EP0287821A2 - Véhicule ferroviaire avec mécanisme d'inclinaison - Google Patents

Véhicule ferroviaire avec mécanisme d'inclinaison Download PDF

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Publication number
EP0287821A2
EP0287821A2 EP88104511A EP88104511A EP0287821A2 EP 0287821 A2 EP0287821 A2 EP 0287821A2 EP 88104511 A EP88104511 A EP 88104511A EP 88104511 A EP88104511 A EP 88104511A EP 0287821 A2 EP0287821 A2 EP 0287821A2
Authority
EP
European Patent Office
Prior art keywords
bogie
car body
spring system
waggon
cradle
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.)
Granted
Application number
EP88104511A
Other languages
German (de)
English (en)
Other versions
EP0287821A3 (en
EP0287821B1 (fr
Inventor
Manfred Schindehütte
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.)
Waggonfabrik Talbot GmbH and Co KG
Original Assignee
WECO DREHGESTELLTECHNIK GmbH
Waggonfabrik Talbot GmbH and Co KG
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 WECO DREHGESTELLTECHNIK GmbH, Waggonfabrik Talbot GmbH and Co KG filed Critical WECO DREHGESTELLTECHNIK GmbH
Publication of EP0287821A2 publication Critical patent/EP0287821A2/fr
Publication of EP0287821A3 publication Critical patent/EP0287821A3/de
Application granted granted Critical
Publication of EP0287821B1 publication Critical patent/EP0287821B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates to a rail vehicle with a transverse inclination device, in which a spring system supporting the car body relative to the bogie is arranged between the car body and the bogie, and a transversely extending intermediate carrier which is connected to the car body via pendulums inclined to one another and towards the longitudinal plane of the car such that a cross slope of the car body relative to the intermediate beam is possible.
  • the speed of a rail vehicle that carries people is limited when traveling through a curved track in that the centrifugal force acting on the traveler should not exceed a certain value.
  • Limits are set for the unbalanced centrifugal acceleration measured parallel to the wagon floor, which, depending on the railway company, is between 0.65 and 1 m / sec2. These limit values determine the permissible sheet speed. Other limit values with regard to the superstructure stress and driving safety are only reached at higher bow speeds.
  • the body is supported by a suspension system on an intermediate beam, which in turn is suspended from the bogie frame by means of a pendulum.
  • the pendulums are inclined towards the vertical in such a way that the extensions of their center lines intersect approximately at the height of the center of gravity of the vehicle when the vehicle is upright in the median longitudinal plane of the vehicle.
  • An inclination of the car body is achieved by a drive which moves the intermediate carrier laterally relative to the bogie frame. This reduces the inclination of the pendulum on one side of the bogie and increases it on the other.
  • the pendulum ends connected to the intermediate beam change their altitude and the intermediate beam tilts accordingly.
  • Hanging pendulums must be used for the overall arrangement to be stable.
  • the device for transverse inclination since the car body is supported on the intermediate carrier, has to bear the weight of one car end and is therefore correspondingly heavy.
  • Another disadvantage is that the pendulum reverses the flow of force because the pendulum end on the bogie is at the top and the pedel end on the car body is at the bottom.
  • this system has a very high inherent stability. This means that a large force is required to deflect the intermediate carrier from its central position, which requires a correspondingly strong drive. For this reason, such a system cannot be used as a passive system without its own drive.
  • an intermediate beam is also used, which, however, is supported on rollers in the bogie.
  • Roller conveyors are arranged on the intermediate carrier, mostly in the form of circular segments, the center of which is approximately at the center of gravity of the vehicle in the middle of the vehicle, so that a rotational movement about the longitudinal axis of the vehicle occurs when the intermediate carrier is displaced relative to the bogie.
  • the systems working with the aid of rollers and taxiways have the advantage over the pendulum systems that the inherent stability can be influenced within wide limits via the geometry of the taxiways.
  • the center of the circle segments, on which the runways are arranged are placed at a height well above the center of gravity of the car, so that a passive bank system is obtained, that is, a system that tends automatically to the inside of the curve under the influence of centrifugal force.
  • a disadvantage of this system is that the device for transverse inclination must also bear the weight of the car.
  • the spring system air springs
  • the center of gravity of the car is significantly below the support, so that the car body tends automatically to the inside of the bow under the influence of centrifugal force without external drive. So this is a passive system.
  • a disadvantage of this system is that it can essentially only be used for articulated trains, where there is space for the supports of the suspension between the ends of the car, which are jointly supported on a drive.
