EP0393177B1 - Neigungskompensator für schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge - Google Patents

Neigungskompensator für schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge Download PDF

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Publication number
EP0393177B1
EP0393177B1 EP89910596A EP89910596A EP0393177B1 EP 0393177 B1 EP0393177 B1 EP 0393177B1 EP 89910596 A EP89910596 A EP 89910596A EP 89910596 A EP89910596 A EP 89910596A EP 0393177 B1 EP0393177 B1 EP 0393177B1
Authority
EP
European Patent Office
Prior art keywords
transverse
superstructure
tilt
bogie
pneumatic springs
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP89910596A
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German (de)
English (en)
French (fr)
Other versions
EP0393177A1 (de
Inventor
Richard Schneider
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.)
Schweizerische Industrie Gesellschaft
Original Assignee
Schweizerische Industrie Gesellschaft
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 Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Priority to AT89910596T priority Critical patent/ATE97863T1/de
Publication of EP0393177A1 publication Critical patent/EP0393177A1/de
Application granted granted Critical
Publication of EP0393177B1 publication Critical patent/EP0393177B1/de
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
    • 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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to a device for compensating for the inclined position of the body of a rail vehicle when traveling at high speeds by means of a passive tilting system, wherein a tilt compensator has a four-bar linkage that is operatively connected to an energy store, which eliminates the parasitic stiffness of the tilt compensator and when traveling in bends excessive track, the urge of a car body to be inclined to the outside is compensated, so that a car body contour, which has at least three approximately rectangular or square sides and an upper terminating line in cross section, is inserted without a bank-related indentation in a given boundary profile.
  • a rail vehicle traveling with centrifugal force through an arch with an elevated track tends to tilt its car body outwards.
  • an active inclination system e.g. according to DE-OS 24 34 143, in which the car body of a rail vehicle is tilted by means of control and adjustment elements about a horizontal longitudinal axis into a relatively equal angle towards the inside of the arc
  • a passive inclination system e.g. according to DE-OS 25 12 008, in which the car body of a rail vehicle is suspended in a swinging manner and the longitudinal axis of the tilting movement directed towards the inside of the bow lies above the center of gravity of the vehicle.
  • the present invention therefore aims to combine the advantages of the two aforementioned systems with one another and also to eliminate the disadvantage of a special car body cross section inherent in both solutions.
  • a passive system in which the inclination compensator in the form of a four-bar linkage compensates for the urge of the car body to tilt outwards towards the curve and, supported by an energy store, converts it into an inclination towards the inside of the curve.
  • the solution according to the invention makes use of elements known per se, but with the aim of using them to overcome all the parasitic stiffnesses of the system which make it difficult for the body of the car to tilt inward as a result of the kinematics of the four-bar linkage.
  • Two transverse air springs which are arranged horizontally between the bogie and the body, in pairs, oppositely arranged and communicatively connected to one another, can serve as energy stores, which, due to their negative rigidity, are inherently unstable. Between you and the rest of the system, the energy stored in the transverse air springs to overcome the parasitic stiffness to tilt the car body towards the inside is only shifted back and forth, i.e. exchanged, but not supplied from the outside.
  • EP-PS 0 128 126 already discloses air springs arranged in pairs horizontally between the bogie and the body, which, however, essentially serve to dampen the horizontal forces and with which the body is guided by control impulses above the bogie in the sense of an arc-dependent transverse play limitation, and otherwise in the center can be.
  • the inclination angle of the body of the wagon body is varied in a substantially wide range by varying the rigidity of the transverse air spring pair, as is otherwise only possible with an active inclination system.
  • the inclination compensator can be supported by additional additional transverse springs, which are arranged in series with the actual car body suspension system.
  • transverse air springs are used for energy exchange and damping the tilting movement
  • special training forms alternatively or cumulatively allow an integrated longitudinal entrainment, as well as a vertical emergency support / anti-lift device and a speed-dependent car body transverse play limitation when traveling through bends.
