Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
  • B61F5/44—Adjustment controlled by movements of vehicle body
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
  • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

• the present invention relates to a mechanical control device on rail vehicles for changing the position of the car body with respect to rolling and tilting relative to at least one of the wheel sets.
• Control devices are known in rail vehicles, which use electrical impulses in the case of a course trip to try to reduce the centrifugal force acting on the traveler by actively tilting the rail vehicle around its longitudinal axis toward the inside of the curve.
• the control of the car body inclination is carried out by a device which detects the track position and which, when entering and exiting the curve, transmits corresponding impulses to a serial mechanism.
• a control device which serves to increase the cornering speed, but only effects the radial adjustability of the wheel sets of a bogie.
• the two pairs of wheels are connected to each other and directly to the car body via a handlebar-lever system, which results in a box-side forced control of the wheel sets.
• This control device is activated at centrifugal acceleration by the transverse path of the car body in such a way that this partially compensates for the radial setting of the wheel sets.
• the state of the art also includes a control device, which is designed as a mutual self-control, with the sole aim of achieving optimum stability with regard to the rolling of the wheel sets.
• this control device is ineffective with regard to the reduction of the inclination coefficient when cornering, since it neither permits a transverse inclination of the car body towards the inside of the bend, nor does it have a raising effect for the car body standing in the bend. (GB-B 1 449 249)
• the Sehrifturn also shows a control device which is designed as a box-side positive control. It is intended for the controlled, controlled radial setting of the wheel sets when cornering.
• the longitudinal suspension between the bogie and the body which was deliberately built in at point "D" should also allow the vehicle to roll in the straight line.
• This reduces the tax effect when cruising.
• the task that arises from this is to create a control device for the body of a rail vehicle, which on the one hand makes it possible to increase the course speeds and on the other hand prevents the travelers from being exposed to lateral accelerations when traveling along the urine, which can cause one exceed a certain threshold.
• This control device is characterized by the wording of one of the claims.
• This control device also allows the radial adjustability of the wheelsets of a bogie towards the center of the course and thereby reduces the rail directional force that occurs as a result of the course travel in the excessive track on the leading, outer wheel of the bogie outside the bogie. In addition, it superimposes the share of the wheel relief occurring at the same time in favor of safety against derailment on the trailing, outside-facing wheel of the same bogie.
• control device is designed in the form of a simple linkage in such a way that it is also suitable for only partially using the means shown and is therefore able to produce certain effects.
• the subject matter of the invention is applied in each case in a biaxial bogie.
• the corresponding control device is arranged symmetrically with respect to the longitudinal center plane in the bogie and, for the sake of simplicity, drawn with visible lines, only the connection points visible from the outside of the bogie being shown.
• Fig. 1 is a perspective view of a complete control device that acts on both wheel sets of a conventional two-axle bogie
• FIG. 2 shows a side view of the control device according to FIG. 1
• FIG. 3 shows a section of the control device according to FIG. 1 along section line I-I of FIG. 2
• FIG. 4 shows a perspective illustration of a control device when used on one side on a wheel set with effect on the inclination and erection of a car body when driving through a curve, applied to a conventional biaxial bogie
• Fig. 6 is a perspective view of another
• Control device with effect on the body inclination when driving through a curve, applied to a conventional two-axle bogie - 7 -
• FIG. 7 shows a side view of the control device according to FIG. 6
• FIG. 8 shows a section of the control device according to FIG. 6 along section line II-II of FIG. 7
• FIG. 9 shows a perspective illustration of a control device according to FIG. 6 when used on one side on a wheel set with effect on the car body inclination when driving through a curve, applied to a conventional two-axle bogie
• FIG. 10 shows a side view of the control device according to FIG. 9.
• the control device 1 shown in FIGS. 1 to 3 essentially consists of a handlebar-lever system 2, 2 'arranged on both sides between a car body 12 and the wheel sets 9, 9' of a bogie 13, on which the two c -shaped control frame 10, 10 'are articulated.
• the latter each encompass a wheel set 9, 9 ', for example lying essentially in the horizontal plane.
• they are connected to the corresponding axle bearing points 8, 8 'and, on the other hand, each have a connection support 19, 19 * directed towards the rotary frame.
• a pivot bearing 6 arranged in the center of the bogie and pivotable about the vertical axis.
• Each handlebar-lever system 2, 2 ' consists of a control lever 3, 3' which is spatially borrowed obliquely upwards as shown in FIGS. 2 and 3 and which is suspended from its upper hinge point 15, 15 'on the car body 12, whose middle articulation point 16, 16 'engages the c-shaped control frame 10' and whose lower articulation point 17, 17 'is attached to the opposite c-shaped control frame 10 via a steering lever 4, 4'.
• all of the articulated connecting points of the control device 1 are designed with essentially horizontal pivot axes and with maintenance-free elastic bearings 5. These can be designed, for example, as spherical rubber elements.
• control levers 3, 3 'located opposite one another and assigned to the wheel set 9' are supported on the c-shaped control frame 10 'in the manner of a torsion bar on the basis of the distance between the articulation points 16, 16' and are with this in relation to Rolling and transverse inclination of the body as a four-bar linkage.
• the two control levers 3, 3 ' are inclined towards one another in such a way that their lines of action intersect at the intersection 30 above the body-center of gravity 20. If, as a result of excess centrifugal force, a transverse shift to the outside of the bend occurs in the elevated track between the bogie 13 and the body 12, the control levers 3, 3 'according to FIG. Fig. 3 causes an inclination of the car body 12 towards the inside of the bow by the control device 1 acting in its sectional plane II as a joint corner.
• control lever 3 'on the outside of the curve is raised further according to its radian measure and the control lever 3 on the inside of the curve is lowered further, the body 12 being inclined toward the inside of the curve around the intersection 30 of the lines of action of the two control levers 3, 3'.
