EP0621165B1 - Running gear for railway vehicles - Google Patents

Running gear for railway vehicles Download PDF

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Publication number
EP0621165B1
EP0621165B1 EP94105952A EP94105952A EP0621165B1 EP 0621165 B1 EP0621165 B1 EP 0621165B1 EP 94105952 A EP94105952 A EP 94105952A EP 94105952 A EP94105952 A EP 94105952A EP 0621165 B1 EP0621165 B1 EP 0621165B1
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EP
European Patent Office
Prior art keywords
running gear
coach body
final control
bolster
coach
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
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EP94105952A
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German (de)
French (fr)
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EP0621165A1 (en
Inventor
Guido Bieker
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Daimlerchrysler Rail Systems abb Flaekt GmbH GmbH
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ABB Henschel Waggon Union GmbH
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Publication of EP0621165A1 publication Critical patent/EP0621165A1/en
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    • 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 running gear for rail vehicles, in which a running gear frame is supported by primary springs from the wheels or wheel sets and on which the car body or the car body of the rail vehicle is supported directly via secondary springs via a cradle and the cradle or the car body further relative to the running gear frame Shock absorbers which dampen vertical and roll movements and at least one roll support which dampens roll movements is connected, which carries fixed levers which are connected to the cradle or the car body via articulated pendulums.
  • Such a drive is known for example from DE-OS 41 22 741.
  • the centrifugal force results in roll movements of the car bodies, which are generally cushioned by means of a roll support.
  • the car body tilts to the outside of the curve in accordance with the centrifugal force on the spring system and increases the lateral acceleration on the passenger.
  • These subjectively unpleasant side accelerations limit the driving speed, especially on winding roads.
  • a pendulum of the car body with a high-lying rotary pole is realized by a high-placed secondary spring in such a way that the car body is similar to one free pendulum moves and thus the centrifugal force is reduced to the passenger.
  • a disadvantage of this system is that the outer contour of the car in the lower area (seat level) has to be restricted, which in turn results in a reduction in the available passenger space.
  • a pendulum device is arranged between a cradle of the drive and the drive frame, an air cylinder being excited between the cradle and the drive frame by centrifugal force is activated, which is arranged horizontally in the transverse direction between the cradle and the carriage frame and tilts the cradle or the car body with a lifting movement towards the inside of the bow, the lifting movement being brought about by the unstable pneumatic cylinder, which reacts to transverse movements between the cradle and the carriage frame.
  • the center of rotation of the pendulum system is around the center of gravity of the car body.
  • a disadvantage of this embodiment is that, in order to activate the inclination system (pendulum device), transverse movements between the cradle and the carriage frame are required to a considerable extent in order to accomplish the inclination. As a result, the usable cross section of the car body is significantly reduced.
  • a pendulum suspension of the car body as described above is known (ABB-Neitec X2000 ETR 42 (1993) H1-2, p. 31, 32), but here a working cylinder is arranged transversely between the drive frame and the cradle, whereby the working cylinder is actively acted upon by means of control electronics which are dependent on transverse acceleration.
  • the working cylinder uses the pendulum system to tilt the car body against the centrifugal force, the achievable angle of inclination being approximately 8 °.
  • the fulcrum of this system is also around the center of gravity of the car body.
  • the disadvantage of this system is that the rotating pole in the axis of gravity again reduces the cross-section of the usable body.
  • the object of the present invention is to find a tilting device in order to achieve the largest possible wagon cross-section, in which, when the wagon body is swayed with excess centrifugal force, the rotation pole is in the plane of the wanking pole, which can be retrofitted to existing drives, which can be used under existing wagon bodies and which can be used characterized by simple components.
  • At least one of the pendulum of the anti-roll support consists of an actuator which can be acted upon in the opposite direction when immersing or lifting a transverse end of the cradle or one side of the car body.
  • the advantage of this training lies in the fact that the rotating pole lies approximately at the level of the secondary spring, thereby making the greatest possible use of the boundary profile.
  • both pendulums consist of actuators.
  • the actuators are also advantageously lockable. It is also advantageous that the actuators can be locked in their end position.
  • at least one actuator on both sides of the longitudinal axis of the rail vehicle is equipped with a travel measuring device that measures the required stroke movement of the actuators to compensate for the roll movement.
  • Two anti-roll supports are advantageously arranged symmetrically to the transverse axis of the drive with pendulums consisting of actuators.
  • the actuator consists of a working cylinder.
  • the actuator can be designed as a mechanical linear drive according to the invention.
  • the drive for a rail vehicle can advantageously be equipped with a tilting device which can also be retrofitted into existing drives.
  • the inclination device according to the invention can also be used under existing car bodies and is characterized by simple components. In particular, the greatest possible usable carriage cross section is achieved by the inclination device according to the invention.
  • a running gear frame is supported by primary springs from the wheels or wheel sets and on which the wagon body or the wagon body of the rail vehicle is supported directly via secondary springs and the cradle or the wagon body further compared to the drive frame via vertical and roll movements damping shock absorbers and at least one roll movement damping roll support is connected, which carries fixed levers that are connected via articulated pendulums to the cradle or the car body, an actuator is integrated in a torsion shaft of the roll support that when immersing or lifting a transverse end of the cradle or one side of the car body can be acted on in the opposite direction.
  • the cradle (5) dips into the secondary spring (3) with its one transverse end and rises with a corresponding amount from the secondary spring (3) on this side. out.
  • These rolling movements are transferred via the pendulum (10) and lever (9) into the torsion shaft (8) and twist the torsion shaft (8).
  • the roll movements are cushioned by the spring action of the torsion shaft (8).
  • the torsion shaft (8) acts via the pendulum (10) and lever (9) and provides the roll stiffness necessary for good running properties.
  • the vehicle wobbles around a roll pole, which is determined from the vehicle's system parameters such as primary spring stiffness, stiffness of the roll support, base of the secondary spring and center of gravity. Under centrifugal force, the torsion shaft (8) of the anti-roll device is stretched until the required counterforce is achieved, which creates the balance of forces.
  • at least one of the pendulums (10) is designed as an actuator.
  • This actuator pendulum (10)
  • the actuator does not work against the weight of the vehicle but only rotates the body around the pole.
  • the secondary spring (3) is stretched in the vertical direction on the outside of the arc and the corresponding secondary spring (3) is compressed inside the arc. Thanks to the two-point air spring control, this happens with only a slight resistance of the secondary springs (3) (only air flow resistance). As in the normal state, the vertical suspension is provided by the compressed or stretched secondary spring (3). The required inclination of the car body (4) is controlled depending on the excess centrifugal force or depending on the force. This control of the actuators (pendulum (9)) is not the subject of the present invention.

