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EP0379735B1 - Véhicule de chemin de fer à crémaillère à bogie de traction - Google Patents

Véhicule de chemin de fer à crémaillère à bogie de traction Download PDF

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Publication number
EP0379735B1
EP0379735B1 EP89124058A EP89124058A EP0379735B1 EP 0379735 B1 EP0379735 B1 EP 0379735B1 EP 89124058 A EP89124058 A EP 89124058A EP 89124058 A EP89124058 A EP 89124058A EP 0379735 B1 EP0379735 B1 EP 0379735B1
Authority
EP
European Patent Office
Prior art keywords
bridge
vehicle
shaped structure
trucks
integral
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.)
Expired - Lifetime
Application number
EP89124058A
Other languages
German (de)
English (en)
Other versions
EP0379735A3 (fr
EP0379735A2 (fr
Inventor
Giorgio De Lama
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.)
MTC ITALIA SpA
Original Assignee
MTC ITALIA SpA
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.)
Filing date
Publication date
Application filed by MTC ITALIA SpA filed Critical MTC ITALIA SpA
Priority to AT89124058T priority Critical patent/ATE97864T1/de
Publication of EP0379735A2 publication Critical patent/EP0379735A2/fr
Publication of EP0379735A3 publication Critical patent/EP0379735A3/fr
Application granted granted Critical
Publication of EP0379735B1 publication Critical patent/EP0379735B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
    • B61C11/04—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel tractive effort applied to racks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H9/00—Brakes characterised by or modified for their application to special railway systems or purposes

