GB1574598A – Powered rail vehicles
– Google Patents
GB1574598A – Powered rail vehicles
– Google Patents
Powered rail vehicles
Download PDF
Info
Publication number
GB1574598A
GB1574598A
GB901276A
GB901276A
GB1574598A
GB 1574598 A
GB1574598 A
GB 1574598A
GB 901276 A
GB901276 A
GB 901276A
GB 901276 A
GB901276 A
GB 901276A
GB 1574598 A
GB1574598 A
GB 1574598A
Authority
GB
United Kingdom
Prior art keywords
bogie
vehicle
axles
resilient
situated
Prior art date
1976-03-05
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
Application number
GB901276A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sulzer AG
Original Assignee
Sulzer AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1976-03-05
Filing date
1976-03-05
Publication date
1980-09-10
1976-03-05
Application filed by Sulzer AG
filed
Critical
Sulzer AG
1976-03-05
Priority to GB901276A
priority
Critical
patent/GB1574598A/en
1977-03-04
Priority to CH271177A
priority
patent/CH617135A5/en
1980-09-10
Publication of GB1574598A
publication
Critical
patent/GB1574598A/en
Status
Expired
legal-status
Critical
Current
Links
Espacenet
Global Dossier
Discuss
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
B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
B—PERFORMING OPERATIONS; TRANSPORTING
B61—RAILWAYS
B61C—LOCOMOTIVES; MOTOR RAILCARS
B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
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
B61F3/00—Types of bogies
B61F3/02—Types of bogies with more than one axle
B61F3/04—Types of bogies with more than one axle with driven axles or wheels
B61F3/06—Types of bogies with more than one axle with driven axles or wheels with three or more axles
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
B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
B61F5/20—Centre bearings or other swivel connections between underframes and bolsters or bogies with springs allowing transverse movements
Abstract
The rail power unit has a vehicle body (1) and a bogie which, for the purpose of transmitting tractive forces and braking forces in a jolt-free fashion and in order to ensure easier access to the space in the central area of the bogie and to the components located in the space above said area, is coupled to the vehicle body (1) via two components (3) which are resilient in the longitudinal direction and are arranged in front of and behind the centre of the bogie. The said components (3) are each arranged between a part (16) of the bogie frame (14) and a rigid tractive-force transmission element (2) of the vehicle body (1), which element protrudes in front of and behind the centre of the bogie. The components (3) are preferably also of laterally resilient construction and arranged symmetrically with respect to the centre of the bogie so that the bogie can rotate about a central, imaginary, vertical axis with respect to the vehicle body (1).
Description
(54) POWERED RAIL VEHICLES
(71) We, SULZER BROS (UK) LIMITED, a Company registered under the laws of
England, of Westmead, Farnborough, Hampshire, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to powered rail vehicles having bogies, and particularly but not exclusively to vehicles having three-axle bogies with separate traction motors for each axle.
According to the present invention, a powered rail vehicle includes a body, and a bogie which bears part of the weight of the body, and has first, second and third axles, at least one of which is driven, the bogie having a frame which is connected to the body for the transmission of traction forces therebetween by two longitudinally resilient connections, one situated between the first and second axles and on the longitudinal centre line of the vehicle, as seen in plan view, and one situated between the second and third axles, and on the longitudinal centre line of the vehicle, as seen in plan view, each resilient connection comprising at least one resilient component which is positioned between part of the bogie frame situated respectively between the first and second or between the second and third axles, as seen in plan view, and a rigid traction thrust bracket forming part of the body and also situated respectively between the first and second or between the second and third axles, as seen in plan view Both of the resilient connections should normally be so arranged that lateral movement can occur between the associated traction thrust bracket and the adjacent part of the bogie frame. In a preferred arrangement, the longitudinally resilient connections are also laterally resilient. Provided that the connections are symmetrically arranged about the bogie centre, swivelling movements of the bogie relative to the body will then take place, at least when no net lateral force is being transmitted between the body and the bogie, around a virtual centre of rotation situated at the physical centre of the bogie.This normally gives satisfactory behaviour of the bogie (i.e. small angle of attack, low flange forces and low flange wear) when running through curves.
The invention can be used in cases where it is necessary to leave the central area of the bogie free from obstruction, for example for access purposes. A particularly convenient location for the connections is in the transoms ahead of and behind the second axle. With the connections so arranged, good access to traction motors is possible, particularly if the rest of the secondary suspension is arranged to leave the space above the traction motors free of obtsruction.
In a preferred arrangement, the resilient connections between the body and the bogie are situated at a low level, for example, not higher than the centre line of the axles.
