EP0779194A1 - Rame ferroviaire automotrice formée d'au moins deux unités de voiture - Google Patents

Rame ferroviaire automotrice formée d'au moins deux unités de voiture Download PDF

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Publication number
EP0779194A1
EP0779194A1 EP96119044A EP96119044A EP0779194A1 EP 0779194 A1 EP0779194 A1 EP 0779194A1 EP 96119044 A EP96119044 A EP 96119044A EP 96119044 A EP96119044 A EP 96119044A EP 0779194 A1 EP0779194 A1 EP 0779194A1
Authority
EP
European Patent Office
Prior art keywords
multiple unit
unit according
wheel set
car
parts
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.)
Granted
Application number
EP96119044A
Other languages
German (de)
English (en)
Other versions
EP0779194B1 (fr
Inventor
Wolfgang Dorn
Nikolaas H.C.E. Prof. Ir. Zeevenhoven
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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.)
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Publication date
Priority claimed from DE19645982A external-priority patent/DE19645982A1/de
Application filed by Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP0779194A1 publication Critical patent/EP0779194A1/fr
Application granted granted Critical
Publication of EP0779194B1 publication Critical patent/EP0779194B1/fr
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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices

Definitions

  • the invention relates to a rail multiple unit with at least two articulated or comparable to each other coupled car parts, which have at least one wheel set and the at least one car part is equipped with at least one drive wheel set, the at least one running and at least one driving wheel set in the idle state of parts the weight of the car parts are statically loaded and the running and / or driving wheel set is designed with two rigidly coupled wheels, as a loose wheel set or as a loose wheel pair.
  • Such railcars which mostly serve to transport people, are used in tram, subway, light rail and full-track operation, with high starting and / or dynamic braking accelerations being required in most cases.
  • high starting and dynamic braking accelerations high drive or dynamic braking powers are required, which can be converted into propulsive forces via the frictional engagement of the drive wheel sets with the travel rails.
  • the drive and impeller sets mentioned above can have two rigidly coupled wheels on a shaft, but they can also be designed as idler gear sets with two wheels rotatable relative to one another on a shaft or as idler gear pairs with separate shafts, which can be rotated individually about vertical axes, for each pair of wheels be;
  • drive wheel set or “impeller set” are used for all of these embodiments and include these in their meaning.
  • the wheel sets of a rail multiple unit are loaded by its weight, in particular the weights of the car parts, in accordance with their arrangement distribution; this arrangement-related loading of the wheel sets is referred to here as "static load" in the idle state; in the case of acceleration processes, additional loads or reductions dependent on these can be added.
  • This object is achieved according to the invention in a rail-car train of the type mentioned at the outset by a device which shifts a portion of the static load on at least one wheel set to at least one drive wheel set for the additional load thereof.
  • This shift in load increases the frictional engagement of the at least one drive wheel set with the running rail, as a result of which a corresponding increase in the achievable drive or dynamic braking forces is achieved.
  • FIG. 1 and FIG. 2 two particularly preferred exemplary embodiments for rail multiple units designed according to the invention are shown schematically in the parts essential to the invention, the same reference numerals referring to identical or corresponding parts.
  • FIG. 3 illustrates the axle set loads on the rail multiple units as well as measures for derailment security on the basis of three exemplary embodiments.
  • FIG. 4 shows diagrams for this purpose and FIGS. 5 and 6 show details.
  • railcars are currently widespread, which have three car parts, two terminal car parts 1 according to FIG. 1 or 2 and a middle carriage part 3.
  • the terminal car parts 1 and 2 are provided near their front, free ends with drive units 4 and 5, which are each equipped with two drive wheel sets 6 and are designed in a manner not shown bogie.
  • no wheel sets are present on the wagon parts 1 and 2.
  • the middle wagon part 3 is at its ends in a vertical coupling plane 7 running transversely to the longitudinal direction of the rail car train approximately at the level of its lower wagon frame parts 8 by means of a coupling device 9 articulated with each of the carriage parts 1 or 2, the coupling devices 9 are able to transmit not only longitudinal forces, but also the end weight of the carriage parts 1 and 2 to the carriage part 3.
  • the carriage part 3 is provided near its ends with a wheel set 10; The wheel sets 10 thus support both the carriage part 3 and the facing ends of the carriage parts 1 and 2 against the rails, not shown.
  • the rail multiple unit corresponds to known designs, the wheelset distribution gives good driving properties with reasonable effort, but the few, only fractions of the weights of the car parts 1 and 2 corresponding to the train configuration statically loaded driving wheel sets 6 can only achieve a correspondingly limited propulsion or dynamic braking force allow.
  • FIG. 1 approximately at the level of the roof area 11, there are cylinders 12 passing through the coupling planes 7 with an axis direction running at least approximately horizontally and parallel to the longitudinal direction of the train, one end of which is coupled to the carriage part 3 and the other ends to the carriage part 1 or 2.
