FI81311B - BOOGI OCH RAELSFORDON. - Google Patents

Description

1 81311

Bogie and rail vehicle. - Boogi och rälsfordon.

The present invention relates to a bogie for supporting carriages of a rail vehicle by means of an air suspension system together with a swing support for a bogie and a car body, and to a rail vehicle having at least two bogies.

The use of air springs may be necessary due to the relationship between the unladen mass of the vehicle and the extra weight. In addition to the optimal suspension of the car body, it can also be used to largely disconnect the car body and the bogie, and when using a similar arrangement, all relative movements between the bogie and the car body can also occur.

A number of applications are already known in which the car body of a rail vehicle is supported on a bogie by means of air springs, the air spaces of which are connected to each other by a compensating tube and in which the interconnected air springs of the bogie are controlled in a load-dependent manner. Compared to separately controlled air springs, such an arrangement has the advantage of significantly lower air demand. (CH-PS 540 805, CH-PS 564 446).

Since the two air springs, which are connected to each other, cannot stabilize the car bodies with respect to lateral oscillating movements, such a system is expediently limited by a oscillating support placed directly or immediately between the car body and the bogie frame (e.g. CH-PS 564 446).

All air suspension systems must take into account that, for conceivable reasons, the air spring may be damaged or the fluid may also leak when the vehicle is in motion with the traction unit. To this end, spare springs placed inside or outside the air springs in their line of action must meet all the requirements for safety on the track.

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Structures are known in which the resilient reserve support is arranged in pairs with respect to one another at a certain basic distance from the transverse axis of the bogie and symmetrically with respect to the longitudinal axis of the carriage. (DE-AS 21 07 073).

However, in all the above-mentioned constructions, it has proved to be a disadvantage that the placement of the spare support is then based solely on the dimensioning question, in which case either the interdependence of the basic distance of the air springs or the spring stiffness of the spare support is considered as such. There are thus concrete limits to these solutions, which are most evident in the recent higher requirements for spare support for the car body of a rail vehicle due to vehicles with higher car body priorities and higher torsional stiffnesses.

In addition, when the bogie is loaded asymmetrically, as is especially the case in curves, an additional undesired moment with respect to the longitudinal-median plane of the bogie is generated when the spare support arrangement is used and the air suspension leaks.

It is therefore an object to provide an arrangement for back-up support of a rail vehicle wagon body which is independent of the basic distance between the air springs and the back-up supports or their stiffnesses, but rather capable of absorbing wheel load changes due to the system

This object is solved by a bogie characterized by the features set forth in the characterizing part of claim 1. The rail vehicle according to the invention, in turn, is characterized by the things set forth in the characterizing part of claim 2.

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In the follower, one embodiment of the subject of the invention is explained with reference to the drawing.

In the drawings:

Figure 1 shows diagrammatically the two wheelsets of two bogies and the forces occurring in a relatively low speed curve without the effect of a reserve base.

Fig. 2 shows the same as Fig. 1 under the influence of a spare base according to the invention.

Figure 3 shows a side view of a bogie according to the invention in the direction of travel.

Fig. 4 shows a top view of the bogie according to Fig. 3 in the direction of travel.

Figure 3 shows a front view of the bogie according to Figures 3 and 4.

- - Figures 3 and 3 show the carriage 1. The air suspension of the carriage 1 is realized by means of a deck air spring 3, which are arranged symmetrically with respect to the longitudinal-central plane 12 of the bogie 5. Both of these air springs 3 are connected to each other via a compensating tube 2. It can still be seen from the figures the bogie frame 4 of the bogie 3. In the event of a leak of one or both air springs 3, a spare base 7 is used for back-up support, which may consist of rubber-elastic material and / or steel springs. Each bogie 5 has only one spare base 7. It can be seen from Figure 4 that it is located in the longitudinal center plane 12 of the bogie 5 and spaced "e" from the bogie / car body - "center of rotation 11. Each air spring 3 of the bogie 3 is controlled by a control device 8 in a load dependent manner. In order to stabilize the swinging movement of the carriage 1, a rocking support 9 is placed between the carriage 1 and the bogie frame 4.

* 81311 At a given speed and at a given track inclination α and at a given radius of curvature R, the deviations AQp of the rotational weight disappear, because then the resultant of centrifugal force F and gravity G is located vertically and coaxially with respect to the track plane.

At speeds equal to the ino velocity V o, AQp is positive on the outer rail of the arc due to the excess centrifugal force.

At speeds lower than Vo, the deviation of the rotational weight AQp is correspondingly negative on the outer rail of the arc, thus causing the wheel to lighten. The lightening of the outer wheel of the arc is thus at its maximum at standstill and is affected only by the component acting on the transverse (inclined) track of the gravity G (so-called self-alignment).

