EP0512089A1 - Railway vehicle. - Google Patents

Railway vehicle.

Info

Publication number
EP0512089A1
EP0512089A1 EP91920077A EP91920077A EP0512089A1 EP 0512089 A1 EP0512089 A1 EP 0512089A1 EP 91920077 A EP91920077 A EP 91920077A EP 91920077 A EP91920077 A EP 91920077A EP 0512089 A1 EP0512089 A1 EP 0512089A1
Authority
EP
European Patent Office
Prior art keywords
spring
rail vehicle
roll
vehicle according
roll angle
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
EP91920077A
Other languages
German (de)
French (fr)
Other versions
EP0512089B1 (en
Inventor
Hans Peter Lang
Alfred Uttner
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.)
Alstom Transportation Germany GmbH
Original Assignee
MAN GHH Schienenverkehrstechnik GmbH
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 MAN GHH Schienenverkehrstechnik GmbH filed Critical MAN GHH Schienenverkehrstechnik GmbH
Publication of EP0512089A1 publication Critical patent/EP0512089A1/en
Application granted granted Critical
Publication of EP0512089B1 publication Critical patent/EP0512089B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/06—Bolster supports or mountings incorporating metal springs
    • 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 invention relates to a rail vehicle according to the preamble of patent claim 1.
  • a high level of driving comfort requires extensive decoupling of the undercarriage and car body so that the undercarriage can follow the track position elastically and as freely as possible when driving in a straight line.
  • This in turn requires a soft roll damping of the car body, for example by means of two air springs arranged laterally between the car body and the undercarriage, which in addition to the roll damping also take over the vertical support of the car body on the undercarriage.
  • Controllable air suspensions for soft secondary cushioning of the car body which, by corresponding air pressure control of the individual air springs, should also limit the car body inclination in addition to a height level regulation.
  • air spring systems however, only static or quasi-static changes in position between chassis and car body can be compensated for, but due to the design-related inertia of the air pressure control, the dynamic roll movements cannot be effectively stabilized, so that, for example, the car body overshoots rapidly when entering a curve, apart from the fact that a roll angle-dependent air pressure control results in an undesirably high consumption of compressed air.
  • Passively acting roll stabilizers in the form of torsion spring bars are also known in connection with regulated secondary air spring systems.
  • the air springs are interconnected in terms of vibrations, so they are not regulated depending on the roll angle and are only intended to compensate for changes in height level due to different loads, while the roll stabilizers alone take over the limitation of the car body inclination.
  • Their spring characteristic is determined by the maximum permissible roll angle during fast bend travel and therefore causes a tight coupling of chassis and body, even when driving in a straight line, with the result that driving comfort and the vertical wheel force dynamics are negatively affected.
  • Add to that adjustable suspension or bogie air suspension require the installation of emergency springs which, in the event of a failure of the air supply, take over the car body - which is now much harder due to the construction.
  • the disadvantages described cannot be effective Fix, because on the one hand the roll restoring torque is distributed extremely unevenly on both bogies during fast bend travel and essentially has to be compensated for by wheel force differences of only one bogie, which results in a large quasi-static wheel relief on the wheels inside the bow, and on the other hand the roll stabilizer increases the Car body coupled with the bogie so strongly with regard to higher-frequency, dynamic roll movements when driving in a straight line that the driving comfort is thereby impaired, with the additional structural disadvantage that the car body has two different equipment ete bogies are required.
  • the object of the invention is to design a rail vehicle of the type claimed so that the cushioning between the body and the chassis reliably limits the body tilt to a predetermined roll angle range without impairing the safety against derailment and driving comfort in
  • the combination of a relatively soft secondary spring arrangement for example in the form of a multi-point air spring support regulated depending on the roll angle, with an additional spring which is essentially ineffective in the lower part of the permissible roll movement and only then intervenes, but then generates a steeply increasing restoring torque, ensuring that The dynamic roll movements of the car body when driving in a straight line and the roll angle deflections of the undercarriage when driving on twisted tracks and when driving slowly on a ramp are almost completely absorbed by the spring arrangement, while the additional spring does not respond, so that even when using a relatively stiff primary suspension, the one for high level of driving comfort required, vibration-related decoupling of the chassis and car body is achieved without impairing the dynamics of the wheel force, and yet in particular with fast bends or rams the permitted roll angle limit value due to the then automatically effective restoring torque of the additional spring regardless of the response speed of an air spring control reliably and without a wheel relief critical for derailment uncertainty.
  • the characteristic curve of the additional spring expediently runs essentially on the restoring torque zero line in the mentioned working range of small roll angle deflections.
  • the additional spring in a further advantageous embodiment of the invention according to claim 3, it is designed as a torsion bar effective between the running gear and the car body with a limited rotational play, in such a way that the ends of the torsion bars arranged at a relative inclination of car body and undercarriage twisted actuating lever according to claim 4 are expediently connected to the torsion bar via a claw-driver coupling with rotational play.
  • centering springs are advantageously provided for centering the claw driver coupling on the rotational play center position, which, however, is in comparison to that between the car body and Chassis effective spring arrangement have negligible spring hardness.
  • the levers are expediently limited in each case with little friction at the associated end of the torsion bar pivoted, preferably according to claim 7 by a maintenance-free plain bearing.
  • the roll angle range in which the torsion bar is disengaged generally extends only over a fraction of the maximum permitted roll angle deflections, but is highly dependent on the external boundary conditions of the respective installation case and can therefore be adjusted in a particularly preferred manner.
