GB2135643A

GB2135643A - Rail vehicle

Info

Publication number: GB2135643A
Application number: GB08404078A
Authority: GB
Inventors: Ulrich Budde; Wolfgang Michels
Original assignee: Fried Krupp AG
Current assignee: Fried Krupp AG
Priority date: 1983-02-18
Filing date: 1984-02-16
Publication date: 1984-09-05
Also published as: DE3305607A1; IT1173263B; GB8404078D0; IT8419604A0; FR2541212A1

Abstract

The rail vehicle comprises a chassis mounted on bogies (2) with each of which there is associated a device for preventing rotating movement of the bogie relative to the chassis about axis 5 during straight travel at high speeds. In the illustrated embodiments each bogie (2) is coupled to the chassis by piston- and-cylinder devices (11, 12) with cylinder chambers (e.g. 11a, 12a) at opposite sides of the vehicle connected by a conduit (e.g. 41) in which there is a valve (37) operable by a solenoid to block fluid flow and prevent rotation about axis 5. The valve (37) can be controlled by a device (65, 66) indicating straight-ahead position of the bogie relative to the chassis and by a tachogenerator (61) and the valve may have a throttling position or positions in addition to the blocking position. <IMAGE>

Description

SPECIFICATION Bogie-mounted Rail Vehicle The invention relates to a bogie-mounted rail vehicle according to the opening statement of Claim 1. The mechanical-hydraulic coupling serves-both in itself and in co-operation-firstly, especially in pivot-journalless driving vehicles, for the transmission of the pushing and pulling forces from the bogies to the vehicle chassis and/or vice versa, and nextly for the controlled turn-off movement of the bogies.

A bogie-mounted rail vehicle in which to each bogie there are allocated two hydraulic cylinders of which one is secured on each side of the body, each cylinder chamber of the one cylinder being connected by a conduit with the corresponding chamber of the other cylinder, is known from British Patent Specification No. 1 306342.

The wheel sets of rail vehicles in general possess conically profiled tread surfaces due to which the wheel sets constantly centre themselves towards the track middle when running in a straight line, so that as a rule wheel flange contact is avoided. A drive assembly equipped with such wheel sets constitutes a selfexcitable oscillation system the damping of which decreases with rising speed. At what is called the critical speed the damping of at least one oscillation form becomes zero. As from this speed the dynamic behaviour of the drive assembly is characterised by running of the wheel flanges against the rail, in which very high forces are transmitted between wheel and rail. The rail contact of the wheel flanges results in a distinct deterioration of travelling comfort, considerable wear, and a reduction of operational safety.

In order to reduce troublesome torsional vibrations-and thus in order to raise the critical speed-it is known to connect the bogie truck with the vehicle chassis through individual damping cylinders which act independently of one another. This arrangement is an invariable damping coupling between the bogies and the vehicle chassis. This coupling always has the same damping value, irrespective of the speed. In high-speed travel straight ahead, in which great damping would be desirable, thus the same damping is present as in travel round tight bends at low speeds, in which free turn-off movements are desirable.

Attempts have also been made to increase the running smoothness of rail vehicles at high speeds by friction dampers. However it is here disadvantageous that for every rotating movement a specific break-away moment is necessary, which arises only with correspondingly high rail-flange contact forces which again cause great wear. Moreover the bogies do not go back of their own accord into their straight-ahead position, so that in a straight line the bogies are running in a position turned off from the longitudinal axis of the track, which again leads to great wear on wheel and rail.

The invention is based upon the problem of improving the smoothness of running of the rail vehicle at high speeds while retaining the good bend-travelling quality in the rotating movement of undamped bogie-mounted rail vehicles, and of raising the speed at which a periodical running of the wheel flanges against the rail begins on account of the oscillation behaviour of the bogie.

In accordance with the invention this problem is solved by the features as characterised in Claim 1. The bogie can be made fast by the blocking device at high speeds, which is equivalent to an infinitely great damping.

The blocking device according to Claim 2 is expediently influenced by a speed.indicator, and the speed at which the blocking device is actuated is predeterminable.

The instruction according to Claim 3 gives an especially advantageous solution of the problem for vehicles with mechanical-hydraulic coupling between the bogies and the vehicle chassis.