  • the present solution allows the leveling linkage of the vertical car body suspension to be positioned in such a way that neither under the influence of the car body inclination or any transverse movements, nor as a result of a bogie deflection when traveling through bends, does the measuring rod become inclined, and thus in accordance with DE-PS 33 11 989 known from the prior art, complex arrangement can be avoided.
  • the prior art also includes GB-A 528,356, which discloses a device for compensating for the inclined position of the body of a rail vehicle when traveling at high speeds by means of a passive tilting system.
  • the tilt compensator is designed in the form of a pendulum system that is operatively connected to an energy store. This eliminates the parasitic stiffness of the tilt compensator.
  • the urge of a car body to tilt towards the outside of the curve is compensated for.
  • Another embodiment discloses an active tilting system, in which corresponding pressure-actuated cylinder piston devices are provided in order to inevitably transmit the corresponding control movements to the parts of the vehicle to be controlled.
  • the structure of such active control systems is significantly more complicated than that of passive ones, so that they have a significant impact on the manufacturing costs and are also more prone to failure (GB-A 1 480 806).
  • Fig. 1 shows the schematic representation of a rail vehicle in the elevated track curve 10, reduced to the essential elements.
  • a car body 1 is guided by means of a tilt compensator 3 on a bogie, not shown.
  • the inclination compensator 3 prevents the car body 1 from sloping in the elevated track 10 towards the outside of the bend and works essentially in combination with a four-bar linkage 4.
  • This is formed from a roll stabilizer 5 fastened to the bogie frame with the two laterally arranged articulated supports 6, 6 'and one floating stored crossbar 8.
  • the inclination compensator 3 compensates for an inclined position of the car body 1 toward the outside of the bend when the bend is traveling, by supporting and setting up the outer bend support 6, preferably by a pair of transverse air springs 33, 33 'having a negative stiffness as described in FIG the floating traverse 8 forces a horizontally directed rotary movement.
  • the car body 1 which has a normal cross section for UIC-standardized vehicles and which is preferably equipped with a speed-dependent transverse play limitation, fits into an internationally specified boundary profile 9.
  • a car body 1 provided with an inclination compensator 3 can therefore pass through the profile without e.g. in the roof area or on the lower edge of the car body, as is otherwise necessary, a characteristic, bank-related retraction of the car body contour 61 must be carried out.
  • Essential to the invention is the fact that a vehicle equipped with a tilt compensator 3 has a passive tilt system with which the tilt angle of the car body (1) assumes comparable values to the inside of the curve as can otherwise only be achieved with an active tilt system.
  • a bogie frame 12 is supported in a known manner on two wheel sets 11 with the likewise known means of axle guidance and suspension.
  • a car body suspension 16 is arranged in a known manner for vertical cushioning of the car body 1.
  • This consists of a known combination of an air spring 18, 18 'and an emergency spring 17, 17' arranged underneath, which can be designed as a rubber layer spring.
  • a crossbeam 8 rests on the car body suspension 16, floatingly supported between it and an additional transverse suspension 23 connected to it in series.
  • additional transverse springs as described under FIG. 3, are each clamped together in pairs and thus carry the car body 1.
  • the additional transverse suspension 23 which is connected in series with the car body suspension 16, allows the car body 1 to be turned out over the bogie 2 as a result of bowing.
  • the additional transverse suspension 23 is used to achieve good driving comfort values in the transverse direction.
  • the transverse stiffness of this suspension is therefore preferably dimensioned such that the transverse stiffness of the overall system, reduced to the center of gravity of the body, assumes a value that is optimal for driving comfort in the transverse direction, for example 0.5 Hz.
  • the characteristic curve of the additional transverse suspension 23 can be linear, progressive or degressive depending on the requirements.
  • the floating traverse 8 with longitudinal links 34, 34 'as described under FIG. 3 is connected to the car body 1.
