DE102005041162A1 - Vehicle with roll stops - Google Patents

Abstract

Vehicle, in particular rail vehicle, with a vehicle longitudinal axis (101.1), a first car body (102), a second car body (111), which is adjacent to the first car body (102) in the direction of the vehicle longitudinal axis (101.1), a third car body (112), which is adjacent to the first car body (102) in the direction of the vehicle longitudinal axis (101.1), a first anti-roll device (107) which connects the first car body (102) and the second car body (111), and a second anti-roll device (108) which connects the connects the first car body (102) and the third car body (112), the anti-roll devices (107, 108) each counteracting rolling movements between the car bodies (102, 111, 112) connected via them about a rolling axis parallel to the vehicle longitudinal axis (101.1), and wherein the first anti-roll device (107) and the second anti-roll device (108) are coupled to one another via a coupling device (109), the anti-roll devices (107, 108) and the coupling device (109) are designed in such a way that at least one first displacement on the first anti-roll device (107) causes at least one second displacement on the second anti-roll device (108).

Description

The The present invention relates to a vehicle, in particular a rail vehicle, with a vehicle longitudinal axis, a first car body, a second car body, the first Car body is adjacent in the direction of the vehicle longitudinal axis, a third car body, the first car body in the direction of vehicle longitudinal axis is adjacent, a first anti-roll device, which the first Car body and the second car body connects, as well as a second anti-roll device, which connects the first car body and the third car body, wherein the anti-roll devices each rolling movements between the car bodies connected to them around one to the vehicle's longitudinal axis counteract parallel roll axis.

at Rail vehicles - but even with other vehicles - is the car body usually with respect to the wheel units, such as pairs of wheels or wheelsets, over one or several spring stages resiliently mounted. The occurring at Bogenfahrt, transverse to the travel movement and thus across the vehicle's longitudinal axis acting centrifugal acceleration due to the comparatively high car body focus, the tendency of the car body to opposite the wheel units to the outside of the arch tend to tilt, so therefore a rolling motion to a vehicle longitudinal axis execute parallel roll axis. Similar and also unwanted Can roll due to track position disturbances or other external suggestions are generated.

Such Rolling movements are above certain limits on the one hand Driving comfort detrimental. On the other hand, they bring the danger of a violation of the permissible clearance gauge as well as with regard to the derailment of unilateral unilateral Radentlastungen with it. To prevent this, are usually anti-roll devices used in the form of so-called roll stabilizers. Their task is to oppose the rolling motion of the car body to resist to lessen it while the lifting and diving movements of the car body compared to the Wheel units should not be obstructed.

Such roll stabilizers are known in various hydraulically or purely mechanically acting versions and are used at different locations in the vehicle. They are used partly in or in the immediate vicinity of the chassis or they connect adjacent car bodies. In the chassis area is often a transverse to the vehicle longitudinal direction extending torsion used, as for example from the EP 1 075 407 B1 is known. Likewise, hydraulic solutions have already been proposed for the chassis sector. For example, from the DE 28 39 904 C2 several interconnected hydraulic cylinders known as anti-roll bars in the chassis area of a railway car.

These Although known roll stabilizers lead to the desired increase the roll stiffness of the entire assembly, i. to a sufficient low tilt coefficient of the car body. They point, however the disadvantage that when driving on track sections with a Torsion of the track level, as for example in track overhang ramps or the like, by the now inclined to each other Track levels in the two wheel units a high torsional moment is introduced into the car body or the chassis frame. This is touching therefore, that the respective anti-roll device on a setting of the vertical axis of the car body or the chassis frame which works in parallel to that in the area of the wheel units respectively track standard or this corresponds. As the track standards in the field of wheel units with a distortion of the track level a different orientation have, the torsional load of the car body described results or the chassis frame.

Similar Problems with increased Torsionsbelastungen when driving through track sections with a Torsion of the track level also occur in the generic multi-membered Vehicles in which rolling movements between adjacent Car bodies across to the vehicle longitudinal axis running anti-roll devices, often simple wishbones, are prevented. These wishbones are in usually in the roof area of the car body hinged to the two neighboring car bodies arranged. The wishbones allow a finite length relative pitching movement of the adjacent car bodies, can as However, a special case of degenerate handlebars have the length zero, i. the neighboring car bodies are also directly hinged together in the roof area. In a twisting of the track level between the leading neighbor car and the trailing neighboring cars are their Hochachsen - possibly through their respective anti-roll devices in the chassis area - almost parallel adjusted to the respective track standard. About the rigid anti-roll devices in the roof area are doing in the middle car body considerable Torsionsmomente introduced.

To compensate for the shifts between the two ends of the middle Car body, it is indeed from the EP 0 718 171 B1 known to form the anti-roll devices in the roof area telescopically and length-variable against a spring resistance. Even with this solution, which has a progressive characteristic of the spring resistance when deflected from the neutral position, but still high torsional moments are introduced into the middle car body.

Of the The present invention is therefore based on the object, a vehicle to provide the above-mentioned type, which is the above mentioned disadvantages or at least in much less Has dimensions and in particular in a simple and reliable way, a reduction the torsional load of the car bodies in twisted track sections allows.

The present invention solves this task starting from a vehicle according to the preamble of the claim 1 by the specified in the characterizing part of claim 1 Characteristics.

Of the The present invention is based on the technical teaching that one simple and reliable Way a reduction of the torsional load of the car bodies of the Vehicle in twisted track sections allows when the anti-roll devices are formed at both ends and coupled to each other, that the anti-roll devices the different travel path situation - in a rail vehicle So the track situation - in the area the two adjacent car bodies bill can carry and the first carbody thus occupy an intermediate position can be compared in which the torsional moments introduced into it at least reduced to the known vehicles. According to the invention first anti-roll device and the second anti-roll device therefore about a coupling device coupled together, wherein the anti-roll devices and the coupling device are designed such that at least one first displacement of the first anti-roll device at least one second shift on the second anti-roll device conditionally.

