FI91140B - Mechanical control device for rail vehicles - Google Patents

Abstract

The mechanical support device on rail vehicles serves for changing the position of the superstructure relative to at least one of the wheel sets. For this purpose, at least one wheel set (9') is connected directly to the superstructure (12) via in each case one connecting rod (21), the two support levers (3, 3') of a wheel pair being operatively connected to one another with respect to rolling with in each case a c-shaped torsion frame (10'). This support device for the superstructure permits the speed when going round bends to be increased whilst particularly allowing for the wheel load changes which occur. <IMAGE>

Description

91140

Mechanical control device in rail vehicles. - Mekanisk styranordning vid rälsfordon.

The invention relates to a mechanical control device in rail vehicles for changing the position of the car body with respect to oscillation and tilting with respect to at least one pair of wheels.

In rail vehicles, control devices are known which, by means of electrical impulses, aim to reduce the centrifugal force acting on the occupants during cornering by actively tilting the rail vehicle about its longitudinal axis in the direction of the inner arc. In such a solution, described in DE-OS 2 205 858, the inclination of the car body is controlled by means of a device for detecting the inclination of the rails, which device gives corresponding impulses to the servo mechanism when driving in and out of the curve.

In addition, in connection with the support of the body of rail vehicles, spring struts are known from DE-PS 1 206 941, the lines of action of which are inclined upwards and which cut above the center of gravity of the car body.

This is a combination of a swing support and a vertical suspension on the secondary stage of a rail vehicle.

One form of guiding the carriage with respect to the swing beam with respect to oscillation is disclosed in DE-PS 2 839 904.

The aim of all the mentioned solutions is to increase the curve speed of the rail vehicle, in which case the latter solutions aim to improve the oscillation behavior of the rail vehicle exclusively by means of a device arranged on the secondary stage of the rail vehicle. In this case, the effect of the chosen means on the changes in the wheel loads in the system caused by 2 turns on inclined rails is not taken into account. In this context, concrete limits have been set for the solutions presented, which are more pronounced, in particular as a result of the very high center of gravity of vehicles and the high torsional rigidity of the body on the rail body control of a rail vehicle.

A control device is also known, the function of which is to increase the speed of the curve, in which case, however, only the radial adjustability of the wheelsets of the turntable is affected. To this end, the two pairs of wheels are connected to each other and to the car body directly by means of a control lever-arm system, which gives the wheelsets a forced control with respect to the body. When cornering, when the central exhaust acceleration is unbalanced, this control device is actuated by the transverse displacement of the car body so as to at least partially compensate for the radial adjustment of the wheelsets. No change in the position of the car body with respect to tilting or oscillation, in particular with unbalanced centrifugal accelerations during cornering, is then provided (EP-A 0 165 752).

The prior art further includes a steering device formed as a mutual self-steering, the sole purpose of which is to provide optimum stability with respect to the swinging of the wheelsets. However, this control device is ineffective in reducing the coefficients of curvature when cornering, because it does not allow the car body to be tilted transversely in the direction of the inner curve and does not have a straightening effect on the car in the curve. (GB-B 1 449 249).

The literature further shows a control device which is formed as a forced control with respect to the car. The purpose of the device is to act as a controlled, radial adjuster of the wheelsets when cornering. In this case, however, straight swing must also be allowed between the built-in longitudinal elastic bogie 3 91140 and the car body, which is deliberately specified at point "D". As a result, the steering effect in cornering is empirically reduced. (Railway Gazette International, Band 133, No. 4, April 1977).

The purpose of this is to provide a control device for the car body of a rail vehicle which, on the one hand, enables higher cornering speeds and, on the other hand, prevents passengers from being subjected to transverse accelerations exceeding a certain limit value during cornering.

This control device is characterized by the features set out in the claims.

This control device also allows the bogie wheel pairs to be radially adjustable towards the center of the curve and thus reduces the rail deflection force in the curved rails in the curved rail to the currently controlling outer bogie-side wheel of the bogie. In addition, it transfers the reduction of the wheel load occurring there simultaneously to the outer curved side wheel following the same turntable to promote the safety of staying on the rails.

The combined effect of all the measures provides advantages in a rail vehicle equipped with the controls described above, in particular in the form of increased driving speeds on winding sections, but also in terms of driving comfort, wear behavior and quiet running.

The control device is formed in the form of a simple rod so that it is also suitable for the partial use of the members shown and is thus capable of producing certain effects.

The invention and its mode of operation will be described in more detail in the following 4 with reference to the accompanying drawing.

For the sake of clarity, the object of the invention has been applied to a biaxial turntable in the perspective views. In this case, the corresponding control device is arranged symmetrically with respect to the longitudinal-median plane on the turntable and, for the sake of simplicity, is drawn with visible lines, whereby only the connection points visible from the outside on the turntable are shown.