Abstract

The invention relates to running gear for rail vehicles in which a running gear frame (2) is carried by the wheels or wheel sets (1) by means of primary springs, and on which the coach body (4) or the coach body (4) of the rail vehicle is directly supported by means of secondary springs (3) via a rocker (5), and the rocker (5) or the coach body (4) is also connected with respect to the running gear frame (2) by means of shock absorbers which damp vertical and rolling movements and at least one rail support (8-10) which absorbs rolling movements and bears fixed levers (9) which are connected to the rocker (5) or to the coach body (4) via pendulum element (10) which are mounted in an articulated fashion. The object of the invention is, with the aim of achieving a maximum possible coach cross-section, to find an inclination device in which, during the rolling of the coach body (4) when there is an excess of centrifugal force, as far as possible the centre of motion lies in the plane of the centre of rolling, which inclination device can be retrofitted on existing running gear, can be used under existing coach bodies (4) and is distinguished by simple constructional elements. This object is achieved in that at least one of the pendulum elements (10) of the roller support consists of an actuator which can be acted on in the opposite direction when one transverse end of the rocker (5) or one side of the coach body (4) dips or rises. <IMAGE>

Description

Die Erfindung betrifft ein Laufwerk für Schienenfahrzeuge, bei dem ein Laufwerkrahmen über Primärfedern von den Rädern bzw. Radsätzen getragen wird und auf dem über Sekundärfedern über eine Wiege der Wagenkasten oder der Wagenkasten des Schienenfahrzeugs direkt abgestützt ist und die Wiege oder der Wagenkasten weiter gegenüber dem Laufwerkrahmen über Vertikal- und Wankbewegungen dämpfende Stoßdämpfer und mindestens eine Wankbewegungen abfedernde Wankstütze verbunden ist, die feste Hebel trägt, die über gelenkig gelagerte Pendel mit der Wiege bzw. dem Wagenkasten verbunden sind.The invention relates to a running gear for rail vehicles, in which a running gear frame is supported by primary springs from the wheels or wheel sets and on which the car body or the car body of the rail vehicle is supported directly via secondary springs via a cradle and the cradle or the car body further relative to the running gear frame Shock absorbers which dampen vertical and roll movements and at least one roll support which dampens roll movements is connected, which carries fixed levers which are connected to the cradle or the car body via articulated pendulums.

Ein solches Laufwerk ist beispielsweise aus der DE-OS 41 22 741 bekannt.Such a drive is known for example from DE-OS 41 22 741.