• the car body 12 is erected, acting counter to the downhill slope, the control device 1, seen in its sectional plane II, again acting as an articulated corner.
• control lever 3 'located on the outside of the bow decreases further according to its radian measure and the control lever 3 on the inside of the bow continues to rise, the car body 12 being erected around the intersection 30 of the lines of action of the two control levers 3, 3' towards the outside of the curve.
• a simultaneous inclination of the two control levers 3, 3 1 in the direction shown in FIG. 2 also causes the body 12 to tilt toward the inside of the curve when the track is not elevated when driving through a curve. This takes place as a result of the unscrewing movement between the bogie 13 and the car body 12 and the resulting opposite kinematics of the two control levers 3, 3 '.
• the combination of the two control levers 3, 3 'with the c-shaped control frame 10' at the same time causes a direct anti-roll support, which is located between the body 12, by bridging the secondary stage 18 and the primary stage 14, directly on the wheelset, which in the case of a two-way vehicle is towards the center of the vehicle 9 'acts.
• a direct anti-roll support which is located between the body 12, by bridging the secondary stage 18 and the primary stage 14, directly on the wheelset, which in the case of a two-way vehicle is towards the center of the vehicle 9 'acts.
• the means according to the invention enable the speed of travel on rail vehicles to be increased without the travelers being exposed to higher lateral accelerations.
• a simpler and embraced günsti ⁇ Gere controller 11 is shown with one-sided application to a wheel set, which box directly between a Wagen ⁇ 12 and in a bidirectional vehicle, in each case against 'toward inside the vehicle center wheel set 9' of a bogie 13 is arranged.
• two control levers 23, 23 ' are suspended on the body 12 with their upper articulation points 25, 25'.
• a C-shaped control tube 10' is articulated, which preferably encompasses the wheel set 9 'lying essentially in a horizontal plane and is connected to the two axle bearing points 8'. All articulated connection points of the control device 11 are preferably designed with maintenance-free elastic bearings 5. These can be designed, for example, as spherical rubber elements.
• this control device 11 which is arranged on one side, is dependent on the manner in which the two control levers 23, 23 'are inclined and, in the case of a bidirectional vehicle, relates in each case to the wheel set 9 * located towards the center of the vehicle.
• the arrangement of a control device 11 according to FIG. 4, with an exclusive inclination of the two control levers 23, 23 'in the transverse plane shown in FIG. 3, causes the body of the car 12 to incline towards the inside of the curve when driving through the elevated track, if due to the excess of centrifugal force between bogie 13 and car body 12, a transverse displacement to the outside of the bow occurs.
• control levers 23, 23 ' raise the body 12, counteracting the downhill drive.
• An inclination of the two control levers 23, 23 'exclusively in the longitudinal plane shown in FIG. 5 also causes the carriage body 12 to tilt towards the inside when the track is not elevated, which then results from the opposite kinematics of the two control levers 23, 23' the turning movement between bogie 13 and body 12 occurs.
• a control device 21 is shown, which is arranged directly between a car body 12 and the two wheel sets 9, 9 'of a bogie 13 ' .
• two control levers 23, 23 'and 24, 24' are suspended vertically on the car body 12 with their upper pivot points 25, 25 'and 26, 26'.
• a C-shaped control frame 10, 10 ' is articulated, essentially lying in a horizontal plane, which engages around the corresponding wheel set 9, 9' and with the axle bearings 8 , 8 'is connected. All articulated connection points of the control device 21 are preferably designed with maintenance-free elastic bearings 5. These can be designed, for example, as spherical rubber elements.
• 9 and 10 show a simpler and less expensive control device 31 when used on one side on a wheel set, which directly between a car body 12 and, in the case of a bidirectional vehicle, a wheel set 9 ′ located in each case towards the center of the car
• Bogie 13 acts and bridges both the secondary spring stage 18 and the primary stage 14. - 1 5 -
• control levers 23, 23 ' are suspended vertically on the body 12 with their upper articulation points 25, 25'.
• a c-shaped control frame 10' is essentially articulated in a lying in the horizontal plane, which the
• Wheels around 9 'and is connected to the two axle bearings 8'. All articulated connection points of the control device 31 are designed with maintenance-free elastic bearings 5. These can be designed as spherical rubber elements, for example.
• control device 1, 11, 21, 31 shown Another important advantage of the control device 1, 11, 21, 31 shown is that it can be retrofitted at any time with comparatively little effort to motor, drive or bogies of the type shown. In the context of the present invention, it is irrelevant here whether these bogies are equipped with conventional wheel sets or have individual wheels or idler wheels.
• control device 1, 21 An application of the disclosed control device 1, 21 to two-axle rail vehicles of conventional design is also conceivable. Furthermore, rail vehicles which are equipped with so-called single-axle drives can advantageously also be provided with one of the control devices 11 or 31 shown.
• control device 11 or 31 relates analogously to the wheel set of each bogie 13, as seen from the end of the driver's cab.
• the control device according to the invention is therefore understood as a linkage with which at least one pair of wheels is connected directly to the car body, for the purpose of changing its position relative to at least one of the wheel sets, in particular in relation to its roll or lateral inclination behavior when cornering balanced centrifugal acceleration and taking into account the occurring wheel relief.
• control device essentially uses at least two control levers arranged in pairs, by means of which the car body is supported directly on the c-shaped control frame in the manner of a torsion bar and is operatively connected to the latter as a four-bar linkage with respect to roll and transverse inclination.
• the known radial adjustability of the wheel sets thanks to the simple combination of the means shown, has a supporting effect with respect to higher cornering speeds due to the resulting smaller starting angles and straightening forces.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Regulating Braking Force (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Body Structure For Vehicles (AREA)
• Materials For Medical Uses (AREA)
• Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
• Window Of Vehicle (AREA)
• Mattresses And Other Support Structures For Chairs And Beds (AREA)
• Steering Controls (AREA)
• Lining Or Joining Of Plastics Or The Like (AREA)
• Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
• Handcart (AREA)
• Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
• Springs (AREA)
• Platform Screen Doors And Railroad Systems (AREA)

