CH665808A5 - Rail vehicle. - Google Patents

Rail vehicle. Download PDF

Info

Publication number
CH665808A5
CH665808A5 CH2068/84A CH206884A CH665808A5 CH 665808 A5 CH665808 A5 CH 665808A5 CH 2068/84 A CH2068/84 A CH 2068/84A CH 206884 A CH206884 A CH 206884A CH 665808 A5 CH665808 A5 CH 665808A5
Authority
CH
Switzerland
Prior art keywords
bogie
rail vehicle
car
emergency
emergency support
Prior art date
Application number
CH2068/84A
Other languages
German (de)
Inventor
Gabor Dipl-Ing Harsy
Original Assignee
Sig Schweiz Industrieges
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.)
Filing date
Publication date
Application filed by Sig Schweiz Industrieges filed Critical Sig Schweiz Industrieges
Priority to CH2068/84A priority Critical patent/CH665808A5/en
Publication of CH665808A5 publication Critical patent/CH665808A5/en

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F5/00Constructional 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
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14Side bearings
    • B61F5/144Side bearings comprising fluid damping devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F1/00Underframes
    • B61F1/08Details
    • B61F1/14Attaching or supporting vehicle body-structure
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F3/00Types of bogies
    • B61F3/02Types of bogies with more than one axle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F5/00Constructional 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
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Description

DESCRIPTION

The present invention relates to a rail vehicle.

The use of air springs can result from the relationship between the vehicle's own mass and the payload and, in addition to optimal cushioning of the car body, also offers extensive decoupling between the car body and the bogie and, with an appropriate arrangement, also allows all relative movements occurring between the bogie and the car body to be carried out .

A number of applications are already known in which the carriage body of a rail vehicle is supported on the bogie by means of air springs, the air spaces of which are connected to one another by a compensating line and the connected air springs of a bogie are controlled as a function of the load. Such an arrangement has the advantage of a noticeable reduction in air consumption compared to individually controlled air springs. (CH-PS 540805, CH-PS 564446).

Since the two air springs, which communicate with each other, are not able to stabilize the car body against lateral roll movements, such a system is preferably supplemented by a roll support arranged directly or indirectly between the car body and the bogie frame (e.g. CH-PS 564446).

All air suspension systems must take into account the fact that, for conceivable reasons, a defect in the air spring or a failure of the medium can occur while the vehicle is in the train set

Operation. In this case, emergency suspensions arranged inside or outside the air springs in their lines of action must meet all requirements for derailment safety.

Versions are known in which the resilient emergency support is arranged in pairs at a certain basic distance from one another in the bogie transverse axis and symmetrically to the longitudinal axis of the wagon (DE-AS 2107073).

A disadvantage of all the above-mentioned embodiments, however, is that the arrangement of the emergency support there is exclusively due to a dimensioning question, i.e. either depending on the basic distance of the air springs from one another or the spring stiffness of the emergency support as such. Thus, there are concrete limits to these solution forms, which are particularly evident from the requirements for emergency support for the body of a rail vehicle, which have recently emerged as a result of vehicles with a high center of gravity and great torsional rigidity of the body.

Furthermore, with asymmetrical loading of the bogie, as is particularly the case in curves, the paired arrangement of the emergency support and failure of the air suspension result in an additional, undesirable moment with respect to the longitudinal plane of the bogie.

The task that arises from this is to create an arrangement for the emergency support of the body of a rail vehicle, which is independent of the basic spacing of the air springs and the emergency supports from one another, or their stiffnesses, but rather taking into account those that occur in the event of a cornering during emergency spring operation Can absorb changes in the wheel load in such a way that the safety against derailment is increased.

This task is solved by a rail vehicle, which is characterized in that an air suspension system is provided for supporting the car body in combination with a roll support between the bogie and car body, and a single emergency support point for the car body per bogie, which is longitudinally eccentric with respect to the pivot point of the bogie and Car body and is arranged in the longitudinal center plane of the bogie.

An embodiment of the subject matter of the invention is subsequently explained with reference to a drawing.

Show it:

1 is a schematic representation of two pairs of wheels of two bogies, with the forces occurring when cornering at a relatively low speed, without the influence of an emergency support,

2 shows the representation according to FIG. 1 with the influence of the emergency support according to the invention,

3 is a side view of a bogie according to the invention,

4 is a plan view of the bogie of FIG. 3,

5 is a view of the bogie according to FIGS. 3 and 4.