  • Another important aspect of the invention results in connection with a regulated air spring arrangement with associated No suspension, which takes over the body support and roll stabilization in the event of a failure of the air supply with a design-related often higher spring hardness.
  • a passive emergency suspension and an additional roll stabilizer in terms of
  • Figure 1 is a side view of a bogie rail vehicle in the area of one of the vehicle ends.
  • FIG. 2 shows a partially sectioned illustration of the air, auxiliary and emergency springs of the rail vehicle according to FIG. 1;
  • FIG. 3 shows an additional spring designed as a torsion bar in a perspective representation
  • FIG. 4 shows a partially sectioned view of a claw-driving clutch with rotational play between an actuating lever and the torsion bar according to FIG. 3;
  • FIG. 5 shows the partially sectioned top view of the claw driver coupling according to FIG. 4.
  • Fig. 6 is a diagram showing the individual spring characteristics.
  • two identical bogies 4 (only one of which is shown) arranged in the region of the ends of the car body are provided as the chassis for supporting the car body 2, each of which has an H-shaped, rigidly connected to one another
  • Longitudinal and cross members 6, 8 contain existing bogie frame 10, on which the two rigid wheel sets 12, 14 of the bogie 4 each via wheel set bearing housing 16 and a primary suspension 18 elastic in all three coordinate directions with an in
  • the effective secondary suspension between car body 2 and bogie 4 consists of a pressure-controlled Air spring assembly 20 in the form of laterally on the bogie frame 10 between the underside of the car body and the bogie ssensträgem 6 arranged air springs 22.1 and 22.2 relatively low spring hardness, which support the car body 2 on the bogie frame 10 and are regulated so that they the floor level regardless of the load keep the body 2 at a constant height and with a relative inclination of body 2 and bogie frame 10 counteracting the rolling movement
  • the spring travel x of the air springs 22 with respect to the zero inclination position of the car body is predetermined by the maximum permissible roll angle at which the car body 2 is inclined to the right or left up to the boundary profile shown in dashed lines in FIG. 2.
  • the air springs 22 are designed so that they the turning movements of the bogie 4 e.g. around a pivot bearing (not shown) lying in the center of the frame.
  • the spring arrangement 20 is assigned an emergency suspension 24, which consists of passively acting, each integrated in the air springs 22 e.g. emergency springs 24.1 and 24.2 formed as sleeve rubber elements, on which the body 2 at a
  • the emergency springs 2 .1 and 24.2 have a significantly smaller spring travel y and a much higher spring hardness than the air springs 22. Accordingly, the roll movements occurring when the emergency springs 24 are traveling are also significantly less than the permissible roll angle deflections corresponding to the spring travel x of the air suspension 20 .
  • a passive additional spring 26 is installed between the body 2 and the bogie frame 10, which only responds to roll movements, but not to changes in the height of the body 2, and its special feature is a non-linear spring characteristic curve that runs in this way that the additional spring 26 is essentially ineffective in the driving dynamically optimal range of small roll angle movements and only in the upper part of the permissible roll angle deflections produces a restoring torque which counteracts the roll tendency of the body 2, but then increases steeply.
  • the additional spring 26 consists of a torsion spring rod 28, which is rotatably supported about its longitudinal axis on the underside of the car body by means of bearing blocks 30 transversely to the direction of travel.
  • actuating lever 32 At each end of the torsion bar 28 there is an actuating lever 32, the free lever end of which is connected in an articulated manner to the bogie longitudinal member 6 via a control rod 34 and a pivot pin 36.
  • Torsion bar end provided. 4 and 5 show in detail, the coupling 38 contains a serration 40 non-rotatably connected to the end of the torsion bar bearing sleeve 42 and one in an end recess of the bearing sleeve 42nd backlash-free and form-fitting engagement, double-armed driver 44, which are fastened interchangeably at the head end of the torsion bar 28 by screw connections 46 and a holding plate 48.
  • the center hub 50 of the actuating lever 32 is axially immovable on the bearing sleeve 42, but can be rotated smoothly via a slide bearing 52.
  • the lever hub 50 is provided on the end face with coupling claws 54 which have a backlash corresponding to the desired rotational play with respect to the driver 44.
  • the size of the rotational play determines - apart from the low restoring force of the rubber springs 58 - restoring torque-free working area of the additional spring 26 and can either be predetermined or as a result are designed to be adjustable so that the effective length of each pressure plunger 56 between the front, spherical contact surface and the rear 60 is adjustable according to FIG. 4.
  • the air suspension 20 has a spring curve a which is relatively weakly inclined in the entire permissible roll angle range Z between + ⁇ z and - ⁇ z , that is to say a smooth coupling between the body 2 and the bogie frame 10 with regard to the roll movements
  • the non-linear spring curve b of the torsion Additional spring 26 in the lower part S small roll angle deflections between + ⁇ s and - ⁇ g corresponding to the rotational play of the claw driver coupling 38 almost without restoring torque, in the upper part larger roll angle movements between ⁇ g and ⁇ z, however, rising steeply, such that the additional spring 26 at
  • the area of engagement of the additional spring 26 between S and Z is reached in the case of rapid arc and ramp travel on air suspension.
  • the roll angle ⁇ is effectively limited to the maximum permissible value ⁇ z by the common restoring effect of air suspension 20 and much harder additional spring 26, the response time of the air spring control irrelevant and the air consumption being minimal.
  • the emergency springs 24 are used in accordance with the spring characteristic curve c 1 and limit the roll angle movements of the car body 2 to a region N which lies within the essentially restoring-torque-free partial region S of the additional spring characteristic curve b, so that the torsion spring rod 28 rides when driving Emergency springs provide no additional restoring torque R and therefore the safety against derailment is not impaired.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Amplifiers (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Control Of Stepping Motors (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Length Measuring Devices By Optical Means (AREA)

