DD226259A1

DD226259A1 - DEVICE FOR TRANSPORTING ENTHUSIASES ON RAILWAY RAILS

Info

Publication number: DD226259A1
Application number: DD26588684A
Authority: DD
Inventors: Heinz-Juergen Trautmann; Hans-Bode Klippel; Karl Scheibert; Dietmar Fischer
Original assignee: Verkehrswesen Forsch Inst
Priority date: 1984-08-01
Filing date: 1984-08-01
Publication date: 1985-08-21
Also published as: DD226259B1

Abstract

Die Erfindung in Form eines drehgestellartigen, spurwechselfaehigen Fahrwerks dient dem entgleisungssicheren Transport von verwindungssteifen Ueberbauten, z. B. Bruecken, auf Eisenbahngleisen, auch solchen mit planmaessigen oder unplanmaessigen Gleisverwindungen, z. B. Baugleisen. Die Gewaehrleistung der fuer die Entgleisungssicherheit erforderlichen Mindestradlasten sowohl bei Leerfahrten als auch innerhalb aller in Frage kommenden Lastbereiche und -verteilungen wird im wesentlichen durch weitestgehende Annaeherung der Abfederung der einzeln aufgehaengten Losraeder an die fuer solche Faelle optimale Federkennlinie mittels eines Systems aus Blatt- und Tellerfedern im Zusammenwirken mit der besonderen Gestaltung der Fahrwerktraeger, die dadurch in das Federsystem einbezogen sind, mit den herausnehmbaren Gleitstuecken und mit der lagerseitigen Trennung der Horizontal- und Vertikalkraefte erreicht.The invention in the form of a bogie-like, lane change self-supporting chassis is the derailment-safe transport of torsionally rigid superstructures, z. B. bridges, on railway tracks, even those with scheduled or unscheduled Gleisverwindungen, z. B. construction tracks. The guarantee of the required for the derailment safety minimum wheel loads both empty and within all eligible load ranges and distributions is essentially by approximating the approximation of the suspension of the individually suspended Losraeder to the optimum for such cases spring characteristic by means of a system of leaf and disc springs in Cooperating with the particular design of the vehicle carriers, which are thereby incorporated into the spring system, achieved with the removable Gleitstuecken and with the bearing-side separation of the horizontal and vertical forces.

Description

- 2 - bbö öö- 2 - bbö öö

Fig. 2.: die Aufsicht A-A eines Drehgestelles und Fig. 3.: die Radlagerung.Fig. 2 .: the top view A-A of a bogie and Fig. 3 .: the wheel bearing.

Gemäß Fig. 1 liegt der Überbau 1 auf der Traverse 2. Diese stützt sich mittig auf den Querträger 3 ab, welcher hängend unter den Langträger 4 angeordnet ist. Der Untergurt der Langträger 4 ist so gekrümmt, daß die Blattfeder 5 unter Beanspruchung durch die Eigenmasse des Drehgestelles eine lineare Kennlinie aufweist. Die Blattfeder 5 ist so dimensioniert, daß hierbei die lauftechnisch zulässigen Radentlastungen nicht überschritten werden. Bei steigender Belastung bewirkt die Krümmung des Langträgers 4 ein Anschmiegen der Blattfeder entsprechend ihrem zulässigen Biegeradius. Die Federkennlinie steigt hierbei stetig progressiv an. Mit den zwischen Achslager und Blattfeder geschalteten Tellerfedern 6 wird die lauftechnisch zulässige Endfederhärte bei maximaler Zuladung gewährleistet. Die Losräder 7 werden längs durch die Hebellenker 8 geführt, die in Lagerböcken 9 mit den Lenkerbolzen am Querträger 3 angelenkt sind. Wie in Fig. 2 ersichtlich, bilden die zur Querkraftübertragung erforderlichen Querlenker 11 mit den inneren Hebellenkern 8 eine Einheit und sind ebenfalls in Lagerböcken 9 am Querträger 3 angelenkt. Die Bolzen von Hebel- und Querlenkern liegen auf einer gemeinsamen Drehachse, hierdurch wird eine stabile, bei Schienenfahrzeugen sonst nicht übliche Einzelradaufhängung erreicht. Wie weiter aus Fig. 2 ersichtlich, kann durch Umstecken der Lenker in den Lagerböcken 9 die Spurweite verändert werden. Die der seitlichen Abstützung der Traverse 2 dienenden Gleitstücke 12 sind auf dem Querträger 13 herausnehmbar gelagert, was zur Erzielung einer Dreipunktauflage erforderlich ist.According to FIG. 1, the superstructure 1 lies on the traverse 2. It is supported centrally on the cross member 3, which is arranged suspended below the longitudinal girder 4. The lower flange of the longitudinal beam 4 is curved so that the leaf spring 5 has a linear characteristic under stress by the net mass of the bogie. The leaf spring 5 is dimensioned so that in this case the running permissible wheel unloadings are not exceeded. With increasing load causes the curvature of the long beam 4 nestling of the leaf spring according to their allowable bending radius. The spring characteristic increases steadily progressively. With the switched between the axle and leaf spring plate springs 6 the running technically permissible Endfederhärte is guaranteed at maximum load. The idler gears 7 are guided longitudinally through the lever arm 8, which are hinged in bearing blocks 9 with the handlebar bolt on the cross member 3. As can be seen in FIG. 2, the transverse links 11 required for the transverse force transmission form a unit with the inner lever core 8 and are likewise articulated in bearing blocks 9 on the cross member 3. The bolts of levers and control arms are located on a common axis of rotation, this is a stable, otherwise not usual in rail vehicles independent suspension achieved. As can be seen further from FIG. 2, by changing the handlebars in the bearing blocks 9, the gauge can be changed. The lateral support of the traverse 2 serving sliders 12 are removably mounted on the cross member 13, which is required to achieve a three-point support.

