EP0512089B1 - Schienenfahrzeug - Google Patents

Schienenfahrzeug Download PDF

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Publication number
EP0512089B1
EP0512089B1 EP91920077A EP91920077A EP0512089B1 EP 0512089 B1 EP0512089 B1 EP 0512089B1 EP 91920077 A EP91920077 A EP 91920077A EP 91920077 A EP91920077 A EP 91920077A EP 0512089 B1 EP0512089 B1 EP 0512089B1
Authority
EP
European Patent Office
Prior art keywords
spring
roll
railway vehicle
vehicle according
range
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
EP91920077A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0512089A1 (de
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
AEG Schienenfahrzeuge 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 AEG Schienenfahrzeuge GmbH filed Critical AEG Schienenfahrzeuge GmbH
Publication of EP0512089A1 publication Critical patent/EP0512089A1/de
Application granted granted Critical
Publication of EP0512089B1 publication Critical patent/EP0512089B1/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
    • B61F5/14—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 the 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 only static or quasi-static changes in position between chassis and car body can be compensated, 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 the bend is entered quickly, apart from the fact that a roll angle-dependent air pressure control results in an undesirably high compressed air consumption.
  • 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 when traveling fast bends 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 in the air supply, take over the car body, which is now much harder due to the construction.
  • the object of the invention is to design a rail vehicle of the type claimed so that a safe limitation of the body inclination to a predetermined roll angle range is achieved without compromising the safety against derailment and driving comfort in the straight line by the suspension between car body and chassis.
  • 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 essentially ineffective additional spring which engages in the lower part of the permissible roll movement and only then intervenes, but then generates a steeply increasing restoring torque, ensures 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 chassis and car body is achieved without affecting the dynamics of the wheel force, and yet in particular with a fast curve or ramp n 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 chassis 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 chassis in opposite directions 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 is, however, a compared 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 according to claim 8.
  • Another important aspect of the invention results in connection with a regulated air spring arrangement with associated emergency 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.
  • the problems described at the outset in connection with a passive emergency suspension and an additional roll stabilizer with regard to derailment safety are eliminated in an extremely simple and effective manner in 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.
  • two identical bogies 4 (of which only one is shown), which are arranged in the region of the ends of the body, are provided as undercarriage for supporting the 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 are each guided via wheel set bearing housings 16 and a primary suspension 18 elastic in all three coordinate directions with a relatively high spring hardness in the vertical direction .
  • 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 arranged on the bogie frame 10 between the underside of the car body and the bogie side members 6 air springs 22.1 and 22.2 of relatively low spring hardness, which support the car body 2 on the bogie frame 10 and are regulated so that they control the floor level regardless of the load keep the car body 2 at a constant height and generate a restoring torque counteracting the rolling movement in the event of a relative inclination of the car body 2 and the bogie frame 10.
  • the spring travel x of the air springs 22.1 and 22.2 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 22.1 and 22.2 are designed so that they do not hinder the unscrewing movements of the bogie 4, for example around a pivot bearing (not shown) located in the center of the frame.
  • the spring arrangement 20 is assigned an emergency suspension, which consists of passive-acting emergency springs 24.1 and 24.2, each integrated in the air springs 22.1 and 22.2, for example in the form of sleeve rubber elements, on which the car body 2 rests if the air springs 22.1, 22.2 or the compressed air supply fail is supported for roll angle movement. Due to the construction, the emergency springs 24.1 and 24.2 have a significantly smaller spring travel y and a much higher spring hardness than the air springs 22.1, 22.2. Accordingly, the roll movements occurring when traveling on the emergency springs 24.1, 24.2 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 car body 2 and the bogie frame 10, which only responds to rolling movements, but not to changes in the height of the car body 2, and whose special feature is a non-linear spring characteristic curve that runs in such a 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.
  • a claw-driving clutch 38 which is subject to rotational play, is provided between the actuating levers 32 and the respective torsion bar end.
  • the coupling 38 contains a serration 40 non-rotatably connected to the torsion bar bearing sleeve 42 and one in an end recess of the bearing sleeve 42nd backlash-free and form-locking engagement, double-armed driver 44, which are fastened interchangeably to 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 rotational or flank play between the driver 44 and the clutch claws 54 is limited by pressure surges 56 which can be moved in a transversely displaceable manner on the driver 44 and 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.
  • the size of the rotational play determines - apart from the low restoring force of the rubber springs 58 - restoring torque-free working range 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 causes a smooth coupling between the car body 2 and the bogie frame 10 with respect 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 - ⁇ S corresponding to the rotational play of the claw driver coupling 38 almost without restoring torque, in the upper part larger roll angle movements between ⁇ S and ⁇ Z, however, rising steeply, such that the additional spring 26 when approaching at the maximum permissible roll angle ⁇ ⁇ 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.
  • 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 'and limit the roll angle movements of the car body 2 to an area N which lies within the essentially restoring-torque-free partial area S of the additional spring characteristic curve b, so that the torsion spring rod 28 is in motion
  • 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)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Control Of Stepping Motors (AREA)
  • Amplifiers (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
EP91920077A 1990-11-27 1991-11-22 Schienenfahrzeug Expired - Lifetime EP0512089B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4037672A DE4037672A1 (de) 1990-11-27 1990-11-27 Schienenfahrzeug
DE4037672 1990-11-27
PCT/DE1991/000918 WO1992009469A1 (de) 1990-11-27 1991-11-22 Schienenfahrzeug

