DE6932350U - ARTICLE TRAIN SET. - Google Patents

Description

DIPL.-INQ. H. STEHMAW; · *.: * .. _{: #} · κ Nuremberg 2

<· · "!. * .. '· ·» ·· ESSENWEINSTRA88E 4-4

DIPL.-PHYS. DR. K. SCHWETIN'ZER tel: office0911 / 203727 private: 77430o

DIPL-ING DR M RAU Telegram address: Standing patent

l_ / l Γ "l -.- l IMVJ. l_ * r \. IVI ■ r \ MU TELEX Oi-25155

PATENT LAWYERS BANK ACCOUNTS: DEUTSCHE BANK AG. NUREMBERG BLZ 74070012

P IQ 4l 719 7-21 account no. 341164

^y ' CHECK ACCOUNT: NORNIERG i7M1

British Railways Board

London / England Nuremberg, October 18th, 1972

21/55

British Railways Board; 222, Marylebone Road, London N.V /. i / England

<, "Articulated train set" ?

The invention relates to an articulated train set with a connecting device between a trailing vehicle and an adjacent vehicle.

The present invention has for its object to provide a control for the wheel set or sets of a railway car, which carry the free end of an end vehicle body of a train, ie for the wheel set or sets at the front end of the leading vehicle body or asc: rear end of the end car . Control of the leading wheelset of a train is particularly desirable, since the risk of derailment is apparently greater with this than with the other wheelsets.

The invention is in a train set consisting of two or more vehicles between the trailing vehicle and an abutting vehicle have a connecting device, characterized in that in one The curve of the structure of the trailing vehicle at the connection point is essentially inversely proportional to the curve radius Deflects from the track center line so that a fixed point is on the longitudinal center line of the car body, in or in the vicinity one (or more) wheelset (or wheelsets) carrying the free end of the sole wagon essentially

-2-

The fee schedule of the German Patenlanwalttkammer applies. · Gorlchtiitand for performance and payment: Nuremberg. Conversations on the forntpredier have no legally binding effect

union is (are) arranged tangentially to the track center line.

In an expedient, but not necessarily, manner, the connection point be formed between the end vehicle and the adjacent vehicle body so that they have a relative inhibits lateral displacement of the car body, but allows a relative angular displacement of the car body in the curve, in particular in the form of a joint, this connection of the car body preferably being elastic. Finally heard for the connection device next to the joint, a rigid support which extends over the connection point of the car bodies and articulated with its ends in such a way and at such a distance from the connection point in the longitudinal direction to the car bodies is that a relative angular displacement is possible.

If (the or) the wheel sets which carry the free end of the final car are not exactly at the fixed point of the Longitudinal center line of the car body, which is directed essentially tangentially to the track center line, and Therefore, their axes are not aligned exactly radially to the rail track, fine control can be achieved through creep forces can be achieved. These creep forces are frictional forces caused by micro-slippage that occur in wheelsets rotating, mounted axles and attached wheels occur. The creep forces cause a radial alignment of the wheelsets with the running rail by yawing against a resiliently inhibiting suspension, which in each case between the wheelsets and the rigid beam is provided.

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

(This is followed by page 5 ff. Of the original Description).

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Pig.l in one embodiment a PUhrungsfahrzeug and a second vehicle body of a train that traverses a track of constant curvature,

Fig. 2 shows an embodiment of a connecting device between a leading vehicle body and a second vehicle body, and

Fig.3 shows a rigid support which forms part of the connecting device forms between the leading and a second vehicle body.

The vehicle bodies 1 and 2 of the leading and a second railway vehicle are each shown in Fig.l by their longitudinal center lines and the rail track 3 by its center line. At its front end, the vehicle body 1 of the leading railway car is supported by a pair of wheels W-, and W ^. The points E. and E, ¹ are, as can be seen from the top view according to Fig.l, center points of the wheelset axes in which they intersect the track center line.