Insbesondere bei Kurvenfahrt ergeben sich durch die Fliehkraft Wankbewegungen der Wagenkästen, die in der Regel mittels einer Wankstütze abgefedert werden. Bei diesen Wankbewegungen neigt sich der Wagenkasten entsprechend der Fliehkraft auf dem Federsystem zur Kurvenaußenseite und vergrößert die Seitenbeschleunigung auf den Fahrgast. Diese subjektiv unangenehmen Seitenbeschleungigungen begrenzen die Fahrgeschwindigkeit, insbesondere auf kurvenreichen Strecken.In particular when cornering, the centrifugal force results in roll movements of the car bodies, which are generally cushioned by means of a roll support. During these roll movements, the car body tilts to the outside of the curve in accordance with the centrifugal force on the spring system and increases the lateral acceleration on the passenger. These subjectively unpleasant side accelerations limit the driving speed, especially on winding roads.

Durch die Praxis ist bereits bekannt, bei Kurvenfahrt den Wagenkasten entgegen der Fliehkraft zu neigen und dadurch die Seitenbeschleunigung zu reduzieren.From practice it is already known to incline the car body against the centrifugal force when cornering and thereby to reduce the lateral acceleration.

Bei einem dieser vorbekannten Neigungssysteme (Talgo-Pendular-System, ETR 42 (1993) H1-2, S. 39) wird durch eine hoch angeordnete Sekundärfeder ein Pendeln des Wagenkastens mit einem hochliegenden Drehpol in der Form realisiert, daß sich der Wagenkasten ähnlich einem freien Pendel bewegt und somit die Fliehkraft auf den Fahrgast reduziert wird. Nachteilig bei diesem System ist, daß der Wagen im unteren Bereich (Sitzebene) in seiner Außenkontur eingeschränkt werden muß, was wiederum eine Verkleinerung des zur Verfügung stehenden Fahrgastraumes mit sich bringt.In one of these previously known inclination systems (Talgo-Pendular-System, ETR 42 (1993) H1-2, p. 39), a pendulum of the car body with a high-lying rotary pole is realized by a high-placed secondary spring in such a way that the car body is similar to one free pendulum moves and thus the centrifugal force is reduced to the passenger. A disadvantage of this system is that the outer contour of the car in the lower area (seat level) has to be restricted, which in turn results in a reduction in the available passenger space.

Bei einem weiteren vorbekannten Neigungssystem (SIG-Neitec ETR 42 (1993) H1-2, S. 36, 37) wird eine Pendeleinrichtung zwischen einer Wiege des Laufwerks und dem Laufwerkrahmen angeordnet, wobei zwischen Wiege und Laufwerkrahmen, durch die Fliehkraft angeregt, ein Luftzylinder aktiviert wird, der zwischen Wiege und Laufwerkrahmen waagerecht in Querrichtung angeordnet ist und die Wiege bzw. den Wagenkasten mit einer Hubbewegung zum Bogeninneren hin neigt, wobei die Hubbewegung durch den instabil wirkenden Pneumatikzylinder bewirkt wird, der auf Querbewegungen zwischen Wiege und Laufwerkrahmen reagiert. Der Drehpol des Pendelsystems liegt hierbei etwa im Schwerpunkt des Wagenkastens. Nachteilig bei dieser Ausführung ist, daß zur Aktivierung des Neigungssystems (Pendeleinrichtung) Querbewegungen zwischen Wiege und Laufwerkrahmen in nicht unerheblichem Maße erforderlich sind, um die Neigung zu bewerkstelligen. Hierdurch wird der nutzbare Querschnitt des Wagenkastens in erheblichem Maße verringert.In a further known inclination system (SIG-Neitec ETR 42 (1993) H1-2, pp. 36, 37), a pendulum device is arranged between a cradle of the drive and the drive frame, an air cylinder being excited between the cradle and the drive frame by centrifugal force is activated, which is arranged horizontally in the transverse direction between the cradle and the carriage frame and tilts the cradle or the car body with a lifting movement towards the inside of the bow, the lifting movement being brought about by the unstable pneumatic cylinder, which reacts to transverse movements between the cradle and the carriage frame. The center of rotation of the pendulum system is around the center of gravity of the car body. A disadvantage of this embodiment is that, in order to activate the inclination system (pendulum device), transverse movements between the cradle and the carriage frame are required to a considerable extent in order to accomplish the inclination. As a result, the usable cross section of the car body is significantly reduced.