Abstract

In a railway vehicle with a secondary spring arrangement acting between the chassis and the vehicle body which generates a continuously increasing restoring moment at a relative inclination between the two units until the maximum permissible angle of roll is reached, according to the invention a permissible limitation of the angle of roll is achieved without any adverse effect on the derailing limit and ride comfort on straights in a structurally simple and reliable manner, in that the spring arrangement is comparatively soft and there is a passively acting supplementary spring with a limited range of rotation (rotation play coupling) connected in parallel to the spring arrangement, which operates virtually without restoring moment in a partial range of slight roll angle movements, and at greater deviations of the roll angle within the permissible range, generates a steeply increasing restoring moment which is many times greater than that of the spring arrangement at the maximum permissible angle of body roll.

Description

SchienenfahrzeugRail vehicle
Beschreibungdescription
Die Erfindung bezieht sich auf ein Schienenfahrzeug nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a rail vehicle according to the preamble of patent claim 1.
An das Fahrverhalten von Schienenfahrzeugen werden aus Gründen steigender Fahrgeschwindigkeiten und eines verbesserten Fahrkomforts hohe Anforderungen gestellt. Ein hoher Fahrkomfort erfordert eine weitgehende Entkoppelung von Fahrwerk und Wagenkasten, damit das Fahrwerk bei Fahrt in der Geraden der Gleislage elastisch und möglichst unbehindert folgen kann. Dies wiederum bedingt eine weiche Wankabfederung des Wagenkastens, etwa mittels zweier, seitlich zwischen Wagenkasten und Fahrwerk angeordneter Luftfedern, die zusätzlich zur Wankabfederung auch die Vertikalabstützung des Wagenkastens am Fahrwerk übernehmen.High demands are placed on the driving behavior of rail vehicles for reasons of increasing driving speeds and improved driving comfort. A high level of driving comfort requires extensive decoupling of the undercarriage and car body so that the undercarriage can follow the track position elastically and as freely as possible when driving in a straight line. This in turn requires a soft roll damping of the car body, for example by means of two air springs arranged laterally between the car body and the undercarriage, which in addition to the roll damping also take over the vertical support of the car body on the undercarriage.
Eine solche weiche Sekundärfederung führt jedoch bei Einwirkung von quasistatischenHowever, such a soft secondary suspension leads to the action of quasi-static
Fliehkraftbeschleunigungen, z.B. infolge schneller Bogenfahrt, oder beim Stand im überhöhten Gleis zu großen Wankwinkelausschlägen. Andererseits müssen für den maximalen Wankwinkel aber unbedingt eng vorgegebene Grenzwerte eingehalten werden, und zwar nicht nur, weil der Reisende eine starke Neigung des Wagenkastens bei Bogenfahrt als unangenehm empfindet, sondern vor allem aus Sicherheitsgründen, da das zulässige Umgrenzungsprofil unter keinen Umständen überschritten werden darf.Accelerations of centrifugal force, for example as a result of rapid bend travel, or excessive roll deflection when standing on an elevated track. On the other hand, strictly specified limit values must be adhered to for the maximum roll angle, and not only because the traveler finds a strong inclination of the car body uncomfortable when traveling through bends, but above all for safety reasons, since this is permissible The boundary profile must not be exceeded under any circumstances.
Bekannt sind regelbare Luftfederungen zur weichen Sekundärabfederung des Wagenkastens, die durch entsprechende Luftdruckregelung der einzelnen Luftfedern zusätzlich zu einer Höhenniveau-Regulierung eine Begrenzung der Wagenkastenneigung bewirken sollen. Mit derartigen Luftfedersystemen lassen sich jedoch nur statische oder quasistatische Lageänderungen zwischen Fahrwerk und Wagenkasten ausgleichen, infolge der konstruktiv bedingten Trägheit der Luftdruck-Regelung nicht aber die dynamischen Wankbewegungen wirksam stabilisieren, so daß es etwa bei einer schnellen Bogeneinfahrt zu einem starken Überschwingen des Wagenkastens kommt, abgesehen davon, daß eine wankwinkelabhängige Luftdruck-Regelung einen unerwünscht hohen Druckluftverbrauch zur Folge hat.Controllable air suspensions for soft secondary cushioning of the car body are known which, by corresponding air pressure control of the individual air springs, should also limit the car body inclination in addition to a height level regulation. With such air spring systems, however, only static or quasi-static changes in position between chassis and car body can be compensated for, but due to the design-related inertia of the air pressure control, the dynamic roll movements cannot be effectively stabilized, so that, for example, the car body overshoots rapidly when entering a curve, apart from the fact that a roll angle-dependent air pressure control results in an undesirably high consumption of compressed air.
In Verbindung mit geregelten Sekundär-Luftfedersystemen sind weiterhin passiv wirkende Wankstabilisatoren in Form von Torsionsfederstäben bekannt. Dabei sind die Luftfedern schwingungstechnisch zusammengeschaltet, werden also nicht wankwinkelabhängig geregelt und sind ausschließlich zum Ausgleich von Höhenniveauänderungen aufgrund unterschiedlicher Beladung vorgesehen, während die Begrenzung der Wagenkastenneigung allein von den Wankstabilisatoren übernommen wird. Deren Federkennlinie wird durch den maximal zulässigen Wankwinkel bei schneller Bogenfahrt bestimmt und bewirkt daher auch bei Fahrt in der Geraden eine enge Verkuppelung von Fahrwerk und Wagenkasten, mit der Folge, daß der Fahrkomfort und die vertikale Radkraftdynamik negativ beeinflußt werden. Hinzukommt, daß regelbare Fahrwerk- oder Drehgestell-Luftfederungen den Einbau von Notfedern erfordern, die bei Ausfall der Luftversorgung eine - baubedingt nun wesentlich härtere - Abfederung des Wagenkastens übernehmen. Die höhere Steifigkeit dieser Notfedern führt in Verbindung mit der hohen Verwindungssteifigkeit des Wagenkastens dazu, daß das Fahrzeug auf Gleisverwindungen mit spürbaren Radentlastungen reagiert. Die zusätzliche Versteifung zwischen Fahrwerk und Wagenkasten durch passiv wirkende Wankstabilisatoren zur Begrenzung der Wagenkastenneigung bei Bogenfahrt führt daher bei Fahrt auf Notfedern zu einer merklichen Beeinträchtigung der Entgleisungssicherheit.Passively acting roll stabilizers in the form of torsion spring bars are also known in connection with regulated secondary air spring systems. The air springs are interconnected in terms of vibrations, so they are not regulated depending on the roll angle and are only intended to compensate for changes in height level due to different loads, while the roll stabilizers alone take over the limitation of the car body inclination. Their spring characteristic is determined by the maximum permissible roll angle during fast bend travel and therefore causes a tight coupling of chassis and body, even when driving in a straight line, with the result that driving comfort and the vertical wheel force dynamics are negatively affected. Add to that adjustable suspension or bogie air suspension require the installation of emergency springs which, in the event of a failure of the air supply, take over the car body - which is now much harder due to the construction. The higher stiffness of these emergency springs combined with the high torsional stiffness of the car body means that the vehicle reacts to twisting tracks with noticeable wheel relief. The additional stiffening between the undercarriage and the car body by means of passively acting roll stabilizers to limit the car body inclination when traveling on bends therefore leads to a noticeable impairment of derailment safety when driving on emergency springs.