By the above the coupling device achieved displacements on the two Anti-roll bars is it in a simple way possible the different vertical orientation of the second and third Car body in the area of the first car body at least partially compensate. As a result, on the one hand already described above advantageous reduction of the torsional load in the first car body be achieved. This is touching therefore, that the two anti-roll devices in the case of a twisted or otherwise de-formed track level course by the displacements achieved thanks to the coupling device possibly even completely follow the deformed track plane course can, without being pressed to become, d. H. without acting on the first vehicle component To exert restoring force, which then to the described torsional load of the first vehicle component to lead could.

can such an opposite Displacement due to undeformed track plane however, can not take place the anti-roll devices on the other hand, their rolling movements unfold limiting effects to their full extent. In other words, the effectiveness of the anti-roll devices in the cases where they actually are to be used, not impaired.

ever After design and arrangement of the anti-roll devices, the first Shift in opposite directions or in the same direction be the second shift to the described compensation movement to achieve in the area of the first car body.

at preferred variants of the vehicle according to the invention are the articulation points the first anti-roll device and the second anti-roll device on the first car body with respect to vehicle longitudinal axis arranged on the same page, the first shift then opposite to the second shift. This arrangement of the articulation points of both anti-roll devices on the first car body on the same vehicle side has the advantage that due to the arrangement on the same side of the vehicle also implement particularly simple mechanical coupling devices to let.

at Other preferred variants of the vehicle according to the invention are the articulation points of first anti-roll device and the second anti-roll device with respect to the first car body the vehicle's longitudinal axis arranged on different sides, the first shift then in the same direction to the second shift. This design in turn has the Advantage that the car bodies then optionally identical and constructed - based on the direction of travel of the respective car body (i.e., driving forwards or backwards) - in any one Alignment can be coupled together.

The displacements on the respective anti-roll device can be designed in different ways, with different variants also being realized on the two anti-roll devices could be. Thus, the respective anti-roll device, as will be explained in more detail below will be moved, for example, even as a unit accordingly. Likewise, the shift can also take place within the relevant anti-roll device. Thus, in preferred variants of the vehicle according to the invention, the first displacement and / or the second displacement is a displacement between components of the respective anti-roll device.

Preferably the first shift is a change the distance between the articulation points of the first anti-roll device on the car bodies connected by them. Additionally or alternatively the second shift is a change the distance between the articulation points of the second anti-roll device on the car bodies connected by them.

A such distance change The articulation points can be achieved in any way. Prefers It is simply by a corresponding change in length of a component of respective anti-roll device achieved. Preferably, therefore, the first displacement is a change in length a first component of the first anti-roll device and / or the second shift a change in length a second component of the second anti-roll device.

A such change in length can in any way, in particular according to any active principle, be achieved. So it can mechanically, electromechanically, hydraulically, electrohydraulic etc. or by any combination thereof be achieved. In advantageous, because particularly simple design Variants, the first component comprises a first working cylinder, in particular a first hydraulic cylinder, and / or the second Component a second working cylinder, in particular a second Hydraulic cylinder. These are then preferred over a simple connection line connected to achieve mutually conditional shifts. The coupling device therefore preferably comprises at least one first working cylinder and the second working cylinder connecting connecting line for a Working medium, in particular a hydraulic fluid.

Around to keep the dynamic loads of the vehicle components low, is preferably a damping the first and second shifts provided. This can be done be achieved that a first damping device for damping the is provided first displacement and / or a second damping device for damping the second shift is provided.

Because of the simple design connects the coupling device preferably Components of the first anti-roll device and the second anti-roll device, which have the same function and / or location within the respective one roll device exhibit. This allows particularly simple construction variants achieve with simple kinematics.

The by the coupling device or the corresponding components the respective anti-roll device achieved movement translation can in principle chosen arbitrarily and to the design and layout of each side of the Be adapted coupling device connected anti-roll device. In particularly simple designed variants of the vehicle according to the invention, especially for variants with identically constructed anti-roll devices, is provided that the first shift and the second shift essentially the same amount but divergent directions, in particular substantially opposite direction.

at advantageous embodiments of the vehicle according to the invention is provided that the first anti-roll device is articulated in a first articulation point on the coupling device, the second anti-roll device articulated in a second articulation point on the coupling device is, and the coupling device is designed such that conditioned by an initial force-free first displacement of the first anti-roll device via the first Anlenkpunkt and the second pivot point an opposite second Displacement is initiated in the second anti-roll device. For particularly simple variants of the vehicle according to the invention the coupling device is designed such that a counterforce-free first displacement of the first hinge point an opposite second Displacement of the second pivot point causes. This is possible in particular, make the coupling device particularly simple, because such an opposite If necessary, simply move the two articulation points over one realize single pivotally mounted lever arm with two free ends leaves, where each one of the pivot points is located.

One another advantage of this solution lies in that through the over the articulation points on the coupling device achieved displacement the anti-roll devices no definition given with regard to the design and design of the anti-roll devices is. In the solution according to the invention can thus anti-roll devices of any kind (hydraulic, mechanical, etc.) are used and optionally combined with each other as desired.

Prefers the first articulation point is a support point of the first anti-roll device and / or the second pivot point is a support point of the second anti-roll device. The displacement of such support point of the respective anti-roll device allows it in a particularly simple way, the described the deformed Track level course subsequent movement behavior without generating restoring forces activity the anti-roll devices to achieve. In other words, hereby the entire anti-roll device follow the deformed track plane course, without generating restoring forces.