Priority Applications (5)

Applications Claiming Priority (2)

Publications (1)

Family

ID=4241917

Family Applications (1)

Country Status (11)

Cited By (2)

Families Citing this family (7)

Citations (2)

Family Cites Families (4)

• 1986
  • 1986-07-11 CH CH2802/86A patent/CH680996A5/de not_active IP Right Cessation
• 1987
  • 1987-07-09 EP EP19900108962 patent/EP0388999A3/de not_active Withdrawn
  • 1987-07-09 WO PCT/CH1987/000084 patent/WO1988000543A1/de active IP Right Grant
  • 1987-07-09 AT AT87904228T patent/ATE60554T1/de not_active IP Right Cessation
  • 1987-07-09 EP EP87904228A patent/EP0273940B1/de not_active Expired - Lifetime
  • 1987-07-09 DE DE8787904228T patent/DE3767861D1/de not_active Expired - Fee Related
  • 1987-07-09 JP JP62503891A patent/JPH01500259A/ja active Pending
  • 1987-07-10 IT IT21244/87A patent/IT1222006B/it active
  • 1987-07-10 FR FR878709828A patent/FR2603012B1/fr not_active Expired
• 1988
  • 1988-02-29 NO NO880880A patent/NO169478C/no unknown
  • 1988-03-09 DK DK125388A patent/DK125388A/da not_active Application Discontinuation
  • 1988-03-10 FI FI881119A patent/FI91140C/fi not_active IP Right Cessation

Patent Citations (2)

Non-Patent Citations (1)

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