Carrelli rigidi Bogies Carrelli bogies Caratteristiche funzionali Vincoli

Carrelli rigidi Bogies

Carrelli (bogies)

Caratteristiche funzionali

Vincoli

Carrello tradizionale Piastra di guida Trave oscillante Pendini SP Sospensione secondaria Boccola Longherone Piastre di guida SS Pendino Bilanciere Sosp. Primaria Arresti

Longherone Traversa telaio Appoggio laterale cassa Ralla portante Sala Trave oscillante

Carrello Fiat per carrozze - fronte

Carrello Fiat per carrozze - pianta

Carrello Fiat con frenatura mista

Carrello AV

Carrello AV

Movimenti del carrello

Sussulto

Beccheggio

Rollio

Serpeggio

Bolster bogie

Bolsterless boogie

Schema di carrello ferroviario gruppo riduttore longheroni Boccole cuscinetti a rulli. molle a elica traversa ammortizzatore verticale boccola posteriore sedi sospensione secondaria sala montata dischi freno braccio boccola anteriore

Elemento superiore ammortizzatori laterali trave oscillante molle a elica ammortizzatori verticali

Bolster bogie

Traction transfer device Bolster spring Brake disc for trailing bogie Bogie frame Lateral dumper Traction motor Brake disc Axle bearing Axle spring Wheelset Gear

Bogie H frame Cross beam Side beam

Bogie parts with description Wheel Slide Protection System Lead to Axlebox. Where a Bogie Frame. Steel plate or cast steel. Here is a modern Brake disc. Each wheel is provided with a brake disc on Bogie Transom. Transverse structural member of bogie Motor Suspension Tube. Many motors are suspended Motor. Normally, each axle has its own motor. It drives Primary Suspension Coil. A steel coil spring, two of Brake Cylinder. When air is admitted into them, the Shock Absorber. To the reduce thetoeffects ofair vibration Lifting Lug. Allows bogie be lifted Secondary Suspension Air Bag. Rubber suspension Gearbox. This contains the pinion and gearwheel which Wheel Slide Protection (WSP) system is fitted, axleboxes are design of welded steel box format where the structure is each side and a brake pad actuated by the brake cylinder. frame (usually two off) which also supports the car body between the transom and the axle. This motor is called "nose the axle through the gearbox. Some designs, particularly which are to each axle box in chains this design. They internal piston moves attached to the piston andcarry occurring asfitted a result of links the wheel/rail interface. by are awith crane without the need to tie bags the secondary suspension system. The air is tube fitted connects the speed drive sensors. from the These armature are connected to the axle. by means of formed into hollow sections of the required shape. Some bogies have two brake cylinders per wheel for guidance parts and the traction motors. suspended" because it is hung between the suspension on tramcars, use a motor to drive two axles the weight of the bogie frame and anything causes the brake pads to press against the attached discs. to it. or ropes around the frame. supplied from the train's compressed air system. a cable attached to requirements. theon WSP box cover on the axlethe end. heavy duty braking and a single mounting the bogie transom called nose.

Various axle box suspensions

IS type

Axle beam type

Axle spring with cylindrical laminated rubber

Conical laminated rubber type

Roll rubber type Roll rubber Axle box

Transmissions Nose suspension device

Lateral view

Hollow-axle parallel cardan driving device Parallel cardan driving device M traction motor K flexible coupling

Right angle cardan driving device M traction motor K flexible coupling

Rubber axlebox suspension

Plate frame bogie suspension

Primary suspension

Equaliser bar bogie

US cast steel bogie suspension

Section A- A

Bogie with steel primary and air bag secundary sospension

Air bag secundary sospension

Carrelli sterzabili Steering bogies

On very sharp the wheel flangesthis (bordini) contact the If the axles arecurves, allowed some freedom wear and noise rails at an angle, an notatonly do they wear each other but is reduced, but safety speed is also reduced. they also produce a lot of unpleasant noise and vibration. Conventional and steering truck Less wear on flanges and rails occurs at the expense of a more complicated suspension system, with more joints in the bogie mechanism Flexible in longitudinal direction

Conventional and steering truck

Carrello sterzabile/Steering bogie

Alignment of link-type forced steering bogie Bogie frame Steering beam Steering lever and linkage

Maximum lateral force k. N 60 50 40 30 50 60 70 Non steering bogie Steering bogie 80 90 100 110 speed km/h Radius of curvature 302 m

Wheel flange wear Radial steering bogies standard “stiff” bogies

Advantages based on experience State-of-the-art radial self-steering bogies are able to steer approx radially in curves of R= 400 -600 m. However, on many networks such curves are decisive for the accumulated wheel and rail wear. This is proved in practical trains services to reduce lateral forces, to heavily reduce wheel and rail wear and to increase lateral curving acceleration. With appropriate damping (especially hydraulic yaw damping) running stability is assured at various values of eq. conicity. At the highest speeds (250 km/h + 10 %) conicity should be limited to 0. 3 à 0. 4(UIC 518 requires 0. 3). Testing and experience confirm theory and simulations.

Limitations High tractive forces may limit the radial steering capability, because radial self-steering is depending on a certain amount of friction (creep) forces. In high-adhesion locomotives radial self steering can not always be managed. In local/regional trains with adhesion utilization of 15 -17 % the radial performance will be appropriate in practice, because high adhesion is only applied occasionally at acceleration at low speed.

Future outlook Marginal cost for track deterioration should be included in the track access charges on a number of European railway networks. This sharpens the need for ”trackfriendly” bogies. Ongoing development seems to widen the application of self-steering bogies to higher speed (250 km/h and up). Many high-speed trains will be running on various track standards at various speeds, in particular tilting trains. Actively controlled radial steering–”Mechatronic bogies”may be considered as an appropriate mean to achieve still higher performance and track-friendliness. Once active control is robust, fail-safe and affordable, such solutions may be very attractive.

Freni a ceppi e a disco

Prestazioni dei freni ad attrito Il freno è composto da un elemento mobile (tamburo o disco) calettato rigidamente alla ruota (o al cerchione o all’asse porta ruota) e da un elemento fisso solidale al telaio del veicolo. L’applicazione della forza normale P 1 alla superficie di contatto fra i due elementi provoca il sorgere di una forza di attrito tangenziale Ft fra di loro.

Tipi di freni a ceppi

Disco bullonato - fronte

Disco bullonato - sezione

Elementi del disco

Tipi di dischi Tipi di palettatura per la ventilazione(sab-wabco Dischi per montaggio frontale su ruota

Schema di freno a ceppi S a b = a/b rapporto di moltiplicazione b P f’ H Ft f Fx f’ coefficiente di attrito fra ceppo D e cerchione f coefficiente di attrito fra binario e cerchione