As already mentioned above, includes the coupling device because of the particularly simple design preferably at least one pivotable about a first pivot point on the first vehicle component hinged first lever arm, wherein the first pivot point in the kinematic chain between the first roll device and the second anti-roll device is arranged. Preferably, the first lever arm comprises a free one first end and a free second end, the first end immediately with the first anti-roll device is connected and the second end directly or over more Intermediate elements is connected to the second anti-roll device. At the free ends of such a first lever arm can then, as set forth above, each one of the articulation points to be arranged.

at preferred, because particularly easy to design variants of the vehicle according to the invention connects the coupling device on the same side of the vehicle longitudinal axis located parts of the first anti-roll device and the second anti-roll device.

at further advantageous variants of the vehicle according to the invention it is provided that the coupling device at least one to a first Pivot pivotally hinged to the first car body hinged first Lever arm, wherein the first pivot point in the kinematic chain between the first anti-roll device and the second anti-roll device is arranged. Hereby lets to achieve a particularly simple design. Preferably comprises the first lever arm has a free first end and a free second end, wherein the first end directly with the first anti-roll device is connected and the second end directly or over more Intermediate elements is connected to the second anti-roll device. At the free ends of such a first lever arm can then, as set forth above, each one of the articulation points to be arranged.

at further advantageous variants of the vehicle according to the invention it is provided that the coupling device at least one to a second Pivot pivotally mounted on the first car body hinged second Lever arm, wherein the second pivot point in the kinematic Chain between the first anti-roll device and the second anti-roll device is arranged and the second lever arm with the first lever arm over at least a coupling element, in particular a push rod, is connected. By such an arrangement can be advantageously favorable movement translations achieve, so even larger distances be bridged between the anti-roll devices can, without the coupling device having to perform large deflections.

The Coupling device as mentioned be formed in any suitable manner to the above opposing Displacements of the anti-roll devices or at the anti-roll devices to achieve. As mentioned, It can be purely mechanical by a lever mechanism or the like be educated. Likewise, it can also be completely or partially over fluidic transmission, for example a hydraulic transmission be realized. In further preferred variants of the vehicle according to the invention is therefore provided that the coupling device at least one with the first anti-roll device connected first working cylinder, in particular a first hydraulic cylinder, comprises, the coupling device at least one with the second roll device connected second working cylinder, in particular a second Hydraulic cylinder comprises and the coupling device at least one the first working cylinder and the second working cylinder connecting trunk for a working medium, in particular a hydraulic fluid comprises.

Especially advantageous the invention thereby in connection with so-called wheelless palanquins, so car bodies, not with wheels are provided and suspended between two adjacent car bodies. Preferably, it is therefore provided that the first car body after Kind of a wheelless litter is formed, wherein he on the second car body and the third car body is attached.

at particularly advantageous variants of the vehicle according to the invention becomes the attenuation of the first and second displacements already described above achieved in the coupling device. For this purpose, the coupling device comprises a damping device.

In particularly advantageous variants of the vehicle according to the invention, at least one of the displacements can be actively generated. According to the invention, it is provided that at least one of the anti-roll devices and / or the coupling device comprises an adjusting device.

Further preferred embodiments of the invention will become apparent from the dependent claims or the below description of preferred embodiments, which the attached Drawings reference. Show it:

1 a schematic plan view of a portion of a preferred embodiment of the vehicle according to the invention in neutral position;

2 a schematic plan view of the part of the vehicle 1 in a twisting position;

3 a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

4 a schematic plan view of the part of the vehicle 3 in a twisting position;

5 a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

6 a schematic plan view of the part of the vehicle 5 in a twisting position;

7 a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

8th a schematic plan view of a part of a vehicle according to the prior art in neutral position;

The The present invention will be described below with reference to several embodiments described in the field of rail vehicles, where they are particularly advantageous to use, to cause excessive torsional loads within the structure of the car bodies avoiding track wraps. This problem arises in particular for link trains such. multi-part trams or Multiple units, which consist of individual, interconnected segments with intermediate transitions for passengers. Especially if individual segments are not on their own landing gear supported but as so-called "litter" over Articulated joints in the floor area and possibly further coupling elements in the roof area are connected to their neighboring segments, the Advantages of the invention are particularly well come into play.

First embodiment

The 1 and 2 show schematic plan views of a part of a vehicle according to the invention 101 with a vehicle longitudinal axis 101.1 , The vehicle 101 includes a wheelless first carbody 102 , on two adjacent car bodies, namely a second car body 111 and a third carbody 112 is supported in the manner of such litter.

The car bodies 111 and 112 are each in the connection area to the first car body 102 via appropriate spring devices on chassis 104 and 105 supported. The first carbody 102 thus supports the second car body 111 and the associated spring device on the first chassis 104 and over the third car body 112 and the associated spring device on the second chassis 105 from. The car bodies 102 . 111 and 112 In other words, represent vehicle segments of the multi-unit vehicle 101 represents.

While excessive rolling differences between the car bodies 102 . 111 and 112 should be prevented, due to the passage of deformed track sections, especially track distortions, adjusting staggered inclinations of successive car bodies 112 . 102 and 111 be allowed to their respective longitudinal axis.

Well-known solutions, one of which is a vehicle 1 in example 8th is shown, for example, in the roof area between adjacent car bodies 2 . 11 and 12 transversely arranged and articulated connecting rods 3 on. The over bogies 4 . 5 supported car bodies 2 . 11 . 12 are still for example by an articulation 6 hinged together in the floor area. When rolling a car body 2 . 11 . 12 , ie a transverse movement in the roof area compared to the lower rolling pole, this transverse movement on the stiffness of the rods 3 on the adjacent car body of the articulated train 1 transfer. The bars 3 thus prevent the rolling of the car bodies 2 . 11 . 12 relative to each other while at the same time relative pitching movements of the car bodies 2 . 11 . 12 , as they can occur when driving on track sumps or crests, are allowed. It should be noted here that in addition to this normal case in some known vehicles - usually in combination with the above normal case - a special case is realized in the adjacent car bodies without relative pitch directly - ie in a sense with a length "zero" of the rods 3 - be coupled.