Definitions

  • the present invention relates to a railway vehicle of the type driven by means of a rack rail, which railway vehicle is equipped with single-axle trucks having such a structure as to make it possible high traction powers to be accomplished, and traveling safety and stability to be secured.
  • the rack railway vehicles which use, for transporting the true car, two single-axle trucks, i.e., two axles, each of which is integral with two mutually opposite wheels running on the tracks, are provided with one gear wheel keyed onto each one of their axles, and inmeshing with a rack rail installed at rail level.
  • each truck is composed by one electrical, direct-current motor, anchored under the flatbead, or the load-bearing chassis of the vehicle, which constitutes the bottom of the same railway car, which electrical motor transmits the motion, through a shaft and the relevant Cardan joints and elastic joints, to a speed reduction gear, positioned astride of the wheel axle; this latter transmits then the motion to the weel gear which, by being inmeshed with the rack rail, causes the vehicle, supported by the vehicle wheels, idling on the same axle, to move.
  • the shaft of transmission of the movement from the motor to the speed reduction gear normally is given a telescopically extensible structure.
  • the elastic suspension of the car relatively to the trucks is normally constituted by reversed-"V"-shaped spring systems, or similar systems, which springs are positioned astride of the wheel axles on both truck sides and are anchored, at one of their ends, to the bottom of the car, and at their other end, inside housings integral with the wheel axle.
  • the braking system consists of a disk brake installed on the coupling which connects the driving shaft with the speed reduction gear; this brake is the normal service brake. Furthermore, an emergency brake, or parking brake, is provided, which is constituted by a metal band acting on a drum keyed on the axle bearing the two vehicle wheels and the driving gear wheel. As a further braking system also the electrical motor is used which, when its running speed adjustment is varied, with said running speed, i.e., its revolutions per minute, being adjusted at decreasing values, opposes a resistance to the revolution, generating a braking force which is proportional to the intensity of said variation.
  • the braking is normally carried out by means of the electrical motor, through the electrical system.
  • the service disk brake usually performing a modulated action, automatically undertakes its braking action in case the electrical braking results to be insufficient, and the band-drum brake is the emergency brake.
  • the structure of the trucks provides for room for only one electrical motor per each axle, so that only a reduced power can be fed and, as a consequence, the traveling speed of the vehicle is rather low; the various braking systems, either directly or indirectly acting on the wheel axles, do not secure that the vehicle will be stopped in the not seldom case of damages to the teeth of the driving gear wheel inmeshing with the rack rail, with the consequent possibility of derailments.
  • the vehicle can tend to pitch and to overturn in the longitudinal direction, i.e. , in the traveling direction, discharging the uphill wheels and sometimes causing said uphill wheels to disengage from the tracks.
  • the spring-based suspension system capable of controlling the side shifts of the car relatively to the trucks; in practice, not always does it secure the desired comfort for the vehicle's users.
  • the coupling between the motor and the speed reduction gear, installed on different components of the vehicle, relatively to each other, causes, owing to the oscillations of said different vehicle components relatively to each other, uncontrolled changes in mutual revolutionary motion, with vibrations and resonance phenomena being consequently generated.
  • a purpose of the instant invention is of providing a rack railway vehicle provided with single-axle trucks having such a structure, as to obviate the drawbacks which affect the railway vehicles known from the prior art, and, above all, which is capable of enabling the vehicle to operate at higher traveling speeds, and of securing the greatest safety in case of sudden brakings also on high line slopes.
  • Another purpose of the instant invention is of providing a railway vehicle equipped with highly reliable emergency brakes, capable of stopping the vehicle also in case troubles occur, which affect the toothing of the gear wheel inmeshing with the rack rail.
  • a further purpose of the present invention is of securing the traveling of the vehicle, even if at a reduced speed, also in case one, or two, of the electrical driving motors, or their electrical systems, undergo a fault.
  • a not least purpose is of providing a railway vehicle which is particularly, but not exclusively, suitable for use on narrow-gauge rack railways, and is capable of securing comfortable traveling conditions also on tracks positioned on irregular-surface lands.
  • a rack railway car or vehicle with two single-axle trucks which single axle is integral with two idling wheels running on the tracks, and is integral with at least one gear wheel inmeshing with said rack rail and driven by electrical motors
  • railway vehicle is constituted according to the present invention by a load-bearing chassis for supporting the car, or by a self-supporting bodywork structure, and by two trucks equal to each other, symmetrically installed opposite to each other under said chassis or said self-supporting bodywork of the vehicle, with each one of said trucks comprising a substantially bridge-shaped structure connected with said chassis or self-supporting bodywork, at one of its ends, by means of a ball joint and, at the other one of its ends, by means of a suspension based on a pair of cup springs or the like, positioned at the vertices of the base of an isosceles triangle, the third vertex of which is constituted by said ball joint, with two electrical motors being then
  • a vertical-axis pivot or stud, or guide system, or the like is installed, which is peripherally coated with a vibration-damping material, suitable for preventing the bridge-shaped structure from laterally shifting relatively to the load-bearing chassis of the reailway vehicle.
  • a telescopic shock absorber is provided.
  • the railway vehicle according to the present invention is constituted by a main chassis, or load-bearing chassis 1, on which a usual railway car, not depicted in the drawing, is installed.
  • the chassis 1 shown in Figures 1 and 2 corresponds to a half of the complete chassis of the railway vehicle; the other half of said chassis is equal to the depicted half, and is indicated by the reference numeral 1a.
  • a single-axle truck according to the present invention is arranged and in the complete vehicle the two trucks, equal to each other, are symmetrically positioned opposite to each other, as shown in Figure 3 for indicative purposes.
  • Each single-axle truck is constituted, according to the instant invention, by a bridge-shaped structure 2 consisting of a flat, horizontal, framework 2a and by two mutually opposite pairs of uprights 2b and 2c, with said bridge-shaped structure being connected, at one of its ends, with the chassis 1 by means of a ball joint 3 interposed between the upright 2c and a bracket 4 protruding from the chassis 1, and, at its opposite end,by means of two large vertical springs 5 and 5a interposed between the chassis 1 and two horizontal appendices 2d-2e respectively fixedly mounted onto the uprights 2b of the bridge-shaped structure 2.
  • the suspension of the chassis is hence provided on three points 3-5a-5 arranged at the vertices of an isosceles triangle ( Figure 2).
  • two telescopic shock absorbers 6-6a are installed, which are positioned inclined relatively to the axis of said springs 5-5a, so as to converge towards the longitudinal middle axis of the bridge-shaped structure.
  • the ball joint 3 is preferably coated with a vibration-damping material, and is capable of enabling the bridge-shaped structure 2 (and therefore the whole truck, as it is better seen in the following) to partially rotate relatively to the load-bearing chassis 1 according to two mutually perpendicular axes passing through the centre of the ball joint; such partial rotations enable the truck to follow the layout of the tracks and of the rack rail independently from the trim of the vehicle.
  • a stud 7 is then provided, and is visible in Figure 2, also provided with a vibration-damping coating, which stud 7 is interposed, in a vertical position, between said large springs 5-5a and performs the function of preventing the load-bearing chassis from shifting in a transversal horizontal direction relatively to the truck.
  • two electrical, direct-current motors 9-9a are rigidly connected by means of two pairs of brackets 8-8a, with the axes of said electrical motors being parallel to each other.
  • the shafts of both of said motors transmit the motion, through two couplings 10-10a, to two speed reduction gears 12-12a (clearly shown in schematic view in Figure 3), which speed reduction gears, through a pair of bevel gears 13 and speed reduction gears 14-14a, transmit, in their turn, the motion to the axle 15 of the wheels 16-16a of the truck and of the gear wheel 17 inmeshing with the rack rail 18.
  • the axle 15 is revolutionary supported by means of revolving bearings installed in the cases of the speed reduction units 12-12a.
  • the speed reduction units 12-12a are connected with the bridge-shaped structure 2 by means of the vibration-damping supports 11-11a and of the horizontal-pivot vibration-damping supports 21-21a ( Figure 2).
  • said couplings 10-10a are each provided with a brake disk 22-22a and with relevant shoe brakes with pads 25-23a ( Figure 1), of a type known from the prior art; said disk brakes constitute the normal-operations braking system.
  • a safety -- i.e., an emergency -- brake generally indicated by the reference numeral 24 is associated, of the type with hydraulic cylinder with return springs in case, owing to unexpected causes, the fluid pressure is absent in the cylinder, and which is equipped with shoes bearing pads 25 at their bottom end, which pads 25 are suitable for being brought into clamping against the opposite walls of the rail head, with the vehicle being hence automatically stopped.
  • said emergency brake is provided, under said clamping pads, with teeth facing the web of the rail 25a, which teeth are capable of preventing the wheels of the truck from accidentally moving upwards in case the rack undergoes a failure, or in case solid, foreign bodies are interposed between the wheels and the rails, therefore preventing said vehicle from derailing.
  • the railway vehicle according to the present finding is provided with two bridge-shaped trucks, equal to each other, as such trucks are disclosed hereinabove by referring to Figures 1 and 2, which trucks are arranged aligned to each other and mutually opposite under the load-bearing chassis 1 of the vehicle. Therefore, in practice, the second truck, generally indicated by the reference numeral 26 in Figure 3, has its own ball joint connected with a relevant bracket protruding from the chassis 1a, in a position opposite to, and aligned with, the bracket 4 of the bridge-shaped structure of Figure 1. Therefore, the vehicle can oscillate around six points constituted by the two ball joints in central position, and the two pairs of large springs installed at the opposite ends of both trucks.
  • the instant Applicant was able to observe that the use of two electrical motors on each truck, and consequently of four motors one each railway vehicle, makes it possible very high traction powers to be obtained with small overall dimensions so that, also in case of narrow-gauge railways, it results it possible high speeds to be obtained, always under conditions of maximum safety; furthermore, the particular, hereinabove disclosed, emergency brake, acting on the tracks, makes it possible the vehicle to be stopped under any emergency cases, with no risk of vehicle derailment.
  • the feed of power to the four motors is accomplished in such a way that the electrical current is subdivided among all of said motors, in order to prevent some of the transmission organs from being overloaded and overstressed relatively to the remainder transmission organs. Furthermore, the power of each individual motor is selected in such a way as to enable the vehicle to travel, even if at a reduced speed, or, in case two motors undergo a failure, at half speed, independently from how said faulty motors are distributed between the trucks.
  • the electrical equipment is so studied, as to automatically allow the traveling speed to be increased when the required torque decreases, when the slope and/or the transported load are smaller than the maximum slope/transported load.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Linear Motors (AREA)
  • Vibration Prevention Devices (AREA)
  • Braking Arrangements (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (6)