3 and 5, a car body 1 is indicated. The air suspension of the car body 1 is perceived by means of two air springs 3, which are arranged symmetrically to the longitudinal center plane 12 of the bogie 5. These two air springs 3 are connected to one another via a compensating line 2. A bogie frame 4 of the bogie 5 can also be seen.

For emergency support in the event of failure of one or both air springs 3, an emergency support point 7 is provided, which can consist of rubber-elastic material and / or steel springs. Each bogie 5 has only a single emergency support point 7. As can be seen in FIG. 4, it is arranged in the longitudinal center plane 12 of the bogie 5 and is at a distance “e” from the pivot point 11 bogie / car body. The two air springs 3 of the bogie 5 are load-dependent by means of

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a controller 8 controlled. To stabilize the rolling movements of the car body 1, a rolling support 9 is arranged between the car body 1 and the bogie frame 4.

At a certain speed Vo, the wheel load deviations AQF disappear for a certain track inclination angle a and a certain curve radius R, since the resultant of centrifugal force F and weight force G then stands perpendicularly and centrally to the track plane.

At speeds greater than the balanced speed Vo, AQF is positive due to excess centrifugal force on the outer rail.

At speeds lower than Vo, the wheel load deviation AQF on the outer rail is negative and thus there is a wheel relief. The greatest wheel relief of the wheel on the outside of the bend occurs at a standstill and is caused solely by the component of the weight G that acts transversely to the (inclined) track (so-called downhill drive).

The rails inclined in the bend with a constant radius to the horizontal are connected to the rails laid horizontally in the straight line by the transition arch. In this section, the curvature and horizontal inclination of the rails gradually increases from the straight line to the curve.

The two rails are therefore no longer in one plane, but are twisted to one another (FIG. 1).

The security against derailment is determined by the ratio of the horizontal guide force Y acting on the wheel flange to the wheel load Q on the outer wheel of the leading wheel set.

This derailment coefficient Y / Q must be less than a certain critical value in all operating conditions:

Y / Q ts Y / Qjtni

This critical derailment coefficient depends on the flange flank angle and the coefficient of friction between the flange and the rail. It indicates the condition in which the wheel flange can climb up the rail. This value is at the flanged flange flank angle of 70 °, which is common for solid railways

Y / Qitnt = 1.2

As calculations show, optimal conditions for derailment security result when, based on the arrangement shown in FIG. 1, Yu / Qu = Y31 / Q31.

In order to balance the resulting wheel loads of wheels 11 and 31, this results in the condition:

e> O

The characteristic of this emergency support with the help of an emergency support point 7 per bogie 5 according to FIG. 2 is that it is arranged offset to the pivot point 11 bogie / car body in the longitudinal center plane 12 of the bogie 5. This brings a significant simplification compared to known constructions, since normally two or four such emergency supports are provided, which are not in, but symmetrical to the central longitudinal plane of the bogie 5. In addition, the simplified design also ensures that in emergency spring operation, in particular with uneven wheel loads due to cornering at low speed, no additional moments can occur which impair the safety against derailment. Rather, the shown arrangement of an emergency support point significantly increases the safety against derailment of the leading, outer wheel of the leading bogie.

If the center distance of the bogie, also referred to as the wheel set distance with 2a +, an optimization calculation for the value «e» gives the limits O <e â a +.

In the optimal case, AQ | = AQe or in words, the wheel load change due to twisting of the car body

665 808

compensated for by the change in the latching load, which results from the emergency support 7 (FIG. 2).

As shown, the invention is based on the knowledge that the conditions when cornering from an elevated track are most precarious for a slow-moving rail vehicle with defective air suspension, since the leading wheel, which is external to the arch and is at risk of derailment, is the largest of the bogie traveling in the direction of travel, as shown in FIG. 1 resulting wheel relief.

1 and 2 mean:

QU = resulting wheel load of the outside wheel of the leading bogie leading in the direction of travel

Q12 = resulting wheel load of the inner wheel of the leading bogie leading in the direction of travel

Q21 = resulting wheel load of the outer wheel of the leading bogie trailing in the direction of travel

Q22 = resulting wheel load of the inner wheel of the leading bogie trailing in the direction of travel

Q31 = resulting wheel load of the outside wheel of the trailing bogie leading in the direction of travel

Q32 = resulting wheel load of the inner wheel of the trailing bogie leading in the direction of travel

Q41 = resulting wheel load of the outer wheel of the trailing bogie trailing in the direction of travel

Q42 = resulting wheel load of the inner wheel of the trailing bogie trailing in the direction of travel

AQ | = Wheel load change due to twisting of the car body

AQg = wheel load change due to torsion of the bogie

AQF = change in wheel load due to centrifugal force or downward slope

AQe = wheel load change due to the longitudinal eccentric emergency support.

