EP0641702A1 - Hydraulic rotation stabiliser for railway vehicles - Google Patents

Abstract

Hydraulic rotation stabilizer for railway vehicles for damping the rolling motion of bogies with one or more axles while simultaneously isolating the forces and motions in the longitudinal direction of the vehicle, in which case, on each chassis, one or more sufficiently rigid torsional rods (2) are mounted at at least two bearing points (1) on the wagon body (1a) in the direction transverse to the longitudinal axis (y axis) of the vehicle in the horizontal plane so as to be capable of rotating about the y axis, at the two ends of which torsional rods (2) the forces which originate from the rotational motion, to be stabilized, of the bogies are applied to the torsional rod (2) as moment via a hydraulic damping element (5) or a coupling rod (6) of the bogie frame (7a) by means of levers (3) which are positioned upright, or else suspended in the vertical direction (z axis) and suitable joints (4, 7), it being possible for a coupling rod (6) to be arranged as a connection to the bogie frame (7a) at each individual torsional rod (2), on one lever (3) at most, while the levers (3) can be equipped with any number of hydraulic damping elements (5), arranged in any desired way, as a connection to the bogie frame (7a). <IMAGE>

Description

The invention relates to hydraulic rotation stabilization with the features of the preamble of claim 1.

Trolleys which are provided with a hydraulic rotation stabilization for a quiet and wheel / rail force-reduced running in the track are known. Rotary or roll damping elements are usually arranged directly between the bogie frame and the body. The task of these hydraulic dampers is to prevent the so-called shaft running of the wheel sets, which occurs at high driving speeds.

Maximum speed, wheel profile, track width and track gauge essentially determine the design of the damping elements. For reasons of operational safety, it may be necessary that the maximum speed can be safely driven even if a damping element fails. However, since the strongly asymmetrical torsional damping (one damper has completely failed with two rotary dampers, resulting in 50% residual damping) drastically reduces the stability of the chassis, it is necessary to provide four individual damping elements per chassis for conventional rotary damper mounting.

Since the hydraulic dampers are usually arranged directly between the body and undercarriage, longitudinal movements between the undercarriage and the undercarriage are also damped and thus transmitted from the undercarriage to the body. With hard Damper setting, the longitudinal suspension between these vehicle assemblies is short-circuited.

Equally common is the installation of a mechanical anti-rotation device. In this solution, a cradle is non-rotatably connected to the bogie frame. A friction pairing between the cradle and the body ensures that the chassis is stabilized, even at high speeds. Relative movements between the slide and the slide plate are only possible after the maximum torque has been overcome. In order to decouple the longitudinal movements of the bogie from the body, the cradle is not directly connected to the chassis frame. Rather, the trailing arms (anti-rotation linkage) engage on a torsionally rigid shaft, which enables relative longitudinal movements to be opposed only by a small amount, relative rotations, on the other hand, by a very high resistance (rigidity).

A roll damping arrangement for bogie rail vehicles is known from CH-A-659 803. Here dampers are arranged between the body and the bogie frame. These are fixed on the car body, on the bogie frame via swivel levers. The swivel levers are connected by a shaft. A rigid connecting rod is articulated in the middle of this shaft to apply forces to the car body.

In contrast, the invention has for its object to achieve the rotation stabilization with hydraulic damping elements on the chassis and to do without heavy additional parts the cradle or spring support and to ensure that no resulting longitudinal forces from the rotation stabilization are transmitted from the chassis to the car body (non-reactive transmission of the stabilizing moments around the vertical axis), as well as the longitudinal and pitching movements of the To decouple the bogie from the car body and to ensure reliability even with only two damping elements per chassis.

This object is achieved with the characterizing features of claims 1 or 2. Advantageous embodiments of the invention are included in the subclaim.

According to the invention, according to a first embodiment, a hydraulic torsional stabilization for rail vehicles for damping the rolling movement of undercarriages with one or more axles while simultaneously decoupling the forces and movements in the longitudinal direction of the vehicle, characterized in that one or more sufficiently rigid torsion bars on the car body in the horizontal direction transversely to the longitudinal axis of the vehicle (y-axis) are rotatably mounted about the y-axis at at least two bearing points, at both ends of which the forces resulting from the rotary movement to be stabilized via levers which are or hang in the vertical direction (z-axis) and suitable joints of the undercarriage originate, be introduced via a hydraulic damping element or a link rod from the undercarriage frame into the torsion bar as a moment, whereby on each individual torsion bar at most one lever a link rod can be arranged as a connection to the undercarriage frame while the assembly of the levers with hydraulic damping elements can be carried out as a connection to the chassis frame with any number and arrangement.

