DE1941718A1 - Railroad train - Google Patents

Description

BRITISH RAILWAYS BOARD, 222, Marylebone Road, London, N.W.l,

England

Railroad train

The invention relates to a Eisenbannzug, which consists of at least two car bodies, which at their ends facing each other are connected.

In rail vehicles there is the problem of curve control. Various proposals have already been made to solve this problem. One known method is to use the wheel flanges to let the wheels press in the curves against the rail flanks, so that the resulting force the desired curve guidance results. A curve caused in this way has the disadvantage that the wheel axles when Traversing a curve are not aligned radially to the circle of curvature. Therefore, the wheel treads slide along the Rail and the wheel flanges touch the outer rail flanks at an angle of attack. These two rubbing movements lead to undesired wear of the sliding surfaces, the wheel flanges and the rails. Since the treads are already in the oil state, the attack by traction or Braking forces to increase this sliding state, which in turn causes increased wear. The appearance an angle of attack between the wheel and the rail carries the risk that the wheel flange runs onto the rail, which leads to derailment leads.

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009837/1

The fee schedule of the German Chamber of Patent Attorneys applies for the AultregivtrhHltnli. Jurisdiction for performance and payment: Nuremberg

The object of the invention is to provide a composite Rail vehicles formed train to create, the structure of a control of the train, especially in curves and with vehicle bodies long structure, made possible, with the wear reduced to a minimum and the risk of derailment eliminated.

The invention is based on the idea that a contact between the wheel flanges and the rail flanks through utilization the large executives arising in the contact zone between the running surface and the rail can be avoided if the Vehicle suspension has carefully chosen dimensions for the parameters. These forces are called creep forces and are frictional forces caused by microslip. These forces occur in all vehicles with rigid wheelsets, i.e. wheelsets that consist of freely rotating axles attached to them Wheels exist.

These creep forces are related to the wheel conicity within certain limits able to counter a wheel set in radial alignment with the running rail by yawing to control the constraining forces of its suspension. This can even be done in the event of centrifugal forces without touching the wheel flange can be reached by rail. The requirement for a fully stiff yaw suspension for dynamic stability, however, limits the maximum angle through which the axis can yaw. Hence, it is difficult to control this type of thing to be used in vehicles of known construction with long vehicle bodies. Because of the long wheelbase, it would be necessary that the wheel sets would have to shear a relatively large angle in order to move from their parallel position out of a straight track to get into the radial position to the rail in curves.

The solution to the problem underlying the dbr invention is at a railway train with at least two car bodies, which are connected to one another at their facing ends, characterized by

009837/1 1 94 "^"

Ί941718

draws that their connection has relative lateral displacements the car body restrains but relative angular displacement of the car bodies allows a rigid control beam to be provided which extends over the junction of the car body, and with its ends in such a way and at such a distance in the longitudinal direction from the connection point on the car bodies is articulated that a relative angular displacement is possible and that also at least one set of wheels on the control beam is fixed on a rotating axle located wheels, with a suspension, is located, the resilient angular rotation in a horizontal " counteracts zontal level relative to the control carrier.

If a train according to the invention drives through a curve of constant curvature, the or - if the train takes three or more Wagenäüfbauten - each control beam of the carriage assemblies has a tangential position to a curve parallel to the track center line a, wherein the car bodies are at an angular position to each other. The wheel sets arranged on the control carriers are thereby in the essentially brought into a radial alignment with the rail track, with the creeping forces still allowing fine control.

According to a preferred embodiment of the invention, there are two Wheel sets provided on each control beam. These wheel sets can be attached close to each other on the control beam, so that they are sufficient are directed radially to the rail track when the train drives through a curve. The creeping forces can still be finely controlled works.

Further advantages and features of the invention are described in more detail with reference to the drawing. It shows:

Pig.l in a plan view in a schematic representation in the Center-located vehicle and two adjacent vehicles of a train according to the invention, which one

009837/1194 " ⁴ "

Track of the same curvature run through, the radius of curvature of the track in relation to the vehicle lengths shown is drawn much smaller than it corresponds to practice, so that the relative displacements of the superstructures, etc., when the train goes through a curve, relatively clear from the drawing are readable,

2 shows the connecting device of two vehicle bodies in a side view, and

Fig.5 is a perspective view of a control carrier, the part of the connecting device between the vehicle bodies and those on the control beam, via lateral movements compensating suspensions, fixed wheel sets forms.