When driving on track distortions try these rods 3 however, the neighboring car bodies 2 . 11 . 12 all parallel to each other, in particular in the vertical direction to keep parallel to each other, resulting in the emergence of strong constraining forces in the articulation points of these rods 3 and thus the structure of the car bodies 2 . 11 . 12 leads.

Around overcome this disadvantage is a decoupling according to the invention the dynamic and unwanted rolling motion of the through driving on a deformed track sections, z. B. a track twist, generated relative bank of consecutive segments Articulated train required.

This will be at the in 1 and 2 schematically illustrated vehicle 101 achieved as follows, the 1 in plan view the situation on a flat track and the 2 the situation on a twisted track represents:
Between the respective second car body 111 . 112 and the first car body 102 is in each case an anti-roll device 107 respectively. 108 arranged. So is between the car body 111 and the car body 102 a first anti-roll device 107 provided while between the car body 112 and the car body 102 a second anti-roll device 108 is provided.

The first anti-roll device is in the form of a first hydraulic cylinder 107 formed, on the one hand pivotally attached to a console on the second car body 111 is articulated. At her the first carbody 102 facing end is the first hydraulic cylinder 107 in a first point of articulation 107.1 pivotable on another console on the first car body 102 hinged.

In an analogous manner, the second anti-roll device 108 in the form of a second hydraulic cylinder 108 formed, on the one hand pivotally mounted on a console on the third car body 112 is articulated and on the other hand, at its the first car body 102 facing end in a second pivot point 108.1 pivotable on another console on the first car body 102 is articulated. The first point of articulation 107.1 and the second point of articulation 108.1 lie with respect to the vehicle longitudinal axis 101.1 on the same side of the vehicle 101 ,

The on the same side of the vehicle 101 arranged working spaces of the first hydraulic cylinder 107 and the second hydraulic cylinder 108 are via a coupling device in the form of a simple hydraulic line 109 connected. The first anti-roll device 107 is thus via the coupling device 109 with the second anti-roll device 108 coupled such that a first displacement on the first hydraulic cylinder 107 an opposite second shift on the second hydraulic cylinder 108 causes.

It goes without saying that this mode of action does not affect the in 1 respectively. 2 shown connection of only one of the two working spaces of each hydraulic cylinder is limited, but also applies in each case a compound of the two working spaces of each hydraulic cylinder with the corresponding work spaces of the other hydraulic cylinder and in particular no preference of the car body 102 given away from working or working rooms, provided they are on the same side of the vehicle.

For example, as in 2 illustrated the piston of the first hydraulic cylinder 107 moves in the leading out of its cylinder jacket out direction, thus therefore increases the length of the first hydraulic cylinder 107 and thus the distance between its articulation points on the two car bodies 102 and 111 , so thanks to the hydraulic line 109 an opposite second shift on the second hydraulic cylinder 108 , The piston of the second hydraulic cylinder 108 is then moved in the leading into his cylinder jacket in direction, so therefore therefore the length of the second hydraulic cylinder 108 and thus the distance between its articulation points on the two car bodies 102 and 112 reduced. The same applies vice versa.

The first hydraulic cylinder 107 and the second hydraulic cylinder 108 have identical dimensions and are symmetrical to the transverse center plane of the first car body 102 arranged so that the amount of the first and second displacements is the same while their directions are transverse to each other. It is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.

In the following, the operation of the coupling device 109 and the first anti-roll device coupled over it 107 and second anti-roll device 108 explained.

Experience the first car body 102 , z. B. due to a rough running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 101.1 , so move the first pivot point 107.1 and the second point of articulation 108.1 at its two car body ends opposite the neighboring car bodies 111 . 112 in the same relative direction. In other words, trying both Hydraulikzy soothing 107 and 108 to shorten or extend at the same time. This will cause the two hydraulic cylinders 107 and 108 loaded symmetrically, ie it is exerted on each of them an axial force substantially equal amount and the same axial effective direction. Due to the extensive incompressibility of the hydraulic fluid, the pistons of the two hydraulic cylinders 107 and 108 prevented from moving relative to their cylinder mantles, so that the arrangement as the known rods 3 counteracts the rolling motion.

When twisting the track, the car bodies 112 . 102 . 111 etc. in the direction of travel successively deflected from the vertical direction. The relative horizontal movement between the first car body 102 and the preceding third car body 112 as well as between the first car body 102 and the subsequent second carbody 111 now takes place in the opposite direction. Through the hydraulic line 109 A balancing flow may occur, causing the pistons of the two hydraulic cylinders 107 and 108 in their cylinder mantles can move in opposite directions. This will make the consoles to the car bodies 112 . 102 . 111 as well as the car bodies 112 . 102 . 111 even not with the rods as in the conventional case 3 (please refer 8th ) charged with Forcing.

In a mixed form of both movements, ie at the same time rolling a car body while crossing a piece of deformed track, only the actual rolling of a single car body 102 opposite to the car bodies adjacent to it 111 . 112 corresponding differential forces from the consoles of the anti-roll devices 107 . 108 recorded while caused by the track distortion increasing inclination of the car bodies 112 . 102 . 111 does not cause undesirable constraining forces in the transverse direction.

It It is understood that instead of the hydraulic principle of action also Other principles of action can be provided. So, for example an electromechanical solution be provided with Ku gelrollspindelantrieben or the like, the over appropriate Control lines are interconnected.

Furthermore, it goes without saying that optionally also a control and / or damping device can be provided which actively controls and / or damps the first and second displacement. Such a control and / or damping device is in 1 through the contour 113 indicated. For damping the first and second displacement, the control and / or damping device 113 introduce a corresponding damping elasticity in the hydraulic line. For active control, the control and / or damping device 113 provide a separate or joint filling or emptying of the hydraulic cylinder.

