EP0277291B1 - Querkupplung zwischen zwei Drehgestellen eines Schienenfahrzeugs - Google Patents

Querkupplung zwischen zwei Drehgestellen eines Schienenfahrzeugs Download PDF

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Publication number
EP0277291B1
EP0277291B1 EP87116758A EP87116758A EP0277291B1 EP 0277291 B1 EP0277291 B1 EP 0277291B1 EP 87116758 A EP87116758 A EP 87116758A EP 87116758 A EP87116758 A EP 87116758A EP 0277291 B1 EP0277291 B1 EP 0277291B1
Authority
EP
European Patent Office
Prior art keywords
spring
support
transverse
link
transverse coupling
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP87116758A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0277291A1 (de
Inventor
Alberto Cortesi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Original Assignee
Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
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 Schweizerische Lokomotiv und Maschinenfabrik AG (SLM) filed Critical Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Priority to AT87116758T priority Critical patent/ATE61775T1/de
Publication of EP0277291A1 publication Critical patent/EP0277291A1/de
Application granted granted Critical
Publication of EP0277291B1 publication Critical patent/EP0277291B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a cross coupling between two bogies of a rail vehicle, with two drawbar-like links arranged at the mutually facing ends of the bogies, the first link having a fork-like end piece with stops lying opposite one another in the transverse direction of the vehicle and the second link having a holder for between them Stops of the first handlebar insertable spring unit, which contains a spring element arranged transversely between two support elements, the support elements can each be pressed against a support part formed on the bracket and, with a corresponding transverse movement of one of the handlebars, each via one with the adjacent stop of the first Handlebar mergable contact section can be lifted from the relevant support section.
  • the spring element formed from a helical spring is arranged between two pistons which are guided in a transverse manner in a spring cup which tightly encloses them and is closed at both ends, and each via a plunger guided out of the spring cup, the one has a curved contact surface, cooperates with the adjacent stop of the first link, which also has a curved stop surface (CH-PS 406 280).
  • CH-PS 406 280 curved stop surface
  • the invention has for its object to provide a cross coupling improved in this regard, in particular, in a compact, lightweight design, which the Installation of a simple spring element, particularly suitable for large deflection movements of the bogies, with low spring stiffness and high preload force, and which also ensures adequate security against derailment when negotiating narrow S-shaped curves.
  • the spring element has a laterally deflectable spring body, in that the holder surrounds the spring unit in its position determined by the support parts with a play which, within a predetermined working range, relative non-stop relative movements of the support element lifted from the associated support part of the holder at least in the longitudinal direction of the vehicle, and that the contact parts of the support elements each have a contact surface which can be applied to the adjacent stop of the first link at least substantially in the longitudinal direction of the vehicle and is essentially immovable.
  • the normal range of play is kept freely movable so that the relative movements in the transverse and longitudinal direction of the vehicle between the two coupled rods of the bogies as well as at least the oblique positions of the support element that occur when deflected by the respective handlebar are frictionless and wear-free, solely by one appropriate deformation of the spring element are recorded. Because in this work area between the interacting surfaces of the support elements and the first link no relative movement occurs in the vehicle longitudinal direction, the stops of the first link can be made with correspondingly small dimensions in the vehicle longitudinal direction.
  • the rail vehicle shown in Fig. 1, e.g. a locomotive contains two bogies 1 and 2, on which a vehicle body 3 shown in dash-dotted lines in the drawing is supported via lateral springs 4.
  • the bogies 1 and 2 each contain a bogie frame 5, which is supported in a known manner, not shown, spring-loaded on the axles of two wheel sets 6. Further parts present in the bogies 1 and 2 are omitted in the drawing for the purpose of simplified illustration.
  • the wheel sets 6 are coupled in a known manner with drive motors, not shown, which are each attached to the bogie frame 5.
  • the bogies 1 and 2 are each via a device, not shown, for transmitting the tensile and braking forces, e.g. a deep-drawing device of the type known, for example, from CH-PS 638 731 (FIG. 4), rotatably connected to the vehicle body 3 about a vertical axis of rotation (vertical axis) 7.
  • the bogies 1 and 2 are coupled by a cross coupling 8, which is formed on two tiller-like links 10 and 11, which are pivotally pivoted about a transverse axis at the facing ends of the bogies 1 and 2, respectively.
  • the first link 10 contains a fork-like end piece 12, on which two stops 13 and 14 are formed opposite one another in the transverse direction of the vehicle.
  • the second link 11 contains an end piece 15 with two plate-shaped guide parts 16 and 17 arranged above and below the range of movement of the end piece 12, on which a bracket 18 is formed for a spring unit 20 which can be inserted between the stops 13 and 14 of the first link 10.
  • the spring unit 20 contains a transversely arranged, prestressed spring element 21 and two with its ends Connected, vertically arranged plate-shaped support elements 22 and 23, via which the spring element 21 in the neutral central position of the cross coupling 8 shown in FIGS. 1 and 2, in which the end pieces 12 and 15 of the links 10 and 11 each symmetrical to the longitudinal center plane L of Adjust vehicle, is supported in the end piece 15.
  • two mutually parallel strip-like support parts 24 and 25 are provided on the guide parts 16 and 17, through which the support parts 22 and 23 of the spring unit 20 - in the neutral central position of the end pieces 12 and 15 - each in a defined End position are kept at a short distance from the adjacent stop 13 or 14 of the end piece 12.
  • the links 10 and 11 are each guided between two superimposed guide rails 27 and 28 running in the transverse direction of the vehicle and each via a guide roller 30 mounted in the end piece 12 or 15 on the respective guide rail 27 supported movably in the transverse direction.
  • the guide rails 27 and 28 are fastened to support pieces 31 of the vehicle body 3. Notwithstanding this arrangement, the links 10 and 11 can be suspended in a manner known per se on pendulums (not shown) articulated on the vehicle body 3 and guided movably in the transverse direction by them.
  • the stops 13 and 14 of the handlebar 10 are designed with flat, mutually parallel stop surfaces which, when one of the bogies 1 or 2 rotates about its axis of rotation 7, merges with a flat contact surface 22a or 23a formed on the adjacent support element 22 or 23 will.
  • the relevant support element 22 or 23 is lifted from the associated support parts 24 or 25 of the end piece 15 and by the spring force of the spring element 21 in essentially pressed against the stop 13 or 14.
  • the handlebars 10 and 11 are shown in deflected positions, each of which corresponds to a turned position of the bogies 1 and 2 when driving on a curved track, the bogie 2 provided with the handlebar 11 being assumed to run in the direction of travel according to arrow F. .
  • the leading bogie 2 is turned clockwise by an angle ⁇ with respect to the longitudinal center plane L, while the rear bogie 1 assumes a position turned counterclockwise by a larger angle ⁇ .
  • the support element 22 of the spring unit 20 is lifted from the support parts 24 by the stop 13 of the end piece 12 penetrating between the guide parts 16 and 17 of the end piece 15, the spring element 21, according to its spring characteristic, being directed towards the longitudinal central plane L on the handlebar 10 Exerts lateral force.