In Fig.l the vehicle bodies 1, 2, 3 are represented by their longitudinal center lines and the rail track 4 by its center line. The vehicle body 2 is hinged to the vehicle bodies or car bodies 1 and 3 in a laterally rigid manner ^{with joints I f and J ". The joints J 1} and J" allow the car bodies 1, 2, 3 to assume angular positions with respect to one another in a curve. Between the vehicle bodies 1 and 2 there is a control carrier S ^{extending over the joint J 1 !} intended. Similarly, a control beam S "extends over the joint J" between the car bodies 2 and 3. At its ends, the control beam S ^{1 is} at the points Si and Sp in the longitudinal center line on the two vehicle superstructures by hinge pins or other means that exert constraining forces against lateral displacement, which however allow the free movement of the car bodies 1, 2 in a relative angular position on curved sections. The control carrier S "is correspondingly at the points S? and thus connected to the car bodies 2 and 3.

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Each control carrier S ¹ and S ″ carries two sets of wheels W ₁ and Wp, with rotatable axles to which the wheels are firmly connected, the axles being mounted in axle housings Wheelsets relative to the associated control carrier S ¹ or S "in a horizontal plane, elastically restraining suspension connected to their associated control ^{carrier S 1} or S".

According to one embodiment of the invention, a very simple design of the suspension in connection with the control support S 'is shown in FIGS. The suspension has a pair of tie rods 5 with a suspension element 6 built into them for each wheel set W 1 and W p. A tie rod 5 is attached on the one hand between the axle housing 7 at one end of the wheel set and on the other hand to an arm 8 which protrudes ^{laterally from the control carrier S 1.}

In the same way, a tie rod (not shown in the drawing) is attached between the axle housing 7 at the opposite end of the wheel set and a further arm 9 protruding ^{laterally from the control carrier S 1.} The two tie rods 5 connected to each of the wheel sets W and Wp cause the yaw movements of the wheel set to be inhibited in relation to the control carrier S ¹ , depending on the characteristics of the suspension elements 6.

or similar disc elements, rubber compression spring!) ^ "be formed.

Over the entire length of the train from the first (leading) to the last Car bodies are each provided between the facing ends of the vehicle body connections according to Fig.l to 5.

If a train drives through a curve according to the invention, the control carriers S located in the middle between the wheelsets W and Wp ^! and S "at points T * and T-" tangent to one of the

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■? · ■■ ■

Center line of the rail track parallel curve. The wheel axles are therefore directed almost radially to the rail track, since they are fairly close to the tangent points T ', T "of the control ^{carriers S!} And S" and the creeping forces can also be used to move the wheel axles into an actually radial position against their suspension Bring rail track. The closer the points D ₁ and Dp, in which the wheel axles cross the center line of the rail track, ^{approach the tangent point T 1} or T ″, the more precise the geometric control and the less the creep forces are required.

For rail track curves with different radii, the triangles Sj, J 1, Si and SV, J ", Sp ^{indicated in FIG. 1 are different.}

In order to enable a corresponding movement of the vehicle body, it is advantageous to make the connections J * and J ″ stretchable .

The parameters required for control, which correspond to the requirements, are determined by considering the geometric relationships in the device according to the invention. The points Ei, E ", El, Eg, Ei are located at the intersections of the vehicle body with the strand center line and the points Q-, Q ₂ are the midpoints on the chords between the points Ej and ΕΪ or between El and Ep or die Points where the car bodies 1 and 2 are tangential to a curve parallel to the train center line. A simple geometrical consideration using the Pythagorean theorem shows that the chord lengths Ej E ₁ and Ei EÖ remain constant regardless of the size of the rail track. "Dius R , although the chord lengths may differ from one another.

If, in particular, the vehicle bodies 1 and 2 and the control carrier S ¹ arranged thereon are considered, the distances j., J ₂ , e ^, e ₂ , S ₁ , S ₂ , t ^, t ₂ "and d are as in FIG. l shown.

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Since the distances e. and e _? half the length of the tendons E »E?
or Ep Ep, which remain constant for all curvatures, the points Q ₁ and Q _{2 are} fixed points on the vehicle bodies 1 and 2 and the distances s, and s _? are therefore constant distances, although they are of different sizes For the large curve radii occurring in practice, the distances j, and J _{2 can be} regarded as constant. The distances d, where 2d is the dimension of the wheelbase, are constant, as are the distances t. and tp, where t, + t the length
of the control carrier S ¹ results.

The center of curvature of the rail track is denoted by 0. Applying the Pythagorean theorem to the triangles 0 Q ₁ Ej, 0 Q ₁ Sj, 0 T ¹ Sj, 0 T ¹ D ₁ results:

2
si 0 Q ₁ , 2
V ⁺ *? 2 R ² +
^R t ⁺ V ^s - C- 0 where R- = R ₈₁ =

= 0 Sj and ^ = OT ¹ . By combining the above equations, the following relationship results for the vehicle body 1:

S ₁ ² + d ² = _θχ ² + t _x ² (1)

The relationship is obtained for the vehicle body 2 in the same way

• s ₂ ² + d ² = e ₂ ² + t ₂ ² (2)

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The relationship between the distances j ,, j ", e, and e _p can be determined by considering the triangles OQ ₁ J ¹ , O GL E,", OQ ₂ J ¹ and O Qp Ep ¹ :

2 ? 9

^R ql - ^R o2 " ⁶ I.