Es ist weiter durch die Praxis eine pendelnde Aufhängung des Wagenkastens wie vorstehend beschrieben, bekannt (ABB-Neitec X2000 ETR 42 (1993) H1-2, S. 31, 32), jedoch ist hierbei ein Arbeitszylinder in Querrichtung zwischen Laufwerkrahmen und Wiege angeordnet, wobei über eine querbeschleunigungsabhängige Ansteuerungselektronik der Arbeitszylinder aktiv beaufschlagt wird. Der Arbeitszylinder bewirkt über das Pendelsystem eine Neigung des Wagenkastens entgegen der Fliehkraft, wobei der erreichbare Neigungswinkel ca. 8° beträgt.In practice, a pendulum suspension of the car body as described above is known (ABB-Neitec X2000 ETR 42 (1993) H1-2, p. 31, 32), but here a working cylinder is arranged transversely between the drive frame and the cradle, whereby the working cylinder is actively acted upon by means of control electronics which are dependent on transverse acceleration. The working cylinder uses the pendulum system to tilt the car body against the centrifugal force, the achievable angle of inclination being approximately 8 °.

Der Drehpol dieses Systems liegt ebenfalls etwa im Schwerpunkt des Wagenkastens. Der Nachteil dieses Systems liegt darin, daß durch den Drehpol in Schwerachse wieder Querschnittsverminderungen des nutzbaren Wagenkastens entstehen.The fulcrum of this system is also around the center of gravity of the car body. The disadvantage of this system is that the rotating pole in the axis of gravity again reduces the cross-section of the usable body.

Aus der Zeitschrift Ö & P Ölhydraulik und Pneumatik, Heft 36 (1992), Nr. 10 ist weiter bekannt, daß zur Wankwinkelkorrektur zwischen Fahrbahn und Wagenkasten bei Fliehkraftüberschuß Arbeitszylinder zwischen dem Fahrwerk und dem Wagenkasten angeordnet wird, wobei in Längsrichtung des Wagenkastens mehrfach Arbeitszylinder hintereinander angeordnet sind, diese miteinander verbunden und so geschaltet sind, daß eine gleichmäßige Lastverteilung auf alle Fahrwerke erfolgt. Die Wankwinkel werden hierbei durch entsprechende elektronisch gesteuerte Beaufschlagung der Arbeitszylinder ausgeglichen und auf den mittleren Wankwinkel 0 korrigiert. Die Aufgabe dieser vorbekannten Vorrichtung ist daher auf eine Wankwinkelkorrektur zur gleichmäßigen Belastung der Fahrwerke beschränkt.From the magazine Ö & P Oil Hydraulics and Pneumatics, Issue 36 (1992), No. 10 it is also known that for the roll angle correction between the carriageway and car body in case of excess centrifugal force, working cylinders are arranged between the chassis and the car body, with several working cylinders in succession in the longitudinal direction of the car body are arranged, these are interconnected and switched so that an even load distribution takes place on all trolleys. The roll angles are compensated for by corresponding electronically controlled actuation of the working cylinders and corrected to the mean roll angle 0. The task of this known device is therefore limited to a roll angle correction for uniform loading of the bogies.

Die Aufgabe vorliegender Erfindung liegt darin, zur Erreichung eines größtmöglichen Wagenquerschnitts eine Neigungseinrichtung zu finden, bei der beim Wanken des Wagenkastens bei Fliehkraftüberschuß möglichst der Drehpol in Ebene des Wankpols liegt, die für vorhandene Laufwerke nachrüstbar ist, die unter bestehende Wagenkästen einsetzbar ist und die sich durch einfache Bauelemente auszeichnet.The object of the present invention is to find a tilting device in order to achieve the largest possible wagon cross-section, in which, when the wagon body is swayed with excess centrifugal force, the rotation pole is in the plane of the wanking pole, which can be retrofitted to existing drives, which can be used under existing wagon bodies and which can be used characterized by simple components.

Diese Aufgabe wird bei dem eingangs genannten Laufwerk auf die Weise gelöst, daß mindestens einer der Pendel der Wankstütze aus einem Stellglied besteht, das beim Eintauchen oder Anheben eines Querendes der Wiege oder einer Seite des Wagenkastens in Gegenrichtung beaufschlagbar ist. Der Vorteil dieser Ausbildung liegt darin, daß der Drehpol etwa in Höhe der Sekundärfeder liegt und dadurch eine größtmögliche Ausnutzung des Umgrenzungsprofils ermöglicht wird.This object is achieved in the above-mentioned drive in such a way that at least one of the pendulum of the anti-roll support consists of an actuator which can be acted upon in the opposite direction when immersing or lifting a transverse end of the cradle or one side of the car body. The advantage of this training lies in the fact that the rotating pole lies approximately at the level of the secondary spring, thereby making the greatest possible use of the boundary profile.