Second embodiment

The 3 and 4 show schematic plan views of a part of another vehicle according to the invention 201 with a vehicle longitudinal axis 201.1 , The vehicle 201 again comprises a wheelless first carbody 202 , on two adjacent car bodies, namely a second car body 211 and a third carbody 212 is supported in the manner of a litter. The vehicle 201 corresponds in function and structure largely to the vehicle 101 out 1 so that we should focus on the differences here.

The car bodies 211 and 212 are each in the connection area to the first car body 202 again via corresponding spring devices on chassis 204 and 205 supported.

While excessive rolling differences between the car bodies 212 . 202 and 211 should be prevented, due to the passage of deformed track sections, especially track distortions, adjusting staggered inclinations of successive car bodies 212 . 202 and 211 be allowed to their respective longitudinal axis.

To the disadvantage of the known solutions (see 8th ), is a decoupling of the dynamic and unwanted rolling motion of the invention by the driving of a deformed track sections, z. As a track warp, generated relative bank of successive segments of a articulated train required.

This will be at the in 3 and 4 schematically illustrated vehicle 201 achieved as follows, the 3 in plan view the situation on a flat track and the 4 the situation on a twisted track represents:
Between the respective second car body 211 . 212 and the first car body 202 is in each case an anti-roll device 207 respectively. 208 arranged. So is between the car body 211 and the car body 202 a first anti-roll device 207 provided while between the car body 212 and the car body 202 a second anti-roll device 208 is provided.

The first anti-roll device is in the form of a first hydraulic cylinder 207 formed, on the one hand pivotally mounted on a console on the second carbody 211 is articulated. At her the first carbody 202 facing end is the first hydraulic cylinder 207 in a first point of articulation 207.1 pivotable on another console on the first car body 202 hinged.

In an analogous manner, the second anti-roll device 208 in the form of a second hydraulic cylinder 208 formed, on the one hand pivotally mounted on a console on the third car body 212 is articulated and on the other hand, at its the first car body 202 facing end in a second pivot point 208.1 pivotable on another console on the first car body 202 is articulated. The first point of articulation 207.1 and the second point of articulation 208.1 lie with respect to the vehicle longitudinal axis 201.1 on different sides of the vehicle 201 ,

The on different sides of the vehicle 201 or the respective piston arranged working spaces of the first hydraulic cylinder 207 and the second hydraulic cylinder 208 are via a coupling device in the form of a simple hydraulic line 209 connected. The first anti-roll device 207 is thus via the coupling device 209 with the second anti-roll device 208 coupled such that a first displacement on the first hydraulic cylinder 207 a co-rotating second displacement on the second hydraulic cylinder 208 ,

As in the case of the first embodiment described above, the solution according to the invention is also not here just a connection of working spaces of the hydraulic cylinder limited and there is no preference in the choice of connected work spaces, if they are here on different sides of the vehicle.

For example, as in 4 illustrated the piston of the first hydraulic cylinder 207 moves in the leading out of its cylinder jacket out direction, thus therefore increases the length of the first hydraulic cylinder 207 and thus the distance between its articulation points on the two car bodies 202 and 211 , so thanks to the hydraulic line 209 a co-rotating second displacement on the second hydraulic cylinder 208 , The piston of the second hydraulic cylinder 208 is then also moved in the leading out of its cylinder jacket out direction, so therefore therefore the length of the second hydraulic cylinder 208 and thus the distance between its articulation points on the two car bodies 202 and 212 also increased. The same applies vice versa.

The first hydraulic cylinder 207 and the second hydraulic cylinder 208 are symmetrical to the center of the first car body 202 arranged and have such coordinated dimensions that the amount of the first and second displacements and their directions are the same. Again, it is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.

In the following, the operation of the coupling device 209 and the first anti-roll device coupled over it 207 and second anti-roll device 208 explained.

Experience the first car body 202 , z. B. due to a rough running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 201.1 , so move the first pivot point 207.1 and the second point of articulation 208.1 at its two car body ends opposite the neighboring car bodies 211 . 212 in the same relative direction. In other words, z. B. tries the first hydraulic cylinder 207 to extend and at the same time the second hydraulic cylinder 208 to shorten and vice versa. This will cause the two hydraulic cylinders 207 and 208 loaded symmetrically, ie it is exercised on each of them an axial force substantially equal amount and opposite axial effective direction. Due to the extensive incompressibility of the hydraulic fluid and arranged on different sides of the piston hydraulically coupled working spaces, the pistons of the two hydraulic cylinders 207 and 208 prevented from moving relative to their cylinder mantles, so that the arrangement as the known rods 3 (please refer 8th ) Counteracts the rolling motion.

When twisting the track, the car bodies 212 . 202 . 211 etc. in the direction of travel successively deflected from the vertical direction. The relative horizontal movement between the first car body 202 and the preceding third car body 212 as well as between the first car body 202 and the subsequent second carbody 211 now takes place in the opposite direction. Through the hydraulic line 209 A balancing flow may occur, causing the pistons of the two hydraulic cylinders 207 and 208 can move in the same direction in their cylinder mantles. This will make the consoles to the car bodies 212 . 202 . 211 as well as the car bodies 212 . 202 . 211 even not with the rods as in the conventional case 3 (please refer 8th ) charged with Forcing.

In a mixed form of both movements, ie at the same time rolling a car body during the crossing over a piece of deformed track, only the actual rolling ei nes individual car body relative to the adjacent car bodies corresponding differential forces from the brackets of the anti-roll devices 207 . 208 recorded while caused by the track distortion increasing inclination of the car bodies 212 . 202 . 211 does not cause undesirable constraining forces in the transverse direction.