R ² - R 2, _Λ 2
^R j - ^R q2 ^{+ J} 2

R ² = R 2. e 2
q2 ο 2

where R. = OJ ', R ₁ = OQ ₁ and R "= 0 Q".

Combining these equations gives:, 2 "2, 2 - 2

If one sets L ₁ = ^s i

For given values of L ₁ , L ₂ , e., E ₂ and d, the fastening points S, ¹ and Sp ^{1 result} for the control carrier

L ₁ / e, - <r

S _{1 =}

^L 2!,. <■■ ₍₅₎

-i

Pur is a sufficient degree of approximation

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Therefore, the position of the joint or connection point J ¹ results from equation (3):

/ ^e i ² - ^e p ² 1

¹ 1 (δ)

It can be seen from this that when the size of individual parameters is specified the other parameters are to be calculated from the above equations.

In the case of a symmetrical arrangement, in which L, = L ₂ and e. = e ₂ , s and S _{2 are the} same size and the points T ¹ and J ¹ coincide on a straight line. It also follows from this that precise geometric control is independent of the curve radius, since the parameters in equations (1) to (6) are independent of the track radius.

The invention is not limited to the exemplary embodiment described, in which the wheel sets are attached to the control beam independently of one another, but also includes an embodiment according to which the wheel sets are connected to form turntable chassis which are in turn attached to the control beam. The anti-yaw suspension according to the invention for each wheel set is located between the frame of the turntable chassis and the wheel set. The invention furthermore also includes embodiments in which a single wheel set is provided on each control carrier in some parts of two wheel sets. In this embodiment, the distance d is equal to zero and the wheelset is attached to the control beam ^{at the tangent point T 1, T ″, etc.}

The geometric control is not necessarily from the creep forces dependent, as in the event that these forces are sufficient for Leadership should not be sufficient, the train still assumes the configuration shown due to the flange forces.

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Claims (10)

Expectations 1. ) Railway train, consisting of at least two car bodies which are connected to one another at their facing ends, characterized in that their connection (J ¹ ) inhibits relative lateral displacement of the car bodies (1,2), "but allows a relative angular displacement of the car bodies, that a rigid control beam (S ¹ ) extends over the connection point (J ¹ , J ") of the car body and is articulated with its ends in such a way and with such a distance from the connection point (J ^! ) in the longitudinal direction of the car bodies that a'relative Angular displacement is possible, and that at least one wheel set (W,) with fixed wheels located on a rotating axle is also arranged on the control carrier, a suspension (5-8) being located between the control carrier and the wheel set, which is resilient in a horizontal plane Counteracts angular rotation with respect to the control carrier. 2. Railway train according to claim 1 with at least three car bodies which are connected to one another at their facing ends, characterized in that their connections (j ', J ") on the one hand limit lateral relative movements of the car bodies" (1,23) to each other and on the other hand, the angular positions of the Car bodies to each other make it possible that a rigid control carrier (S ¹ , S ") extends over the respective connection point of the car body and that at least one wheel set (W., Wp) is arranged on each control carrier with wheels that are fixed on a rotating axle, with suspension devices (5-8) which counteract (resiliently horizontal rotations) between the control beams and the wheel sets. 3. Railway train according to claim 1 or 2, characterized in that a pair of wheels (W ,, Wp) is attached to the rigid control beam (S ^1). —2— 009837/1 4. Eisenbannzug according to claim j5> characterized in that each wheel set (W ₁ , Wp) is arranged independently of the other on the rigid control beam (S ¹ ). 5. Railway train according to claim 3, characterized in that the wheel sets are combined to form a turntable chassis attached to the rigid control beam. 6. Railway train according to claim 1 or 2, characterized in that a single wheel set is mounted on the rigid control beam. 7. Railway train according to Claims 1 to 6, characterized in that the suspension for a wheel set consists of a pair of tie rods (5) with built-in suspension elements (6). 8. Railway train according to claim 7t, characterized in that the tie rods (5) between lateral arms (8,9) of the control ^{carrier (S 1} ) and the axle housings (7) at the ends of the wheelset (W, or W ₂ ) are attached . 9. Railway train according to Claim 7 and 8, characterized in that a suspension element (6) consists of rubber washers arranged one against the other. 10. Railway train according to one or more of claims 1 to 9 *, characterized in that the connection (J ', J ") of the car body (I, 2, j5) is elastic. 009837/1194 Blank page