Gemäß der Erfindung bestehen vorteilhaft beide Pendel aus Stellgliedern. Weiter sind vorteilhaft die Stellglieder verriegelbar. Vorteilhaft ist weiter, daß die Stellglieder in ihrer Endlage verriegelbar sind. Gemäß einer Ausführungsform der Erfindung ist mindestens ein Stellglied auf beiden Seiten der Längsachse des Schienenfahrzeugs mit einem die erforderliche Hubbewegung der Stellglieder zum Ausgleich der Wankbewegung messenden Wegmeßgerät ausgerüstet. Vorteilhaft sind zwei Wankstützen symmetrisch zur Querachse des Laufwerks mit aus Stellgliedern bestehenden Pendeln angeordnet. Gemäß der Erfindung ist weiter denkbar, daß das Stellglied aus einem Arbeitszylinder besteht. Als Alternative kann gemäß der Erfindung das Stellglied als mechanischer Linearantrieb ausgebildet sein. Durch vorstehend beschriebene Erfindung kann auf vorteilhafte Weise das Laufwerk für ein Schienenfahrzeug mit einer Neigungseinrichtung ausgerüstet werden, die auch in vorhandene Laufwerk nachrüstbar ist. Die erfindungsgemäße Neigungseinrichtung kann weiter unter bestehende Wagenkästen eingesetzt werden und zeichnet sich durch einfache Bauelemente aus. Insbesondere wird durch die erfindungsgemäße Neigungseinrichtung ein größtmöglicher nutzbarer Wagenquerschnitt erreicht.According to the invention advantageously both pendulums consist of actuators. The actuators are also advantageously lockable. It is also advantageous that the actuators can be locked in their end position. According to one embodiment of the invention, at least one actuator on both sides of the longitudinal axis of the rail vehicle is equipped with a travel measuring device that measures the required stroke movement of the actuators to compensate for the roll movement. Two anti-roll supports are advantageously arranged symmetrically to the transverse axis of the drive with pendulums consisting of actuators. According to the invention it is further conceivable that the actuator consists of a working cylinder. As an alternative, the actuator can be designed as a mechanical linear drive according to the invention. By means of the invention described above, the drive for a rail vehicle can advantageously be equipped with a tilting device which can also be retrofitted into existing drives. The inclination device according to the invention can also be used under existing car bodies and is characterized by simple components. In particular, the greatest possible usable carriage cross section is achieved by the inclination device according to the invention.

Gemäß einem Alternativausführungsbeispiel der Erfindung bei einem Laufwerk für Schienenfahrzeuge, bei dem ein Laufwerkrahmen über Primärfedern von den Rädern bzw. Radsätzen getragen wird und auf dem über Sekundärfedern über eine Wiege der Wagenkasten oder der Wagenkasten des Schienenfahrzeugs direkt abgestützt ist und die Wiege oder der Wagenkasten weiter gegenüber dem Laufwerkrahmen über Vertikal- und Wankbewegungen dämpfende Stoßdämpfer und mindestens eine Wankbewegungen abfedernde Wankstütze verbunden ist, die feste Hebel trägt, die über gelenkig gelagerte Pendel mit der Wiege bzw. dem Wagenkasten verbunden sind, ist in eine Torsionswelle der Wankstütze ein Stellglied integriert, daß beim Eintauchen oder Anheben eines Querendes der Wiege oder einer Seite des Wagenkastens in Gegenrichtung beaufschlagbar ist.According to an alternative embodiment of the invention in a running gear for rail vehicles, in which a running gear frame is supported by primary springs from the wheels or wheel sets and on which the wagon body or the wagon body of the rail vehicle is supported directly via secondary springs and the cradle or the wagon body further compared to the drive frame via vertical and roll movements damping shock absorbers and at least one roll movement damping roll support is connected, which carries fixed levers that are connected via articulated pendulums to the cradle or the car body, an actuator is integrated in a torsion shaft of the roll support that when immersing or lifting a transverse end of the cradle or one side of the car body can be acted on in the opposite direction.

Einzelheiten der Erfindung sind an Hand der Zeichnung in einem Ausführungsbeispiel erläutert.Details of the invention are explained with reference to the drawing in one embodiment.