This is advantageous because it reduces the tilting torque which acts on the bogie frame when traction or braking forces are exerted, and therefore the transfer of load between the leading and trailing axles of the bogie is reduced. It will be appreciated that this is not possible when using a normal bogie pivot for a bogie having a motor positioned at its centre, unless the pivot is displaced longitudinally to clear the motor.
Preferably, each resilient connection comprises at least one elastomeric spring arranged between surfaces which face generally longitudinally of the vehicle. The elastomeric springs may, for example, be rubbermetal sandwich units.
The invention may be carried into practive in various ways, but one locomotive will now be described by way of example, with reference to the drawings accompanying the provisional specificaton, of which:
Figure 1 is a vertical section through a bogie of a railway locomotive, taken on the longitudinal centre line, and also showing part of the underframe of the locomotive;
Figure 2 is a plan view of the bogie; and
Figure 3 is a cross-section through the bogie and the locomotive underframe, taken on the line III–III of Figure 1.
The bogie has three axles 10, each of which is driven by its own axle-hung tracton motor 12, The frame of the bogie is shown at 14, and is supported on the axles 10 by axleboxes and primary suspensions (not shown). Part of the body of the locomotive is shown at 1, and is supported directly on the bogie frame 14 by a secondary suspension (not shown). The secondary suspension carries practically the whole of the vertical load applied to the bogie by the body, and provides a vertically resilient connection between the bogie and the body, but it plays practically no part in the transmission of traction and braking forces between the body and the bogie. These forces are carried by rubber spring units whose arrangement will now be described.
The bogie frame 14 has two transoms 4, one on each side of the centre axle, as seen in Figure 2. Each transom 4 is divided over the central part of its length into two sideby-side structural members 16 between which a space 18 is formed which is approximately oval in plan view. Two traction thrust brackets 2 are fixed to and project downwards from the body 1, one into each of the spaces 18. Each bracket has two flat surfaces which face backwards and forwards respectively, and a rubber-metal sandwich spring unit 3 is received between each of these surfaces and a facing flat surface on the adjacent structural member 16.The spring units 3 are arranged to be in compression when no traction or braking forces are being transmitted between the body and the bogie, this precompression is made sufficent to ensure that all the spring units remain under some compressive stress under all operating conditions. The resilience of the spring units 3 in the longtudinal direction ensures that traction or braking forces are shared evenly between the two traction thrust brackets 2, so that the two transoms 4 are equally stressed.
The spring units 3 can also deform in shear to permit vertical, transverse and/or swivelling movements of the bogie relative to the body. The shear stiffness of the spring units 3 is fairly low, so that they cause little interference with these movements.
The secondary suspension, which in a typical example might incorporate rubber-metal sandwich spring units arranged with their tavers horizontal, also has a fairly low resistance to shear, and therefore causes little interference with transverse and/or swivelling movements of the bogie relative to the body. The lateral freedom allowed by the spring units 3 and the secondary suspension will normally be sufficient for good riding of the locomotive. If more lateral control is required for any reason, one or more vibration dampers, for example hydraulic dampers, can be connected between the bogie and the body, as shown as 19. Rubber buffers 5 are provided, one on each side of the traction thrust brackets 2, to limit lateral movement of the body relative to the bogie by contacting the internal surface of the space 18.It will be noticed that, with the bogie and body in their static positions, there is a clearance between the buffers 5 and the walls of the space 18, so that the buffers do not come into action for small movements; the buffers are of a conical shape, allowing a considerable deflection, so that their effect increases progressively as the relative displacement of the bogie and body increases. The drawings also show an alternative position 51 for the buffers 5.
The buffers 51 are mounted on brackets on top of the bogie frame 14, near the middle of its length, and engage with brackets projecting downwards from the locomotive body 1. In this position, the buffers are less affected by swivelling of the bogie, and have less tendency to cause tipping of the locomotive body 1 when they come into action.
If a swivelling movement occurs without any net lateral force being applied to the bogie, the lateral elastic forces acting on the two traction thrust brackets 2 must be equal and opposite, and therefore the lateral movements of the two transoms 4 relative to the traction thrust brackets must also be equal and opposite. In other words, the bogie has a virtual centre of rotation at its geometrical centre.
As can be seen from the drawings, the transoms 4 are so shaped that their middle portions, within which the spring units 3 are mounted, are at a considerably lower level than the rest of the bogie frame 14, and therefore traction and braking forces are transmitted from the bogie to the body of the locomotive at a fairly low level. This is advantageous because it reduces the tilting torque acting on the bogie and therefore reduces the amount by which the loads on the leading and trailing axles of the bogie will change when a traction or braking force is exerted.