Rails inclined with respect to the horizontal, whose curve has a constant radius, coincide with rails placed in a straight line through the transition arc. From this point: the curvature and inclination of the rails to the horizontal increase from: • from a straight line to the curve.

The two rails are thus not located in a plane but twisted relative to each other. (Figure 1).

The stability of the track is determined by the ratio of the horizontal steering force Y acting on the wheel flange to the weight Q of the wheel of the pair of wheels traveling on the outer wheel of the arc.

This derailment coefficient Y / Q must be less than the specified critical value under all operating conditions: ·: ·: VS S Y / ° krit 3 81311 This critical derailment coefficient depends on the sidewall angle of the wheel flange and the frictional action between the wheel flange and the rails. It is characteristic of a space where the wheel flange can suddenly rise on the rails. 70 ° side-rail of a wheel flange, which is standard on wide-gauge railways, this value is v / Qkrit s

The calculations show that the optimal conditions for ensuring the stability of the track are when the arrangement according to Figure 1, Y11 / Q11 = Y3j / Q31 ·

The equalization of the resultant force of the wheel weights of the wheels 11 and 31 then results in the condition: e> 0 This spare support, in which one spare base a 7 is used per bogie according to Fig. 2, is characterized in that it is arranged in the bogie 3 longitudinally center plane 12 This represents a significant simplification compared to the known structures, as two or four such spare supports are usually used, which: ·· are not located in the longitudinal median plane of the bogie 5 but symmetrically with respect to it. The simpler design also ensures that at lower speeds in the curve, there can be no additional moments that affect the stability of the rail on the rails.

If the bogie wheelbase or also the wheelbase distance is denoted 2a +; Ha, then the optimization of the value "e" gives the limits 0 <e <a +.

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In the optimal case, Q * = Qg or obtains values in which the change in the resting load due to the reserve support 7 compensates for the change in wheel weight due to the rotation of the car body. (Figure 2).

It has already been shown above that the invention is based on the finding that when driving a raised track out of a curve, the ratios of a slow-moving rail vehicle with defective air suspension are most uncertain because the bogie-guiding outer outer wheel, which the maximum wheel weight caused by the total forces.

Then in Figs. resulting wheel weight Q 22 = wheel load due to the total forces of the inner wheel of the curve following in the forward direction of the bogie Q 31 = wheel load due to the total forces of the outer wheel of the steered bogie steering wheel v 81311 wheel load due to the total forces of the outer wheel of the curve following in the direction of travel of the bogie Q 42 = the total forces of the inner wheel of the curve following in the direction of travel of the bogie wheel load Δ Q g * = change in wheel load due to bogie rotation AQ g = change in wheel load due to bogie rotation AQ F = change in wheel load due to centrifugal force or self-compression AQe = change in wheel load due to longitudinal center support

Measures to improve rail holding capacity in the event of leakage of normal suspension: This spare suspension arrangement results in a reduction in the maximum wheel weight due to the total forces of the outer wheel of the leading arc of the bogie above; : according to Fig. 2, the amount AQ.

e

In a two-way vehicle, the magnitude e of AQ, depending on the direction of travel, has a positive effect on the outer wheel of the bogie of the bogie, regardless of the basic distance between the air springs. , in each case towards the end of the car body.

In a one-way vehicle, a flexible spare support is placed longitudinally eccentrically in the longitudinal-median plane of the bogie of each bogie at a distance "e" from the pivot point of the bogie / car body β 81311 towards the end of the cab.

The spare support vox is expediently formed of a prestressed, multilayer rubber element 7, such spring element being able to resiliently absorb not only vertical oscillations but also bogie movements laterally with respect to the car body.

In addition, it is also possible to use a spare support made of one or more prestressed steel springs or a combined steel / rubber spring device.

Claims (2)

9 81311 A bogie for supporting the car body (1) of a rail vehicle by means of an air suspension system (3, 2, 8) together with a swing support (9) between the bogie (5) and the car body (1), characterized in that the car body (1) is provided with a single spare base (7) arranged longitudinally eccentrically by distance (e) with respect to the bogie / carriage pivot point (11) and the longitudinal median plane (12) of the bogie (5), and that the longitudinal eccentricity "e" of the spare support is 0 <e <a + where 2a + corresponds to the bogie wheelbase. Rail vehicle with at least two bogies according to Claim 1, characterized in that at least each bogie closest to the carriage head has spare support points (7) which are in each case closest to the carriage ends in the two-way vehicle and closer to the cab headboard in each case. 10 81311