In Fig. 3 ist die Lagerung der Achsstummel dargestellt. Um die Abmessungen und Massen zu minimieren, werden die Pendelrollenlager 13 lediglich zur Übertragung der Radaufstandskräfte herangezogen. Zur Übertragung der Achslagerquerkraft auf die Querlenker 11 sind zwischen Radkörper des Losrades 7 und innerem Hebellenker 8 Axialkugellager 14 angeordnet.In Fig. 3, the storage of the stub axle is shown. To minimize the dimensions and masses, the spherical roller bearings 13 are used only for the transmission of Radaufstandskräfte. To transmit the Achslagerquerkraft on the control arm 11 8 Axialkugellager 14 are arranged between the wheel body of the idler gear 7 and inner Hebellenker.

Claims

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Invention claims:

1. A device for the transport of superstructures on railway tracks, characterized in that the loose wheels (7) on the frame, consisting of the cross member (3) and four longitudinal beams (4), are suspended individually.

2. Device according to item 1, characterized in that the supporting forces by symmetrically in the Hebeilenkern (8) arranged spherical roller bearings (13) are transmitted and for receiving the Achslagerquerkräfte between the wheel body of the idler gear (7) and inner Hebellenker (8) thrust bearing (14 ) available.

3. Device according to item 1 and 2, characterized in that the Losrider (7) in a combination of lever core (8) and wishbones (11) are guided such that only the wishbone (11) are used to transmit the Achslagerquerkräfte.

4. The device according to item 1 to 3, characterized in that the lever arm (8) and wishbone (11) on the cross member (3) in bearing blocks (9) are hinged so that in conjunction with the side-displaceably suspended long beams (4) a Umspuren is possible.

5. The device according to item 1 to 3, characterized in that the longitudinal beams (4) have such a curved lower flange, that between the cross member (3) and the longitudinal beam (4) clamped leaf spring (5) the net mass of the device in the linear region of its characteristic cushioned and with increasing load has a steadily progressive tendency and that the characteristic is limited in its upper part by series-connected disc springs (6) according to the requirements of derailment safety in their increase.

6. Device according to item 1 to 3, characterized in that the superstructure (1) rests on trusses (2) and is supported on the cross member (3) via pivot cups and lateral sliders (12), and in that the lateral sliders (12) are designed to be removable to achieve a three-point support.

For this 3 pages drawings

Field of application of the invention

The invention relates to a device for derailment-safe transport of superstructures on railway tracks, in particular on construction tracks, within the bridge assembly station and between this and the mounting hole. This is particularly necessary when the mounting technology provides spatially separate pre-assembly, or if the assembly is outside the storage axis or at a greater distance from the mounting hole.

Characteristic of the known technical solutions

As far as possible, superstructures z. Z. transported on 2- or 4-axis bogies that are very heavy, have a high height and have no wheel and axle load compensation. A derailment and thus reliable method of superstructures is therefore only possible in the separately leveled straight track limited. Due to the high height, the construction and demounting of the superstructures is cumbersome and time-consuming in the case of the above-mentioned threshing points. Due to the rigid chassis is a lane change, as required for track-flexible superstructures, not possible. From the patent literature an additional suspension (WP 84 858) is known, which ensures a derailment-safe run by superimposing a soft, increasingly progressive characteristic with a harder, the wheel force at maximum payload adapted over a larger load range. The additional suspension is provided for retrofitting to conventional drives, characterizing, by free steering wheel set, leaf suspension spring and Schakengehänge. Due to the large space required, the additional suspension described in WP 84 858 can not be used in bogies and in particular in a special chassis for moving superstructures.

Object of the invention

The object of the invention is to move superstructures over any distance in the straight track, by track curves and routes. The chassis of the device should ensure a derailment-safe operation regardless of the length and mass of superstructures on twisted tracks and extremely large difference between net mass and payload. To avoid the time-consuming destacking and to allow a direct transfer to the verschuöiager on the mounting hole, the entire device should have a low overall height. The device is intended to be easy to assemble and disassemble, have a low dead weight and be used on both standard gauge and 3 gauge broad gauge tracks.

Explanation of the essence of the invention

According to the invention, the object is achieved in that the wheels of the rotary stile of the device are designed as idler gears and individually suspended from an H-shaped frame consisting of a cross member with a rotating pan and four seitenverschieblicnen long beams with integrated leaf spring. The suspension is approximated by series-connected disc spring sets and progressive Biegestabfedern the optimum characteristic, so that with minimized total spring travel when ensuring the derailment allowable wheel unloadings for all load ranges and expected torsion are not exceeded. To transfer the horizontal forces, the idler gears are guided in a combination of levers and control arms. These have common Anienkachsen on the crossbeam and can be reversed in bearing blocks. Together with the side-displaceable long beams hereby a simple Umspuren is guaranteed. In order to accommodate the support bearings spatially with minimized diameter of the running gear, the wheel bearings were released from the transverse force transmission ^; jrid between wheel and Hebellenker provided a thrust bearing. By this separation of horizontal and vertical forces konnie be a small and lightweight construction be erzieit. The superstructures are trimmed in a conventional manner on trusses and pans on the cross member, the Gleitstückspieie are minimized. By removing the sliders on a bogie of the device, a three-point support of the superstructures is created, which enables a bumpless adjustment of the bogies under the superstructure even with heavily twisted tracks and regardless of the torsional rigidity and length of the superstructures.

embodiment

An embodiment will be explained in more detail with reference to drawings. 1: the side view of a bogie of the device,