Figure 1 shows a perspective view of a complete control device acting on both pairs of wheels of a conventional biaxial swivel bogie.

Figure 2 shows a side view of the control device according to Figure 1.

Fig. 3 shows a section of the control device according to Fig. 1 along the section line I-I in Fig. 2.

Figure 4 shows a perspective view of a control device acting on one pair of wheels for furnishing and orienting a car body in a curved ride using a conventional biaxial swivel bogie.

Fig. 5 shows a side view of the control device according to Fig. 4.

Fig. 6 shows a perspective view of another control device which influences the tilting of the car when cornering, used in a conventional biaxial swivel bogie.

Fig. 7 shows a side view of the control device according to Fig. 6.

Il 5 91140

Fig. 8 shows a section of the control device according to Fig. 6 along the section line II-II in Fig. 7.

Fig. 9 shows a perspective view of the control device according to Fig. 6 using one pair of wheels which affects the inclination of the car when cornering, applied to a conventional biaxial swivel bogie.

Fig. 10 shows a side view of the control device according to Fig. 9.

The control device 1 shown in Figures 1-3 consists essentially of a control lever-arm system 2, 2 'arranged on both sides between the wheelsets 9, 9' of the carriage 12 and the swivel bogie 13, and in which system both c-shaped control arches 10, 10 'are articulated. The guide arches engage the pair of wheels 9, 9 'and are, for example, in a substantially horizontal plane. They are connected, on the one hand, to respective bearing points 8, 8 'and, on the other hand, each have a connecting bracket 19, 19' directed towards the pivot center, which brackets are connected to each other by means of a pivot bearing 6 arranged at the pivot center and pivoting with respect to the vertical axis.

Each control lever arm system 2, 2 'consists, as shown in Figures 2 and 3, of a three-dimensional obliquely upward directed control lever 3, 3' suspended from its upper articulation point 15, 15 'by a carriage 12 whose central articulation point 16, 16' engages c- and the lowest pivot point 17, 17 'is fixed by means of a pivot arm 4, 4' to an opposite c-shaped pivot 10. In this case, all articulated joints of the pivot control device 1 are preferably provided with substantially horizontal pivot axes and maintenance-free resilient bearings 5. for example, spherical rubber elements.

This construction thus supports the opposing guide levers 3, 3 'arranged in a pair of wheels 9' on torsion-like supports spaced from the articulation points 16, 16 'in a c-shaped guide arch 10' and the guide levers are connected to the guide arch in view of the oscillation and tilting of the car body to act as an articulated rectangle.

In the control device 1 shown in Figs. by means of the arrangement of the control levers 3, 3 'according to Figs. 3, the carriage body 12 is tilted in the direction of the inner arc, whereby the control device 1, viewed in its section plane II, acts as an articulated rectangle. In this case, the control lever 3 'on the outer arc side is directed more upwards corresponding to its arc dimension and the control lever 3 on the inner arc side continues to lower, whereby the carriage 12 tilts towards the inner arc with respect to the intersection point 30 of the two control levers 3, 3'. If the vehicle is stationary on a tilted cantilever, the vehicle body 12 is straightened in the opposite direction to the tilt deviation, whereby the control device 1, seen in its section plane I-I, again acts as an articulated rectangle. In this case, the control lever 3 'on the outer arc side descends further downwards according to its arc dimension and the control lever 3 on the inner arc side rises upwards, whereby the carriage 12 rotates around the point of intersection 30 of the lines of action of both control levers 3, 3' in the outer arc direction.

The simultaneous oblique positioning of the two control levers 3, 3 'in the direction shown in Fig. 2 also causes the carriage 12 to tilt in the direction of the inner curve of the carriage 12 on non-tilting rails during cornering. This occurs as a result of the rotation between the turntable and the carriage 12 and as a result of the opposite kinematics of the two control levers 3, 3 '.

The combination of both control levers 3, 3 'with the c-shaped steering arch 10' simultaneously provides a direct swing support acting between the carriage 12 by bridging the secondary step 18 and the primary step 14 in a two-way vehicle directly to a pair of wheels 9 'closer to the carriage center. This has a positive effect on the distribution of changes in wheel loads when driving on inclined rails.

In addition, a combination of the two c-shaped guide arches 10, 10 'and their articulated pin bearings 6 is achieved by a combination of the control lever-arm system 2, 2 and by arranging them at the axle bearing points 8, 8' for forced steering of both pairs of wheels 9, 9 ', this is how radial adjustment takes place radially towards the center of the curve.

