BG61560B1 - Undercarriage of railway rolling stock - Google Patents

Abstract

The undercarriage is used in r.w. transport. Its applicationensures the maximum possible cross section of the r.w. truck, andin case of lateral swinging of its bodywork as a result ofexcessive increase of the centrifugal force the point of revolvingis lying in the plane of the point of swinging. The tilting devicewhich is distinguished by its simplified design, can beadditionally mounted to the existing driving units and under theexisting bodyworks. The undercarriage consists of a frame (2)supported by primary springs by wheels, or wheel pairs (1). A body(4) of the carriage of the rolling stock is directly fitted on theframe (2) by means of secondary springs (3) by a swing (5). Theswing (5) or the body (4) is connected to the frame (2) of theundercarriage by means of shock-absorbers and at least by onesupport (8-10) on which fixed levers (9) are resting, connected tothe swing (5), or the body (4), respectively, of the r.w.carriage, by pivotly resting levers (10).

Description

Field of application

The invention relates to a rolling stock for rolling stock and is applicable in the construction of wagon suspension.

BACKGROUND OF THE INVENTION

There is a known design of a running gear of [1], wherein the running gear frame is carried by wheels, respectively, through primary springs. axles, and on this frame through the secondary springs by means of a swing, the wagon basket or the rolling stock basket of the rolling stock is directly maintained. The swing or basket of the wagon is further connected to the running gear frame by means of a shock absorber with vertical and transversely swinging shock absorber and by at least one swinging movement, a shock absorber to which the levers connected to the swing or respectively are fixed. basket of the wagon by means of articulated levers.

In particular, the rolling stock of the rolling stock due to the centrifugal force produces transverse swinging movements of the wagon baskets, which are, as a rule, amortized by a shock absorber against the transverse swing. In these swinging movements, the wagon basket tilts in line with the centrifugal force on the spring system to the outside of the turn, increasing lateral acceleration on the occupants. These subjectively unpleasant lateral accelerations limit the speed of movement, especially in sections with many turns.

It is already known in the art that, when cornering, the wagon basket tilts opposite to the centrifugal force, thus reducing lateral acceleration.

In one of the known tilting systems [2], a high-spaced secondary spring is used to swing the basket of a wagon with a high rotation point in such a way that the wagon's basket moves like a free lever and hence the centrifugal force on passengers.

The disadvantage of this system is that the wagon must be narrowed into the outer contours of its lower part (seating position), thus reducing the required space for the passenger.

In another known inclining system [3], a lever arrangement is placed between one swing of the running gear and the frame of the running gear and an air cylinder positioned between the swing and the frame of the actuator is actuated between the swing and the frame of the running gear. the running gear in the transverse direction, tilting the swing or respectively. carriage on the wagon, hoisting in the direction of the inside of the bend. Lifting is caused by an unstable pneumatic cylinder that responds to transverse movements between the cradle and the running gear frame. In this case, the pivot point of the lever system is approximately at the center of gravity of the wagon basket. The disadvantage of this embodiment is that in order to activate the tilting system - the lever device, considerable transverse movements between the swing and the frame of the running gear are required in order to achieve the desired tilting. As a result, the useful cross-section of the wagon basket is greatly reduced.

It is known from the art that a wagon suspension of a wagon body [4] of the type described above is known, but in this case a working cylinder is arranged in a transverse direction between the frame of the running gear and the swing. In this case, the working cylinder is actively loaded through the transverse acceleration control electronics. This working cylinder causes the wagon to tilt the carriage opposite the centrifugal force through the lever system, with the angle of inclination that can be reached is approximately 8 °. The rotation point of this system is also located in the center of gravity of the wagon basket. The disadvantage of this system is that due to the location of the pivot point in the center of gravity there is again a decrease in the cross-sections of the useful space of the wagon's basket.