Auch durch die aus der DE-OS 34 07 574 bekannte Sekundärfederanordnung, bei der der Wagenkasten an den Drehgestellen durch eine wankwinkelabhängig geregelte Luftfederung abgestützt und nur eines der Drehgestelle über einen passiv wirkenden Wankstabilisator mit dem Wagenkasten verbunden ist, lassen sich die geschilderten Nachteile nicht wirksam beheben, denn einerseits wird das Wank-Rückstellmoment bei schneller Bogenfahrt extrem ungleich auf beide Drehgestelle verteilt und muß im wesentlichen durch Radkraftunterschiede nur eines Drehgestells kompensiert werden, was eine große quasistatische Radentlastung an den bogeninneren Rädern zu Folge hat, und andererseits wird durch den Wankstabilisator der Wagenkasten mit dem Drehgestell hinsichtlich höherfrequenter, dynamischer Wankbewegungen bei Fahrt in der Geraden so stark verkoppelt, daß dadurch der Fahrkomfort beeinträchtigt wird, mit dem zusätzlichen baulichen Nachteil, daß für den Wagenkasten zwei unterschiedlich ausgerüstete Drehgestelle erforderlich sind. Aufgabe der Erfindung ist es, ein Schienenfahrzeug der beanspruchten Art so auszubilden, daß durch die Abfederung zwischen Wagenkasten und Fahrwerk eine sichere Begrenzung der Wagenkastenneigung auf einen vorgegebenen Wankwinkelbereich ohne Beeinträchtigung der Entgleisungssicherheit und des Fahrkomforts in der Geraden erzielt wird.Also by the secondary spring arrangement known from DE-OS 34 07 574, in which the car body is supported on the bogies by an air suspension controlled by the roll angle and only one of the bogies is connected to the car body via a passively acting roll stabilizer, the disadvantages described cannot be effective Fix, because on the one hand the roll restoring torque is distributed extremely unevenly on both bogies during fast bend travel and essentially has to be compensated for by wheel force differences of only one bogie, which results in a large quasi-static wheel relief on the wheels inside the bow, and on the other hand the roll stabilizer increases the Car body coupled with the bogie so strongly with regard to higher-frequency, dynamic roll movements when driving in a straight line that the driving comfort is thereby impaired, with the additional structural disadvantage that the car body has two different equipment ete bogies are required. The object of the invention is to design a rail vehicle of the type claimed so that the cushioning between the body and the chassis reliably limits the body tilt to a predetermined roll angle range without impairing the safety against derailment and driving comfort in the straight line.
Diese Aufgabe wird erfindungsgemäß durch das im Patentanspruch 1 gekennzeichnete Schienenfahrzeug gelöst.This object is achieved by the rail vehicle characterized in claim 1.
Erfindungsgemäß wird durch die Kombination einer relativ weichen Sekundär-Federanordnung, zum Beispiel in Form einer wankwinkelabhängig geregelten Mehrpuήkt- Luftfederabstützung, mit einer im unteren Teilbereich der zulässigen Wankbewegung im wesentlichen wirkungslosen und erst darüberhinaus eingreifenden, dann aber ein steil ansteigendes Rückstellmoment erzeugenden Zusatzfeder sichergestellt, daß die dynamischen Wankbewegungen des Wagenkastens bei Fahrt in der Geraden und die Wankwinkelausschläge des Fahrwerks bei Fahrt auf verwundenem Gleis sowie bei langsamer Rampenfahrt nahezu vollständig von der Federanordnung aufgenommen werden, während die Zusatzfeder nicht anspricht, so daß selbst bei Verwendung einer verhältnismäßig steifen Primärfederung die für einen hohen Fahrkomfort erforderliche, schwingungstechnische Entkoppelung von Fahrwerk und Wagenkasten ohne Beeinträchtigung der Radkraftdynamik erreicht wird, und dennoch insbesondere bei schneller Bogen- oder Rampenfahrt der zugelassene Wankwinkel- Grenzwert infolge des dann selbsttätig wirksamen Rückstellmoments der Zusatzfeder unabhängig von der Ansprechgeschwindigkeit einer Luftfederregelung zuverlässig und ohne eine für die Entgleisunssicherheit kritische Radentlastung eingehalten wird.According to the invention, the combination of a relatively soft secondary spring arrangement, for example in the form of a multi-point air spring support regulated depending on the roll angle, with an additional spring which is essentially ineffective in the lower part of the permissible roll movement and only then intervenes, but then generates a steeply increasing restoring torque, ensuring that The dynamic roll movements of the car body when driving in a straight line and the roll angle deflections of the undercarriage when driving on twisted tracks and when driving slowly on a ramp are almost completely absorbed by the spring arrangement, while the additional spring does not respond, so that even when using a relatively stiff primary suspension, the one for high level of driving comfort required, vibration-related decoupling of the chassis and car body is achieved without impairing the dynamics of the wheel force, and yet in particular with fast bends or rams the permitted roll angle limit value due to the then automatically effective restoring torque of the additional spring regardless of the response speed of an air spring control reliably and without a wheel relief critical for derailment uncertainty.
Im Hinblick auf eine weitere Verbesserung des Fahrverhaltens verläuft die Kennlinie der Zusatzfeder in dem erwähnten Arbeitsbereich geringer Wankwinkel- Ausschläge gemäß Anspruch 2 zweckmäßigerweise im wesentlichen auf der Rückstellmoment-Nullinie.In view of a further improvement in driving behavior, the characteristic curve of the additional spring expediently runs essentially on the restoring torque zero line in the mentioned working range of small roll angle deflections.