While at low speeds the bogies can turn off substantially without damping, a bogie set straight ahead is at a predeterminable speed hindered by actuation of a control valve from a rotating movement which renders an oscillation behaviour possible.

The measure increasing the smoothness of running of the vehicle can further be refined by stages or steplessly in a development according to Claims 4 and 5, the straight-ahead position of the bogies being ensured according to Claim 5 by a pair of signal emitters.

Examples of embodiment of the object of the invention are represented in the drawing and will be explained in greater detail below.

Figure 1 represents a rail vehicle having two bogies and hydraulic-mechanical coupling between these and the main chassis, in a diagrammatic plan view, Figure 2 shows the cylinders and bogies of the vehicle according to Figure 1, in which the two hydraulic cylinders allocated to each bogie are connected by two conduits provided with one common control valve, in symbolic representation, Figure 3 shows one half of the form of embodiment according to Figure 2, in a more detailed symbolic representation, Figure 4 shows the hydraulic cylinders of the vehicle according to Figure 1 with a crosswise conduit connection, Figure 5 shows the hydraulic cylinders of the vehicle according to Figure 1, of which each cylinder is connected with the cylinder on the other side of the vehicle and the cylinder on the same side on the other vehicle half, Figure 6 shows a mechanical-hydraulic coupling of the bogies with the vehicle chassis through two single-acting cylinders per bogie side, in which the cylinders lying in the middle of the vehicle are connected crosswise with one another, Figure 7 shows a mechanical-hydraulic coupling in which the two single-acting hydraulic cylinders allocated to each bogie are arranged in one direction, two cylinders of each bogie being connected crosswise with two cylinders of the other bogie, Figure 8 shows two hydraulic cylinders arranged one above the other and allocated to one bogie side, in perspective representation, Figure 9 shows a hydraulic coupling for a rail vehicle with two bogies, consisting of two cylinders each having two pistons, Figure 10 shows a mechanical-hydraulic coupling with hydraulic cylinders articulatedly arranged between bogies and vehicle chassis, and Figure 11 shows two connecting conduits of the hydraulic coupling with a throttling directional control valve.

In the form of embodiment according to Figure 1 the bogie-mounted rail vehicle consists of a main chassis 1 and two two-axled bogies 2, 3.

The main chassis 1 rests through "Flexicoil" springs 4 on the bogies 2 and 3.

The "Flexicoil" springs 4 permit the bogies 2, 3 to turn off about their respective pivot points 5 and 6, which can be formed especially as pivotjournalless, theoretical pivot points.

The rail vehicle comprises four hydraulic cylinders 11 to 1 4 which are secured each through a bracket 7 on the vehicle chassis 1. The piston rods 1 5 of the cylinders 11 and 12 are connected each through a pull-and-push rod 16, articulatedly connected therewith, with the bogie 2, the end of the pull-and-push rod 1 6 pointing away from the cylinder being connected articulatedly with a retaining fitting 1 7 secured on the bogie 2. In the same way the piston rods 1 5 of the cylinders 13 and 14 are articulatedly connected with the bogie 3.

Of the two double-acting cylinders 11 and 12 of the vehicle according to Figure 1, in the example of embodiment according to Figure 2 in each case the cylinder chambers 1 a, 1 2a, 11 b, 1 2b are connected with one another by a conduit 41 or 42 respectively. The cylinder chambers 1 3a, 1 4a, 1 3b, 1 4b allocated to the bogie 3 are connected each with a conduit 43 and 44 respectively.

Into each pair of conduits 41, 42 and 43, 44 there is installed a solenoid-controllable directional control valve 4/2 (having 4 ports and 2 distinct positions) 37-hereinafter also briefly called "magnetic valve"-which in the currentless condition is held by a spring in the throughflow position as illustrated and can be shifted into the blocking position by an electromagnet.

On a bogie a tachogenerator 61 is connected with the axle 8 of one wheel set and is driven by the latter (8). Between the tachogenerator 61 and the magnetic valve 37 the following elements are arranged a threshold-value switch 62, a magnetically actuated on-switch 63 and an amplifier 64.

