DE2205743A1 - Joint arrangement in articulated trains - Google Patents

Description

British Railways Board, 222, Karylebone Road, London N.W.l

/England

Joint arrangement in articulated trains

The invention relates to a joint arrangement in articulated trains. In this case, at an articulated train is an existing from Fahrzeugwa gene (cars) train to understand, in which adjacent wagon bodies ¹ (car body) at their ends are connected to parent together such that

Although a lateral displacement of the car body (superstructures) against each other prevents an angular movement of the car body against each other, however, is made possible.

The invention is based on the object ste for the Pahrgä or other payloads within the viagen of the train to create the best possible accommodation, taking this should be applicable to all types of guided vehicles and not just to railroad or rail trains.

Vehicles, such as railroad cars, air cushions, rail trains and others that inevitably have to move along a guideway or rail are limited through a space surrounding the same or a light profile within which the vehicles or vehicle vehicles must remain if they do not have superstructures to the side of the rails, tunnels, vehicles or vehicles on neighboring vehicles Slides or rails strip or collide with them should. In the case of straight rails, the rna ximal ^ n Dimensions of the cross-section of the vehicles or

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Vehicle superstructures or wagons thanks to the Llchtraum standard profile determines, while rails running on curved rails or in curved arcs, moreover, this standard clearance gauge also determines the maximum length dimensions of the vehicles.

These car length restrictions on articulated trains represent a serious economic disadvantage by limiting the possibilities for vehicles or payloads to be accommodated.

The invention is therefore based on the object of providing the available accommodation options for articulated wagons (trains) to be expanded in such a way that they can be compared with those of trains made up of conventional vehicles.

According to the invention, this object is explained in the case of articulated trains ^ rt essentially solved by the fact that a device is provided, which has the effect that the articulation point J with respect to the underframe 11 when driving through an arc suffers a lateral deflection u which fulfills the condition:

u ^ o, 7 ν

where u is the lateral deflection of the articulation point J, measured from the center line running in the longitudinal direction of the guideway, and ν is the maximum lateral deflection of the car body, measured from the longitudinal center line the guideway is in the area of the longitudinal center of the carriage.

According to a further feature of the invention, it is particularly expedient if the condition is met for u, ν:

u ^ 1.4 v.

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An advantageous further development of the invention results when the device for effecting a lateral deflection is formed from a rigid link 24, to which an underframe (bogie) 11 is connected in its central area, the link 24 with its ends with adjacent car bodies 4 ¹¹ , 4 ^MI the car body is connected at such a longitudinal distance from its articulation point J., Jp, in such a way that when driving through an arc or a curve in the course of the guideway 1, the articulation point J and the two connection points of the car body 4 ^lf , 4 "'necessarily form an apex angle with the link 24 in a triangle (SL _-1 "" ^J _n ~ ^s _n ), the lateral deflection u of the articulation point J is defined by xvelchen.

Features and advantages of the invention are described below with reference to the drawings. It shows:

Fig. 1 shows schematically in the form of a diagram the relationships in a "conventional", not as an articulated train trained train traveling through a track curve,

FIG. 2 shows, schematically, in accordance with the diagram of FIG. 1, the relationships in an articulated train principle built train,

FIG. 3 schematically corresponding to the diagram according to FIG. 2 the conditions in an articulated train with a joint arrangement according to the invention,

FIG. 4 shows, on an enlarged scale, part of FIG. 3,

Fig. 5 in side elevation shows the technical implementation of a AusfUhrungsbeispieles the joint arrangement according to the invention, and

6 i shows a plan view of the arrangement according to FIG. 5, in which the vehicle superstructures (car body) have been omitted.

209836/0756

First of all, the conditions in a "conventional" type of train will be considered. In Fig. 1 is a carriage of such a train in a track curve with a constant radius shown schematically in plan view. The railroad track 1 is embodied in it by its center line and the lateral boundaries of the clearance standard profile by lines 2 and J, which are parallel to the track center line 1 run. The car or its structure (car body) is thereby by its running in the longitudinal direction Center line 4 embodies.