These measures, taken as a whole, make it possible, in accordance with the invention, to increase the arc speeds of a rail vehicle without subjecting the passengers to higher transverse accelerations. In this case, the rail forces occurring on the inclined rails during cornering are reduced in the out-of-curve wheel driven simultaneously by the front wheel pair 9 or 9 'and there simultaneously shifting the load due to the outer wheel to the trailing wheel pair 9' or 9 to increase traction. In addition, the radial adjustability of the wheel pairs 9, 9 'ensures good and low wear on the rails when cornering.

8

Figures 4 and 5 show a simpler and more inexpensive steering device 11 which is operated unilaterally on one pair of wheels and which is arranged directly between the car body 12 and in a two-way vehicle the pair of wheels 9 'closer to the center of the car. In this case, the two control levers 23, 23 'are suspended from the upper articulation points 25, 25' in the carriage 12.

The lower articulation points 27, 27 'of the control levers have an articulated c-shaped steering arch 10' which engages a pair of wheels 9 ', preferably in a substantially horizontal plane, and which is connected to both axle bearing points 8'. All the articulated connection points of the control device 11 are preferably provided with maintenance-free resilient bearings 5. They can be, for example, spherical rubber elements.

The effect of this unilaterally arranged control device 11 depends on the nature and manner of the skew of both control levers 23, 23 'and is applied to the pair of wheels 9' closest to the center of the carriage in each case in a vehicle moving in two directions. Thus, with the arrangement of the control device 11 according to Fig. 4, when both control levers 23, 23 'move only diagonally in the transverse plane shown in Fig. 3, the carriage body 12

When the vehicle is stationary in a tilted curve, the control levers 23, 23 'cause the carriage body 12 to straighten in the opposite direction to the tilt deviation.

The skew of both control levers 23, 23 'is shown in the figure only

II

In the longitudinal plane shown in Fig. 9 94040 5, the non-tilted rails also cause the carriage 12 to tilt in the direction of the inner arc during curved travel, which then occurs as a result of the opposite kinematics of both control levers 23, 23 'in the outward rotation between the turntable 13 and the carriage 12.

The three-dimensionally obliquely upward arrangement of both control levers 23, 23 'shown in Fig. 4 gives a combination of both of the individual effects described above, the one-sided arrangement of the control device 11 in a bi-directional vehicle being deliberately directed to a pair of wheels 9' closest to the carriage center. Taken as a whole, the measures described above have a substantial effect on the fact that the speed of the arc can be increased and the stability of the rails can be improved.

Figures 6 to 8 show a control device 21 arranged directly between the carriage body 12 and the turntable 13 between both pairs of wheels 9, 9 '. In this case, the two control levers 23, 23 'and 24, 24' are in each case suspended from their upper articulation points 25, 25 'and 26, 26' perpendicular to the carriage 12.

The lower articulation points 27, 27 'and 28, 28' are each articulated in a substantially horizontal plane with a c-shaped guide arch 10, 10 'which engages a respective pair of wheels 9, 9' and is connected to the bearing points 8, 8 '. All the articulated connection points of the control device 21 are preferably formed of maintenance-free resilient bearings 5. They can be, for example, spherical rubber elements.

The effect of such a control device 21 according to Figures 6-8 becomes similar between the carriage 10 12 and the pairs of wheels 9, 9 'due to the vertical arrangement of the control levers 23, 23' and 24, 24 'of the direct swing support. In this case, both the secondary stage 18 and the primary stage 14 are crosslinked. The result is a reduction in the uncompensated transverse acceleration during cornering, which as a single measure already contributes to increasing the cornering speed.

Figures 9 and 10 show a simpler and more cost-effective control device 31 for single-sided use on one pair of wheels, the control device acting directly between the car body 12 and the bogie 9 'of the bogie 13' closest to the center in the two-way vehicle and bridging both the secondary stage 18 and the primary stage. step 14.

In this case, the two control levers 23, 23 'are suspended from their upper articulation points 25, 25' perpendicular to the carriage 12. The lower articulation points 27, 27 'are articulated with a substantially horizontal c-shaped guide arch 10' which engages a pair of wheels 9 'and is connected to both axles. 8 '. All the articulated connection points of the control device 31 are preferably formed of maintenance-free resilient bearings 5. They can be, for example, spherical rubber elements.

The effect of this control device 31, which is arranged unilaterally according to Figures 9 and 10, with the vertical arrangement of the control levers 23, 23 'according to Figure 8 is deliberately applied to the pair of wheels 9' closest to the center of the carriage bogie 13. The reduction in wheel load on inclined rails during cornering is transferred to the out-of-curve wheel of the trailing wheel pair 9 'to prevent rail derailment, thus such an individual action provides an improvement by already using the control device 31 to increase rail stability.

Il 11 91140

The described mechanical control device is formed in the form of a simple rod so that it is able to produce said effects or partial effects either in full or only in partial use.