  • the invention relates to a rail vehicle with a bank device of the type mentioned at the beginning and in the preamble of claim 1, as is the case, for example se is described in DE-OS 21 45 738.
  • the intermediate carrier is supported by the spring system on the bogie and the car body is suspended from the intermediate carrier via the pendulum.
  • the device therefore basically falls under the systems described under 1 above.
  • the object underlying the invention was to design such a rail vehicle with bank device such that the device for achieving the bank of the car body is on the one hand structurally simple and high weight and high costs are avoided, but on the other hand allows high flexibility by can be designed both as an active and a passive system and can be easily implemented both on rail vehicles without a cradle and on rail vehicles with a cradle.
  • the car body is supported on the bogie via the spring system, optionally with the interposition of a cradle carrier, and the intermediate carrier is freely suspended via the pendulum on the car body or a cradle carrier arranged between the upper end of the spring system and the car body is and is connected to the bogie or to a cradle arranged between the lower end of the spring system and the bogie via roll supports and transversely acting springs.
  • the pendulums are arranged so that their center lines intersect at least approximately at the level of the center of gravity of the car, and the transverse inclination of the car body relative to the intermediate beam can be forced by a regulated drive.
  • the pendulums are appropriately arranged so that their center lines intersect at a height above the center of gravity.
  • the invention is based on the basic idea that the difficulties encountered in the known systems can be avoided if it is ensured that the carriage body is not supported on the bogie via the spring system via the intermediate carrier. This has the consequence that the device for achieving the transverse inclination of the car body is not burdened by the weight of the car body.
  • the cradle can be arranged in a known manner either below the spring system on the bogie or above the spring system on the car body.
  • the cradle is rotatably mounted about a vertical axis relative to the bogie frame.
  • the bogie frame can turn out without deforming the spring system.
  • the cradle is rotatably mounted about a vertical axis relative to the undercarriage of the car body, so that the car body can turn out without deforming the spring system.
  • the cradle carrier only serves to enable the bogie to be rotated independently of the spring system. However, it has no influence on the function of the body tilting device.
  • the suspension is also flexible in the horizontal longitudinal direction, so that it is possible to turn the bogie 3 about the vertical axis relative to the car body 1. Furthermore, the flexibility of the spring system 2 in the vertical and horizontal direction enables the body 1 to be inclined by a pivot pole P, which is determined by an inclination device lying parallel to the spring system 2.
  • This inclination device has two pendulums 4 inclined to each other and to the longitudinal center plane of the carriage, the upper end of which is fastened to the body 1 and the lower end of which is fastened to an intermediate support 5.
  • the inclination of the pendulum 4 is chosen so that the extensions of their center lines intersect when the vehicle is upright at the level of the center of gravity S or above this level.
  • the intermediate carrier 5 is held approximately parallel to the horizontal xy plane of the bogie frame 3 by a roll support 6 known per se and guided in the transverse direction by a transverse suspension 7.
  • the above-described device for inclining the car body in the transverse direction can be designed as an active or a passive system.
  • the intersection of the extensions of the pendulum 4 when the car is upright is at least approximately at the level of the center of gravity S of the car body.
  • This actuator can be an electric motor, for example, which acts on the crank mechanism 8 shown in FIG. 1 via a gear, not shown.
  • the drive can be connected to a control system. Since such drives and control systems are known per se, they are not explained in more detail below.
  • FIGS. 1 and 2 can also be used in connection with a cradle.
  • the spring 2 and anti-roll support 6 are supported on this cradle.
  • the cradle carrier is guided against the car body via lateral link rods (one on each car side).
  • the cradle When the cradle is arranged above the spring system 2, the cradle is guided against the bogie frame by side link rods or sliding surfaces. In this case, the inclined pendulums 4 of the inclination device connect to the cradle and not to the car body.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Massaging Devices (AREA)
EP88104511A 1987-04-23 1988-03-22 Véhicule ferroviaire avec mécanisme d'inclinaison Expired - Lifetime EP0287821B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3713615 1987-04-23
DE19873713615 DE3713615A1 (de) 1987-04-23 1987-04-23 Schienenfahrzeug mit querneigungseinrichtung