Es zeigen

Fig 1
Den Querschnitt durch ein Laufwerk gemäß der Erfindung
Fig 2
Einen Teil der Draufsicht auf das Laufwerk nach Fig 1
Fig 3
Einen Teil eines Mittellängsschnittes durch das Laufwerk nach Fig 1
Das erfindungsgemäße Laufwerk besteht im wesentlichen aus dem von den zwei Radsätzen (1) über nicht dargestellte Primärfedern getragenen Laufwerkrahmen (2), auf dem über pneumatische Sekundärfedern (3) eine den Wagenkasten (4) tragende Wiege (5) vertikal beweglich gelagert ist. Der Wagenkasten (4) lagert dabei über seitliche, oberhalb der Sekundärfedern (3) auf der Wiege (5) befestigte Gleitstücke (6) auf dem Laufwerk und ist über einen zentrisch in der Wiege (5) angeordneten Drehzapfen (7) auf dem Laufwerk horizontal geführt. Neben erforderlichen, für vorliegende Erfindung nicht relevanten Vertikal- und Schlingerdämpfern ist die Wiege (5) weiter gegenüber dem Laufwerkrahmen (2) über mindestens eine, im dargestellten Ausführungsbeispiel zwei Wankstützen abgefedert. Jede dieser Wankstützen besteht aus einer horizontal in Laufwerkquerrichtung am Laufwerkrahmen (2) drehbar gelagerten Torsionswelle (8), die an ihren Längsenden drehfest Hebel (9) trägt, an deren freiem Ende etwa vertikal ein Pendel (10) gelenkig gelagert ist. Dieses Pendel (10) ist mit seinem anderen freien Ende ebenfalls gelenkig an der Wiege (5) befestigt.Show it
Fig. 1
The cross section through a drive according to the invention
Fig. 2
Part of the top view of the drive according to FIG. 1
Fig 3
Part of a central longitudinal section through the drive according to FIG. 1
The drive according to the invention essentially consists of the drive frame (2) carried by the two wheel sets (1) via primary springs (not shown), on which a cradle (5) carrying the car body (4) is mounted so that it can move vertically via pneumatic secondary springs (3). The car body (4) is mounted on the carriage via lateral sliders (6) attached to the cradle (5) above the secondary springs (3) and is horizontal on the carriage via a pivot pin (7) arranged centrally in the cradle (5) guided. In addition to the necessary vertical and anti-roll dampers which are not relevant to the present invention, the cradle (5) is further cushioned with respect to the drive frame (2) by at least one, two roll supports in the exemplary embodiment shown. Each of these anti-roll supports consists of a torsion shaft (8) which is rotatably mounted horizontally in the transverse direction of the running gear on the running gear frame (2) and which has non-rotatably mounted levers (9) at its longitudinal ends, at the free end of which a pendulum (10) is articulated approximately vertically. This pendulum (10) is also articulated to the cradle (5) with its other free end.

Bei Wankbewegungen des Wagenkastens (4) mit der Wiege (5) in Fahrzeugquerrichtung taucht die Wiege (5) mit ihrem einen Querende in die Sekundärfeder (3) ein und hebt sich mit ihrem anderen Querende um einen entsprechenden Betrag aus der diesseitigen Sekundärfeder (3) aus. Diese Wankbewegungen werden über die Pendel (10) und Hebel (9) in die Torsionswelle (8) übergeleitet und verdrehen die Torsionswelle (8). Durch die Federwirkung der Torsionswelle (8) werden die Wankbewegungen abgefedert. Bei dieser Wankbeanspruchung wirkt dabei die Torsionswelle (8) über die Pendel (10) und Hebel (9) und liefert die für gute Laufeigenschaften notwendige Wanksteifigkeit. Das Fahrzeug wankt dabei um einen Wankpol, der sich aus den Systemparametern des Fahrzeugs wie primärer Federsteifigkeit, Steifigkeit der Wankstütze, Basis der Sekundärfeder und Schwerpunktlage bestimmt. Unter Fliehkraft wird dabei die Torsionswelle (8) der Wankstütze soweit gespannt, bis die erforderliche Gegenkraft erreicht ist, die das Kräftegleichgewicht herstellt. Bei der erfindugsgemäßen Ausbildung des Laufwerks ist mindestens eines der Pendel (10) als Stellglied ausgebildet. Dieses Stellglied (Pendel (10)) überkompensiert durch Aus- bzw. Einfahren die Verformung der Torsionswelle (8), so daß bei unveränderter Wanksteifigkeit und Wankpol das Fahrzeug in den Bogen hineingeneigt wird. Das Stellglied (Pendel (10)) arbeitet dabei nicht gegen das Eigengewicht des Fahrzeugs sondern dreht lediglich den Wagenkasten um den Wagenpol. Dabei wird bogenaußen die Sekundärfeder (3) in vertikaler Richtung gestreckt und bogeninnen die entsprechende Sekundärfeder (3) gestaucht. Durch die Zweipunkt-Luftfedersteuerung geschieht das mit nur geringem Widerstand der Sekundärfedern (3) (lediglich Strömungswiderstand der Luft). Die vertikale Federung erfolgt wie im normalen Zustand durch die gestauchte bzw. gestreckte Sekundärfeder (3). Die AnSteuerung der erforderlichen Neigung des Wagenkastens (4) erfolgt dabei in Abhängigkeit des Fliehkraftüberschusses wegoder kraftabhängig. Diese Ansteuerung der Stellglieder (Pendel (9)) ist jedoch nicht Gegenstand vorliegender Erfindung.When the car body (4) with the cradle (5) rolls in the transverse direction of the vehicle, the cradle (5) dips into the secondary spring (3) with its one transverse end and rises with a corresponding amount from the secondary spring (3) on this side. out. These rolling movements are transferred via the pendulum (10) and lever (9) into the torsion shaft (8) and twist the torsion shaft (8). The roll movements are cushioned by the spring action of the torsion shaft (8). With this roll load, the torsion shaft (8) acts via the pendulum (10) and lever (9) and provides the roll stiffness necessary for good running properties. The vehicle wobbles around a roll pole, which is determined from the vehicle's system parameters such as primary spring stiffness, stiffness of the roll support, base of the secondary spring and center of gravity. Under centrifugal force, the torsion shaft (8) of the anti-roll device is stretched until the required counterforce is achieved, which creates the balance of forces. In the embodiment of the drive according to the invention, at least one of the pendulums (10) is designed as an actuator. This actuator (pendulum (10)) overcompensates the deformation of the torsion shaft (8) by extending or retracting, so that the vehicle is inclined into the curve with unchanged roll stiffness and roll pole. The actuator (pendulum (10)) does not work against the weight of the vehicle but only rotates the body around the pole. The secondary spring (3) is stretched in the vertical direction on the outside of the arc and the corresponding secondary spring (3) is compressed inside the arc. Thanks to the two-point air spring control, this happens with only a slight resistance of the secondary springs (3) (only air flow resistance). As in the normal state, the vertical suspension is provided by the compressed or stretched secondary spring (3). The required inclination of the car body (4) is controlled depending on the excess centrifugal force or depending on the force. This control of the actuators (pendulum (9)) is not the subject of the present invention.