Aus Gründen einer baulich einfachen, robusten und ausfallsicheren Gestaltung der Zusatzfeder ist diese in weiterer vorteilhafter Ausgestaltung der Erfindung gemäß Anspruch 3 als zwischen Fahrwerk und Wagenkasten wirksamer Torsionsstab mit einem begrenzten Drehspiel ausgebildet, und zwar derart, daß die an den Torsionsstabenden angeordneten, bei einer Relativneigung von Wagenkasten und Fahrwerk gegensinnig verdrehten Betätigungshebel gemäß Anspruch 4 zweckmäßigerweise über eine drehspielbehaftete Klauen- Mitnehmerkupplung mit dem Torsionsstab verbunden sind. Damit die Betätigungshebel beim Einbau der Zusatzfeder ohne umständliche Justierarbeiten in der bezüglich des Torsionsstabs lagerichtigen Drehposition montiert werden können, sind gemäß Anspruch 5 zweckmäßigerweise Zentrierfedern zur Zentrierung der Klauen- Mitnehmerkupplung auf die Drehspiel-Mittellage vorgesehen, die jedoch eine im Vergleich zu der zwischen Wagenkasten und Fahrwerk wirksamen Federanordnung vernachlässigbar kleine Federhärte besitzen.For reasons of a structurally simple, robust and fail-safe design of the additional spring, in a further advantageous embodiment of the invention according to claim 3, it is designed as a torsion bar effective between the running gear and the car body with a limited rotational play, in such a way that the ends of the torsion bars arranged at a relative inclination of car body and undercarriage twisted actuating lever according to claim 4 are expediently connected to the torsion bar via a claw-driver coupling with rotational play. So that the actuating levers can be installed in the rotational position that is correct with respect to the torsion bar when installing the additional spring, centering springs are advantageously provided for centering the claw driver coupling on the rotational play center position, which, however, is in comparison to that between the car body and Chassis effective spring arrangement have negligible spring hardness.
Im Hinblick auf ein leichtgängiges Drehspiel zwischen Torsionsstab und Betätigungshebeln sind die Hebel gemäß Anspruch 6 am zugehörigen Torsionsstabende zweckmäßigerweise jeweils reibungsarm begrenzt schwenkbar gelagert, und zwar gemäß Anspruch 7 vorzugsweise durch ein wartungsfreies Gleitlager.With regard to a smooth rotation between the torsion bar and actuating levers, the levers are expediently limited in each case with little friction at the associated end of the torsion bar pivoted, preferably according to claim 7 by a maintenance-free plain bearing.
Der Wankwinkelbereich, in dem der Torsionsstab außer Eingriff ist, erstreckt sich im allgemeinen nur über einen Bruchteil der maximal zugelassenen Wankwinkelausschläge, ist aber in hohem Maße abhängig von den äußeren Randbedingungen des jeweiligen Einbaufalles und daher gemäß Anspruch 8 in besonders bevorzugter Weise veränderlich einstellbar.The roll angle range in which the torsion bar is disengaged generally extends only over a fraction of the maximum permitted roll angle deflections, but is highly dependent on the external boundary conditions of the respective installation case and can therefore be adjusted in a particularly preferred manner.
Ein weiterer wesentlicher Aspekt der Erfindung ergibt sich in Verbindung mit einer geregelten Luftfederanordnung mit zugeordneter No federung, die die Wagenkasten-Abstützung und Wankstabilisierung bei einem Ausfall der Luftversorgung mit einer bauartbedingt vielfach höheren Federhärte übernimmt. In diesem Fall werden die im Zusammenhang mit einer passiven Notfederung und einem zusätzlichen Wankstabilisator hinsichtlich derAnother important aspect of the invention results in connection with a regulated air spring arrangement with associated No suspension, which takes over the body support and roll stabilization in the event of a failure of the air supply with a design-related often higher spring hardness. In this case, the in connection with a passive emergency suspension and an additional roll stabilizer in terms of
Entgleisungssicherheit eingangs geschilderten Probleme gemäß Anspruch 9 dadurch auf äußerst einfache und wirksame Weise behoben, daß sämtliche, bei Fahrt auf Notfeder auftretenden Wankbewegungen innerhalb des begrenzten Drehspiels bzw. innerhalb des Bereichs vernachlässigbar kleiner Federhärte der Zusatzfeder liegen.Derailment safety problems described at the outset according to claim 9 eliminated in an extremely simple and effective manner that all roll movements occurring when traveling on an emergency spring are within the limited rotational play or within the range of negligibly small spring hardness of the additional spring.
Ein Ausführungsbeispiel der Erfindung wird nunmehr anhand der beiliegenden Zeichnungen näher erläutert. Es zeigen in stark schematisierter Darstellung:An embodiment of the invention will now be explained in more detail with reference to the accompanying drawings. They show in a highly schematic representation:
Fig. 1 die Seitenansicht eines Drehgestell- Schienenfahrzeuges im Bereich eines der Fahrzeugenden; Fig. 2 eine teilweise geschnittene Darstellung der Luft-, Zusatz- und Notfedern des Schienenfahrzeugs gemäß Fig. 1;Figure 1 is a side view of a bogie rail vehicle in the area of one of the vehicle ends. FIG. 2 shows a partially sectioned illustration of the air, auxiliary and emergency springs of the rail vehicle according to FIG. 1;
Fig. 3 eine als Torsionsstab ausgebildete Zusatzfeder in perspektivischer Darstellung;3 shows an additional spring designed as a torsion bar in a perspective representation;
Fig. 4 eine teilweise geschnittene Ansicht einer drehspielbehafteten Klauen-Mitnehmerkupplung zwischen einem Betätigungshebel und dem Torsionsstab gemäß Fig. 3;FIG. 4 shows a partially sectioned view of a claw-driving clutch with rotational play between an actuating lever and the torsion bar according to FIG. 3;
Fig. 5 die teilweise geschnittene Aufsicht der Klauen- Mitnehmerkupplung gemäß Fig. 4; und5 shows the partially sectioned top view of the claw driver coupling according to FIG. 4; and
Fig. 6 ein Diagramm zur Darstellung der einzelnen Federkennlinien.Fig. 6 is a diagram showing the individual spring characteristics.
Bei dem in den Fig. 1 und 2 gezeigten Schienenfahrzeug sind als Fahrwerk zur AbStützung des Wagenkastens 2 zwei baugleiche, im Bereich der Wagenkastenenden angeordnete Drehgestelle 4 (von denen nur eines dargestellt ist) vorgesehen, die jeweils einen H- förmigen, aus formsteif miteinander verbundenen Längs¬ und Querträgern 6, 8 bestehenden Drehgestellrahmen 10 enthalten, an welchem die beiden starren Radsätze 12, 14 des Drehgestells 4 jeweils über Radsatzlager-Gehäuse 16 und eine in allen drei Koordinaten-Richtungen elastische Primärfederung 18 mit einer inIn the rail vehicle shown in FIGS. 1 and 2, two identical bogies 4 (only one of which is shown) arranged in the region of the ends of the car body are provided as the chassis for supporting the car body 2, each of which has an H-shaped, rigidly connected to one another Longitudinal and cross members 6, 8 contain existing bogie frame 10, on which the two rigid wheel sets 12, 14 of the bogie 4 each via wheel set bearing housing 16 and a primary suspension 18 elastic in all three coordinate directions with an in
Vertikalrichtung relativ großen Federhärte geführt sind.Vertical direction relatively large spring hardness are performed.
Die zwischen Wagenkasten 2 und Drehgestell 4 wirksame Sekundärfederung besteht aus einer druckgeregelten Luftfederanordnung 20 in Form von seitlich am Drehgestellrahmen 10 zwischen der Wagenkasten- Unterseite und den Drehgestell- ängsträgem 6 angeordneten Luftfedern 22.1 und 22.2 relativ geringer Federhärte, die den Wagenkasten 2 am Drehgestellrahmen 10 abstützen und so geregelt sind, daß sie das Fußbodenniveau unabhängig von der Beladung des Wagenkastens 2 auf konstanter Höhe halten und bei einer Relativneigung von Wagenkasten 2 und Drehgestellrahmen 10 ein der Wankbewegung entgegen wirkendesThe effective secondary suspension between car body 2 and bogie 4 consists of a pressure-controlled Air spring assembly 20 in the form of laterally on the bogie frame 10 between the underside of the car body and the bogie ängsträgem 6 arranged air springs 22.1 and 22.2 relatively low spring hardness, which support the car body 2 on the bogie frame 10 and are regulated so that they the floor level regardless of the load keep the body 2 at a constant height and with a relative inclination of body 2 and bogie frame 10 counteracting the rolling movement