It It is understood that the variants described above are not on the application in wheelless litters limited but also between each wheeled car segments can be used. Especially the second embodiment with its arrangement of the center point symmetrical arrangement of the articulation points At the first car body has the advantage that the first Car body in any orientation, so driving forward or driving backwards can be arranged between the second and third car body.

Third embodiment

As will be explained below, purely mechanical couplings between the roll supports can be realized with the invention. The 5 and 6 show schematic plan views of a part of another vehicle according to the invention 301 with a vehicle longitudinal axis 301.1 , The vehicle 301 includes a first vehicle component in the form of a wheelless first carbody 302 at two adjacent second vehicle components in the form of a second car body 311 and a third car body 312 is supported in the manner of such litter.

The car bodies 311 and 312 are each in the connection area to the first car body 302 via appropriate spring devices on chassis 304 and 305 supported. The first carbody 302 thus supports the second car body 311 and the associated spring device on the first chassis 304 and over the third car body 312 and the associated spring device on the second chassis 305 from. The car bodies 302 . 311 and 312 In other words, represent vehicle segments of the multi-unit vehicle 301 represents.

While excessive rolling differences between the car bodies 312 . 302 and 311 should be prevented, due to the driving of the deformed track sections described in detail above, in particular track distortions, adjusting staggered inclinations of successive car bodies 312 . 302 and 311 be allowed to their respective longitudinal axis.

To the above-described disadvantages of the known vehicles (see 8th ), as mentioned, an inventive decoupling of dynamically induced and unwanted rolling motion of the by driving on a deformed track sections, z. As a track warp, generated relative bank of successive segments of a articulated train required.

This will be at the in 5 and 6 schematically illustrated vehicle 301 achieved as follows, the 5 in plan view the situation on a flat track and the 6 the situation on a twisted track represents:
Between the respective second car body 311 . 312 and the first car body 302 is in each case an anti-roll device 307 respectively. 308 arranged. So is between the car body 311 and the car body 302 a first anti-roll device 307 provided while between the car body 312 and the car body 302 a second anti-roll device 308 is provided.

The first anti-roll device is in the form of a first pull-push rod 307 formed, on the one hand pivotally attached to a console on the second car body 311 is articulated. At her the first carbody 302 facing end is the first pole 307 rotatable in a first point of articulation 307.1 in a first free end of a first lever arm 309.1 a coupling device 309 stored, the function will be explained in more detail below.

In an analogous manner, the second anti-roll device 308 in the form of a second pull-push rod 308 formed, on the one hand pivotally mounted on a console on the third car body 312 is articulated. At her the first carbody 302 facing end is the second pole 308 rotatable in a second articulation point 308.1 in a first free end of a second lever arm 309.4 the coupling device 309 stored. The first lever arm 309.1 and the second lever arm 309.4 are over a coupling rod 309.5 mechanically connected, so that the first anti-roll device 307 via the coupling device 309 with the second anti-roll device 308 is mechanically coupled.

The trained as a short angle lever first lever arm 309.1 is near the first anti-roll device 307 around a first pivot point 309.2 with a first pivot axis pivotally mounted on the first car body 302 hinged. The first pivot axis is located in the area of the bend of the first lever arm 309.1 and is stationary with the first car body 302 connected.

At the first free end of the first lever arm 309.1 is the first point of articulation 307.1 the first anti-roll device 307 while at the second free end of the first lever arm 309.1 the coupling rod 309.5 is articulated.

The also designed as a short angle lever second lever arm 309.4 is near the second anti-roll device 308 around a second pivot point 309.6 with a second pivot axis pivotally mounted on the first car body 302 hinged. The second pivot axis 309.7 is in the range of the bend of the second lever arm 309.4 and is stationary with the car body 302 connected.

At the first free end of the second lever arm 309.4 is the second point of articulation 308.1 the second anti-roll device 308 while at the second free end of the second lever arm 309.1 the coupling rod 309.5 is articulated.

The first lever arm 309.1 and the second lever arm 309.4 have identical dimensions and are symmetrical to the transverse center plane of the first car body 302 arranged. The coupling rod runs 309.5 continuously on one side of the connecting line of the pivot points 309.2 and 309.6 , so that a counter-force-free deflection of the first free end of the first lever arm 309.1 an opposite deflection of the first free end of the second lever arm 309.4 generated and vice versa. However, it is understood that by appropriate choice of the dimensions and / or the arrangement of the first and second lever arm and any other translations between the first and second displacement can be achieved.

Because of the location of the first articulation point 307.1 at the first free end of the first lever arm 309.1 and the location of the second point of articulation 308.1 at the first free end of the second lever arm 309.4 conditionally the coupling device 309 analogous to the coupling device 109 out 2 opposite deflections of the first pivot point 307.1 and the second pivot point 308.1 the respective anti-roll device 307 respectively. 308 , The amount of the deflections is the same, while the directions are opposite.

In the following, the operation of the coupling device 309 and the first anti-roll device coupled over it 307 and second anti-roll device 308 explained.

Experience the first car body 302 , z. B. due to a rough running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 301.1 , so move the first pivot point 307.1 and the second point of articulation 308.1 at its two car body ends opposite the neighboring car bodies 311 . 312 in the same relative direction. This will affect the first free ends of the two angle levers 309.1 and 309.4 symmetrically loaded, ie it is exercised on each of them a force substantially the same direction and the same amount. Due to their own rigidity and the rigidity of the coupling rod 309.5 become the angle levers 309.1 and 309.4 prevented from rotating, so that the arrangement as the known rods 3 counteracts the rolling motion.

When twisting the track, the car bodies 312 . 302 . 311 etc. in the direction of travel successively deflected from the vertical direction. The relative horizontal movement between the first car body 302 and the preceding third car body 312 as well as between the first car body 302 and the subsequent second carbody 311 now takes place in the opposite direction. This allows the two angle levers 309.1 and 309.4 around their respective pivot point 309.2 respectively. 309.6 turn in the same direction. The coupling rod 309.5 experiences no appreciable force, but also moves almost without resistance in the vehicle longitudinal direction 301.1 This will make the consoles to the car bodies 312 . 302 . 311 as well as the car bodies 312 . 302 . 311 even not with the rods as in the conventional case 3 burdened with compulsive forces.