The vehicle bodies 1 and 2 are rigidly or elastically connected to one another at point J, the connection point J inhibiting a relative lateral displacement of the vehicle bodies 1, 2 but allowing a relative angular displacement of the vehicle bodies in a curve. Between the vehicle bodies 1 and 2 there is provided a rigid carrier S which extends over the connection J and which can be referred to as a "control carrier". With its ends, the control beam S is attached _{to the two vehicle bodies at points S and S 2 in the longitudinal center line of the vehicle bodies 1, 2} by hinge pins or other means which exert constraining forces against lateral displacement of the vehicle bodies. The control carrier S carries two sets of wheels W and W ₂ with rotatable axles on which the wheels are firmly connected, the axles being mounted in axle housings 7 «

As can be seen from Pig.2 and 3, the wheel axles W. and Wp connected to the control beam S by a suspension that Yaw movements /, i.e. angular movements of the wheelsets relative to the Control member S elastically inhibits in a horizontal plane. In the Pig.l and 2 is an embodiment of a simple design this suspension shown.

The suspension has a pair of tie rods 5 with a built-in suspension element 6 for each wheel set W ₁ and W _2. 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. In the same way, a tie rod 5, 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. The two connect to each of the wheel sets W ₁ and W ₂ Tie rods 5 inhibit the yaw movements of the wheelset in relation to the control carrier S, depending on the characteristics of the suspension elements 6. The suspension elements 6 can be formed from juxtaposed rubber disks (rubber compression springs).

The wheel sets W ₁ and W ₂ corresponding to the wheel sets W 1 and Wp are connected to the vehicle body 1 via corresponding suspensions. If the suspension shown in FIGS. 2 and 2 is used, then the vehicle body 1 corresponds to the control carrier S insofar as the consideration of the connections of the wheel sets

and

is directed.

If a train according to the invention travels through a curve, the _{control carrier S located centrally between the wheelsets W 1} and W ₂ is tangential at point T to a curve parallel to the track center line. The connection J, which can coincide with the point T on a straight track, becomes in the curve around a

* f «I

Excursion y moved outwards so that at point Q ₁ the longitudinal center line of the vehicle body 1 is essentially tangential to the track center line. _{Since two wheelsets W 1 and W 2+ are} provided instead of a single wheel set at tangent point T in the embodiment shown, the longitudinal center line of vehicle body 1 at point Q. is tangential to a curve running parallel near the oil center line.

Although an independently at the front end e ^ nes leading vehicle body mounted Radsatzpaar VU and W ₂ is described, the invention is not limited to this embodiment but also covers an embodiment in which the wheel sets r \ x a bogie are combined, or further an embodiment in which, instead of two sets of wheels, only a single set of wheels is arranged at point Q. The latter version enables complete geometric control because the wheelset axis is aligned radially to the rail track.

Since, according to the described embodiment with the wheel sets W ₁ and W 2, no complete geometric control can be achieved, the creeping forces are necessary in order to force an exact radial alignment of the axles by distorting the suspensions.

So that the point Q ₁ remains in the same position with respect to the vehicle body 1 in all curves of constant curvature, it is necessary according to the invention that the deflection y is inversely proportional to the curve radius R of the rail line. The center of curvature of the rail track is designated by 0.

To prove the relationship between the curve radius R and the deflection y the geometry of the arrangement is examined more closely:

The distances J ₁ and e- ^ are given in the drawing and should be considered constant. The distance 2 ^ ₁ corresponds to the wheelbase

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4 III ». .1

til I IM ···· ·

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II III «» · ·

III Il Il Il I. «1

JO

of the wheelsets W, and VL. From this it can be shown that with constant Distance J the deflection y is inversely proportional. to the curve radius R behaves.

The deflection y = R, - R _Q : where R _Q denotes the curve radius and R. denotes the distance OJ.