One of the essential advantages of the presented control device 1, 11, 21, 31 is that it can be arranged at relatively low cost on motor, traction or freewheeling rollers of the type shown. In this case, according to the present invention, it does not matter whether the swivel bogie is equipped with conventional pairs of wheels or single wheels or loose wheels.

The use of the control device 1, 21 shown in two-axle rail vehicles of conventional construction is also conceivable. In addition, there may also be rail vehicles equipped with so-called. with a single axle suspension, preferably provided with a control device 11 or 31 as shown.

In unidirectional vehicles, the use of the control device 11 or 31 in each case relates to a pair of wheels following each of the turning bogies 13, viewed from the driver's seat end.

The steering device according to the invention is thus a rod to which at least one pair of wheels is connected directly with the car body to change the position of the body with respect to at least one pair of wheels, in particular with respect to oscillation or tilting behavior during unbalanced centrifugal accelerations and taking into account the wheel load. reductions. In this case, the control device according to the invention essentially uses at least two control levers arranged in pairs, by means of which the carriage rests directly on a torsion-rod-like c-shaped control arch and is connected to it in terms of oscillation and tilting as an articulated square.

12

In connection with the present invention, the radial adjustability of the wheelsets known per se, due to the simple combination of the members shown and the effect of the smaller angle and directing forces obtained by it, has a promoting effect on higher curve speeds.

Il

Claims (7)

13 91140 A mechanical control device in rail vehicles for changing the position of a car body with respect to oscillation and tilting with respect to at least one pair of wheels, characterized in that at least one wheel pair (9, 9 ') is connected directly to the car body by a springless rod (1, 11, 21, 31). exclusively at least approximately horizontal pivot axes (15-17), wherein the two control levers of the pair of wheels are torsionally connected to act with a c-shaped control arc (10, 10 ') and as an articulation with respect to oscillation and tilting. (Figures 1 to 10). Steering device according to Claim 1, characterized in that the rod (11, 31) is connected in both directions to vehicles with both axle bearing points (8 '), preferably a pivot beam (13) or axle bearing points (9') closest to the center of the uniaxial suspension carriage. with, (Figures 4, 5, 9, 10). Control device according to Claim 1 or 2, characterized in that the rod (1) is formed as a control lever-arm system (2, 2 ') / on which are suspended two c-shaped control arches (10, 10'), which on the other hand are each gripped on a pair of wheels (9, 9 '), for example in a substantially horizontal plane and connected to respective axle bearing points (8, 8 *) and on the other hand each has a connecting bracket (19, 19') facing the center of the pivot, which brackets are connected to each other, pairs of wheels (9, 9 ' ) to provide a forced radial adjustability with respect to the carriage (12) in a pin bearing (6) arranged in the center of the drive rack and pivoting about a vertical axis. (Figures 1 to 3). 14 Control device according to one of the preceding claims, characterized in that each control lever-arm system (2, 2) has a control lever (3, 3 ') which is suspended obliquely upwards in three dimensions in order to change the position of the car body (12). from the road (15, 15 ') to the car body (12) and the middle articulation point (16, 16') of which engages the c-shaped guide arch (10 ') and the lower articulation point (17, 17') is fixed opposite the articulated arm (4, 4) (Figures 1-3). Steering device according to one of the preceding claims, characterized in that the steering device (11) is arranged for its exclusive effect in a bidirectional vehicle on a pair of wheels (9 ') closest to the center of the carriage of the turning bogie (13), the steering lever (23, 23') is attached from the upper articulation point (25, 25 ') to the carriage body (12) and the lower articulation point (27, 27') has a c-shaped, substantially horizontal guide arc (10 ') engaged with a pair of wheels (9') and connected to both axle bearing points (8 '). (Figures 4, 5). Steering device according to one of the preceding claims, characterized in that the steering device (21) is suspended between its upper articulation points (25, 25 ', 26, 26') between its carriage (12) and both pairs of wheels (9, 9 ') in order to provide a direct swing support. by means of a control lever (23, 23 ', 24, 24') perpendicular to the carriage body (12), at the lower articulation points (27, 27 ', 28, 28') of the control levers a c-shaped control arc (10, 10) is mounted in a substantially horizontal plane ') which is engaged in a pair of wheels (9, 9') and connected to the axle bearing points (8, 8 '). (Figures 6-8). Steering device according to one of the preceding claims, characterized in that the steering device (31) acting as a direct oscillating support is suspended perpendicular to the car body (12) and in a bi-directional vehicle the bogie is the pair of wheels closest to the car center. 9 ') by means of the upper articulation points (25, 25') of the two control levers (23, 23 '), the lower articulation points (27, 27') of the control levers are provided with a c-shaped, substantially horizontal guide arc (10 ') which is engaged with a pair of wheels (9 ') and connected to both axle bearing points (8'). (Figures 9, 10). 16