  • These transverse forces bring about a relief of the wheel sets 6 from large forces directed transversely to the track axis when driving in a known manner.
  • the run-up angle between the wheel plane and the rail and thus the wear on the wheel flange of the wheel in question and on the rail, is reduced.
  • the links 10 and 11 are pivoted back against the longitudinal center plane L into the positions according to FIG. 2, the support element 22 pressed against the stop 13 being returned to its end position defined by the support parts 24.
  • the end piece 15 forms a housing which is open in the transverse direction and towards the end piece 12 and into which the stops 13, 14 of the first link 10 can penetrate without touching the guide parts 16, 17.
  • the one another encompassing end pieces 12 and 15 can thus each be carried out in a particularly simple, lightweight construction, with dimensions in the transverse direction which are only a small, structurally given dimension greater than the installation length of the spring unit 20.
  • the end piece 15 surrounds the spring element 21 and Support elements 22 and 23 in the area extending between the support parts 24 and 25 with distances A and B which, during the deflections of the links 10 and 11 occurring during normal operation, stop-free relative movements of the respectively lifted support element 22 or 23 and the spring element 21 in the vehicle.
  • the support elements 22 and 23 can each be designed with contact surfaces 22b and 23b converging in the pressing direction of the spring element 21, which interact with correspondingly converging support surfaces 24b and 25b of the support parts 24, 25, thereby centering the respective from the deflected position to the end position moved back support element 22 or 23 is achieved.
  • the support elements 22 and 23 are also each provided with two upwardly and downwardly projecting guide pins 33, which each protrude between two stop parts 34 which run essentially in the vehicle transverse direction.
  • the stop parts 34 are formed on a recess 35 provided in the guide part 16 or 17, the Dimensions in the transverse and longitudinal directions of the vehicle are each larger by at least an amount corresponding to the adjustment path of the relevant guide pin 33 that occurs during normal operation than the diameter of the cylindrical guide pin 33 in the example shown.
  • the guide pins 33 can also be designed with a different, for example rectangular, cross section .
  • the stop parts 34 Through the stop parts 34, a safe limitation of the ranges of movement of the support elements 22 and 23 can be achieved, contact between the support element 22 or 23 lifted from the respective support part 24 or 25 and the guide parts 16 and 17 only in exceptional situations and when returning the relevant support element 22 or 23 can take place in its end position.
  • the recesses 35 can each be delimited by end sections 34a of the stop parts 34 converging towards the adjacent support section 24 or 25, which can serve as guideways for the guide pin 33, so that the return of the support elements 22 and 23 to the end position is facilitated.
  • a contact between one of the raised support elements 22, 23 and the guide parts 16, 17 can occur, for example, when the links 10, 11 are deflected, which exceed the range provided for normal operation. In such exceptional situations, the remaining relative movements between the links 10 and 11 which occur as the deflection progresses can be absorbed by a correspondingly slight displacement of the support element 22 or 23, which is held immovably in normal operation, with respect to the relevant stop 13 or 14.
  • the spring body of the spring element 21 can be made by a Rubber or a rubber-like material existing flexible spring bellows may be formed, which is sealingly connected at one end to the support element 22 and at the other end with a piston-like extension 37 of the support element 23 and which is connected to a supply line 38 for compressed air.
  • This arrangement is particularly suitable for use in a cross coupling, since when the spring unit 20 is pressed together, the spring bellows can slip over the piston-like extension 37 penetrating into it and thus allow large spring travel with relatively small dimensions in the transverse direction of the vehicle, the effective working surface in remains essentially constant over the entire travel.
  • the spring element 21 is connected via the feed line 38, which is guided through the support element 22, to a compressed air container 41 provided on the vehicle, which supplies compressed air with a pressure of e.g. Can contain 10 bar.
  • the feed line 38 contains a pressure regulating valve 42 that can be set to a desired value, by means of which a pressure corresponding to a predetermined pretensioning force can be maintained in the spring element 21, and a check valve 43, which prevents the pressure medium from flowing back when the spring element 21 is compressed.
  • the piston-like extension 37 of the support element 23 can have a cavity 36 which is connected to the interior of the spring roller bellows and which increases the total available volume of the pressure medium involved in the suspension, as a result of which - compared to an embodiment with a spring roller bellows which is closed on all sides - a smaller one Stiffness of the spring element 21 can be achieved.
  • an additional container 44 for the pressure medium communicating with the spring element 21 can be provided according to FIG Feed line 38 is connected.
  • the additional container 44 can be designed as a simple pressure container or, as shown, can be provided with a separating membrane 45 which, in a known manner, separates the pressure chamber 44a connected to the spring element 21 from a second pressure chamber 44b which is under a predetermined preload pressure and which can contain the same or a different pressure medium .
  • the additional container 44 can also be connected directly to the spring element 21, for example via one of the support elements 22, 23.
  • an additional container can also be provided, which contains a separating piston preloaded in a known manner by a compression spring or a pressure medium.
  • a pressure limiting valve 46 that can be set to a predetermined desired value can also be connected to the supply line 38, preferably in the vicinity of the spring element 21.
  • the pressure relief valve 46 can be used for very large deflection movements of the cross coupling parts, such as occur when driving on tight S-shaped curves, an undesirable increase in the pressure in the spring element 21, and thus the transverse coupling force to be transmitted, can be prevented beyond the predetermined value by draining part of the pressure medium via the pressure relief valve 46.
  • the pressure control valve 42 can be set to an excess pressure of approximately 2.5 bar, which in this embodiment has a pretensioning force of the spring element 21 of approximately Corresponds to 9 kN.
  • the pressure relief valve 45 can be set to an overpressure of approx. 3.5 bar, which corresponds to a transverse coupling force of approx. 13.5 kN.
  • the transverse coupling force increases over a spring travel in accordance with the properties of the pressure medium and the spring characteristic of the spring element 21 connected to the additional container 44 of approx. 100 mm to the maximum value set by the setting of the pressure relief valve 45 and remains essentially constant over the rest of the travel in the event of a further deflection - for example when negotiating curves with radii of less than 70 m or when negotiating tight S-shaped curves .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Springs (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Forklifts And Lifting Vehicles (AREA)
EP87116758A 1987-01-19 1987-11-13 Querkupplung zwischen zwei Drehgestellen eines Schienenfahrzeugs Expired - Lifetime EP0277291B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87116758T ATE61775T1 (de) 1987-01-19 1987-11-13 Querkupplung zwischen zwei drehgestellen eines schienenfahrzeugs.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH171/87 1987-01-19
CH171/87A CH671932A5 (enrdf_load_stackoverflow) 1987-01-19 1987-01-19