In a mixed form of both movements, ie with simultaneous rolling of a car body during the crossing over a piece of deformed track, only the actual rolling of a single car body relative to the car bodies adjacent to him differential forces from the consoles of Wankstützeinrichtungen 307 . 308 recorded while caused by the track distortion increasing inclination of the car bodies 312 . 302 . 311 does not cause undesirable constraining forces in the transverse direction.

The invention is not in the case of a finite length of the roll supports 307 . 308 limited, but can be used in the same way in the above-described special case of a length "zero" of the roll supports. In this case, the first articulation point of the first lever arm and the second articulation point of the second lever arm is articulated directly on the console of the respectively adjacent car body. This then goes as mentioned with the loss of the possibility of mutual pitching of the adjacent car bodies.

The invention is also not on the illustrated storage of the first and second angle lever 309.1 and 309.4 at the first car body 302 limited. Rather, the angle lever can also be arranged at a corresponding hinge point of the adjacent second or third car body, while the two anti-roll devices are then each articulated directly on the first car body.

Fourth Embodiment Example

A further advantageous embodiment of the vehicle according to the invention 401 with the car bodies 402 . 411 . 412 is in 7 shown. The vehicle 401 corresponds in its basic design and operation of the vehicle 301 out 5 , so that only the differences should be discussed here.

The only difference from the execution 5 consists in the design of the coupling device 409 over which the two anti-roll devices 407 and 408 coupled together. In place of the coupling rod 309.5 includes the coupling device 409 a hydraulic coupling 409.5 with hydraulic cylinders 409.8 and 409.9 whose working spaces are via a hydraulic line 409.10 are connected.

The hydraulic cylinders 409.8 and 409.9 are each pivotable at one end to the first car body 402 hinged. At its other end is the first Hydraulikzylin the 409.8 on the first lever arm 409.1 pivotally articulated while the second hydraulic cylinder 409.9 pivotable on the and a second lever arm 409.4 is articulated.

It It is understood that in other variants of the vehicle according to the invention the above-described hydraulic coupling device also with an active actuating device and / or a damping device provided can be. For example, a corresponding pump and control unit or the like may be provided which the degree of filling of the working spaces of the Hydraulic cylinder modified according to the specifications of a control device.

It It is understood that in other variants of the vehicle according to the invention the above or other coupling mechanisms individually or in combination may be used to the coupling according to the invention between the anti-roll devices to realize.

The The present invention has been described above by way of example only for rail vehicles described. Finally, it goes without saying that the invention Also used in conjunction with any other vehicles can come.

Claims (21)