A position signal emitter 65 is arranged on one end of a bogie and an associated position receiver 66 is arranged at a corresponding position of the vehicle chassis 1. The position signal emitter 65 can be formed for example as light source and the position receiver 66 as a photo-electric cell. When the bogie is in the straight-ahead position the position signal emitter 65 generates an electric signal in the position receiver 66 which closes the on-switch 63.

The tachogenerator 61 gives off an electric signal proportional to the speed of the rail vehicle.

Below a predeterminable ideal value the threshold-value switch 62 gives off no signal. As from the ideal value corresponding to a predeterminable speed the threshold-value switch 62 gives off a constant electric signal which, when the bogie is in the straight-ahead position and the on-switch 63 is closed, being amplified by the amplifier 64, switches the electromagnet 37 into the locking positidn.

So that the bogies 2, 3 can still turn off when force peaks or interference forces occur, even when the magnetic valve 37 is closed and/or the conduits 41,42, etc. are blocked, each conduit 41,42 etc. comprises an arrangement of two parallel-connected pressure relief valves 58, 59 and 58', 59' respectively, acting in opposite directions.

If a turn-off movement in the clockwise direction is imposed from the exterior upon for example the bogie 2 in the example of embodiment according to Figure 3, with the magnetic valve 37 closed, the piston of the cylinder 11 will be moved upwards and the piston of the cylinder 1 2 downwards. Consequently pressure medium flows out of the cylinder chamber 1 a through the pressure-relief valve 57 into the cylinder chamber 1 2a and the pressure medium from the cylinder chamber 1 2b flows through the pressure-relief valve 58' into the cylinder chamber 1 1b.

To maintain the pressure necessary for the function of the hydraulic coupling a hydraulic accumulator 27 is provided. In order to exclude the possibility, given by the spring effect of the accumulator 27, of oscillations of the hydraulic system-and thus also oscillation of the bogies 2, 3-especially at higher speeds, a control valve 28 which can be opened only when the vehicle is stationary is placed before the hydraulic accumulator 27.

In modification of the example of embodiment as described, in the arrangement according to Figure 4 the cylinder chambers 1 a and 1 2a are again connected with the conduit 41 and the cylinder chambers 1 3a and 1 4a with the conduit 43, while the cylinder chambers 1 b and 1 4b and the cylinder chambers 1 3b and 1 2b are connected crosswise with a conduit 45 and 46 respectively. The conduits 41 and 43 each comprise a directional control 2/2 valve 38 controllable by solenoid which can be actuated as described in connection with the example of embodiment according to Figure 3. In the case of this arrangement each bogie 2 and 3-with the magnetic valve 38 opened-can pivot out only together with the other bogie, by the same angle and in the opposite direction.With the same arrangement of the connecting conduits however it is also possible for two conduits each time, for example 41,45 and 43, 46, to be controlled by pairs by a directional control valve 4/2, as described.

In a further example of embodiment according to Figure 5 the cylinder chambers 11 a, 12a are connected with the conduit 41 in the manner as described. In departure from the arrangements hitherto here the cylinder chambers 1 b, 1 3a and 1 2b, 1 4a are connected by a conduit 47 and 48 respectively and the cylinder chambers 1 3b, 1 4b are connected by a conduit 49 having a magnetic valve 38-like the conduit 41.

In the example of embodiment according to Figure 6 to each bogie 2 and 3 on each vehicle side there are allocated two mutually opposite single-acting hydraulic cylinders 21 21" and 22', 22" in the case of the bogie 2 and 23', 23" and 24', 24" in the case of the bogie 3. The piston rods 15 of each two opposite cylinders 21 21" and 22', 22" etc. are connected through two draw and push rods 1 6 with the retaining fittings 17 of the bogies 2 and 3.The cylinders 21 22' and 23', 24' are in each case directly connected with one another through a conduit 51 and 52 respectively having a magnetic valve 38, while the cylinders 21", 24" and 22", 23" are connected with one another crosswise through a conduit 53 and 54 respectively.

In this example of embodiment the conduits 53, 54 can also be equipped each with a 2/2 directional control valve 38. It is however also possible, as described, to equip two conduits in each case, for example 51 and 53, with a common 4/2 directional control valve.

