FR2477090A1 - SUSPENSION FOR CHASSIS WITH AT LEAST TWO AXLES OF RAILWAY VEHICLE AND CHASSIS HAVING THIS SUSPENSION - Google Patents

Abstract

1. Suspension for railway vehicle underframe having two axles, at least one of the axles being mounted, in the vinicity of each of its ends, in an axle box (7), this suspension (6) comprising, for each box (7) of this axle (4), elastic means (9) supported by the axle box and which, on each side of this latter, are applied against the underframe through the intermediary of at least one connecting link pivoted with respect to the underframe (1) and with respect to that end of the elastic means (9) which is associated with the underframe, the two lines (XX', YY') of application of the forces to which these links (13, 14) are subjected and which pass through the pivot points (16, 17, 21) of these latter having opposite inclinations (A, B), one of the links (14) being mounted in tension, and coupling means arranged between the axle box (7) and the pivots (16) connecting the links (13, 14) to the elastic means (9) so that any displacement of the axle box in a longitudinal direction of the underframe (1) produces a corresponding displacement of these pivots (16), characterized in that the upper link (13) is mounted in compression, that the two links (13, 14) have different inclinations (A, B), and that the underframe carries a reference face (31) against which the axle box (7) is applied in a straight line under the action of the threshold of force exerted on it by reason of the difference in inclination of the links (13, 14).

Description

The present invention relates to a suspension for a frame with at least

two axles of road vehicle

iron, such as wagon.

  Suspension means in the present

  description, the partly deformable mechanical means which connect the axles to the chassis, the latter also being able to

  well be that of a wagon with at least two axles than

  him from a bogie articulated to the frame of a wagon with several

  gies. The present invention also relates to a chassis

equipped with this suspension.

  In the particular case of two-axle wagons, each axle, mounted at each of its ends in an axle box, is kept perpendicular to the chassis axis by spring systems provided with means of a-

  mortise which each connect an axle box to the chassis.

  In the particular case of bogie wagons at

  at least two axles mounting is similar. According to one

  particular embodiment of this assembly, each axle box supports the chassis via at least two

  helical compression springs mounted on both sides

  the axle. A spring is compressed between the axle box and a hat on which a portion of the weight of the wagon is exerted. For each axle box, the chassis rests on one or more springs supported by the

  axle box, while the cap is required to

  downwards through an artificial organ

  abutted connected to the chassis. The axle boot is frictionally mounted between a planar reference face of the chassis and a pusher actuated by the cap which tends to apply the axle box against the reference face due to

  the obliquity of the stress due to the articulated organ.

  This assembly simultaneously ensures the damping of the oscillations of the springs and the rigorous positioning of

  the axle perpendicular to the axis of the chassis.

  These suspensions work satisfactorily on the railways in a straight line. On the other hand, when the chassis moves on a section of curved track, the

  keeping the two axles in the same position

  the axis of the chassis causes significant friction

  both between the wheels and the railway. This friction

  It causes premature wear of the wheels, in particular of the shouldered portion - or flange - of the latter, and curved railway sections. Moreover, the bogies thus equipped are difficult to register in the curves recorded, and one even notes the derailment of certain

wagons in tight curves.

  The object of the invention is to remedy these inconveniences.

  by carrying out a suspension which ensures a

  the two axles in relation to the curvature of the railway so as to facilitate the

the curve.

  The invention thus aims at a chassis suspension with two axles for railway, at least one of the axles being mounted, in the vicinity of each of its ends, in an axle box, this suspension comprising, for each box of this axle, at least two springs mounted on either side of the axle, at least one spring on each side of the axle being located between this axle box and a

hat connected to the chassis.

  According to the invention, this suspension is characterized

  in that it comprises at least two connecting flanges

  each articulated to one of the caps and to the chassis, one being mounted in tension and the other in compression, the two lines of application of the efforts to which are

  subjected these flanges, and which pass through the points of articulation

  lation of the latter, converging towards the

  service of the chassis, two anti-friction push-buttons

  being interposed between the axle box and the

hats.

  The boxes of the axle considered to be able to move

  relative to the chassis, substantially in the longitudinal direction of the latter, the orientation of this axle

  may vary in one direction or the other from one

  strictly orthogonal to the frame rails.

