EP0528783B1 - Dispositif pour le support d'un caisse de véhicule sur un bogie notamment pour véhicules ferroviaires - Google Patents

Dispositif pour le support d'un caisse de véhicule sur un bogie notamment pour véhicules ferroviaires Download PDF

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Publication number
EP0528783B1
EP0528783B1 EP92890169A EP92890169A EP0528783B1 EP 0528783 B1 EP0528783 B1 EP 0528783B1 EP 92890169 A EP92890169 A EP 92890169A EP 92890169 A EP92890169 A EP 92890169A EP 0528783 B1 EP0528783 B1 EP 0528783B1
Authority
EP
European Patent Office
Prior art keywords
car body
actuator
actuators
bogie
disposed
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
EP92890169A
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German (de)
English (en)
Other versions
EP0528783A1 (fr
Inventor
Anton Dipl.-Ing. Dr. Stribersky
Wolfgang Dipl.-Ing. Schäfer
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.)
Siemens AG Oesterreich
Bosch Rexroth AG
Original Assignee
SGP Verkehrstechnik GmbH
Mannesmann Rexroth AG
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 SGP Verkehrstechnik GmbH, Mannesmann Rexroth AG filed Critical SGP Verkehrstechnik GmbH
Publication of EP0528783A1 publication Critical patent/EP0528783A1/fr
Application granted granted Critical
Publication of EP0528783B1 publication Critical patent/EP0528783B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

