ du châssis du véhicule, lorsque le châssis du véhicule bascule vers le centre de la courbe, le centre de gravité du châssis du véhicule se déplace vers le centre de la courbe depuis le centre de la voie, en empêchant ainsi une réduction de la charge de roue du rail interne et en conséquence en augmentant les performances de roulement et aussi en améliorant le confort de déplacement par réduction du mouvement latéral du plancher du châssis du véhicule pendant l'opération de basculement et, même lorsque le système de basculement du châssis du véhicule est en panne, le système de suspension de ce châssis, par exemple un ressort pneumatique ou analogue, est suspendu en position haute proche du toit du châssis du véhicule, si bien que le châssis du véhicule bascule naturellement de quelques degrés vers le centre de la courbe sous l'action de la force centrifuge lorsque le véhicule décrit la courbe, et réduit en conséquence l'accélération normale latérale agissant sur le plancher du châssis du véhicule et empêche une détérioration considérable du confort de déplacement.
  4. Bogie équipé d'un système de basculement du châssis d'un véhicule de chemin de fer selon l'une des revendications 1 à 3, dans lequel un organe de manoeuvre de retenue de basculement de châssis de véhicule destiné à retenir le châssis du véhicule en position neutre est ajouté au système de basculement du châssis du véhicule pour empêcher ce châssis de tomber à un état de pendule inversé et de s'incliner d'un côté (à droite et à gauche) lorsque la commande de basculement du châssis a cessé de fonctionner ou est en panne.
EP19950107628 1994-05-20 1995-05-18 Un bogie avec un système d'inclinaison de la caisse pour une voiture de chemin de fer Expired - Lifetime EP0683081B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP13090694 1994-05-20
JP130906/94 1994-05-20

Publications (2)

Publication Number Publication Date
EP0683081A1 EP0683081A1 (fr) 1995-11-22
EP0683081B1 true EP0683081B1 (fr) 1999-01-13

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EP19950107628 Expired - Lifetime EP0683081B1 (fr) 1994-05-20 1995-05-18 Un bogie avec un système d'inclinaison de la caisse pour une voiture de chemin de fer

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EP (1) EP0683081B1 (fr)
DE (1) DE69507192T2 (fr)
ES (1) ES2129702T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010000125A1 (de) 2010-01-19 2011-07-21 Claas, Benedikt, 37154 Aufhängevorrichtung für einen Eisenbahnwaggon
CN102765395A (zh) * 2011-05-05 2012-11-07 同济大学 一种立体有轨电车

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2748979B1 (fr) * 1996-05-22 1998-07-10 Gec Alsthom Transport Sa Dispositif de pendulation de vehicules articules, rame de vehicules et vehicule comprenant un tel dispositif
DE19842338A1 (de) 1998-09-16 2000-03-23 Alstom Lhb Gmbh Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfaßt
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조
EP3012172B1 (fr) * 2013-06-19 2020-02-12 Nippon Steel Corporation Chariot de véhicule de chemin de fer

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2225242A (en) * 1938-03-07 1940-12-17 Pacific Railway Equipment Comp Suspension system for vehicles
US2954746A (en) * 1956-01-10 1960-10-04 Chesapeake & Ohio Railway Radially guided, single axle, above center of gravity suspension for articulated trains

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010000125A1 (de) 2010-01-19 2011-07-21 Claas, Benedikt, 37154 Aufhängevorrichtung für einen Eisenbahnwaggon
WO2011088815A1 (fr) 2010-01-19 2011-07-28 Benedikt Claas Dispositif de suspension pour un wagon de chemin de fer
CN102765395A (zh) * 2011-05-05 2012-11-07 同济大学 一种立体有轨电车
CN102765395B (zh) * 2011-05-05 2016-02-17 同济大学 一种立体有轨电车

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Publication number Publication date
EP0683081A1 (fr) 1995-11-22
DE69507192D1 (de) 1999-02-25
DE69507192T2 (de) 1999-07-15
ES2129702T3 (es) 1999-06-16

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