Rückstellmoment erzeugen. Der Federweg x der Luftfedern 22 gegenüber der Null-Neigungslage des Wagenkastens ist durch den maximal zulässigen Wankwinkel, bei dem der Wagenkasten 2 bis zu dem in Fig. 2 gestrichelt dargestellten Umgrenzungsprofil nach rechts oder links geneigt ist, vorgegeben. Die Luftfedern 22 sind so ausgebildet, daß sie die Ausdrehbewegungen des Drehgestells 4 z.B. um eine in der Rahmenmitte liegende Drehzapfenlagerung (nicht gezeigt) nicht behindern.Generate restoring torque. The spring travel x of the air springs 22 with respect to the zero inclination position of the car body is predetermined by the maximum permissible roll angle at which the car body 2 is inclined to the right or left up to the boundary profile shown in dashed lines in FIG. 2. The air springs 22 are designed so that they the turning movements of the bogie 4 e.g. around a pivot bearing (not shown) lying in the center of the frame.
Der Federanordnung 20 ist eine Notfederung 24 zugeordnet, die aus passiv wirkenden, jeweils in die Luftfedern 22 integrierten z.B. als Hülsen- Gummielemente ausgebildeten Notfedern 24.1 und 24.2 besteht, auf denen sich der Wagenkasten 2 bei einemThe spring arrangement 20 is assigned an emergency suspension 24, which consists of passively acting, each integrated in the air springs 22 e.g. emergency springs 24.1 and 24.2 formed as sleeve rubber elements, on which the body 2 at a
Versagen der Luftfedern 22 oder der Druckluftversorgung wankwinkelbeweglich abstützt. Die Notfedern 2 .1 und 24.2 besitzen baubedingt einen wesentlich kleineren Federweg y und eine vielfach höhere Federhärte als die Luftfedern 22. Dementsprechend sind die bei Fahrt auf den Notfedern 24 auftretenden Wankbewegungen auch wesentlich geringer als die zulässigen, dem Federweg x der Luftfederung 20 entsprechenden Wankwinkelausschläge. Parallel zur Federanordnung 20 und zur Notfederung 24 ist ferner zwischen Wagenkasten 2 und Drehgestellrahmen 10 eine passiv wirkende Zusatzfeder 26 eingebaut, die ausschließlich auf Wankbewegungen, nicht aber auf Höhenlagenänderungen des Wagenkastens 2 anspricht und deren Besonderheit in einer nicht-linearen Federkennlinie besteht, die derart verläuft, daß die Zusatzfeder 26 im fahrdynamisch optimalen Bereich geringer Wankwinkelbewegungen im wesentlichen wirkungslos ist und erst im oberen Teilbereich der zulässigen Wankwinkelausschläge ein der Wankneigung des Wagenkastens 2 entgegenwirkendes, dann allerdings steil ansteigendes Rückstellmoment erzeugt.Failure of the air springs 22 or the compressed air supply is supported so that it can be moved by a roll angle. Due to the construction, the emergency springs 2 .1 and 24.2 have a significantly smaller spring travel y and a much higher spring hardness than the air springs 22. Accordingly, the roll movements occurring when the emergency springs 24 are traveling are also significantly less than the permissible roll angle deflections corresponding to the spring travel x of the air suspension 20 . In addition to the spring arrangement 20 and the emergency suspension 24, a passive additional spring 26 is installed between the body 2 and the bogie frame 10, which only responds to roll movements, but not to changes in the height of the body 2, and its special feature is a non-linear spring characteristic curve that runs in this way that the additional spring 26 is essentially ineffective in the driving dynamically optimal range of small roll angle movements and only in the upper part of the permissible roll angle deflections produces a restoring torque which counteracts the roll tendency of the body 2, but then increases steeply.
Wie die Fig. 3 bis 5 im einzelnen zeigen, besteht die Zusatzfeder 26 aus einem Torsionsfederstab 28, der mit Hilfe von Lagerböcken 30 quer zur Fahrtrichtung an der Wagenkasten-Unterseite um seine Längsachse drehbar gelagert ist. An jedem Ende des Torsionsstabs 28 befindet sich ein Betätigungshebel 32, dessen freies Hebelende über eine Steuerstange 34 und einen Drehzapfen 36 gelenkig mit dem Drehgestell-Längsträger 6 verbunden ist.As shown in FIGS. 3 to 5 in detail, the additional spring 26 consists of a torsion spring rod 28, which is rotatably supported about its longitudinal axis on the underside of the car body by means of bearing blocks 30 transversely to the direction of travel. At each end of the torsion bar 28 there is an actuating lever 32, the free lever end of which is connected in an articulated manner to the bogie longitudinal member 6 via a control rod 34 and a pivot pin 36.
Damit die Rückstellwirkung des durch die Zusatzfeder 26 gebildeten Wankstabilisators erst bei höheren Wankwinkel-Ausschlägen innerhalb des Federwegs x der Luftfederung 20 einsetzt, ist eine entsprechend drehspielbehaftete Klauen-Mitnehmerkupplung 38 zwischen den Betätigungshebeln 32 und dem jeweiligenSo that the restoring effect of the roll stabilizer formed by the additional spring 26 only starts at higher roll angle deflections within the spring travel x of the air suspension 20, there is a claw-driving clutch 38, which is subject to rotational play, between the actuating levers 32 and the respective one
Torsionsstabende vorgesehen. Wie die Fig. 4 und 5 im einzelnen zeigen, enthält die Kupplung 38 eine über eine KerbVerzahnung 40 drehfest mit dem Torsionsstabende verbundene Lagermuffe 42 und einen in eine stirnseitige Aussparung der Lagermuffe 42 spielfrei und formschlüssig eingreifenden, doppelarmigen Mitnehmer 44, die durch Verschraubungen 46 und eine Halteplatte 48 austauschbar am Kopfende des Torsionsstabs 28 befestigt sind. Auf der Lagermuffe 42 ist axial unverschiebbar, aber über ein Gleitlager 52 leichtgängig drehbar die Mittelnabe 50 des Betätigungshebels 32 geführt.Torsion bar end provided. 4 and 5 show in detail, the coupling 38 contains a serration 40 non-rotatably connected to the end of the torsion bar bearing sleeve 42 and one in an end recess of the bearing sleeve 42nd backlash-free and form-fitting engagement, double-armed driver 44, which are fastened interchangeably at the head end of the torsion bar 28 by screw connections 46 and a holding plate 48. The center hub 50 of the actuating lever 32 is axially immovable on the bearing sleeve 42, but can be rotated smoothly via a slide bearing 52.
Zur Drehmomentenverkoppelung ist die Hebelnabe 50 stirnseitig mit Kupplungsklauen 54 versehen, die gegenüber dem Mitnehmer 44 ein dem gewünschten Drehspiel entsprechendes Flankenspiel aufweisen.For torque coupling, the lever hub 50 is provided on the end face with coupling claws 54 which have a backlash corresponding to the desired rotational play with respect to the driver 44.
