Jacobs bogie
A Jakobs truck (short Jakob frame ) and a Jacob axis are special types of railway bogies or axles, after the railway engineer William James ( 1858-1942 ) are named, who developed it and then on April 10, 1901 received a patent.
On a Jakobs truck (or axis ), two successive vehicle car bodies are supported at the same time. The bogie that is located directly under the transition of two permanently coupled wagons so (parts). This eliminates the outwardly facing overhang of single vehicles with bogies and there are shorter car transitions possible.
The individual cars in trains with Jacobs bogies are always less than similar cars of the classic design because they have no exterior overhang. The possible through the elimination of one bogie per car transitional weight advantage thereby is less pronounced. However, since the trucks are relatively heavy components, the savings is not to be neglected; also the also relatively heavy clutches are saved between the cars. A disadvantage of Jakobs trucks is that the vehicles can be separated only in workshops, while they form an inseparable unit in operation. To a side of the separating body must jacked and an auxiliary bogie be inserted.
Use
The first successful application of Jakobs trucks in the fast railway was in Germany in 1932 the Flying Hamburger and in 1935 entered service, high-speed railcars of the type of Hamburg and in 1938 built trainset 137 155 Type Kruckenberg. In 1934, this design feature came at the first American Streamlined trains M -10000 and M- 10001 of the Union Pacific Railroad and Pioneer Zephyr of the Burlington route to use.
Examples of Jacob Saxons established the daytime articulated VT 10 501 "Senator" of the German Federal Railways, the first Spanish Talgo trains and the UAC Turbo Train dar. in the U.S.
Current vehicles with Jakobs trucks, for example, TGV, AGV, talent, LINT 41, Flirt, the German ET series 422, 423, 424, 425/426 and Alstom Coradia Continental and the type IC3 of the DSB, which is also in Sweden and Israel is used.
The Series 423 is compared to the previous 420 series a good example of the advantages and disadvantages of Jacob bogies. While a multiple unit BR 420 consists of three cars with two bogies, there are 423 four shorter car with five bogies at the BR. With the same total length of a bogie is saved and an additional superstructure needed to comply with the wheel load. Both the course are to within a few cm of equal length.
Even with trams will find Jacob's bogies - with closely spaced cars journals - often because they are suitable for the construction of articulated railcars. The ends conventionally coupled wagons strong move laterally when a car goes around a tight corner and the attached car in a straight line, so that a walk-in transition for passengers is only costly to build, as it allows strong.
In rail freight transport Jakobs bogies are used. For example, in two-part close-coupled flat cars or double-deck container wagons in the United States.
- Jakobs bogies on the railroad
Jakobs truck on the middle car VT 10 551 ( DMU, 1953)
Jakobs truck a DB - electric railcar class 425 (since 1999)
One of 4 Jakobs trucks of a 5-part container wagon ( United States )
TGV Jakobs truck, here at a Euromed unit in Valencia Norte
Jakobs truck to ČD 844 series ( PESA LINK)
- Schienenfahrzeugtechnik