It will also be seen from the drawings that the components by which traction and braking forces are transmitted from the bogie to the body (spring units 3 and traction thrust brackets 2) do not occupy any of the space directdly above any of the traction motors 12. The secondary suspension (not shown) is also arranged to leave this space clear, so that the traction motors can easily be lifted out of the bogie, after lifting the locomotive body off its bogies.
It will be appreciated that the invention may be applied to other forms of bogie than three-axle, three-motor bogies; for example it might be used in a monomotor bogie.
WHAT WE CLAIM IS:- 1. A powered rail vehicle including a body, and a bogie which bears part of the weight of the body, and has first, second and third axles, at least one of which is driven, the bogie having a frame which is connected to the body for the transmission of traction forces therebewteen by two longitudinally resilient connections, one situated between the first and second axles and on the longitudinal centre line of the vehicle, as seen in plan view, and one situated between the second and third axles, and on the longitudinal centre line of the vehicle, as seen in plan view, each resilient connection comprising at least one resilent component which is positioned between part of the bogie frame situated respectively between the first and second or between the second and third axles, as seen in plan view, and a rigid traction thrust bracket forming part of the body and also situated respectively between the first and second or between the second and third axles, as seen in plan view.
2. A vehicle as claimed in Claim 1 in which the longitudinally resilient connections are also laterally resilient.
3. A vehicle as claimed in Claim 2 in which the resilient connections are arranged symmetrically about the bogie centre.
4. A vehicle as claimed in Claim 1 or
Claim 2 or Claim 3 in which the said parts of the bogie frame are constituted by two transoms, situated respectively between the first and second and between the second and third axles.
5. A vehicle as claimed in any of the preceding claims in which the lines of action of the resilient connections between the body and the bogie are situated at a low level.
6. A vehicle as claimed in Claim 5 in which the lines of action of the resilient connections are not higher than the centre lines of the axles.
7. A vehicle as claimed in any of the preceding claims in which the resilient connections comprise elastomeric springs.
8. A vehicle as claimed in Claim 7 in which each resilient connection comprises at least one elastomeric spring arranged between surfaces which face generally longitudinally of the vehicle.
9. A vehicle as claimed in Claim 7 or
Claim 8 in which the elastomeric springs are rubber-metal sandwich units.
10. A powered rail vehicle having a bogie or bogies substantially as herein described, with reference to the drawings accompanying the provisional specification.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (10)
**WARNING** start of CLMS field may overlap end of DESC **. three-axle, three-motor bogies; for example it might be used in a monomotor bogie. WHAT WE CLAIM IS:-
1. A powered rail vehicle including a body, and a bogie which bears part of the weight of the body, and has first, second and third axles, at least one of which is driven, the bogie having a frame which is connected to the body for the transmission of traction forces therebewteen by two longitudinally resilient connections, one situated between the first and second axles and on the longitudinal centre line of the vehicle, as seen in plan view, and one situated between the second and third axles, and on the longitudinal centre line of the vehicle, as seen in plan view, each resilient connection comprising at least one resilent component which is positioned between part of the bogie frame situated respectively between the first and second or between the second and third axles, as seen in plan view, and a rigid traction thrust bracket forming part of the body and also situated respectively between the first and second or between the second and third axles, as seen in plan view.
2. A vehicle as claimed in Claim 1 in which the longitudinally resilient connections are also laterally resilient.
3. A vehicle as claimed in Claim 2 in which the resilient connections are arranged symmetrically about the bogie centre.
4. A vehicle as claimed in Claim 1 or
Claim 2 or Claim 3 in which the said parts of the bogie frame are constituted by two transoms, situated respectively between the first and second and between the second and third axles.
5. A vehicle as claimed in any of the preceding claims in which the lines of action of the resilient connections between the body and the bogie are situated at a low level.
6. A vehicle as claimed in Claim 5 in which the lines of action of the resilient connections are not higher than the centre lines of the axles.
7. A vehicle as claimed in any of the preceding claims in which the resilient connections comprise elastomeric springs.
8. A vehicle as claimed in Claim 7 in which each resilient connection comprises at least one elastomeric spring arranged between surfaces which face generally longitudinally of the vehicle.
9. A vehicle as claimed in Claim 7 or
Claim 8 in which the elastomeric springs are rubber-metal sandwich units.
10. A powered rail vehicle having a bogie or bogies substantially as herein described, with reference to the drawings accompanying the provisional specification.