The carriage 4 is held in the vicinity of the points E by means of "suspensions" on the track 1, i. H. at the crossing points of the center line 4 of the vehicle body or box with the center line 4 of the track 1. Under "Suspension" in connection with railway vehicles or railway wagons a Understood an arrangement with one or more sets of wheels for holding or supporting the car body or car body, for example a two- or four-wheeled wheel, chassis or bogie.

Obviously, the car body or box suffers a lateral at the point Q in the middle of the circular arc chord 4 Displacement (protruding sideways), measured by the amount v from the center line of the track, as well as a lateral deflection of the wagon ends J by the size u. is the track radius R is large compared to the car length, so these center and end deflections ν and u can be given approximately by

ν = (e ² ) / (2R _o ) (1)

- e ² ) / (2R _o ) (2)

- 5 209836 / 07SS

where u, v, ^x e and j are those in Pig. 1 represent the distances or sizes specified.

If a car body or box has straight track tokens permissible maximum dimensions of the carriage cross-unit, it can be seen immediately that duroh the Liohraum rule profile in the track arches or track curves Length dimensions j and e of the car body or car body limited by very specific maximum values.

If vehicle bodies of greater length are required, then must, um to avoid stepping out or exceeding the clearance standard profile in the track curves or track curves, the width of the Car body can be reduced.

For trains · built on the articulated train principle there are even more severe restrictions on their length.

In Fig. 2, the relationships are based on the example of a part of an articulated train in a curved track with constant curvature corresponding the track curve according to Pig. I shown schematically, the same reference numerals as in Fig. 1 being used for the same parts and dimensions. Here are the corresponding Ends of adjacent carriages 4 are articulated to one another and these are held together on the track by means of suspensions E, which are located below the bond & points J

now/
are located. Since / the ends of the car body are essentially above the track center line 1, the length of the car body lengths is restricted by the maximum circular arc chord length 2e, which is permissible according to the Liohraum rule profile. Therefore, the maximum car lengths for articulated trains are necessarily smaller than for conventional trains, where

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the suspensions E at a certain distance from the ends of the wagon Are arranged in the direction of the interior of the car. This fact can be made directly through a comparison the pig. I and 2 are recognized.

An essential feature of the invention consists in the arrangement of a device within the suspension E, which causes For example, when passing through curved tracks or curves, the adjacent articulation points J connecting the wagon superstructures to one another be deflected sideways. A particularly advantageous embodiment of a joint arrangement according to the invention is in the Pig. 3 to 6 shown.

3 and 4 show, in a top view, the relationships in an articulated train in which a lateral deflection of the articulation point according to the invention occurs. ^{As in FIGS. 1 and 2, the car bodies} in these FIGS. 5 and 4 are also represented by their longitudinal center lines 4 ¹ , 4 "and 4 llf, the car body 4 'being a train-and-air car body, ie the one in front Car body, while the car bodies 4 "and 4 ¹ " represent car bodies which are located inside the train. Adjacent car bodies or bodies are _{articulated to one another at their ends by means of joints J 1} , Jp, .... J _n , but are also articulated Connected by means of steering levers S in such a way that each individual joint J, J is bridged or spanned by these levers S or these steering levers S are rotatably connected to ^{adjacent car bodies} 4 ', 4 ", 4 flf etc. at points S ₁ and S ₂ are. Each of these links S is assigned a suspension E, which ^{supports the ends of adjacent car bodies 4 ', 4 1} ', 4 '", etc.; These suspensions E can be designed as biaxial bogies or chassis 5, which are illustrated with reference to FIGS 6 can be described in more detail; they can

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but also three-axle underframes or single wheel sets be. Rolling movements between the suspensions and the steering levers must be possible in order to negotiate curves of various curvatures to be able to drive through. In the illustrated embodiment, the front end is the final car body V is supported in the same way on a two-axis subframe (bogie) 5.