  • the cylinders 12 representing the force motors exert a spreading or binding force at the level of the roof area between the mutually facing end faces of the car parts 3 and 1 or 2 out.
  • the effect in the event of an expansion force is explained below.
  • the effect of a binding force is reversed, ie in the opposite sense.
  • This spreading force results in a torque between the carriage parts 3 and 1 or 2 about an axis of rotation lying in the area of the coupling devices 9 and running horizontally and transversely to the longitudinal direction of the train.
  • there are upward forces for this while the car parts 1 and 2 experience downward forces at their free ends, which are supported in addition to the static loads by the drive wheel sets 6 against the rails.
  • the rail drive train When the cylinders 12 are pressurized, the rail drive train is subjected to a force which tries to bend it like a bridge while lifting the middle carriage part 3, the wheel sets 10 being relieved accordingly and the drive wheel sets 6 being subjected to an additional load.
  • the additional load on the drive wheel sets 6 increases their frictional engagement with the running rails, so that they allow correspondingly increased propulsion or dynamic braking forces to be achieved for the rail multiple unit.
  • the coupling devices 9 are additionally subjected to tensile loads.
  • This additional tensile load can be at least approximately compensated for by further cylinders, not shown, arranged corresponding to the cylinders 12 at the level of the coupling devices 9, when these cylinders exert a tensile force acting in the approximate direction between the coupled carriage parts 3 and 1 or 2 when pressure medium is applied.
  • These further cylinders are expediently acted upon by pressure medium parallel to the cylinders 12.
  • a regulating device 13 which is preferably mounted on the carriage part 3, is provided to regulate the pressurization of the cylinders 12.
  • the control device 13 is switched Load sensors 14 and control lines 15 are controlled by the loads on the drive and wheel sets 6 and 10 and regulate via pipes 16 the pressure prevailing in the cylinders 12 and, if appropriate, the further cylinders mentioned - furthermore only the cylinders 12 are mentioned for all these cylinders such that, on the one hand, the drive wheel sets 6 are not loaded beyond their permissible wheel set loads, but on the other hand the wheel sets 10 are only relieved to such an extent that their derailment safety is not endangered.
  • the rail unit is air-sprung, the respective air bellows pressures are preferably supplied to the control device 13 as control signals by means of the control lines 15 and the cylinders 12 are pressurized with compressed air accordingly.
  • the cylinders 12, together with their load control, represent a device for shifting loads for the wheel sets.
  • the compressed air supply for this purpose can expediently take place in a manner not shown from the compressed air supply for the air suspension, in particular of the carriage part 3, via a pressure limiting or reducing valve device and a double overflow valve with a response threshold effective in both flow directions, the response threshold expediently at most 1 bar, preferably about 0. Can be 5 bar; these valves can be arranged in a supply for the control device 13, but expediently in the pipes 16. Furthermore, it may be appropriate Activate cylinders 12 to increase air volume in parallel.
  • the compressed air consumption for the cylinders 12 that can be moved by the train's movements can be kept low: pressure changes caused by changes in the stroke of the cylinders 12 are reduced by the air containers, so that they remain below the response threshold of the double overflow valve and no compressed air consumption occurs due to compressed air outflows and subsequent re-feeding , while the spreading force exerted by the cylinders 12 remains sufficiently constant.
  • the cylinders 12 can be pressurized with pressure continuously, during the entire operating time of the train or while driving or when driving accelerations occur. If difficult coupling and uncoupling work for the coupling devices 9 is accepted, the cylinders 12 can also be replaced by suitably prestressed, mechanical spring cartridges. The device for shifting the load is then constantly active, and the pressure medium supply with the control device 13 can be dispensed with.
  • the drive and wheel sets on the train can of course be arranged or distributed differently.
  • the car parts 1 and 2 can be supported at different ends by wheel sets in a simple or bogie arrangement, or instead of the wheel sets 10 shown, in the coupling levels 7 for each car parts 1 and 3 or 2 and 3 common bogies can be provided with individual wheelsets or bogies; however, it can also be distributed in a different way and / or trained drive and wheel sets can be present.
  • cylinders (not shown) or spring cartridges with a substantially vertical axial direction can also be provided between the carriage parts 3 and 1 or 2, which place the mutually facing ends of the carriage vertically relative to one another, such that at Wheelset arrangement according to Figure 1, the carriage part 3 experiences upward forces;
  • the drive and wheel sets 6 and 10 shown here also experience the desired load changes.
  • air bellows-type power motors can also be used, but these can result in increased pressure medium consumption.
  • a hydraulic medium can also be used to pressurize the pressure medium.
  • electric power motors can be used, which, if necessary, directly generate the mentioned torques between the car parts.