From [5] another method is known for adjusting the 2 pane angle of the transverse leviton, where a working cylinder is placed between the running gear and the wagon body, counteracting the excessive centrifugal force, with several working cylinders one behind in the longitudinal direction of the wagon body. another, which are interconnected and engaged in such a way that a uniform distribution of the load is obtained over all the running gear. In this case, the transverse swing angles are compensated by a corresponding electronically controlled load of the working cylinders and adjust the average swing angle to zero. The task of this known device is limited to adjusting the angle of transverse swing in order to uniformly load the running gear.

SUMMARY OF THE INVENTION

It is an object of the invention to provide a rolling stock for rolling stock to provide the widest possible cross-section of the wagon, such as in the case of transverse swinging of the wagon basket, due to the excessive increase of the centrifugal force, located in the plane of the swinging point and which can be further fitted to existing running gear by mounting under existing wagon baskets and having simple structural elements.

The task is solved by the running gear described in the introductory part in such a way that at least one of the shock absorber levers consists of a control unit which, when lowering or raising one transverse end of the swing or one side of the wagon, may be actuated in the opposite direction.

The advantage of this embodiment is that the rotation point is approximately at the height of the secondary springs and thus best utilizes the contour profile.

According to the invention, both levers consist of adjustable members, which are advantageously lockable. Another advantage is that the control units can be locked in their extreme position.

According to the invention, at least one actuator unit is provided on both sides of the longitudinal axis of the rail rolling stock with a road measuring device that measures the required displacement movement of the control units to compensate for the swinging motion.

Preferably, two shock absorbers are mounted against the transverse swing, symmetrical with respect to the transverse axis of the running gear, with levers consisting of adjusting units.

According to the invention, it is possible for the control unit to be a working cylinder.

Alternatively, according to the invention, the control unit can be designed as a mechanical linear actuator.

According to the invention, the rolling stock of the rolling stock can be suitably equipped with a tilting device which can be further mounted in an existing running gear.

The tilting device according to the invention can also be mounted under existing wagon baskets and implemented with simple structural elements.

The tilting device maximizes the useful cross-section of the wagon.

According to another alternative exemplary embodiment of the invention, the rolling stock of the rolling stock, wherein the running gear frame is supported by primary wheel springs or respectively. from the wheelsets, and on which, through the secondary springs, through the swing, the wagon basket or the wagon basket of the rail rolling stock is directly attached. The swing or basket of the wagon is further connected to the running gear frame by softening vertical and transverse swinging shock absorbers and, moreover, by at least one swinging motion absorber having a fixed lever connected by pivotally secured rocker arms, respectively. with a wagon basket. In this case, a regulating unit is mounted in one torsion shaft of the shock absorber against the transverse swing, which can be actuated in the opposite direction by collapsing or lifting one transverse end of the swing or on one side of the wagon basket.

Explanation of the annexed figures

The invention is explained in more detail by an exemplary embodiment shown in the accompanying drawings, of which:

Figure 1 is a cross-sectional view through the running gear according to the invention;

Figure 2 is a partial top view of the running gear of Figure 1;

Figure 3 is a partial section along the longitudinal axis through the running gear of Figure 1.

The running gear according to the invention consists essentially of two wheelsets 1, which are not shown in the primary springs, the frame 2 of the running gear on which, by means of pneumatic secondary springs 3, the swing arm 5, carrying the basket 4 of the wagon, is vertically moved. The basket 4 of the wagon is mounted on the running gear, in this case by means of lateral attachments above the secondary springs 3, on the cradle 5, sliding elements 6 and by means of a axial bolt 7 located in the center of the cradle 5, which can move horizontally on the running gear. In addition, with the vertical and damping shock absorbers necessary for the invention not essential to the invention, the swing 5 is further depreciated relative to the frame 2 of the running gear by at least one and, in the embodiment shown, two anti-roll shock absorbers. Each of these shock absorbers consists of a torsion shaft 8, which is horizontally transversely mounted in the transverse direction of the frame 2, which carries non-rotating levers 9 at its longitudinal ends, and a lever 10 at one free end approximately vertically. its other free end is also hinged to the cradle 5.