  • the floating traverse 8 is connected to the bogie frame 12 in the form of a four-bar linkage 4. This is formed from a roll stabilizer 5, which is mounted on the cross member 15 of the bogie frame 12 in two horizontal pivot bearings 29, 29 ', and the two, at the ends of which are each fastened to a joint 30, 30' joint supports 6 and 6 '.
  • the articulated supports 6 and 6 ' are inclined in a convergent manner upwards and are fastened to the floating crossmember 8 in the articulation points 31, 31' in such a way that they force them into a horizontally directed rotational movement during transverse movement.
  • the floating crossmember 8 has a central, downwardly directed pivot pin 32 which engages between two horizontally arranged transverse air springs 33, 33 ', which in turn are supported in the transverse direction on two auxiliary long beams 14, 14'.
  • the four-bar linkage 4 can also be arranged in pairs, so that two roll stabilizers are used at the same time, which in turn are connected to the floating crossbar 8 in the manner shown by means of two linkage supports.
  • Figure 3 shows a further embodiment of a floating crossbar 38. This rests on its underside on the indicated car body suspension 16 and is connected via an additional transverse suspension 23 to the car body 1, not shown, located above it.
  • the additional transverse springs 19 and 21, 20 and 22, as well as 19 'and 21', 20 'and 22' are each clamped together in pairs with the tensioning screws 24, 25 and 24 ', 25' in order to absorb any torque which may occur due to longitudinal impacts can.
  • an elastic transverse stop 26 consisting of two transverse buffers 27, 27 ', for example on the floating cross member 38, while the stop surfaces, not shown, are assigned to the car body.
  • the articulation of the floating traverse 38 is carried out by trailing arms, which release a movement of the floating traverse 38 in the vertical and transverse directions, but block in the longitudinal direction.
  • FIGS. 4 and 5 A further preferred embodiment of the invention is shown in FIGS. 4 and 5.
  • a car body 1 is supported on a bogie 2 equipped with an inclination compensator 3.
  • the inclination compensator 3 consists of the articulated quadrilateral 4 formed by the roll stabilizer 5 with the articulated supports 6, 6 'and a floating traverse 48, supported by the two transverse air springs 33, 33' serving as an energy store 49, between which a pivot 32 is immersed.
  • the floating crossbar 48 rests here between the vertical car body suspension 16 and the simplified form of an additional transverse suspension 43, which consists of four additional transverse springs 39, 40, 41, 42 inserted into the floating crossbar 48.
  • transverse spring travel is taken over by a transverse buffer 27, 27 'provided laterally on the floating crossmember 48 in a rotationally symmetrical arrangement, the car body 1 having the corresponding stop surfaces 28, 28'.
  • the articulation of the floating traverse 48 is carried out, for example, by two longitudinal links 34, 34 'which are located in a rotationally symmetrical arrangement and which release movement of the traverse 48 in the vertical and transverse directions, but block in the longitudinal direction.
  • the damping of the horizontal vibrations between the floating cross member 48 and the car body 1 can either be taken over by a corresponding material quality of the spring elements 39, 40, 41, 42 of the additional transverse suspension 43, or by a hydraulic damper arranged between the floating cross member 48 and the car body 1 44.
  • this pairing also assumes the function of longitudinally eccentric emergency support of the car body 1 in the event of an arc when the air springs 18, 18 ′ of the car body suspension 16 are operated without pressure.
  • roller 45 and stop 46 is able to absorb the wheel load changes which occur during operation of the emergency springs 17, 17 'in such a way that the safety against derailment of the leading outer wheel on the outside of the bogie in front increases.
  • four lifting safeguards 47 can also be attached to the floating cross member 48, which prevent the cross member 48 from tipping over larger longitudinal impacts with respect to parts of the car body 1 but do not restrict their movement in the transverse direction.
  • FIG. 6 An example of use shown in FIG. 6 is essentially identical to the embodiment described in FIG. 2, but deliberately dispenses with the energy store 49 that supports the quadrilateral joint 4. In this case, the supporting effect must be provided by the vertical car body suspension 16, which is used for this has a negative transverse stiffness.