Measures to improve derailment safety in the event of normal suspension failure:

With this arrangement of the emergency suspension, it is achieved that the greatest resulting wheel relief of the leading outer wheel of the leading bogie according to FIG. 2 is reduced by the amount AQC.

The share of AQe has a positive effect on the leading outer wheel of the leading bogie depending on the direction of travel in a bidirectional vehicle and results, regardless of the basic distance between the air springs, from a longitudinally eccentric arrangement of the resilient emergency support, which is located in the bogie. Longitudinal median plane by a dimension «e» from the fulcrum bogie / body, is arranged towards the end of the body.

In the case of a one-way vehicle, the longitudinally eccentric arrangement of the resilient emergency support is carried out in the longitudinal center plane of the bogie on both bogies offset by a dimension “e” from the bogie / car body pivot point towards the end of the cab.

The emergency support can preferably be designed as a pretensioned, multilayer rubber element7, such a spring element having to be able to absorb the lateral movements of the bogie relative to the car body by deformation in addition to the vertical deflection and, depending on the spring stiffness of the articulation elements of the bogie / car body, a certain displacement to ensure the bogie pivot point in the vehicle longitudinal direction in the sense of a longitudinal elastic entrainment.

It is also possible to use an emergency support made of one or more preloaded steel springs or a combined steel / rubber spring arrangement.

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2 sheets of drawings

Claims (8)

665 808 PATENT CLAIMS
1. Rail vehicle characterized in that an air suspension system for supporting the car body (1) in combination with a roll support (9) is provided between the bogie (5) and the car body (1), and a single emergency support point per bogie (5) 7) for the car body (1), which is arranged longitudinally eccentrically (e) with respect to the pivot point (11) of the bogie (5) and car body (1) and in the longitudinal center plane (12) of the bogie (5).
2. Rail vehicle according to claim 1, characterized in that the dimension "e" of the longitudinal eccentricity of an emergency support
O <e Si a +
is, where 2a + corresponds to the center distance of the bogie (5).
3. Rail vehicle according to claim 1 or 2, characterized in that the emergency suspension (7) consists of a prestressed, multi-layer rubber element.
4. Rail vehicle according to claim 1 or 2, characterized in that the emergency suspension (7) consists of one or more prestressed steel springs.
5. Rail vehicle according to claim 1 or 2, characterized in that the emergency suspension (7) each consists of a combination of steel and rubber spring elements.
6. Rail vehicle according to one of claims 1 to 5, with at least two bogies, characterized in that at least the two bogies (5) closest to the wagon end each have an emergency support point (7).
7. Rail vehicle according to one of claims 1 to 6, with at least two bogies, characterized in that the emergency support points (7) in bi-directional vehicles are each arranged towards the car ends.
8. Rail vehicle according to one of claims 1 to 6, with at least two bogies, characterized in that the emergency support points (7) are each arranged towards the cab end.
CH2068/84A 1984-04-27 1984-04-27 Rail vehicle. CH665808A5 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CH2068/84A CH665808A5 (en) 1984-04-27 1984-04-27 Rail vehicle.

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
CH2068/84A CH665808A5 (en) 1984-04-27 1984-04-27 Rail vehicle.
SE8501397A SE460466B (en) 1984-04-27 1985-03-21 Bogie Foer uppstoedning of the vehicle body to a raelsfordon and raelsfordon foersett with aatminstone runner such bogies
DE3510454A DE3510454C2 (en) 1984-04-27 1985-03-22 Bogie for rail vehicles with emergency support
NL8500942A NL191459C (en) 1984-04-27 1985-03-29 Bogie for supporting a wagon of a railway vehicle in an emergency, as well as a railway vehicle provided with such a bogie.
IT12477/85A IT1186862B (en) 1984-04-27 1985-04-16 Shopping swivel for rail vehicles and method for emergency support of the vehicle body on the trolley
FI851538A FI81311C (en) 1984-04-27 1985-04-18 Boogi OCH RAELSFORDON.
NO851562A NO159583C (en) 1984-04-27 1985-04-18 Bogie and skinnekjoeretoey.
FR8506034A FR2563487B1 (en) 1984-04-27 1985-04-22 Bogie and rail vehicle and method for providing a suspension of emergency
BE0/214898A BE902265A (en) 1984-04-27 1985-04-23 Bogie and rail vehicle and method for realizing a suspension.
DK186485A DK159724C (en) 1984-04-27 1985-04-26 Bogie, skin vehicles and emergency procedures

Publications (1)

Publication Number Publication Date
CH665808A5 true CH665808A5 (en) 1988-06-15

Family

ID=4225145

Family Applications (1)

Application Number Title Priority Date Filing Date
CH2068/84A CH665808A5 (en) 1984-04-27 1984-04-27 Rail vehicle.