  This occurs especially during the crossing

  curved sections of track. In this situation, each axle forming part of the curve is subjected to a torque that makes it converge towards the center of the curvature of the railway if, however, this latitude

  movement is allowed both at the level of the guiding

  sides on the chassis and at the level of

  by the suspension which must be lower than the

  Tracks on the axle. The suspension according to the invention develops efforts that allow this

  orientation of the axle different from the chassis while

  serving vertical damping which allows high speeds. The crossing of the curves by the chassis thus equipped is facilitated, and the defects stated above in

  known chassis are eliminated or strong-

narrowed.

  According to another object of the invention, the two-axle chassis provided with a suspension of the above kind is characterized in that this suspension equips both

  axles of the chassis, the articulated flanges mounted in trac-

  occupying compression and compression in the two axles of the

  substantially symmetrical positions relative to the plane

transversal dian of the chassis.

  Thus, the two axles of the chassis can be

  ter relative to the chassis depending on the curvature of the track, which limits the angular deviations of the axles

  relative to the chassis; in addition, the behavior of

  sis is substantially identical when the wagon is traveling in one direction or the other on the railway, which is

  particularly interesting in the case of ferro-

  viaire. Other features and advantages of the invention

  will again emerge from the description below.

  In the accompanying drawings, given by way of non-limiting examples: FIG. 1 is a side elevational view

  bogie with both axles equipped with suspension

  sion according to the invention; FIG. 2 is a half-front view of the bogie of FIG. 1;

  - Figure 3 is a top view with tear-off

  the bogie of Figure 1; - Figure 4 is a schematic view, on an enlarged scale, partly in section, of one of the suspensions of the frame of Figure 1; FIG. 5 is a view similar to FIG. 4;

  but more schematic, and showing in dotted line the posi-

  taken by the various parts in case of displacement

  side of the axle box compared to the chs.

  The bogie represented in FIGS. 1 to 3, comprises a

  chassis which comprises two longitudinal members 1 connected by a traverse

  central 32 and two end rails 2 constituting

  with the longitudinal members 1 a frame carried by four wheels 3 cou-.

  paired by means of two axles 4. Each axle 4

  is connected at both ends to the chassis via

  suspension 6 located beyond the wheel 3 cor-

  corresponding to the middle of this axle 4.

  As shown particularly in Figure 4, each

  axle 4 is carried at both ends by a box of

  7 in which are housed the ball bearings which

  allow the rotation of the axle 4 relative to the chassis.

  The axle box 7 has two bases 8 directed on either side of the axle 4 at a distance below the spar 1, and on each of which rests the end

  lower part of a helical suspension spring 9.

  The springs 9 are compressed between these two

  bases 8 and two caps 11, 12 connected to the frame and on -

  in which part of the weight of the wagon is used.

  According to the invention, each of the hats 11,

  12 is connected to the spar 1 by a pair of connecting flanges

  13 or 14. The two flanges 13 or 14 of the same pair are connected in parallel and articulated to the cap 11 or corresponding 12 which, for this purpose, carries laterally two

  16 opposing pins of axis substantially parallel to the spindle

sieu 4.

  The flanges 13 constitute links mounted in compression between the cap 11 and the frame 1. From the pin 16, the flanges 13 are directed opposite the base 8 and are fixed on the shaft 17 which is articulated on

the spar 1.

  The flanges 14 are rings mounted in traction

  between the hat 12 and two ears 18 secured to the lon-

  geron 1. These lugs 18 are formed at the end of a U-section wing 19 starting from the spar 1, directed to the base 8; they extend the legs of the U, which are turned towards the spring 9, and thus come on both sides of the latter. Each flange 14 is hinged to the ear 18 by means of a pin 21, carried by this lug 18, directed towards the outside of the U-shaped wing 19, of axis substantially parallel to the axle 4, and closer

  of the base 8 that the trunnion 16 of the hat 12.

  In the example shown, the distance between the trunnions 16 of the cap 11 and the axis 17 is greater than the distance between the trunnions 16 of the cap 12

trunnions 21.