Das Dreh- oder Flankenspiel zwischen Mitnehmer 44 und Kupplungsklauen 54 wird begrenzt durch querverschieblich am Mitnehmer 44 geführte Druckstöße 56, die jeweils durch Gummifedern 58 sehr geringer Federhärte in balliger Anlage an den Klauenflanken der Hebelnabe 50 gehalten werden. Auf diese Weise wird der Betätigungshebel 32 auf die - im oberen Teil der Fig. 4 gezeigte - Drehspiel-Mittellage zentriert. Beim Verdrehen des Betätigungshebels 32 bezüglich des Torsionsstabes 28 verschieben sich die Druckstöße 56 in der zugeordneten Führungsbohrung des Mitnehmers 44, bis je nach Drehrichtung das eine oder andere Paar von diametral gegenüberliegenden Druckstößeln 56 mit ihrer Rückseite 60 am Bohrungsgrund der Mitnehmer- Führungsbohrung anschlägt und der Betätigungshebel 32 in der jeweiligen Drehrichtung nunmehr drehfest mit dem Torsionsstabende verkoppelt ist. Die Drehspiel-Endlage ist in der unteren Hälfte der Fig. 4 dargestellt. Die Größe des Drehspiels bestimmt den - abgesehen von der geringen Rückstellkraft der Gummifedern 58 - rückstellmomentenfreien Arbeitsbereich der Zusatzfeder 26 und kann entweder fest vorgegeben oder dadurch einstellbar gestaltet werden, daß die wirksame Länge jedes Druckstößels 56 zwischen der vorderen, balligen Anlagefläche und der Rückseite 60 gemäß Fig. 4 verstellbar ist. Durch den Einbau der beschriebenen Klauen-Mitnehmerkupplung 38 läßt sich ein herkömmlicher, drehspielfreier Torsionsstab- Wankstabilisator in einfacher Weise nachträglich zu einem solchen mit Drehspiel, d.h. mit nicht-linearer Federkennlinie umrüsten.The rotational or flank play between the driver 44 and the clutch claws 54 is limited by pressure surges 56 which can be displaced transversely on the driver 44 and which are each held in a spherical abutment on the claw flanks of the lever hub 50 by rubber springs 58 of very low spring hardness. In this way, the actuating lever 32 is centered on the rotational play center position shown in the upper part of FIG. 4. When the actuating lever 32 is rotated with respect to the torsion bar 28, the pressure surges 56 shift in the associated guide bore of the driver 44 until, depending on the direction of rotation, one or the other pair of diametrically opposite pressure tappets 56 strikes with its rear side 60 on the bottom of the driver guide bore and the actuating lever 32 is now non-rotatably coupled to the end of the torsion bar in the respective direction of rotation. The rotational play end position is shown in the lower half of FIG. 4. The size of the rotational play determines - apart from the low restoring force of the rubber springs 58 - restoring torque-free working area of the additional spring 26 and can either be predetermined or as a result are designed to be adjustable so that the effective length of each pressure plunger 56 between the front, spherical contact surface and the rear 60 is adjustable according to FIG. 4. By installing the claw driver coupling 38 described, a conventional torsion bar roll stabilizer that is free from rotational play can be converted in a simple manner retrospectively to one with rotational play, ie with a non-linear spring characteristic.
Der qualitative Kennlinienverlauf der einzelnen Federsysteme ist aus Fig. 6 ersichtlich.The qualitative characteristic curve of the individual spring systems can be seen in FIG. 6.
Während die Luftfederung 20 eine im gesamten zulässigen Wankwinkelbereich Z zwischen +αz und -αz relativ schwach geneigte Federkennlinie a besitzt, also eine hinsichtlich der Wankbewegungen weiche Verkoppelung zwischen Wagenkasten 2 und Drehgestellrahmen 10 bewirkt, verläuft die nicht-lineare Federkennlinie b der Torsions-Zusatzfeder 26 im unteren Teilbereich S geringer Wankwinkelausschläge zwischen +αs und -αg entsprechend dem Drehspiel der Klauen-Mitnehmerkupplung 38 nahezu rückstellmomentfrei, im oberen Teilbereich größerer Wankwinkelbewegungen zwischen αg und αz jedoch steil ansteigend, derart, daß die Zusatzfeder 26 beiWhile the air suspension 20 has a spring curve a which is relatively weakly inclined in the entire permissible roll angle range Z between + α z and -α z , that is to say a smooth coupling between the body 2 and the bogie frame 10 with regard to the roll movements, the non-linear spring curve b of the torsion Additional spring 26 in the lower part S small roll angle deflections between + α s and -αg corresponding to the rotational play of the claw driver coupling 38 almost without restoring torque, in the upper part larger roll angle movements between αg and α z, however, rising steeply, such that the additional spring 26 at
Annäherung an den maximal zulässigen Wankwinkel ±αz ein vielfach höheres Rückstellmoment R als die Luftfederung 20 erzeugt. Die Notfedern 24 besitzen eine noch höhere Federhärte, gelangen aber bei Fahrt auf Luftfederung nicht in Eingriff, wie dies in Fig. 6 durch die Notfeder- Kennlinie c angedeutet ist.Approaching the maximum permissible roll angle ± α z produces a much higher restoring torque R than the air suspension 20. The emergency springs 24 have an even higher spring hardness, but do not come into engagement when driving on air suspension, as is indicated in FIG. 6 by the emergency spring characteristic curve c.
Im unteren Wankwinkelbereich S befinden sich die dynamischen Wankbewegungen des Wagenkastens 2 bei Fahrt in der Geraden, die Wankbewegungen des Drehgestells 4 bei Fahrt auf verwundenem Gleis sowie die Drehgestellneigung bei langsamer Rampenfahrt. In diesem Bereich S werden die den Wankbewegungen entgegenwirkenden Rückstellmomente R nahezu ausschließlich durch die relativ weiche Luftfederanordnung 20 erzeugt.In the lower roll angle range S are the dynamic roll movements of the car body 2 when driving in a straight line, the roll movements of the bogie 4 when driving on twisted track and the bogie inclination when driving slowly on a ramp. In this area S, the restoring moments R counteracting the rolling movements are generated almost exclusively by the relatively soft air spring arrangement 20.
Der Eingriffsbereich der Zusatzfeder 26 zwischen S und Z wird bei schneller Bogen- und Rampenfahrt auf Luftfederung erreicht. Dabei wird der Wankwinkel α durch die gemeinsame Rückstellwirkung von Luftfederung 20 und vielfach härterer Zusatzfeder 26 wirksam auf den maximal zulässigen Wert αz begrenzt, wobei die Ansprechzeit der Luftfederregelung ohne Belang und der Luftverbrauch minimal ist.The area of engagement of the additional spring 26 between S and Z is reached in the case of rapid arc and ramp travel on air suspension. The roll angle α is effectively limited to the maximum permissible value α z by the common restoring effect of air suspension 20 and much harder additional spring 26, the response time of the air spring control irrelevant and the air consumption being minimal.
Bei einem Luftfederausfall kommen die Notfedern 24 entsprechend der Federkennlinie c1 zum Einsatz und begrenzen dabei die Wankwinkelbewegungen des Wagenkastens 2 auf einen Bereich N, der innerhalb des im wesentlichen rückstellmomentenfreien Teilbereichs S der Zusatzfeder-Kennlinie b liegt, so daß der Torsionsfederstab 28 bei Fahrt auf Notfedern kein zusätzliches Rückstellmoment R liefert und die Entgleisungssicherheit daher nicht beeinträchtigt wird. In the event of an air spring failure, the emergency springs 24 are used in accordance with the spring characteristic curve c 1 and limit the roll angle movements of the car body 2 to a region N which lies within the essentially restoring-torque-free partial region S of the additional spring characteristic curve b, so that the torsion spring rod 28 rides when driving Emergency springs provide no additional restoring torque R and therefore the safety against derailment is not impaired.