Publications (3)

Publication Number Publication Date
EP0287821A2 true EP0287821A2 (fr) 1988-10-26
EP0287821A3 EP0287821A3 (en) 1989-02-01
EP0287821B1 EP0287821B1 (fr) 1990-10-10

Family

ID=6326148

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88104511A Expired - Lifetime EP0287821B1 (fr) 1987-04-23 1988-03-22 Véhicule ferroviaire avec mécanisme d'inclinaison

Country Status (4)

Country Link
EP (1) EP0287821B1 (fr)
DE (2) DE3713615A1 (fr)
DK (1) DK163722C (fr)
NO (1) NO170067C (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4112879A1 (de) * 1990-12-14 1992-10-29 Rexroth Mannesmann Gmbh Wagenkasten-neigungssystem
EP0621165A1 (fr) * 1993-04-22 1994-10-26 ABB HENSCHEL WAGGON UNION GmbH Train de roulement pour véhicules ferroviaires
WO1995026291A1 (fr) * 1994-03-29 1995-10-05 Waggonfabrik Talbot Gmbh & Co. Kg Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale
DE19500212A1 (de) * 1995-01-05 1996-08-29 Nusser Josef Vorrichtung für Schienenfahrzeuge
WO1998026970A1 (fr) * 1996-12-19 1998-06-25 Siemens Sgp Verkehrstechnik Gmbh Chassis de bogie pour materiel ferroviaire roulant
EP0987161A2 (fr) 1998-09-16 2000-03-22 ALSTOM LHB GmbH Dispositif pour l'inclinaison d'une caisse d'un véhicule ferroviaire suspendue d'un train de roulement autour d'un axe longitudinale, incorporant un dispositif antiroulis
US7438000B2 (en) 2002-09-05 2008-10-21 Bombardier Transportation Gmbh Running gear for rail vehicles
AT514029A1 (de) * 2013-01-22 2014-09-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
DE4421000B4 (de) * 1993-06-16 2013-06-06 Josef Nusser Schienenfahrzeug mit Drehvorrichtung
DE9313792U1 (de) 1993-09-14 1993-11-18 Deutsche Aerospace AG, 80804 München Vorrichtung zur gleisbogenabhängigen Wagenkastensteuerung
DE4343998A1 (de) * 1993-12-22 1995-07-20 Josef Nusser Vorrichtung für Schienenfahrzeuge zur Neigungsregulierung des Wagenkastens
DE4444540B4 (de) * 1994-06-16 2015-08-06 Josef Nusser Schienenfahrzeug mit Drehvorrichtung
DE19522378B4 (de) * 1994-12-22 2017-03-16 Josef Nusser Vorrichtung für Schienenfahrzeuge zur Neigungsregulierung des Wagenkastens
AT514374A1 (de) * 2013-05-02 2014-12-15 Siemens Ag Oesterreich Fahrwerksrahmen für ein Schienenfahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1423899A (fr) * 1964-11-25 1966-01-07 Sncf Dispositif de suspension pendulaire pour la caisse des véhicules, notamment les véhicules ferroviaires
US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
US3906869A (en) * 1974-09-16 1975-09-23 Dominion Foundries & Steel Safety device for banking vehicles
FR2434739A1 (fr) * 1978-09-04 1980-03-28 Schweizerische Lokomotiv Vehicule sur rails
EP0189382A2 (fr) * 1985-01-18 1986-07-30 FIAT FERROVIARIA SAVIGLIANO S.p.A. Véhicule ferroviaire à grande vitesse à caisse inclinable

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1423899A (fr) * 1964-11-25 1966-01-07 Sncf Dispositif de suspension pendulaire pour la caisse des véhicules, notamment les véhicules ferroviaires
US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
US3906869A (en) * 1974-09-16 1975-09-23 Dominion Foundries & Steel Safety device for banking vehicles
FR2434739A1 (fr) * 1978-09-04 1980-03-28 Schweizerische Lokomotiv Vehicule sur rails
EP0189382A2 (fr) * 1985-01-18 1986-07-30 FIAT FERROVIARIA SAVIGLIANO S.p.A. Véhicule ferroviaire à grande vitesse à caisse inclinable

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4112879C2 (de) * 1990-12-14 2000-08-31 Mannesmann Rexroth Ag Wagenkasten-Neigungssystem
DE4112879A1 (de) * 1990-12-14 1992-10-29 Rexroth Mannesmann Gmbh Wagenkasten-neigungssystem
EP0621165A1 (fr) * 1993-04-22 1994-10-26 ABB HENSCHEL WAGGON UNION GmbH Train de roulement pour véhicules ferroviaires
WO1995026291A1 (fr) * 1994-03-29 1995-10-05 Waggonfabrik Talbot Gmbh & Co. Kg Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale
DE19500212A1 (de) * 1995-01-05 1996-08-29 Nusser Josef Vorrichtung für Schienenfahrzeuge
WO1998026970A1 (fr) * 1996-12-19 1998-06-25 Siemens Sgp Verkehrstechnik Gmbh Chassis de bogie pour materiel ferroviaire roulant
CN1098185C (zh) * 1996-12-19 2003-01-08 西门子Sgp交通技术有限公司 用于轨道机动车辆的车辆转向架-行走机构
CZ297368B6 (cs) * 1996-12-19 2006-11-15 Siemens Transportation Systems Gmbh & Co Kg Otocný podvozek pro kolejové vozidlo
EP0987161A2 (fr) 1998-09-16 2000-03-22 ALSTOM LHB GmbH Dispositif pour l'inclinaison d'une caisse d'un véhicule ferroviaire suspendue d'un train de roulement autour d'un axe longitudinale, incorporant un dispositif antiroulis
US7438000B2 (en) 2002-09-05 2008-10-21 Bombardier Transportation Gmbh Running gear for rail vehicles
AT514029A1 (de) * 2013-01-22 2014-09-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik
AT514029B1 (de) * 2013-01-22 2015-05-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik
US9701322B2 (en) 2013-01-22 2017-07-11 Siemens Ag Oesterreich Rail vehicle having tilting technology

Also Published As

Publication number Publication date
DK221188A (da) 1988-10-24
DE3713615A1 (de) 1988-11-17
DK163722B (da) 1992-03-30
NO170067C (no) 1992-09-09
NO170067B (no) 1992-06-01
EP0287821A3 (en) 1989-02-01
DK163722C (da) 1992-09-07
EP0287821B1 (fr) 1990-10-10
NO881735L (no) 1988-10-24
DE3860770D1 (de) 1990-11-15
DK221188D0 (da) 1988-04-22
NO881735D0 (no) 1988-04-21

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