  As shown in FIG. 4, the line XX 'which joins the axis 17 and the turnMilon 16 of one or the other of the flanges 13 and the line YY' which joins the trunnions 16 and 21 of the flange 14 which face to it are inclined in opposite directions to each other with respect to the axis ZZ 'of the springs 9 which is substantially vertical when the bogie is in the service position on a horizontal railway, and converge downwards, below the axle box 7. In addition, the angle of inclination B of the line YY 'is greater than the angle of inclination A of the line XX' with respect to the

  ZZ 'axes in the example shown. However, we can

  look to swap the position of ring 14 and the

  link 13 with respect to the central axis of the axle box.

  In this case the angle A of the link must be greater than

the angle B of the ring.

  The inclination of the lines XX 'and YY', which are substantially the lines of application of the forces on the

  hats 11 and 12, determines a solicitation of these

  to each other and to the axle box 7.

  Under the effect of this stress, the caps 11 and 12 rest on either side of the axle box

  7 by means of two antagonistic pushers 23.

  The pushers 23 comprise a tail 24 whose end

  rests against the hats 11, 12, and which is raised to

  smooth in a bore 26 formed in the base of the U of the wing 19 for one of the pushers 23, and, for the other push 23, in a flange 22 integral with the spar 1 and facing the base of the U of Wing 19 on the other side

of the axle box 7.

  The pushers 23 also comprise a head 27 whose front face, which is flat, bears on the flat lateral faces also of the axle box.

  friction linings 28, 29, for example of man-made steel

  ganesis, are welded on the front faces of the heads 27 of the pushers 23 and on the flat side faces

of the axle box 7.

  The pushers 23 can not sink into the bores 26 beyond a fully retracted position in which the rear face of their head 27 abuts

  against a boss 31 in which opens each of the

  --sages 26 on the side of the axle box 7.

  The bogie represented in FIG.

  ends of each of its axles 4 a suspension of the gen-

  re just described. The mounting of these suspensions is symmetrical with respect to the transverse median plane of the bogie, so that for each suspension, the flanges 13 which work in compression are associated with the spring 9

  located opposite the other axle 4 relative to the

  axle 7 considered and have an inclination

  less than the flanges 14 which work in tension.

  The operation of the suspension described above

is the next: -

  The forces exerted on the caps 117 12 designated RI and R2 in FIG. 4 have a component P1 or P2 directed along ZZ ', and a component F1 or F2 directed

  along the axis of the pushers. The components P1 and P2 which

  to compress the springs 9 are substantially equal,

  whereas, because of the difference in inclination of

  XX 'and YY', the FI component applied to the hat

  is less than the component F2 applied to the cap 12.

  When the truck is traveling in a straight line, this differs

  between FI and F2 pushes the axle boot 7 towards the

  hat 11, so that the pusher 23 assigned to this

  skin 11 is in its retracted position with its head 27 in

  stop on the boss 31. This provision makes it possible to

  a stable balance of the two axles in the course of

placement in a straight line of the wagon.

  In this position, the axes of the pushers 23 are located in the same plane as the axes of the pins 16 of the caps 11, 12. Moreover, the distance D (Figure 5) remaining between the rear face of the head 27 of the pusher

  23 associated with hat 12 and boss 31 corresponding to

  ends the maximum lateral travel of the axle box 7 relative to the chassis. In the case of a bogie, the distance

D can be for example 12 mm.

  Due to the symmetry of the suspensions of the bogie relative to the median plane of the latter, on each side of the

  bogie the wheels 3 are spaced at most from one another.

  Moreover, when the wheels 3 meet

  On the railway tracks, the axle box 7 takes oscillations from the chassis which are dampened by the friction of the linings 28 of the pushers 23 on the rails.

nitrite 29 of the axle box 7.

  When the bogie approaches a curve, the flange of the wheel 3 which is outside the curve and which belongs to the axle 4 arriving at the head bears against the rail and

  tends to flatten against this one.

  This effect exerts on the axle 4 a torque which tends to further press the outer axle box 7 to the

  curve against the pusher 23 which is already in position

  towed, and tends to return the other axle box 7 in di-

hat correction 12.

