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.
traversa
sala montata
dischi freno
molle
a elica
ammortizzatore
verticale
boccola posteriore
sedi sospensione
secondaria
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
isthe
admitted
into
them, the
Shock
Absorber.
To reduce
of air
vibration
Lifting
Lug.
Allows
the
bogie
toeffects
be
lifted
Secondary
Suspension
Air
Bag.
Rubber
suspension
Wheel
Gearbox.
Slide
This
Protection
contains
(WSP)
the
pinion
system
and
is
gearwheel
fitted,
axleboxes
which
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,
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
a
crane
without
the
need
to
tie
bags
are
the
secondary
suspension
system.
The
air
is tube
fitted
connects
with
the
speed
drive
sensors.
from
the
These
armature
arerequired
connected
toper
thewheel
axle.
byfor
means
of
formed
into
hollow
sections
of
the
shape.
Some
bogies
have
two
brake
cylinders
guidance
parts
and
the
traction
motors.
suspended"
because
it
is
hung
between
the
suspension
particularly
on
tramcars,
use
a
motor
to
drive
two
axles
the
weight
of
the
bogie
frame
and
anything
attached
to
it.
causes
the
brake
pads
to
press
against
the
discs.
or
ropes
around
the
frame.
supplied
from
the
train's
compressed
air on
system.
a
cable
attached
to
the
WSP
box cover
the
axlethe
end.
heavy
duty braking
requirements.
and
a single
mounting
on
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 kN
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 P1 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