GB901276A
1976-03-05
1976-03-05
Powered rail vehicles
Expired
GB1574598A
(en)
Priority Applications (2)
Application Number
Priority Date
Filing Date
Title
GB901276A
GB1574598A
(en)
1976-03-05
1976-03-05
Powered rail vehicles
CH271177A
CH617135A5
(en)
1976-03-05
1977-03-04
Rail power unit
Applications Claiming Priority (1)
Application Number
Priority Date
Filing Date
Title
GB901276A
GB1574598A
(en)
1976-03-05
1976-03-05
Powered rail vehicles
Publications (1)
Publication Number
Publication Date
GB1574598A
true
GB1574598A
(en)
1980-09-10
Family
ID=9863652
Family Applications (1)
Application Number
Title
Priority Date
Filing Date
GB901276A
Expired
GB1574598A
(en)
1976-03-05
1976-03-05
Powered rail vehicles
Country Status (2)
Country
Link
CH
(1)
CH617135A5
(en)
GB
(1)
GB1574598A
(en)
Families Citing this family (3)
* Cited by examiner, † Cited by third party
Publication number
Priority date
Publication date
Assignee
Title
DE3218399C2
(en)
*
1982-05-15
1984-11-29
Krupp Mak Maschinenbau Gmbh, 2300 Kiel
Drive for rail vehicles
CH670227A5
(en)
*
1985-07-04
1989-05-31
Sig Schweiz Industrieges
Rail vehicle superstructure transverse movement limiting equipment
DE3701424A1
(en)
*
1987-01-20
1988-07-28
Gutehoffnungshuette Man
AIR SPRING RACK, ESPECIALLY FOR FAST SPEED RAIL VEHICLES
1976
1976-03-05
GB
GB901276A
patent/GB1574598A/en
not_active
Expired
1977
1977-03-04
CH
CH271177A
patent/CH617135A5/en
not_active
IP Right Cessation
Also Published As
Publication number
Publication date
CH617135A5
(en)
1980-05-14
Similar Documents
Publication
Publication Date
Title
US11084510B2
(en)
2021-08-10
Bolster of bogie
US4628824A
(en)
1986-12-16
Self steering railway truck
CA2424129C
(en)
2007-03-13
Arrangement of radial bogie
CA1302163C
(en)
1992-06-02
Locomotive and motorized self-steering radial truck therefor
US4357879A
(en)
1982-11-09
Air springing bogie traction link suspension
US5377597A
(en)
1995-01-03
Rail vehicle having articulated connection between vehicle bodies for prohibiting telescoping in case of accidents
US3547046A
(en)
1970-12-15
Railway locomotive truck with low traction point
US11208123B2
(en)
2021-12-28
Frame of bogie
CN105151069B
(en)
2018-06-22
A kind of subway engineering vehicle electric drive bogie
DK161758B
(en)
1991-08-12
FRONT SUSPENSION FOR SKIN VEHICLES
KR860000278B1
(en)
1986-03-26
Bogie truck for railroad car
EP0165752A2
(en)
1985-12-27
Self-steering trucks
US4941409A
(en)
1990-07-17
Wheel set guidance for trucks of rail vehicles, especially commuter traffic vehicles
US5327837A
(en)
1994-07-12
Bolster of a railroad car truck with varying cross-sectional shape to provide less torsional rigidity at ends
US5335602A
(en)
1994-08-09
Bogies for rail vehicles
CN110450807B
(en)
2021-09-17
Single-shaft bogie
US4088080A
(en)
1978-05-09
Railway locomotive truck
US2402501A
(en)
1946-06-18
Railway truck
US4040361A
(en)
1977-08-09
Railway locomotive truck
RU2276030C1
(en)
2006-05-10
Device for longitudinal coupling of two-axle bogies with body of rail traction vehicle
GB1574598A
(en)
1980-09-10
Powered rail vehicles
US3796166A
(en)
1974-03-12
Railway locomotive suspension stabilizing
US3563185A
(en)
1971-02-16
Railway locomotive truck
US4823706A
(en)
1989-04-25
Railway wagon suspension system
US4040360A
(en)
1977-08-09
Railway locomotive truck
Legal Events
Date
Code
Title
Description
1980-11-26
PS
Patent sealed
1981-10-14
PCNP
Patent ceased through non-payment of renewal fee
1982-04-07
728C
Application made for restoration (sect. 28/1977)
1982-06-09
728A
Order made restoring the patent (sect. 28/1977)
1983-10-19
PCNP
Patent ceased through non-payment of renewal fee