Claims

Ansprüche Expectations
1.1.
Schienenfahrzeug mit einer zwischen Fahrwerk und Wagenkasten wirksamen, bei einer Relativneigung zwischen beiden ein bis zum Erreichen des maximal zulässigen Wankwinkels kontinuierlich anwachsendes Rückstellmoment erzeugenden Federanordnung, d a d u r c h g e k e n n z e i c h n e t , daß in Parallelschaltung zur Federanordnung (20) eine passiv wirkende Zusatzfeder (26) mit einer innerhalb des zulässigen Wankwinkelbereichs (Z) nicht-linearen Feder-Kennlinie (b) vorgesehen ist, welche im Teilbereich (S) geringer Wankwinkelbewegungen unterhalb und im Teilbereich größerer Wankwinkelbewegungen steil ansteigend und oberhalb der Federkennlinie (a) der Federanordnung verläuft.Rail vehicle with a spring arrangement effective between the undercarriage and the body, which produces a restoring torque which continuously increases until the maximum permissible roll angle is reached, characterized in that, in parallel connection with the spring arrangement (20), a passive additional spring (26) with an within the permissible Roll angle range (Z) non-linear spring characteristic curve (b) is provided, which in the partial area (S) of small roll angle movements below and in the partial area of larger roll angle movements increases steeply and above the spring characteristic curve (a) of the spring arrangement.
2.Second
Schienenfahrzeug nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß die Kennlinie (b) der Zusatzfeder (26) im Teilbereich (S) geringer Wankwinkelbewegungen im wesentlichen rückstellmomentfrei verläuft.Rail vehicle according to claim 1, so that the characteristic (b) of the additional spring (26) in the partial region (S) of small roll angle movements runs essentially without a restoring torque.
3.3rd
Schienenfahrzeug nach Anspruch 2, d a d u r c h g e k e n n z e i c h n e t , daß als Zusatzfeder (26) ein zwischen Fahrwerk (Drehgestell 4) und Wagenkasten (2) wirksamer Torsionsstab (28) mit einem begrenzten Drehspiel vorgesehen ist.Rail vehicle according to claim 2, characterized in that as an additional spring (26) between the chassis (bogie 4) and car body (2) effective torsion bar (28) is provided with a limited rotational play.
4.4th
Schienenfahrzeug nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t , daß der Torsionsstab (28) mit endseitigen, bei einer Relativneigung von Wagenkasten (2) und Fahrwerk (4) gegensinnig verdrehten Betätigungshebeln (32) versehen und diese mit dem Torsionsstab jeweils über eine drehspielbehaftete Klauen-Mitnehmerkupplung (38) verbunden sind.Rail vehicle according to Claim 3, characterized in that the torsion bar (28) is provided with actuating levers (32) which are rotated in opposite directions in the event of a relative inclination of the car body (2) and the running gear (4), and these are each provided with the torsion bar via a claw driver coupling (38) which is subject to torsional play ) are connected.
5.5th
Schienenfahrzeug nach Anspruch 4, d a d u r c h g e k e n n z e i c h n e t , daß die Hebel (32) jeweils durch eine im Vergleich zu dem von der Federanordnung (20) erzeugten Rückstellmoment sehr geringe Federkraft (Federn 58) elastisch auf die Drehspiel-Mittellage zentriert sind.Rail vehicle according to claim 4, so that the levers (32) are each elastically centered on the rotational play center position by a spring force (springs 58) which is very low compared to the restoring torque generated by the spring arrangement (20).
6.6th
Schienenfahrzeug nach Anspruch 4 oder 5, d a d u r c h g e k e n n z e i c h n e t , daß die Hebel (32) am zugehörigen Torsionsstabende jeweils reibungsarm schwenkbar gelagert sind.Rail vehicle according to claim 4 or 5, so that the levers (32) are each pivotably mounted on the associated end of the torsion bar with low friction.
7. Schienenfahrzeug nach Anspruch 6, d a d u r c h g e k e n n z e i c h n e t , daß die reibungsarme Lagerung aus einem wartungsfreien7. Rail vehicle according to claim 6, characterized in that the low-friction bearing from a maintenance-free
Gleitlager (52) besteht.Plain bearing (52).
8.8th.
Schienenfahrzeug nach einem der Ansprüche 3 bis 7, d a d u r c h g e k e n n z e i c h n e t , daß das Drehspiel veränderlich einstellbar ist.Rail vehicle according to one of claims 3 to 7, d a d u r c h g e k e n n z e i c h n e t that the rotational play is variably adjustable.
9.9th
Schienenfahrzeug nach einem der vorhergehenden Ansprüche, mit einer die Wankstabilisierung bei Ausfall der Federanordnung übernehmenden Notfederung, d a d u r c h g e k e n n z e i c h n e t , daß der Arbeitsbereich (N) der Notfederung (24) innerhalb des begrenzten Drehspiels bzw. Winkelbereichs (S) geringer Federhärte der Zusatzfeder (26) liegt. Rail vehicle according to one of the preceding claims, with an emergency suspension taking over the roll stabilization in the event of a failure of the spring arrangement, so that the working range (N) of the emergency suspension (24) lies within the limited rotational play or angular range (S) of low spring hardness of the additional spring (26).
EP91920077A 1990-11-27 1991-11-22 Railway vehicle Expired - Lifetime EP0512089B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4037672 1990-11-27
DE4037672A DE4037672A1 (en) 1990-11-27 1990-11-27 RAIL VEHICLE
PCT/DE1991/000918 WO1992009469A1 (en) 1990-11-27 1991-11-22 Railway vehicle

Publications (2)

Publication Number Publication Date
EP0512089A1 true EP0512089A1 (en) 1992-11-11
EP0512089B1 EP0512089B1 (en) 1995-03-08

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EP91920077A Expired - Lifetime EP0512089B1 (en) 1990-11-27 1991-11-22 Railway vehicle

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US (1) US5311821A (en)
EP (1) EP0512089B1 (en)
AT (1) ATE119481T1 (en)
DE (2) DE4037672A1 (en)
DK (1) DK0512089T3 (en)
ES (1) ES2069315T3 (en)
GR (1) GR3015617T3 (en)
WO (1) WO1992009469A1 (en)

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EP2226233B1 (en) * 2009-03-06 2017-05-31 Construcciones Y Auxiliar de Ferrocarriles, S.A. Tilt control system for railway vehicles
GB2475325A (en) * 2009-11-16 2011-05-18 Bombardier Transp Gmbh Torsion bar assembly and method, particularly for rail vehicle anti-roll bar
US8079310B2 (en) * 2009-11-25 2011-12-20 LTK Consulting Services, Inc. Vertical position compensating device for a vehicle
DE102011085029A1 (en) * 2011-10-21 2013-04-25 Luhn & Pulvermacher - Dittmann & Neuhaus GmbH Stabilizer in fiber-plastic composite and process for its production
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JP6564292B2 (en) * 2015-10-07 2019-08-21 川崎重工業株式会社 Railway vehicle with train body tilting device and train organization
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Also Published As

Publication number Publication date
DK0512089T3 (en) 1995-05-22
EP0512089B1 (en) 1995-03-08
US5311821A (en) 1994-05-17
DE59104894D1 (en) 1995-04-13
DE4037672C2 (en) 1993-05-19
ES2069315T3 (en) 1995-05-01
WO1992009469A1 (en) 1992-06-11
ATE119481T1 (en) 1995-03-15
DE4037672A1 (en) 1992-06-04
GR3015617T3 (en) 1995-06-30

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