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

Definitions

  • the invention relates to a device for supporting a car body on a drive for a vehicle having at least one drive, in particular a rail vehicle, comprising at least three controllable actuators, preferably hydraulic cylinders, which are articulated with one end to the car body and the other end to the drive and with the aid of a Electronic control device can be actuated, at least one actuator being arranged essentially horizontally and transversely to the direction of travel and one actuator on each side of the longitudinal axis of the car body, and the actuators being articulated directly to the car body and the drive via spherical joints.
  • actuators preferably hydraulic cylinders
  • support devices for rail vehicles which actively incline the car body about its longitudinal axis towards the inside of the curve.
  • the car body is stored on the bogie, for example, using a roller or pendulum system.
  • the inclination of the car body is adjusted via a control system during the curve travel, the pivot point being approximately at the center of gravity of the car body.
  • Pneumatic or hydropneumatic bearings are also known, for example from AT-PS 316 631.
  • devices which actively or semi-actively influence the vibrations of a vehicle body or car body with the aid of electronic control devices.
  • active systems as described in DE-OS 38 41 771, the chambers of a double-acting hydraulic piston-cylinder unit are connected to a pressure source or a reservoir via a responsively switchable valve arrangement in order to set the desired supporting force and to support or counteract the deflection or rebound of the wheel relative to the body.
  • a control device to the force and displacement transducers present on the wheel and on the vehicle body.
  • electronically controllable damping units are arranged parallel to passive spring elements instead of the actively controllable units.
  • an attenuator can be provided with a controllable throttle valve in order to permit this function.
  • Controllable actuators of this type can also be used in a device for supporting a rail vehicle.
  • the actuators in question can cause both car body-dependent car body inclinations to reduce the lateral acceleration acting on the passengers and an active or semi-active influence on the vehicle vibrations in the horizontal and vertical directions.
  • EP-A-0 390 546 describes a rail vehicle system with actuators which, with the aid of electronic devices, enable the vertical vehicle vibrations to be influenced together with an active body tilt.
  • hydropneumatic bearings and active actuating cylinders can also be used for level control in order to ensure a constant floor clearance of the car body or a constant distance to the platform when the vehicle is subjected to different loads.
  • the object of the present invention was therefore to design a device for supporting a car body on a drive, which on the one hand tilts the car body during a fast cornering towards the inside of the curve while at the same time taking up little space and requiring little manufacturing and control technology, and on the other hand a particularly good adaptation of the Support behavior of the secondary suspension level to the conditions of the track routing and the unevenness of the track in both vertical and horizontal directions.
  • the at least three actuators are arranged substantially tangentially on circular paths around a virtual pivot point approximately at the center of gravity of the car body and the The junction of the actuator and the car body lies at the intersection of the longitudinal axis of the respective actuator with a line which is essentially vertical thereon and passes through the virtual pivot point.
  • Hydraulic cylinders are preferably used as actuators which, due to the tangential arrangement and articulation during the tilting process, perform a largely linear lifting movement or retracting movement and make optimal use of the installation volume available under the vehicle body on the drive. Due to the inclined installation of the actuators with respect to a vertical plane, large cylinder lifting movements are possible without the usable space in the car body being impaired thereby. Finally, the installation tangential to the virtual pivot point and the tangential linkage of the actuators mean that the lifting movements for the inclinations of the car body required in practice are largely linear, and the electronic control device is thereby considerably simplified.
  • the actuator which is arranged transversely to the direction of travel, does not have to take over the task of laterally displacing the undercarriage of the car body in order to set the virtual pivot point, as in the conventional designs with vertically arranged cylinders.
  • the actuator which is arranged transversely to the direction of travel, also serves to stabilize and make minor corrections to the position of the virtual pivot point.
  • the car body can of course be supported on the drive by conventional secondary spring devices, such as steel coil springs.
  • a spring damping device preferably on a hydropneumatic basis, is assigned to each side actuator and preferably the actuator and the spring damping device form a compact structural unit.
  • a suspension piston preferably integrated in the actuator, is connected via damping valves to a hydropneumatic pressure accumulator, which absorbs hydraulic medium during the compression stroke of the piston, to fulfill the suspension damping task and during the rebound stroke, hydraulic medium into the chambers of the Follows piston-cylinder unit.
  • Such an arrangement has the advantage that, by changing the total amount of hydraulic medium, level control of the car body can be implemented in a particularly simple manner.
  • the space between the drive and the underside of the car body is not taken up by additional devices, such as the rocker of DE-OS 37 11 907 or similar devices, or restricted by the arrangement of actuators and secondary suspension one above the other, so that said distance can be reduced to a minimum .
  • conventional spring devices can of course also be provided between the bogie and the body, in order to take over, for example, the task of emergency suspension if the hydropneumatic spring damping device fails. These partially take on the task of secondary suspension between the running gear and the body, and can bring the body back into the rest position if the active body inclination device fails.
  • a spring damping device can also be assigned to the actuator lying horizontally and transversely to the direction of travel. This too is preferably constructed on a hydropneumatic basis and allows the possibilities of influencing and advantageous effects already given above also to be provided for the transverse suspension.
  • the actuators arranged on both sides of the longitudinal axis are preferably coupled in terms of control to the transverse actuator, so that, depending on the actuation of the lateral actuators, the transverse actuator can be actuated in such a way that the virtual pivot point remains in its original position. Small deviations of the virtual pivot point from the vehicle center axis can advantageously be corrected by actuating the transverse actuator.
  • the actuation of the side actuators is advantageously carried out via a central displacement cylinder.
  • each spring damping device of each actuator has one electronic device for changing the damping resistance is assigned.
  • the damping resistance can be set in such a way that undesired roll movements are counteracted without having to accept a deterioration in driving comfort.
  • the throttle resistances of the damping valves can be changed quickly with the aid of displacement and acceleration sensors, which are arranged on the car body and on the cylinder units, and a control device for modulating the damping characteristics.
  • the car body In the longitudinal direction, for example, the car body is supported on the drive by means of tie rods or push rods. Furthermore, a possibility of a turning movement in the horizontal plane between the drive or bogie and the car body or the described support device is to be provided.
  • the device according to the invention can of course be used both for driven and non-driven drives and bogies.
  • a vehicle in particular a rail vehicle, with a car body and at least two drives that each drive has one device according to one of the embodiments described above is connected to the car body, wherein all actuators of the vehicle can be actuated by a common control device.
  • 1 denotes the car body, which is supported on any drive 2, for example a bogie.
  • the virtual pivot point in the plane of the cross section is designated by M.
  • Both the two actuators 3 on both sides of the longitudinal axis of the car body 1 as well as the actuator 4 arranged horizontally and transversely to the direction of travel are arranged according to the invention in the tangential direction with respect to this virtual pivot point M and also with one end on the underside of the car body 1 tangentially and with the other end hinged to drive 2.
  • Fig. 2 shows the car body in a position inclined by about 6 °.
  • both the lateral actuators 3 and the transverse actuator 4 are extended or retracted approximately linearly and the position of their longitudinal axes in space has not changed or has changed only insignificantly compared to the rest position or also the central position shown in FIG. 1 .
  • the possibly provided passive spring elements between car body 1 and drive 2 are shown in Fig. 2 and designated 5. As shown, these passive spring elements 5 must have sufficient lateral flexibility in order to allow the lateral deflection of their attachment point on the underside of the car body 1 in the event of the inclination thereof.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Chain Conveyers (AREA)
  • Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (9)