Publications (2)

Publication Number Publication Date
EP0277291A1 EP0277291A1 (de) 1988-08-10
EP0277291B1 true EP0277291B1 (de) 1991-03-20

Family

ID=4180879

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87116758A Expired - Lifetime EP0277291B1 (de) 1987-01-19 1987-11-13 Querkupplung zwischen zwei Drehgestellen eines Schienenfahrzeugs

Country Status (4)

Country Link
EP (1) EP0277291B1 (enrdf_load_stackoverflow)
AT (1) ATE61775T1 (enrdf_load_stackoverflow)
CH (1) CH671932A5 (enrdf_load_stackoverflow)
ZA (1) ZA878997B (enrdf_load_stackoverflow)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2170609B1 (es) * 1999-08-23 2003-12-16 Aldecoa Juan Cruz Sarriugarte Mecanismo de disparo para escopetas de cañones paralelos.

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH309758A (de) * 1952-11-10 1955-09-15 Schweizerische Lokomotiv Schienenfahrzeug mit in Quer- und Vertikalrichtung federnder Kupplung zwischen zwei Fahrgestellen.
NL254285A (enrdf_load_stackoverflow) * 1960-07-13
NL299029A (enrdf_load_stackoverflow) * 1963-09-30

Also Published As

Publication number Publication date
ATE61775T1 (de) 1991-04-15
CH671932A5 (enrdf_load_stackoverflow) 1989-10-13
EP0277291A1 (de) 1988-08-10
ZA878997B (en) 1988-05-26

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