In a further example of embodiment the single acting cylinders 21' to 22" and 23' to 24" allocated to a bogie are articulated in each case from one side to the bogies (see Figures 7 and 8), with the hydraulic arrangement corresponding to that of the example of embodiment according to Figure 6. The retaining fittings 17' provided on the bogies have for this purpose two articulation points arranged one above the other (see Figure 8).

In a further example of embodiment according to Figure 9 the vehicle has on its main chassis only two hydraulic cylinders 31, 32 each having two mutually independently movable pistons 33, 34 and 35, 36. The cylinders 31,32 are divided up by the pistons each into three different cylinder chambers 31 a, 31 h, 31 C and 32a, 32h, 32c. The cylinder chambers 31 a, 32a are connected with one another through a conduit 55, the cylinder chambers 31 32b by the conduit 56 and the middle or inner cylinder chambers 31 C, 32c by the conduit 57. The conduits 55, 56 each have a magnetic valve 38.The piston rods 15 of the pistons 33, 35 are articulated each through a draw and push rod 16 to retaining fittings 1 7 of the bogie 2, while the piston rods 1 5 of the pistons 34, 36 are articulated in the same way to the bogie 3. With the arrangement as described the conduits 55, 56 and 57 can of course also be controlled in common by a 6/2 directional control valve.

In a modification of the examples of embodiment as described the hydraulic cylinders 11 to 14 and 21 to 24", instead of being secured to the main chassis 1, can also be articulatedly connected with it, in which case the piston rods 15 of the hydraulic cylinders are articulated directly, as indicated in Figure 10, to the retaining fittings 17 and 17' of the bogies 2, 3.

In the examples of embodiment as described hitherto the conduits 41 to 57 connecting the hydraulic cylinders are provided with nonthrottling control or directional valves 37 and 38 having an opened and a blocking control position, the blocking control position being possible only when the bogies are set in the straight-ahead position. In modification of these examples of embodiment the conduits 41 to 57 can also be provided with throttling directional control valves having a fully opened end position, another end position finitely or infinitely throttling and throughflow and at least one intermediate control position. In Figure 11 the conduits 41 and 42 according to Figures 2 and 3 are provided with a throttling 4/2 directional control valve 37' having an opened and a closed end position and an infinite number of intermediate control positions with variable throttling effect. The valve 37' is provided with a magnetic actuation element which is controlled directly by the tachogenerator 61 through the amplifier 64-possibly as from a predeterminable minimum speed.

Claims

1. Bogie-mounted rail vehicle, consisting of at least one vehicle chassis and at least two bogies, characterised in that to each bogie (2, 3) there is allocated a device (37; 38) for blocking its rotating movement in relation to the vehicle chassis (1) or to one vehicle chassis (1).

2. Rail vehicle according to Claim 1, characterised in that the device (37; 38) for blocking is influenceable by a speed signal emitter (61).

3. Rail vehicle according to Claim 2 having a mechanical-hydraulic coupling between the bogies and the main chassis, where the hydraulic coupling comprises at least two cylinders, for each bogie at least two cylinder chambers are in conduit connection each with another cylinder chamber of the or of one other cylinder, while the mechanical connection takes place through the piston rods of the cylinders, characterised in that for each bogie (2, 3) at least one conduit (41,...) connecting two cylinder chambers (11 a, 12a....) is equipped with a control valve (37; 38) the actuating element of which is connected through a control conduit with the output of a tachogenerator (61).

4. Rail vehicle according to Claim 3, characterised in that the control valve (37; 38) is formed as a throttling directional control valve having an opened and a closed end position and at least one intermediate control position.

5. Rail vehicle according to Claim 3, characterised in that the control valve (37; 38) is formed as a non-throttling directional control valve having an open position and a blocking position, in that to each bogie (2, 3) there is allocated a pair of signal emitters (65, 66) recording its straight-ahead position, of which one emitter (65) is arranged on the bogie (2, 3) and one emitter on the vehicle chassis (1), and in that the control conductor between the actuating element of the control valve (37; 38) and the tachogenerator (61) is provided with a switch (63) which is transferrable by the signal emitters (65,-66) into the closed, connecting control position when the bogie (2, 3) is set in the straight-ahead position.