  1. Véhicule ferroviaire à crémaillère avec de bogies à essieu unique solidaire à deux poulies de renvoi (16, 16a)coulissant sur les rails et ayant au moins une roue dentée (17) faisant prise sur une crémaillère et actionnée par des moteurs électriques (9, 9a) caracterisé en ce qu'il est constitué par un chassis portant (1) qui doit supporter la voiture ou bien par une structure autoportante de la carrosserie et par deux bogies identiques (26) à essieu unique disposés symétriquement opposées sous ledit chassis ou voiture portante, chacun desdites bogies comprenant une structure substantiellement en forme de pont (2) jointe audit chassis ou voiture portante, à une extremité, au moyen d'un joint sphérique (3) et à l'extremité opposée, au moyen d'une suspension à ressort plates (5, 5a) ou similaires disposés aux sommets de la base d'un triangle isocèle dont ledit joint sphérique répresente le troisième sommet, à ladite structure en forme de pont ètant ensuite solidairement joint à deux moteurs électriques (9, 9a) susceptibles de trasmettre au moyen de deux joints coaxiaux (10, 10a) comprenant un frein à disque et deux réducteurs (12, 12a) solidaires audit pont le mouvement à au moins une roue dentée (17) solidaire audit essieu et engrenant avec une crimaillére, étant associé à ladite structure en forme de pont au moins un frein de securité (24) du type à cylindre hydraulique et avec action du type passif, doté de machoires avec des cales d'extremité (25) susceptibles de stopper sur la tete à champignon du rail en cas de manque de pression dans ledit cylindre hydraulique et de dents antidéraillement.
  2. Véhicule selon la revendication 1 caracterizé en ce que entre ladite structure en forme de pont (2) et ledit chassis portant (1) on a prévu un goujon (7) ou un systéme de guide ou similaire, à axe vertical, revetu à sa périphérie avec du materiel antivibration susceptible d'empecher les deplacements latéraux de la structure en forme de pont par rapport au chassis portant.
  3. Véhicule selon la revendication 1 caracterizé en ce que on associe à chacun dedits ressorts de suspension (5, 5a) un amortisseur du type teléscopique (6, 6a) ou similaire pour l'attenuation du oscillations du véhicule par rapport aux bogies (26).
  4. Véhicule selon une ou plusieurs revendications précedents caracterizé en ce que ledits moteurs (9, 9a) sont alimentés par un courant electrique également reparti entree ledits moteurs, dans le but de ne pas surcharger certains organes de trasmission par rapport aux autres.
  5. Véhicule selon les revendications précedentes caracterizé en ce que ledits reducteurs (12, 12a) supportent ladite structure en forme de pont (2) par l'interposition de supports antivibrants (21, 21a).
  6. Véhicule selon les revendications précedentes caracterizé en ce que lesdits moteurs (9, 9a) sont structurés pour fournir une puissance suffisante à une marche réduite, en cas d'endommagement à l'un ou aux deux moteurs memes.
EP89124058A 1989-01-25 1989-12-28 Véhicule de chemin de fer à crémaillère à bogie de traction Expired - Lifetime EP0379735B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89124058T ATE97864T1 (de) 1989-01-25 1989-12-28 Zahnradbahnfahrzeug mit verbessertem motordrehgestell.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT1918089 1989-01-25
IT8919180A IT1228346B (it) 1989-01-25 1989-01-25 Veicolo ferroviario a trazione mediante cremagliera, provvisto di carrelli perfezionati.