From the Pig. j5 and k it is immediately apparent that when driving through a curved track, the links S cause a lateral deflection of the articulation points J ₁ , J ₂ , .... J _n by amounts U ₁ , u _g , u-, .... U _n , measured from the center line of the track. Geometrically, a situation similar to that shown in FIG. 1 results for the center lines 4, 4 *, 4 ¹¹ , 4 ^{ffl ... etc. of the car body.} It follows from this that, in the arrangement according to FIGS. 5 and 4, carriages or car bodies with greater lengths can be accommodated without the clearance rule profile being exceeded or broken.

It is readily apparent that the different triangles S ₁ J ₁ S ₂ ..... S _n-1 J _n _i S _n with the different curvatures (radii of curvature) of the track curves are variable in their size; at one of the three corner points the possibility of a longitudinal movement must therefore be provided, which is most conveniently done at the articulation points J., so that the links S work as coupling rods and are transmitted by these longitudinal forces along the train.

Invention device is now the device for lateral deflection or designed to enable a sideways protrusion in an articulated train that when passing through of a track curve or a track curve with constant curvature, the articulation point J suffers a lateral deflection, which

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is at least equal to 0.7 times the value of the maximum lateral displacement of the middle section of the car body or Construction, d. H.

u greater than / equal to o.7 ν (3).

It is especially beneficial to value

u to be less than / equal to 1.4 ν.

To meet this requirement, other means than link S can be used to u to the lateral deflection reach. For example, a screw drive mechanism can be used for this purpose, to the pivot points J in relation on the suspensions E to move laterally, through a transducer for determining the relative yaw angle is controlled between adjacent car bodies.

In Fig. 3, the handlebars S come in points T ₁ , Tp, .... T

p,

not necessarily to be tangent to the curve, d. H. in points that are in the middle of the axes of the underframes 5 lie. However, in order to make the best possible use of the advantages of the joint arrangement according to the invention and to be able to To obtain perfect steering in curves with constant curvature, the links S should be tangential to the curve of the track come to rest. The geometrical relationships given for this special case will now be explained in more detail.

The points indicated by Q in Fig. 3 are those Points on the center line of the car bodies which correspond to the positions of the points on the track center line which are mutually exclusive determined by the centers of the bowstrings. Each of these points defines a position in which a maximum

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lateral mid-deflection takes place, the symmetrical Car structure and tangential position of the handlebar S, in the middle of the car, measured on the longitudinal direction Carriage centerline, occurs. For the sake of simplicity, it is assumed that in Fig. J5 the middle car bodies are similar to each other and are symmetrical, and that only the final front and final rear carriages have different dimensions having.

First of all, consider the geometric relationships at the first point of articulation. The lateral deflection of the hinge point J ,, measured from the track center line, is equal to u ,. When checking the geometric relationships with respect to the first and second car body center lines within of the track curve results in:

U ₁ - (j ² - ef) / (2R _o ) - (jjj - e |) / (2R _o ) (4).

The examination of the geometric relationships in the triangle S ₁ J ₁ S ₂ shows, if small angles are assumed and it is also assumed that J ₁ and J ₂ are essentially constant:

U ₁ - Cb ₁ J ₁ ) Z (R ₀ ) - (a ² ) / (2R _o ) = (b ₂ J ₂ ) / (R _o ) (a ² ) / (2R _o ) (5).

The dimensions for the handlebar S result from this

b _x - (j ² - e ² + a ² ) / (2j ₁ ) (6)

b ₂ - (j ² - e ² + a ² ) / (2J ₂ ) (7).

Calculated example:

The aim is to create a device for achieving the lateral deflection which fulfills the following condition:

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- Io -

(a) Half the bowstring length for the middle car bodies should be 7.2 meters - this one The restriction results from the Lichtraura standard profile;

(b) the lateral deflection u at the articulation points should be 0.9 times the lateral deflection ν be in the middle of the middle car bodies - this condition also results from the clearance standard profile

(c) half the length of the bowstring in the final carriage should be equal to 5 · οοο meters, which is arbitrary represents the selected value, and

(d) the wheelbase or axle base of the underframe is 2.5 meters.

Thus: e ^ - 5,000 meters; βρ = 7 * 2οο meters; u, = 0.9 Vp

a = 1.25 meters.