In the case of transverse swinging movements of the wagon basket 4 together with the cradle 5 in the transverse direction of the rolling stock with one transverse end, the cradle 5 enters the secondary spring 3, and with its other transverse end, the cradle 5 is separated at a corresponding distance from the secondary spring 3. These transversely swinging movements are transmitted through the levers 10 and the levers 9 on the torsion shaft 8 and turn it. The springing action of the torsion shaft 8 softens the swinging movements. In this swing load, therefore, the torsion shaft 8 acts through the levers 10 and the levers 9, providing the necessary for good running properties resistance to transverse swinging. In this case, the rolling stock is swinging about a center of lateral swing, which is determined by the system parameters of the rolling stock such as primary spring resistance, shock absorber resistance against the lateral swing, the base of the secondary springs and the location of the center of gravity. In this situation, the torsion shaft 8 of the shock absorber against the transverse swing is exerted by the centrifugal force until the necessary counter force is reached which restores the equilibrium of the forces. In carrying out the running gear according to the invention, at least one of the levers 10 is configured as a control unit. This control unit (lever 10) by entering or respectively. exit, compensates for the shape of the torsion shaft 8, so that, with unchanged resistance to transverse swinging and the center of transverse swinging, the rolling stock tilts inwardly in a bend. In this case, the control unit (lever 10) does not work against the rolling stock's own weight, but only rotates the carriage's basket 4 around the center of the car. In this case, the secondary spring 3 extends in the vertical direction to the outside of the bend, and the corresponding secondary spring 3 compresses from the inside of the bend. Through the two-point control of the pneumatic springs, this action proceeds with a slight resistance of the secondary springs 3 (only the jet resistance of the secondary spring 3). air). The vertical depreciation is carried out as in the normal state by the collapsed or respectively. extended secondary spring 3. The creation of the necessary tilting of the wagon 4 on the wagon in this case depends on the excess of the centrifugal force, depending on the road or on the force. However, this actuation of the control units (levers 10) is not an object of the invention.

Claims (9)

1. Running gear for rolling stock, wherein the running gear frame is supported by primary wheel springs or respectively. axles, and to which the carriageway or carriageway of the rolling stock is secured directly through the secondary springs by means of a swing, and the swing or basket of the wagon is further connected to the frame of the running gear by softening vertical and 5-swinging movements, shock absorbers and, through at least one transversely swinging movement, a shock absorber against transverse swinging, which carries fixed levers which are connected by pivotally mounted levers to the swing, respectively. a wagon body, characterized in that at least one of the levers (10) includes a control unit which, by collapsing or lifting one transverse end of the swing (5) or on one side of the body (4) of the wagon, be actuated in the opposite direction. Running gear according to claim 1, characterized in that the two levers (10) also include adjusting units. Drive mechanism according to claims 1 and 2, characterized in that the adjusting links (10) are lockable. Drive mechanism according to claims 1 to 3, characterized in that the levers (10) are lockable in the end position. Drive assembly according to claims 1 to 4, characterized in that at least one lever (10) acting as a regulating unit is provided on both sides of the longitudinal axis of the rolling stock with a measuring device for the road measuring the required operating position of the adjusting units (10) to compensate for the swinging movement. Drive assembly according to claims 1 to 5, characterized in that two shock absorbers (8 to 10) are arranged symmetrically on the transverse axis of the drive mechanism, with regulating units including levers (10). Running gear according to claims 1 to 6, characterized in that the adjusting member (10) includes a working cylinder. Movement mechanism according to claims 1 to 7, characterized in that the control member (10) is designed as a mechanical linear actuator. 9. Rolling stock running gear in which the running gear is carried by primary springs of wheels, wheelsets, and directly secured through secondary springs by a swing of the wagons basket or the rolling stock wagons, also the swing or the basket of the wagon is connected to the running gear frame by damping vertical swinging shock absorbers and by at least one shock-absorbing shock-absorber carrying fixed levers which are connected by pivotally mounted swing arms and, respectively. with a wagon body, characterized in that a torsion shaft (8) of the shock absorber (8 to 10) is fitted with a control unit which, upon collapsing or lifting one transverse end of the swing (5) or on one side of the basket (5). 4) the wagon can be loaded in the opposite direction.