J ■

Applying the Pythagorean theorem to the triangles OQ, J and 0 Q ₁ E ₁ ¹ results:

^R J ^R ql ^{+ J} l. .

where R- = OQ ₁ .

The summary of these equations gives:

y- (R ₀ ² - e _x ² + J ₁ ² ) Ϊ - R ₀

For an acceptable approximation it follows: ^m

y = \ (J ₁ ² - S ₁ ² ) gi-

From this it can be seen that any device which makes a deflection y in accordance with this equation for the practice of the invention is appropriate.

In the special connection device including the connection point or the joint J and the control carrier S after Pig.l, the deflection of point J can be determined by that of the vehicle body 2 Determine the position assumed in the curve.

If the geometry of the vehicle body 2 is considered, then from the application of the Pythagorean theorem to the triangles O Qp J and OQ ₂ Ep, in the same way as for the three-

corner OQ-J and 0 Q ₁ Ε * ¹ , derive the following adequate approximation:

"" 2 rows
ο

In this equation, j ₁ and e 2 are the distances Q ₂ J and Q ₂ E ₂ given in the drawing. These distances are constant regardless of the rail track radius. The configuration shown in Fig.l therefore automatically results in a deflection that is inversely proportional to the rail track radius.

For compatibility,

(J ₂ ² - e ₂ ² ) equal to (J ₁ ² )
be.

The invention is not limited to the illustrated and described exemplary embodiment. It includes besides professional Modifications also include all partial or sub-combinations of the features described and / or shown.

j · '

- Claims -

69'323SÖ18.1.73

Claims (1)

Il · » '· ■ ■■■' ■■ 3 P 19 41 719.7-21 Nuremberg, October 18, 1972 British Railways Board 21/55 London / England Expectations 1.) Articulated train set with a connecting device between a trailing vehicle and an adjacent vehicle, characterized in that when driving through a curve the car body of the trailing vehicle at the connecting device suggests a piece of the track center line that this deflection is essentially inversely proportional to the curve radius is, so that a fixed point on the longitudinal center line of the car body is essentially tangential to the track center line, and that in this fixed point or in its vicinity one or more sets of wheels that carry the free end of the trailing vehicle are arranged. 2.) Gliederzuggarnitur according to claim 1, characterized in that two, the free end of the final load-bearing vehicle wheel sets are provided, and that the wheel sets are disposed symmetrically on both sides of the tangential located centreline of the track vehicle-fixed point. 5.) Gliederzuggarnitur according to claim 2, characterized in that the two wheel sets are arranged independently on Schlußfahrzeugkorper. 4.) Gliederzuggarnitur according to claim 2, characterized in that the two wheel sets are combined into a bogie are secured to the Schlußfahrzeugkorper. 5.) Gliederzuggarnitur according to claim 1, characterized in that a single wheel is arranged in the tangential located centreline of the track fixed point on Schlußfahrzeugkorper. 6.) Articulated train set according to one or more of claims 1 to 5, characterized in that the wheel or sets (W ₁ , Wp) are mounted with their rotating axis in axle housings (7) and have wheels fixedly arranged on the axis, and that the wheel set or sets of wheels resiliently counteract an angular rotation in a horizontal plane relative to the end vehicle body by means of a suspension (5j 6). 7.) Articulated train set according to one or more of claims 1 to 6, characterized in that the connecting device consists of a junction (J) between the trains turned ends of the vehicle body (1, 2), which inhibits a relative lateral displacement of the vehicle body, but one Allows relative angular displacement of the vehicle body, and consists of a rigid support (S) which extends sioh over the connection point (J) of the vehicle body (1, 2}, and with its ends in such a way and at such a distance in the longitudinal direction from the connection point on the vehicle bodies is directed that a relative angular displacement of the vehicle body is possible, and that at least one set of wheels (W .; Wp) is arranged on the rigid carrier, which supports the adjacent ends of the trailing vehicle and the adjacent vehicle.