Country Status (10)

Country Link
BE (1) BE902265A (en)
CH (1) CH665808A5 (en)
DE (1) DE3510454C2 (en)
DK (1) DK159724C (en)
FI (1) FI81311C (en)
FR (1) FR2563487B1 (en)
IT (1) IT1186862B (en)
NL (1) NL191459C (en)
NO (1) NO159583C (en)
SE (1) SE460466B (en)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4037672C2 (en) * 1990-11-27 1993-05-19 Man Ghh Schienenverkehrstechnik Gmbh, 8500 Nuernberg, De
DE4241929A1 (en) * 1992-12-11 1994-06-16 Rexroth Mannesmann Gmbh Body suspension on rail vehicle logic - has body swivelably suspended of sprung, flow medium chamber via rams which may be sprung on each side of damper
DE4344469C1 (en) * 1993-12-22 1995-02-09 Aeg Schienenfahrzeuge Individual bogie for rail vehicles
DE10052806A1 (en) * 2000-10-25 2002-05-08 Alstom Lhb Gmbh Pneumatic suspension for rail vehicles, includes cord lifting-restraint within pneumatic spring
ES2188404B1 (en) 2001-10-17 2004-10-16 Ingenieria, Diseño Y Analisis, S.L. Gyroscopic actuator.
AT503256B1 (en) * 2006-03-13 2011-10-15 Siemens Ag Oesterreich Electronic air spring control to reduce air consumption and fast adjustment of the solelive level
EP1894807B2 (en) * 2006-09-01 2013-11-20 ALSTOM Transport Technologies Bogie with improved space use
AT504186A3 (en) * 2006-09-13 2010-11-15 Siemens Ag Oesterreich Device for changing the wickeness
PL3254922T3 (en) * 2007-12-20 2020-01-31 Railrunner N.A., Inc. Intermodal rail vehicle to form a train
GB2475325A (en) * 2009-11-16 2011-05-18 Bombardier Transp Gmbh Torsion bar assembly and method, particularly for rail vehicle anti-roll bar
DE102011002300A1 (en) * 2011-04-28 2012-10-31 Bombardier Transportation Gmbh Chassis unit for a rail vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2107073B2 (en) * 1971-02-15 1976-07-15 Railway wagon gas suspension system emergency support - with open gap width exceeded by vertical travel of gas suspension bellows
CH540805A (en) * 1971-07-21 1973-08-31 Schweizerische Lokomotiv Support means for the body of a rail vehicle on a bogie
DE2218089C3 (en) * 1972-04-14 1982-01-14 Wegmann & Co, 3500 Kassel, De
DE2337771C3 (en) * 1973-07-25 1978-04-13 Wegmann & Co, 3500 Kassel

Also Published As

Publication number Publication date
SE460466B (en) 1989-10-16
NO159583C (en) 1989-01-18
FI81311B (en) 1990-06-29
DE3510454A1 (en) 1985-10-31
DK159724C (en) 1991-04-22
DK186485A (en) 1985-10-28
NO851562L (en) 1985-10-28
FR2563487B1 (en) 1988-06-10
BE902265A (en) 1985-08-16
FR2563487A1 (en) 1985-10-31
NL191459C (en) 1995-07-18
FI851538L (en) 1985-10-28
FI81311C (en) 1990-10-10
FI851538A0 (en) 1985-04-18
DK186485D0 (en) 1985-04-26
DK159724B (en) 1990-11-26
NL191459B (en) 1995-03-16
DE3510454C2 (en) 1994-04-28
IT1186862B (en) 1987-12-16
SE8501397D0 (en) 1985-03-21
NO159583B (en) 1988-10-10
SE8501397L (en) 1985-10-28
FI851538A (en)
BE902265A1 (en)
FI851538D0 (en)
IT8512477D0 (en) 1985-04-16
NL8500942A (en) 1985-11-18

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