Publications (3)

Publication Number Publication Date
EP0379735A2 EP0379735A2 (fr) 1990-08-01
EP0379735A3 EP0379735A3 (fr) 1991-07-10
EP0379735B1 true EP0379735B1 (fr) 1993-12-01

Family

ID=11155572

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89124058A Expired - Lifetime EP0379735B1 (fr) 1989-01-25 1989-12-28 Véhicule de chemin de fer à crémaillère à bogie de traction

Country Status (4)

Country Link
EP (1) EP0379735B1 (fr)
AT (1) ATE97864T1 (fr)
DE (1) DE68911123T2 (fr)
IT (1) IT1228346B (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102720821A (zh) * 2012-04-17 2012-10-10 罗勤勉 一种机械传动系统
CN108099935A (zh) * 2018-01-31 2018-06-01 沈阳新阳光机电科技有限公司 转向架及齿轨车辆
CN108725459B (zh) * 2018-07-03 2023-07-21 中车资阳机车有限公司 一种齿轨列车入轨机构
CN109823358B (zh) * 2019-02-27 2024-10-18 中铁宝桥集团有限公司 一种具有两种驱动方式的悬挂式单轨转向架
CN112550344B (zh) * 2020-12-23 2025-05-23 云南星石科技有限公司 一种用于齿轨卡轨车的超速制动车
CN114312900A (zh) * 2022-01-28 2022-04-12 中车长春轨道客车股份有限公司 用于非动力齿轨转向架的制动轮对和非动力齿轨转向架

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH413892A (de) * 1964-05-25 1966-05-31 Schweizerische Lokomotiv Antriebsanordnung eines Schienentriebfahrzeuges für wahlweisen Zahnrad- oder Adhäsionsbetrieb
CH464995A (de) * 1966-11-14 1968-11-15 Schweizerische Lokomotiv Zweiachsiges Zahnradfahrzeug
DE2925905A1 (de) * 1979-06-27 1981-01-22 Boehmer Eisenwerk Kg Einrichtung zum justieren und arretieren von schienenfahrzeugen

Also Published As

Publication number Publication date
IT1228346B (it) 1991-06-14
DE68911123D1 (de) 1994-01-13
IT8919180A0 (it) 1989-01-25
ATE97864T1 (de) 1993-12-15
DE68911123T2 (de) 1994-03-31
EP0379735A3 (fr) 1991-07-10
EP0379735A2 (fr) 1990-08-01

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