  If the force exerted by this torque on the axle box 7 inside the curve is greater than the difference of the forces Fl and F2, this displacement of the box

  axle 7 takes place and this occupies, for example, the posi-

  shown in phantom in Figure 5.

  In this position, moving the box

  axle 7 resulted in a corresponding displacement of the

  skins 11, 12 so that no lateral deformation of the.

springs 9 is to be feared.

  The flanges 13 and 14 have pivoted about the axis 17 and

  toillows 21 so that the hat 11 is furthermore lightly

  Reassembled to the spar 1 while the hat 12

  on the contrary, it is slightly closer to the base 8.

  During this displacement of the axle box 7, the inclinations of the lines XX 'and .YY' both increase, so that the difference between the components F1 and F2 does not vary substantially and can even be

maintained substantially constant.

  - This property is one of the important advantages

  of the suspension in accordance with the invention since it allows the axles to register in tight curves without the need to increase the force excessively.

  applied to the boxes 7 by the wheels 3.

  As soon as the second axle 4 approaches the curve of the railway, the flange of its wheel 3 outside the curve is supported on the rail and also tends to move the box

  of axle 7 inside the curve towards the hat 12.

  Thus, the two wheels 3 inside the curve tend to approach each other while the

  two other wheels 3 keep a substantially

  exchange. The suspension according to the invention thus makes it possible simultaneously to ensure the damping of the oscillations and the orientation of the axle 4 with a number of parts

very reduced.

  The invention also achieves an excellent compromise between a rigorous positioning of the axles 4 in a straight line and an orientation of the axles 4 in curve resulting

relatively moderate efforts.

  Of course, the invention is not limited to the examples described and many arrangements can be

  provided to these examples without departing from the scope of the invention.

  Thus, the flanges working in traction could be associated with the spring opposite the other axle of the chassis relative to the axle box considered, and

  be less inclined than the flanges working in compres-

  if we. Moreover, we can be content to equip only one

  axle of the suspension according to the invention.

Claims (7)

R E V E N D I C A T IO N S   1. Suspension for two-axle chassis of vehicles   rail, at least one of the axles (4) being mounted, in the vicinity of each of its ends, in an axle box (7), this suspension (6) comprising, for. each box (7) of this axle (4), at least two springs (9) mounted on either side of the axle (4), at least one spring on each side of the axle being located between the box (7) and a cap (11 or 12) connected to the frame, this suspension (6) being characterized in that it comprises at least two connecting flanges (13, 14) each hinged to one of the caps (11, 12) and to the chassis, one being mounted in traction and the other in compression, the two lines (XX ', YY') of application of the forces to which are subjected   these flanges (13, 14), which pass through the   culation (16, 17, 21) of the latter, converging down to the service position of the chassis, two antagonistic friction pushers (23) being interposed between the box   axle (7) and the caps (11, 12).   2. Suspension according to claim 1, characterized   in that it includes means to ensure that   strong (F1, F2) exerted laterally by the pushers (23)   on each side of the axle box (7) are different.   3. Suspension according to claim 2, characterized   because, by virtue of the abovementioned means, both   flanges (13, 14) assigned to the same axle box (7) pre-   feel a different inclination (A, B) for the lines (XX ', YY') of application of the forces joining their articulation points (16, 17, 21), this difference of inclination determining a stress threshold contributing to stability in straight line.   4. Suspension according to one of the claims   2 or 3, characterized in that the pusher (23) associated with   the hinge (13) articulated in compression is intended to exert   on the axle box (7) a lower lateral force (F1)   the force (F2) exerted by the other pusher (23).   5. Suspension according to one of the claims   2 to 4, characterized in that, in equilibrium position in a straight line, the pusher (23) intended to exert on the axle box (7) the weakest lateral force (F1)   is fully retracted and rests against a stop (31).   6. Suspension according to claim 5, characterized   characterized in that the pusher (23) fully retracted in equilibrium position in a straight line is located opposite   the other axle (4) relative to the axle box (7).   7. Two-axle chassis with suspension   according to one of claims 1 to 6, characterized   this suspension (6) equips the two axles (4) of the chassis, the articulated flanges (13, 14) mounted in tension and compression occupying in the two axles (4) substantially symmetrical positions relative to the plane transverse median of the chassis.