Claims (9)

  1. Running gear for rail vehicles, in which a running gear frame is supported, via primary springs, by the wheels or wheelsets and on which the coach body is supported via secondary springs, by means of a bolster, or on which the coach body of the rail vehicle is directly supported, and on which, furthermore, the bolster or coach body is connected, relative to the running gear frame, by means of shock absorbers, which dampen vertical and rolling motions, and at least one roll-support, which cushions rolling motions and supports fixed levers connected by hinge-mounted pendulums to the bolster or coach body, characterized in that at least one of the pendulums (10) comprises a final control element, which, when a transverse end of the bolster (5) or a side of the coach body (4) plunges or rises, can be actuated in the counter-direction.
  2. Running gear according to Claim 1, characterized in that both pendulums (10) comprise final control elements.
  3. Running gear according to Claims 1 and 2, characterized in that the final control elements are lockable.
  4. Running gear according to Claims 1 to 3, characterized in that the final control elements are lockable in the end position.
  5. Running gear according to Claims 1 to 4, characterized in that at least one final control element is equipped on both sides of the longitudinal axis of the rail vehicle with a path-measuring instrument measuring the necessary lifting motion of the final control elements in order to compensate for the rolling motion.
  6. Running gear according to Claims 1 to 5, characterized in that two roll-supports (8 to 10) are disposed symmetrically to the transverse axis of the running gear, having pendulums (10) comprising final control elements.
  7. Running gear according to Claims 1 to 6, characterized in that the final control element comprises a working cylinder.
  8. Running gear according to Claims 1 to 7, characterized in that the final control element is configured as a mechanical linear drive mechanism.
  9. Running gear for rail vehicles, in which a running gear frame is supported, via primary springs, by the wheels or wheelsets and on which the coach body is supported via secondary springs, by means of a bolster, or on which the coach body of the rail vehicle is directly supported, and on which, furthermore, the bolster or coach body is connected, relative to the running gear frame, by means of shock absorbers, which dampen vertical and rolling motions, and at least one roll-support, which cushions rolling motions and supports fixed levers connected by hinge-mounted pendulums to the bolster or coach body, characterized in that there is integrated into a torsion shaft (8) of the roll-support (8 to 10) a final control element, that [sic], when a transverse end of the bolster (5) or a side of the coach body (4) plunges or rises, can be actuated in the counter-direction.
EP94105952A 1993-04-22 1994-04-18 Running gear for railway vehicles Expired - Lifetime EP0621165B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4313129 1993-04-22
DE4313129A DE4313129A1 (en) 1993-04-22 1993-04-22 Running gear for rail vehicles

Publications (2)

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EP0621165A1 EP0621165A1 (en) 1994-10-26
EP0621165B1 true EP0621165B1 (en) 1996-11-27