  • only the middle car part 3 can be provided with drive wheel sets instead of the wheel sets 10 and accordingly the car parts 1 and 2 can be provided with wheel sets.
  • the devices for shifting the load must then act in the area of the coupling planes 7 in reverse to the description above, they must additionally load the carriage part, while the carriage parts 1 and 2 are relieved.
  • car parts 1 and 2 near their ends facing the car part 3 are each provided with one or two, then advantageously bogie-like, drive wheel sets and are supported at different ends via wheel sets.
  • wheel sets are the reverse of those acting as described in FIG Load shifting devices can be used, which serve to increase the load on the drive wheel sets.
  • FIG. 2 it is possible to attach an additional drive wheel set 6 'to the middle of the carriage part 3 in the case of a rail multiple unit otherwise shown in FIG.
  • This drive wheel set 6 ' is mounted centrally on a carrier 17 running in the longitudinal direction of the vehicle part, one end of which has a bearing 18 for the car part 3 and the other end of which is coupled to the piston rod of a cylinder 19 which is held on the car part 3 and which can be pressurized according to the cylinders 12.
  • a load sensor 14 ' is assigned to the drive wheel set 6', the signal of which supplies a control line 15 'to the control device 13.
  • a pipeline 16 ' is used to supply the pressure medium to the cylinder 19.
  • the invention can be implemented in a very cost-saving manner in the case of air or hydraulically sprung rail multiple units by suitable control of the individual wheel set loads by means of the respective suspension cylinder or bellows pressures.
  • FIG. 4 the forces counteracting the safety against derailment are illustrated on the basis of two diagrams, it being assumed that the spreading force generating means according to the invention, ie in particular the cylinders 12, act in the vehicle center plane or symmetrically to it.
  • the car body center lines 20 reaching each other at the angle alpha.
  • the distance 21 is 1/2 bogie distance, i.e. 4.5m.
  • the spreading force S exerted by the cylinder 12 or the like results in the outward radial force R, which leads to undesired relief of the vehicle wheel on the inside of the curve, which is conducive to derailment.
  • the wheel set 10 located below the cylinder is to be relieved by the arching of the multiple unit in a bridge-like manner.
  • the cylinder 12 or the like therefore causes an expansion force on adjacent car bodies.
  • tension spring anchor devices 24 are to be provided largely analogously, which counteract the spreading force mentioned after a dead stroke.
  • the tie rod device 24 can be designed and act according to FIG. 5 shows car parts 1 and 3, between which the cylinder 12 or the like is arranged by means of articulation points 25 on one side.
  • a force diagram according to the left part of FIG. 4 with the spreading force S and the angle alpha is drawn in the area of the car body center lines 20.
  • the tension spring anchor devices 24 which each have a tension member 26 penetrated by a tie rod 26 Have spring assembly 27.
  • the tie rod 26 ends behind each spring assembly at a distance h with a stop for the spring assembly 27 which is passed through.
  • the respective tension spring anchor device When cornering, after reaching a certain influencing variable mentioned above, the respective tension spring anchor device is removed from each other by removing the outside sections of the car on the curve after passing through an ineffective dead stroke depending on the distance h 24 effective with compression of the spring assemblies 27, with at least extensive compensation of the spreading force S, the derailing effect of which is thus limited to harmless values, can be achieved by correspondingly adjusting the spring strength and stroke.
  • 5 shows a force diagram of the tension spring anchor device 24 for the angle alpha from which the tension force Z exerted by the tension spring anchor device 24, which is at least approximately equal to the spreading force S, can be seen.
  • the size of the tensile force Z over the stroke is shown in a diagram in the middle right in FIG.
  • FIG. 6 shows a device corresponding to FIG. 5 for driving through vertical curves in accordance with the illustration on the right in FIG.
  • Roll-off air springs with a large stroke are expediently to be used as cylinder 12.
  • the device according to the invention for shifting the load can also be used without any problems in the case of different types of rail multiple units which, for example, have only two or more than three car parts. It is only important to ensure that it transmits axle load components from wheel sets to drive wheel sets during operation and thus causes an additional load on them.
  • drive and wheel sets (6 and 10) are provided distributed over the car parts.
  • a device which effects a load shift from the wheels to the drive wheel sets (6 or 10). This device increases the frictional engagement of the drive wheel sets, so that higher starting accelerations can be achieved and / or fewer drive wheel sets are required.
  • the device can be placed between the individual car parts (1; 2; 3) Torques or lifting forces, whereby additional weight fractions of car parts (3) with wheel sets (10) are transferred to car parts (1; 2) with drive wheel sets (6).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
EP19960119044 1995-12-15 1996-11-28 Rame ferroviaire automotrice formée d'au moins deux unités de voiture Expired - Lifetime EP0779194B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19547003 1995-12-15
DE19547003 1995-12-15
DE19645982A DE19645982A1 (de) 1995-12-15 1996-11-07 Schienentriebzug mit wenigstens zwei Wagenteilen
DE19645982 1996-11-07