  1. Dispositif pour le support d'une caisse de voiture sur un train de roulement pour au moins un véhicule présentant un train de roulement, en particulier un véhicule ferroviaire, le dispositif comprenant trois actionneurs commandés, de préférence, des vérins hydrauliques qui sont articulés, par une extrémité, à la caisse de la voiture et, par l'autre extrémité, au train de roulement et qui sont actionnés à l'aide d'un dispositif de régulation électronique, au moins un actionneur étant disposé de façon sensiblement horizontale et transversalement au sens de la marche, un actionneur étant disposé des deux côtés de l'axe longitudinal de la caisse de la voiture et les actionneurs étant articulés, par l'intermédiaire d'articulations sphériques, directement à la caisse de la voiture et au train de roulement caractérisé en ce qu'au moins les trois actionneurs (3, 4) sont disposés sensiblement de manière tangentielle sur des orbites circulaires autour d'un point de rotation virtuel (M) se trouvant à peu près au niveau du centre de gravité de la caisse (1) de la voiture et en ce que le point de liaison entre l'actionneur (3, 4) et la caisse (1) de la voiture se situe au point d'intersection de l'axe longitudinal de l'actionneur correspondant et d'une ligne sensiblement perpendiculaire et passant par le point de rotation virtuel (M).
  2. Dispositif selon la revendication 1, caractérisé en ce que les actionneurs (3), disposés des deux côtés de l'axe longitudinal, sont accouplés, du point de vue de la commande, à l'actionneur transversal (4) de sorte qu'en fonction de l'actionnement des actionneurs latéraux (3), l'actionneur transversal (4) est actionné de façon que le point de rotation virtuel (M) reste dans sa position d'origine.
  3. Dispositif selon la revendication 1, caractérisé en ce que la commande des actionneurs latéraux (3) s'effectue au moyen d'un vérin central de translation.
  4. Dispositif selon la revendication 1, caractérisé en ce que chaque actionneur latéral (3) est associé à un dispositif amortisseur de suspension, de préférence hydropneumatique.
  5. Dispositif selon la revendication 1 ou 4, caractérisé en ce que l'actionneur (4), horizontal et transversal au sens de la marche, est associé à un dispositif amortisseur de suspension, de préférence hydropneumatique.
  6. Dispositif selon la revendication 4 ou 5, caractérisé en ce que l'actionneur considéré et le dispositif amortisseur de suspension forment une unité de construction compacte.
  7. Dispositif selon la revendication 4 ou 5, caractérisé en ce que chaque dispositif amortisseur de suspension de chaque actionneur est associé à un dispositif électronique pour la modification de la résistance d'amortissement.
  8. Dispositif selon la revendication 1, caractérisé en ce que la caisse (1) de la voiture prend appui, dans le sens longitudinal au moyen de barres de traction et/ou de compression, sur le train de roulement (2).
  9. Véhicule, en particulier véhicule ferroviaire, comprenant une caisse de voiture et au moins deux trains de roulement, caractérisé en ce que chaque train de roulement (2) est relié, par un dispositif conforme à l'une des revendications précédentes, à la caisse (1) de la voiture, les actionneurs (3, 4) du véhicule étant actionnés par un dispositif de régulation commun.
EP92890169A 1991-08-16 1992-07-22 Dispositif pour le support d'un caisse de véhicule sur un bogie notamment pour véhicules ferroviaires Expired - Lifetime EP0528783B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT1617/91 1991-08-16
AT0161791A AT401913B (de) 1991-08-16 1991-08-16 Einrichtung zur abstützung eines wagenkastens auf einem laufwerk, insbesondere für ein schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP0528783A1 EP0528783A1 (fr) 1993-02-24
EP0528783B1 true EP0528783B1 (fr) 1996-01-24

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP92890169A Expired - Lifetime EP0528783B1 (fr) 1991-08-16 1992-07-22 Dispositif pour le support d'un caisse de véhicule sur un bogie notamment pour véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP0528783B1 (fr)
AT (2) AT401913B (fr)
DE (1) DE59205147D1 (fr)
ES (1) ES2084992T3 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4421000B4 (de) * 1993-06-16 2013-06-06 Josef Nusser Schienenfahrzeug mit Drehvorrichtung
DE4410970C1 (de) * 1994-03-29 1995-07-20 Talbot Waggonfab Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
DE4444540B4 (de) * 1994-06-16 2015-08-06 Josef Nusser Schienenfahrzeug mit Drehvorrichtung
DE4436137A1 (de) * 1994-10-10 1996-04-11 Talbot Waggonfab Verfahren zum Steuern der Querverschiebung eines Schienenfahrzeugs gegenüber seinem Fahrwerk
DE19543747B4 (de) 1994-11-24 2018-11-29 Josef Nusser Vorrichtung zur Neigungsregulierung des Wagenkastens bei Schienenfahrzeugen
DE19717418C1 (de) 1997-04-25 1998-10-22 Daimler Benz Ag Mehrspuriges Kurvenneigerfahrzeug
EP1870269B1 (fr) * 2006-06-23 2008-09-17 Fondazione Torino Wireless Module de châssis basculant et véhicule équippé avec un tel module
DE102011101803B4 (de) * 2011-05-17 2014-11-20 Kirow Ardelt Gmbh Eisenbahnkran

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH480968A (de) * 1969-04-30 1969-11-15 Inventio Ag Steueranordnung für eine Einrichtung zum Neigen des Wagenkastens gegenüber dem Fahrgestell eines Schienenfahrzeuges
US3868911A (en) * 1973-06-22 1975-03-04 Houdaille Industries Inc Railway car suspension motion control system
FR2633887B1 (fr) * 1988-07-06 1996-05-03 Durand Charles Procede et dispositif pour le controle de la suspension active de caisse sur un vehicule ferroviaire

Also Published As

Publication number Publication date
ATE133379T1 (de) 1996-02-15
ATA161791A (de) 1996-05-15
DE59205147D1 (de) 1996-03-07
ES2084992T3 (es) 1996-05-16
AT401913B (de) 1996-12-27
EP0528783A1 (fr) 1993-02-24

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