Calculation:,

1_ ± With equations (1) and (2) half the length of the middle car body results

(jf - öq) / (2R) = 0.9 (e |) / (2R); J ₀ = 1.9 (e |) = 9.925

2. The length J for the final car body results from equation (4)

(jf - ef ) / (2R _o ) = (j | - e |) / (2R _o )

J ₁ - j |) - (e |) + (ef) - 8.465 m

- 11 -

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The size b ^ of the handlebar S results from equation (6) b, = 2.848 m

4. The size bp of the link S results in siGh with equation (7)

b ₂ = 2.429 m

. The length of the link S at the final articulation point is ^b l ^{+ b} 2 ^{= 5}

6. The length of the link S at the central articulation points, assuming symmetrically formed central car superstructures, is the same

2b ₂ = 4.858 m

^ The lateral deflection in the middle of the middle car body in a track curve with a radius of Joo meters results from

Vp = 0.0846 m

8. The lateral deflection at the articulation point with a track curve of 300 meters radius results from equation (2)

u. = Up = 0.778 m

zsz — szs

In Figs. 5 and 6, the joints Jp are formed by ball joints 26 formed, the links S by elements 24 and the points of articulation S, and Sp by ball joints 25.

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The suspension E consists in the particularly advantageous embodiment of the invention shown in these FIGS. and W2 is mounted on the pivoting axle suspension of the bogie frame, schematically indicated by 12 '. A second rack frame 33 is connected to the bogie frame 11 by means of oscillating or pendulum links or links Jk in such a way that there is a transverse suspension. The control arm 24 is fastened on the second bogie frame 33 and consequently also on the bogie frame 11 by means of vertical springs 35. The car bodies 4 ¹ 'and 4 ^ft> themselves in turn rest on the links 24 or are supported by them.

Between the bogie frame 11 and the handlebar 24 is a Axle pendulum suspension of relaxation type arranged. In this axle swing suspension, the bogie frame 11 is by means of Rods 13 connected to a crossbar 16, which at 4o is rotatably connected to the handlebar 24. The crossbar is with respect to its yaw possibility in relation to the handlebars through the arrangement of hydraulic dampers and springs 22, 23, which are one behind the other, restricted. In this way it is achieved that the bogie 11 as a whole rotated about a vertical axis going through the pivot point 4o against the action of the axle pendulum suspension.

- Expectations -

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Claims (1)

Expectations [_ 1. ι Articulation arrangement in a composite car An articulated train which is adapted to run along a guideway, the end of each car body being articulated to the next end of a next car body such that relative lateral movement of the car bodies is prevented but relative angular displacement is possible and in which there is a common underframe for supporting the ends of adjacent car bodies, characterized in that a device is provided which causes the articulation point (J) to undergo a lateral deflection (u) with respect to the underframe (11) when traveling through an arc, which fulfills the condition: u £ o, 7 ν where (u) is the lateral deflection of the pivot point (J), measured from the center line running in the longitudinal direction of the guideway, and (v) the maximum lateral deflection of the Car body, measured from the longitudinal center line of the guideway, in the area of the longitudinal center of the car is. 2. Joint arrangement in an articulated train according to claim 1, characterized in that da.3 for (u, v) the condition is met ': u - 1.4 v. 5. Joint arrangement in an articulated train according to claims 1 and 2, characterized in that the device for causing ei.nor lateral deflection from a rigid link (24) is shown, with which in its central area a lower gallery (bogie ) (11) is connected, the handlebar (24) 209836/0756 is connected with its ends to adjacent car bodies (4 ^{! t} , 4 ^lfI ) at such a longitudinal distance of the car bodies from their articulation point (J ₁ , Jg) that when driving through a circular arc or a curve in the course of the guideway (1) causes the articulation point (J) and the two connection points of the car bodies (4 ", 4 ^'11 ) with the link (24) inevitably to _{form an apex angle in a triangle (S n-1} -J -, - S) which the lateral deflection (u) of the articulation point (J) is defined. 209836/0756