Vehicle, in particular rail vehicle, with - a vehicle longitudinal axis ( 101.1 ; 201.1 ; 301.1 ), - a first car body ( 102 ; 202 ; 302 ; 402 ), - a second car body ( 111 ; 211 ; 311 ; 411 ), the first car body ( 102 ; 202 ; 302 ; 402 ) in the direction of the vehicle longitudinal axis ( 101.1 ; 201.1 ; 301.1 ), - a third body ( 112 ; 212 ; 312 ; 412 ), the first car body ( 102 ; 202 ; 302 ; 402 ) in the direction of the vehicle longitudinal axis ( 101.1 ; 201.1 ; 301.1 ) is adjacent, - a first anti-roll device ( 107 ; 207 ; 307 ; 407 ), which the first car body ( 102 ; 202 ; 302 ; 402 ) and the second car body ( 111 ; 211 ; 311 ; 411 ), and - a second anti-roll device ( 108 ; 208 ; 308 ; 408 ), which the first car body ( 102 ; 202 ; 302 ; 402 ) and the third car body ( 112 ; 212 ; 312 ; 412 ), whereby - the anti-roll devices ( 107 . 108 ; 207 . 208 ; 307 . 308 ; 407 . 408 ) each rolling movements between the car bodies connected to them ( 102 . 111 . 112 ; 202 . 211 . 212 ; 302 . 311 . 312 ; 402 . 411 . 412 ) about a vehicle longitudinal axis ( 101.1 ; 201.1 ; 301.1 ) counteract parallel roll axis, characterized in that - the first anti-roll device ( 107 ; 207 ; 307 ; 407 ) and the second anti-roll device ( 108 ; 208 ; 308 ; 408 ) via a coupling device ( 109 ; 209 ; 309 ; 409 ), wherein - the anti-roll devices ( 107 . 108 ; 207 . 208 ; 307 . 308 ; 407 . 408 ) and the coupling device ( 109 ; 209 ; 309 ; 409 ) are formed such that at least a first displacement on the first anti-roll device ( 107 ; 207 ; 307 ; 407 ) at least a second displacement on the second anti-roll device ( 108 ; 208 ; 308 ; 408 ) conditionally. Vehicle according to claim 1, characterized in that that the first shift in opposite directions or the same second shift is. Vehicle according to claim 2, characterized in that - the articulation points ( 107.1 . 108.1 ; 307.1 . 308.1 ) of the first anti-roll device ( 107 ; 307 ) and the second anti-roll device ( 108 ; 308 ) on the first car body ( 102 ; 302 ) with respect to the vehicle's longitudinal axis ( 101.1 ; 301.1 ) are arranged on the same side and the first displacement is opposite to the second displacement or - the articulation points ( 207.1 . 208.1 ) of the first anti-roll device ( 207 ) and the second anti-roll device ( 208 ) on the first car body ( 202 ) be minus the vehicle longitudinal axis ( 201.1 ) are arranged on different sides and the first displacement is the same as the second displacement. Vehicle according to one of the preceding claims, characterized in that the first displacement and / or the second displacement displacement between components of the respective anti-roll device ( 107 . 108 ; 207 . 208 ). Vehicle according to one of the preceding claims, characterized in that - the first displacement is a change in the distance between the articulation points ( 107.1 ; 207.1 ) of the first anti-roll device ( 107 ; 207 ) at the car bodies connected by them ( 102 . 111 ; 202 . 211 ) and / or - the second displacement is a change in the distance between the articulation points ( 108.1 . 208.1 ) of the second anti-roll device ( 108 ; 208 ) at the car bodies connected by them ( 102 . 112 ; 202 . 212 ). Vehicle according to one of the preceding claims, characterized in that - the first displacement a change in length of a first component of the first anti-roll device ( 107 ; 207 ) and / or - the second displacement is a change in length of a second component of the second anti-roll device ( 108 ; 208 ). Vehicle according to claim 6, characterized in that - the first component ( 107 ; 207 ) comprises a first working cylinder, in particular a first hydraulic cylinder, and / or - the second component ( 108 ; 208 ) comprises a second working cylinder, in particular a second hydraulic cylinder. Vehicle according to claim 7, characterized in that the coupling device ( 109 ; 209 ) at least one of the first working cylinder ( 107 ; 207 ) and the second working cylinder ( 108 ; 208 ) connecting connecting line for a working medium, in particular a hydraulic fluid comprises. Vehicle according to one of the preceding claims, characterized in that - a first damping device ( 113 ) is provided for damping the first displacement and / or - a second damping device ( 113 ) is provided for damping the second shift. Vehicle according to one of the preceding claims, characterized in that the coupling device ( 109 ; 209 ; 309 ; 409 ) Components of the first anti-roll device ( 107 ; 207 ; 307 ; 407 ) and the second anti-roll device ( 108 ; 208 ; 308 ; 408 ), which have the same function and / or position within the respective anti-roll device. Vehicle according to one of the preceding claims, characterized characterized in that the first shift and the second shift essentially the same amount but divergent directions, in particular substantially opposite direction. Vehicle according to one of the preceding claims, characterized in that - the first anti-roll device ( 307 ; 407 ) in a first point of articulation ( 307.1 ) at the coupling device ( 309 ; 409 ), - the second anti-roll device ( 308 ; 408 ) in a second articulation point ( 308.1 ) at the coupling device ( 309 ; 409 ), and - the coupling device ( 309 ; 409 ) is formed such that due to a counterforce-free first displacement of the first anti-roll device ( 307 ; 407 ) over the first pivot point ( 307.1 ) and the second linkage point ( 308.1 ) an opposite second shift in the second anti-roll device ( 308 ; 408 ) is initiated. Vehicle according to claim 12, characterized in that the coupling device ( 309 ; 409 ) is designed such that a counterforce-free first displacement of the first coupling point ( 307.1 ) an opposite second shift of the second linkage point ( 308.1 ) causes. Vehicle according to claim 12 or 13, characterized in that the coupling device ( 309 ; 409 ) on the same side of the vehicle's longitudinal axis ( 301.1 ) located parts of the first anti-roll device ( 307 ; 407 ) and the second anti-roll device ( 308 ; 408 ) connects. Vehicle according to one of claims 12 to 14, characterized in that - the coupling device ( 309 ; 409 ) at least one about a first pivot point ( 309.2 ) pivotable on the first car body ( 302 ; 402 ) hinged first lever arm ( 309.1 ; 409.1 ), wherein - the first pivot point ( 309.2 ) in the kinematic chain between the first anti-roll device ( 307 ; 407 ) and the second anti-roll device ( 308 ; 408 ) is arranged. Vehicle according to claim 15, characterized in that - the first lever arm ( 309.1 ; 409.1 ) comprises a free first end and a free second end, wherein The first end directly with the first anti-roll device ( 307 ; 407 ) is connected and - the second end directly or via further intermediate elements with the second anti-roll device ( 308 ; 408 ) connected is. Vehicle according to claim 15 or 16, characterized in that - the coupling device ( 309 ; 409 ) at least one about a second pivot point ( 309.6 ) pivotable on the first car body ( 302 ; 402 ) hinged second lever arm ( 309.4 ; 409.4 ), wherein - the second pivot point ( 309.6 ) in the kinematic chain between the first anti-roll device ( 307 ; 407 ) and the second anti-roll device ( 308 ; 408 ) and - the second lever arm ( 309.4 ; 409.4 ) with the first lever arm ( 309.1 ; 409.1 ) via at least one coupling element ( 309.5 ; 409.5 ), in particular a push rod, is connected. Vehicle according to one of the preceding claims, characterized in that - the coupling device ( 409 ) at least one with the first anti-roll device ( 407 ) connected first working cylinder ( 409.8 ), in particular a first hydraulic cylinder, comprises, - the coupling device ( 409 ) at least one with the second anti-roll device ( 408 ) second working cylinder ( 409.9 ), in particular a second hydraulic cylinder, and - the coupling device ( 409 ) at least one of the first working cylinder ( 409.8 ) and the second working cylinder ( 409.9 ) connecting connecting line ( 409.10 ) for a working medium, in particular a hydraulic fluid. Vehicle according to one of the preceding claims, characterized in that the first car body ( 102 ; 202 ; 302 ; 402 ) is designed in the manner of a wheelless litter, wherein it is attached to the second car body ( 111 ; 211 ; 311 ; 411 ) and the third car body ( 112 ; 212 ; 312 ; 412 ) is attached. Vehicle according to one of the preceding claims, characterized in that the coupling device ( 109 ) a damping device ( 113 ). Vehicle according to one of the preceding claims, characterized in that at least one of the anti-roll devices and / or the coupling device ( 107 . 108 . 109 ) an adjusting device ( 113 ).