Publications (2)

Publication Number Publication Date
EP0779194A1 true EP0779194A1 (fr) 1997-06-18
EP0779194B1 EP0779194B1 (fr) 2000-05-17

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EP19960119044 Expired - Lifetime EP0779194B1 (fr) 1995-12-15 1996-11-28 Rame ferroviaire automotrice formée d'au moins deux unités de voiture

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009049178A1 (fr) * 2007-10-12 2009-04-16 General Electric Company Système, procédé et nécessaire pour affecter dynamiquement une force appliquée sur un essieu de véhicule ferroviaire
US20110082606A1 (en) * 2009-10-07 2011-04-07 General Electric Company Vehicle suspension control system and method
WO2011043966A3 (fr) * 2009-10-07 2011-10-27 General Electric Company Système et procédé de commande de la suspension d'un véhicule
US8196519B2 (en) 2009-10-07 2012-06-12 General Electric Company Vehicle suspension control system and method
US8371233B2 (en) 2007-10-12 2013-02-12 General Electric Company System and method for dynamically affecting a force applied through a rail vehicle axle
US8468952B2 (en) 2010-12-31 2013-06-25 General Electric Company Dynamic weight management for a vehicle via hydraulic actuators

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB641123A (en) * 1948-04-21 1950-08-02 Frank Whyman Improvements relating to electrically driven railway vehicles
DE1161938B (de) * 1959-09-21 1964-01-30 Schweizerische Lokomotiv Vorrichtung an Drehgestell-Schienentriebfahrzeugen mit Einzelachsantrieb zur Verminderung der durch die Zugkraefte hervorgerufenen Achsentlastungen
DE1227049B (de) * 1961-08-16 1966-10-20 Sig Schweiz Industrieges Dreigliedriges Schienenfahrzeug
GB2055724A (en) * 1979-08-15 1981-03-11 Gyro Mining Transport Ltd Rail vehicle system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB641123A (en) * 1948-04-21 1950-08-02 Frank Whyman Improvements relating to electrically driven railway vehicles
DE1161938B (de) * 1959-09-21 1964-01-30 Schweizerische Lokomotiv Vorrichtung an Drehgestell-Schienentriebfahrzeugen mit Einzelachsantrieb zur Verminderung der durch die Zugkraefte hervorgerufenen Achsentlastungen
DE1227049B (de) * 1961-08-16 1966-10-20 Sig Schweiz Industrieges Dreigliedriges Schienenfahrzeug
GB2055724A (en) * 1979-08-15 1981-03-11 Gyro Mining Transport Ltd Rail vehicle system

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009049178A1 (fr) * 2007-10-12 2009-04-16 General Electric Company Système, procédé et nécessaire pour affecter dynamiquement une force appliquée sur un essieu de véhicule ferroviaire
CN101896392A (zh) * 2007-10-12 2010-11-24 通用电气公司 用于动态地影响通过铁路车辆轴施加的力的系统、方法和套件
US8371233B2 (en) 2007-10-12 2013-02-12 General Electric Company System and method for dynamically affecting a force applied through a rail vehicle axle
EA023068B1 (ru) * 2007-10-12 2016-04-29 Дженерал Электрик Компани Система для динамического изменения силы, прикладываемой к рельсовому пути посредством оси рельсовой тележки
CN102910076B (zh) * 2007-10-12 2017-05-03 通用电气公司 用于动态地影响通过铁路车辆轴施加的力的系统、方法和套件
US20110082606A1 (en) * 2009-10-07 2011-04-07 General Electric Company Vehicle suspension control system and method
WO2011043966A3 (fr) * 2009-10-07 2011-10-27 General Electric Company Système et procédé de commande de la suspension d'un véhicule
US8196519B2 (en) 2009-10-07 2012-06-12 General Electric Company Vehicle suspension control system and method
US8677909B2 (en) 2009-10-07 2014-03-25 General Electric Company Vehicle suspension control system and method
US8468952B2 (en) 2010-12-31 2013-06-25 General Electric Company Dynamic weight management for a vehicle via hydraulic actuators

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