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EP94105952A Expired - Lifetime EP0621165B1 (en) 1993-04-22 1994-04-18 Running gear for railway vehicles

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EP (1) EP0621165B1 (en)
JP (1) JPH0752793A (en)
CN (1) CN1095342A (en)
AT (1) ATE145597T1 (en)
AU (1) AU5911794A (en)
BG (1) BG61560B1 (en)
CA (1) CA2121829A1 (en)
CZ (2) CZ286684B6 (en)
DE (2) DE4313129A1 (en)
DK (1) DK0621165T3 (en)
ES (1) ES2097568T3 (en)
FI (1) FI112460B (en)
HR (1) HRP940260B1 (en)
HU (1) HU213715B (en)
RU (1) RU2136528C1 (en)
SI (1) SI9400187A (en)
SK (1) SK280594B6 (en)
UA (1) UA44888C2 (en)
YU (1) YU48502B (en)

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CN102991519B (en) * 2012-11-30 2016-09-07 常州西南交通大学轨道交通研究院 The running mechanism of middle low speed magnetic suspension vehicle

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DE19512437A1 (en) * 1995-04-03 1996-10-10 Rexroth Mannesmann Gmbh Device for compensating the lateral force acting on a rail vehicle
AT405166B (en) * 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Bogie undercarriage for a rail vehicle
AU2003218508A1 (en) 2002-04-01 2003-10-13 Ranko Rakanovic Rubber elastic element
WO2004022405A2 (en) * 2002-09-05 2004-03-18 Bombardier Transportation Gmbh Running gear comprising an inclining system for rail vehicles
AT501224A1 (en) * 2003-07-15 2006-07-15 Siemens Sgp Verkehrstech Gmbh CENTERING EMERGENCY SUPPORT
DE102009014866A1 (en) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Vehicle with roll compensation
US8684447B2 (en) 2010-05-06 2014-04-01 SmartTruck Systems, Inc. Devices and methods for reducing vehicle drag
US8251436B2 (en) 2010-05-06 2012-08-28 Henderson Industries, Llc Devices and methods for reducing vehicle drag
US8342595B2 (en) 2010-05-06 2013-01-01 SmartTruckSystems, LLC Devices and methods for reducing vehicle drag
CN102069815B (en) * 2010-12-28 2012-07-25 南车四方车辆有限公司 Rolling stock and locking device used for same
CN102728769B (en) * 2011-04-13 2015-01-14 漳州市昌龙汽车附件有限公司 Multi-type frame opening positioning device
CN104670262B (en) * 2015-02-27 2017-04-19 中车四方车辆有限公司 Rail engineering vehicle
CN104770669A (en) * 2015-04-08 2015-07-15 浙江海洋学院 High calcium and nutritious noodle preparation method using low value seafood

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FR2459168A1 (en) * 1979-06-21 1981-01-09 Budd Co INCLINATION CONTROL SYSTEM ASSOCIATED WITH THE BODY AND A BOGIE OF A RAILWAY VEHICLE
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CN102991519B (en) * 2012-11-30 2016-09-07 常州西南交通大学轨道交通研究院 The running mechanism of middle low speed magnetic suspension vehicle

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ATE145597T1 (en) 1996-12-15
RU94014242A (en) 1996-07-10
FI941871A (en) 1994-10-23
RU2136528C1 (en) 1999-09-10
CZ93394A3 (en) 1994-11-16
HRP940260B1 (en) 1998-06-30
SI9400187A (en) 1994-12-31
HRP940260A2 (en) 1996-06-30
BG61560B1 (en) 1997-12-30
UA44888C2 (en) 2002-03-15
DE59401110D1 (en) 1997-01-09
SK280594B6 (en) 2000-04-10
DE4313129A1 (en) 1994-10-27
JPH0752793A (en) 1995-02-28
HUT67919A (en) 1995-05-29
CN1095342A (en) 1994-11-23
HU213715B (en) 1997-09-29
ES2097568T3 (en) 1997-04-01
BG98721A (en) 1995-05-31
AU5911794A (en) 1994-10-27
CZ286684B6 (en) 2000-06-14
CZ410097A3 (en) 1998-08-12
CZ284317B6 (en) 1998-10-14
FI941871A0 (en) 1994-04-22
DK0621165T3 (en) 1997-04-28
SK46594A3 (en) 1994-11-09
FI112460B (en) 2003-12-15
YU48502B (en) 1998-09-18
CA2121829A1 (en) 1994-10-23
HU9401090D0 (en) 1994-07-28
EP0621165A1 (en) 1994-10-26
YU19894A (en) 1996-10-09

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