Publications (2)

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

Family

ID=6418989

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91920077A Expired - Lifetime EP0512089B1 (de) 1990-11-27 1991-11-22 Schienenfahrzeug

Country Status (8)

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

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109532913A (zh) * 2019-01-02 2019-03-29 中车株洲电力机车有限公司 一种一系悬挂装置及转向架

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4037672A1 (de) * 1990-11-27 1992-06-04 Man Ghh Schienenverkehr Schienenfahrzeug
DE4410970C1 (de) * 1994-03-29 1995-07-20 Talbot Waggonfab Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
FR2831126B1 (fr) * 2001-10-23 2004-05-28 Alstom Procede de controle securitaire de la pendulation d'un vehicule ferroviaire
FR2896751B1 (fr) * 2006-01-30 2008-04-18 Alstom Transport Sa Essieu pour vehicule ferroviaire a plancher bas, bogie et vehicule ferroviaire correspondant.
DE102006012110A1 (de) 2006-02-23 2007-08-30 Benteler Automobiltechnik Gmbh Fahrwerksanordnung
AT504186A3 (de) * 2006-09-13 2010-11-15 Siemens Ag Oesterreich Einrichtung zur veränderung der wanksteifigkeit
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 (de) 2011-10-21 2013-04-25 Luhn & Pulvermacher - Dittmann & Neuhaus GmbH Stabilisator in Faserkunststoffverbund und Verfahren zu dessen Herstellung
DE102013225471A1 (de) * 2013-12-10 2015-06-11 Siemens Aktiengesellschaft Schienenfahrzeug mit hinsichtlich ihres Drucks gesteuerter Luftfeder
JP6564292B2 (ja) * 2015-10-07 2019-08-21 川崎重工業株式会社 車体傾斜装置を備えた鉄道車両および列車編成
AT519187A1 (de) * 2016-09-29 2018-04-15 Siemens Ag Oesterreich Luftfedersteueranordnung für ein Schienenfahrzeug
JP6709331B2 (ja) * 2017-04-25 2020-06-10 株式会社日立製作所 鉄道車両
DE102019108532A1 (de) * 2019-04-02 2020-10-08 Schaeffler Technologies AG & Co. KG Radsatzlagergehäuse für ein Schienenfahrzeug und Verfahren zur Herstellung eines Radsatzlagergehäuses
CN111016950B (zh) * 2019-12-31 2024-12-03 中车长江车辆有限公司 适用于高速铁路货车的无摇枕构架式转向架

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DE899908C (de) * 1951-09-26 1953-12-17 Volkswagenwerk G M B H Federung fuer ein Raederpaar von Kraftfahrzeugen
CH365753A (de) * 1959-01-21 1962-11-30 Sig Schweiz Industrieges Federung an Schienenfahrzeugen
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109532913A (zh) * 2019-01-02 2019-03-29 中车株洲电力机车有限公司 一种一系悬挂装置及转向架

Also Published As

Publication number Publication date
EP0512089A1 (de) 1992-11-11
ES2069315T3 (es) 1995-05-01
US5311821A (en) 1994-05-17
DK0512089T3 (da) 1995-05-22
GR3015617T3 (en) 1995-06-30
DE4037672A1 (de) 1992-06-04
DE4037672C2 (enrdf_load_stackoverflow) 1993-05-19
WO1992009469A1 (de) 1992-06-11
ATE119481T1 (de) 1995-03-15
DE59104894D1 (de) 1995-04-13

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