  • the floating crossmember 8 has a pivot pin 52, which takes over the longitudinal entrainment between the bogie 2 and the body 1 in a known manner via a lemniscate yoke 50 by means of two steering rods 51, 51 '.
  • This application example is intended to show that known bogie types can be converted to inclination compensation according to the invention at any time with relatively little effort.
  • FIG. 7 shows the detailed illustration of the energy store 49 already mentioned in the form of two transverse air springs 33, 33 ', which are arranged in the bogie pitch center and are as unstable as possible. These are clamped in pairs in opposite directions between the pivot pin 32 projecting from a floating crossmember 8, 38, 48 and the two auxiliary long beams 14, 14 'of the bogie frame 12.
  • the two transverse air springs 33, 33 ' With the two transverse air springs 33, 33 ', the inclination of the car body 1, which is predetermined by the kinematics of the four-bar linkage 4, toward the inside of the bow is supported when traveling through bends.
  • the two transverse air springs 33, 33 ' have a negative stiffness and, as an energy store 49, help to overcome the parasitic stiffness of the rest of the system by releasing energy to the rest of the system for the purpose of the tilting process.
  • the angle of inclination of the car body 1 can be varied within a wide range, as is otherwise only possible with an active tilting system.
  • the two transverse air springs 33, 33 ' are preferably connected to one another in a communicating manner via a throttle diaphragm 53 serving for damping, so that a horizontal damper 44 can be dispensed with.
  • Each transverse air spring 33, 33 ' has a rolling bellows 54, 54', which between an outer guide 55, 55 'fastened to the pivot 32 and a cone 56, 56' fastened to the auxiliary long beam 14, 14 'of the bogie frame 12 the shape shown is clamped.
  • the shape of the cone 56, 56 'and the outer guide 55, 55' can be used to change the effective area of the transverse air springs 33, 33 '.
  • the stiffness of the energy store 49 can be varied as a result of this and because of the variable effective diameter which results from the rolling motion of the bellows 54, 54 'as a result of the transverse movement.
  • the stiffness of the energy store 49 can also be varied via the internal pressure of the two transverse air springs 33, 33 ', which for this purpose are connected either directly or via corresponding additional valves to the vertical car body suspension 16 and are preferably controlled as a function of the load.
  • the bellows 54, 54 'of the two transverse air springs 33, 33' have on their inside, horizontally opposite, the area of the largest diameter of the cones 56, 56 'covering the entraining surfaces 57, 57' and 58 , 58 'on.
  • the free longitudinal play and the required stiffness in the longitudinal direction can be achieved either by appropriately designing the driving surfaces 57, 57 'and 58, 58' with rubber or plastic pads, or / and by specifically shaping the respective area on the outer guides 55, 55 '. can be achieved.
  • the bellows 54, 54 'of the two transverse air springs 33, 33' have on their inside, vertically opposite, the area of the largest diameter of the cones 56, 56 'covering stop surfaces 59, 59 'and 60, 60' on.
  • stop surfaces 59, 59 'and 60, 60' can also be varied either by appropriate training with rubber or plastic pads, or by targeted shaping of the respective area on the outer guides 55, 55 '.
  • an appropriately oval-shaped outer guide 55, 55 'results In the case of the entrains and stops which are offset by 90 ° for the integrated longitudinal entrainment and the integrated emergency support / anti-lift device, an appropriately oval-shaped outer guide 55, 55 'results.
  • the transverse air springs 33, 33 ' are influenced in such a way that the car body 1 fits into the conditions of an arc-dependent transverse play limitation, which may differ depending on the inside and outside of the curve.
  • FIG. 8 shows, for example, a circuit diagram for the speed-dependent limit play limitation of a car body 1 when traveling through bends, in which the two transverse air springs 33, 33 'are controlled by a change-over valve 63 which operates in a speed-dependent manner.
  • the lower position of the changeover valve 63 shown corresponds, with its de-energized state, to a slow arc travel up to approx. 40 km / h, in which the two transverse air springs 33, 33 'crosswise with the two, the transverse path of the floating traverse 8, 38, 48 tapping position valves 62, 62 'are connected.
  • the energy store 49 is interrupted and the inclination compensator 3 is returned to its central position by the position valves 62, 62 '.
  • An electrical control pulse moves the changeover valve from a driving speed of approx. 40 km / h into an upper position, in which the two transverse air springs 33, 33 'are communicatively connected to one another via a throttle orifice 53 and thus release the energy store 49, so that the tilt compensator 3 can exert its effect according to the invention.
  • any necessary replenishment of the transverse air springs 33, 33 'can take place, for example, from the air springs 18, 18' of the car body suspension 16 or directly from the feed line of the car body 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Wind Motors (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Handcart (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP89910596A 1988-10-13 1989-10-04 Neigungskompensator für schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge Expired - Lifetime EP0393177B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89910596T ATE97863T1 (de) 1988-10-13 1989-10-04 Neigungskompensator fuer schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3832/88 1988-10-13
CH383288 1988-10-13

Publications (2)

Publication Number Publication Date
EP0393177A1 EP0393177A1 (de) 1990-10-24
EP0393177B1 true EP0393177B1 (de) 1993-12-01

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EP89910596A Expired - Lifetime EP0393177B1 (de) 1988-10-13 1989-10-04 Neigungskompensator für schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge

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Country Link
US (1) US5222440A (sh)
EP (1) EP0393177B1 (sh)
JP (1) JPH03503041A (sh)
AU (1) AU634177B2 (sh)
BG (1) BG60235B1 (sh)
CA (1) CA2000648A1 (sh)
CS (1) CS575889A3 (sh)
DE (1) DE58906319D1 (sh)
DK (1) DK144890A (sh)
FI (1) FI902898A0 (sh)
GB (1) GB2230502B (sh)
GR (1) GR1000565B (sh)
HU (1) HUT55688A (sh)
NO (1) NO175740C (sh)
PL (1) PL163345B1 (sh)
RU (1) RU1788934C (sh)
WO (1) WO1990003906A1 (sh)
YU (1) YU47425B (sh)

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WO2012049769A1 (ja) * 2010-10-15 2012-04-19 日本車輌製造株式会社 鉄道車両の車体傾斜装置
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CN106004913B (zh) 2016-06-21 2019-03-19 中车唐山机车车辆有限公司 转向架
CN106004915A (zh) * 2016-06-21 2016-10-12 中车唐山机车车辆有限公司 转向架的构架
CN105923007A (zh) * 2016-06-21 2016-09-07 中车唐山机车车辆有限公司 转向架的摇枕
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DE58906319D1 (de) 1994-01-13
BG60235B1 (bg) 1994-01-24
DK144890D0 (da) 1990-06-13
YU193989A (sh) 1993-11-16
WO1990003906A1 (de) 1990-04-19
EP0393177A1 (de) 1990-10-24
YU47425B (sh) 1995-03-27
GB2230502A (en) 1990-10-24
NO175740C (no) 1994-11-30
GR1000565B (el) 1992-08-26
GB9012443D0 (en) 1990-08-01
FI902898A0 (fi) 1990-06-11
AU634177B2 (en) 1993-02-18
GR890100645A (en) 1990-11-29
US5222440A (en) 1993-06-29
PL163345B1 (pl) 1994-03-31
HUT55688A (en) 1991-06-28
CS575889A3 (en) 1992-08-12
AU4306689A (en) 1990-05-01
CA2000648A1 (en) 1990-04-13
RU1788934C (ru) 1993-01-15
NO902629L (no) 1990-06-13
GB2230502B (en) 1993-06-09
NO175740B (no) 1994-08-22
DK144890A (da) 1990-06-13
JPH03503041A (ja) 1991-07-11
HU895532D0 (en) 1990-11-28
BG60235B2 (en) 1994-01-18
NO902629D0 (no) 1990-06-13

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