According to a second embodiment of the invention, one or more sufficiently rigid torsion bars are mounted on the chassis frame in the direction horizontally-transversely to the vehicle's longitudinal axis (y-axis) at at least two bearing points for rotation about the y-axis, at both ends of which in the vertical direction ( z-axis) standing or hanging levers and suitable joints, the forces resulting from the rotational movement of the running gear to be stabilized are introduced as a moment via a hydraulic damping element or a link rod from the car body into the torsion bar, whereby a link rod can be arranged on each individual torsion bar on at most one lever as a connection to the car body , while the levers can be equipped with hydraulic damping elements as a connection to the car body with any number and arrangement.

Advantageously, in the aforementioned embodiments, one or more sufficiently rigid torsion bars on the chassis frame and on the body in the direction horizontally-transversely to the longitudinal axis of the vehicle (y-axis) are rotatably supported at least two bearing points about the y-axis.

Fig. 1

eine Anordnung mit einer Torsionsstange und einem Dämpfelement;

Fig. 2

eine Anordnung gemäß Fig. 1 mit einem zweiten Dämpfer;

Fig. 3

eine Anordnung gemäß Fig. 2 mit zusätzlichen Dämpfelementen;

Fig. 4

eine Anordnung gemäß Fig. 1 mit zwei Dämpfelementen an einem Hebel;

Fig. 5

eine Anordnung gemäß Fig. 1 mit Dämpfelementen an der Torsionsstange und dem Hebel;

Fig. 6

eine Anordnung gemäß Fig. 2 mit den zusätzlichen Elementen gemäß Fig. 5;

Fig. 7

eine Anordnung gemäß Fig. 6 mit einer alternativen Anordnung der Torsionstangen;

Fig. 8

eine Anordnung gemäß Fig. 1 mit einer alternativen Lagerung der Torsionsstangen;

Fig. 9

eine Anordnung gemäß Fig. 8 mit den Elementen gemäß Fig. 2;

Fig. 10

eine Anordnung gemäß Fig. 5 mit einer alternativen Lagerung einer Torsionsstange.

Embodiments of the invention are shown in the drawings. Show it:

Fig. 1

an arrangement with a torsion bar and a damping element;

Fig. 2

an arrangement of Figure 1 with a second damper.

Fig. 3

an arrangement of FIG 2 with additional damping elements.

Fig. 4

an arrangement of Figure 1 with two damping elements on a lever.

Fig. 5

an arrangement of Figure 1 with damping elements on the torsion bar and the lever.

Fig. 6

an arrangement of FIG 2 with the additional elements of FIG. 5.

Fig. 7

an arrangement according to FIG 6 with an alternative arrangement of the torsion bars.

Fig. 8

an arrangement of Figure 1 with an alternative storage of the torsion bars.

Fig. 9

an arrangement according to FIG. 8 with the elements according to FIG. 2;

Fig. 10

an arrangement of FIG. 5 with an alternative storage of a torsion bar.

Fig. 1 shows an arrangement with a torsion bar (2), mounted on the car body at two bearing points (1) with two hanging levers (3) firmly connected to the pipe ends. The connection to the chassis frame (7a) is made on one side with a damping element (5) between two joints (4, 7). On the other side there is a link rod (6) in the same place, which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion rod (2).

Fig. 2 shows an arrangement analogous to Fig. 1 with the difference that here a second damper (5) is arranged instead of the link rod. The positioning of the levers (3) and the rotation of the torsion bar (2) can be carried out here, among other things, by the torsional rigidity of the bearing points (1).

Fig. 3 shows an arrangement analogous to Fig. 2 with the difference that here two damping elements (5) are arranged on each lever (3). The failure of a damping element leads to a symmetrical reduction of the total damping by 50%.

Fig. 4 shows an arrangement analogous to Fig. 1 with the difference that here two damping elements (5) are arranged on a lever (3). The failure of a damping element leads to a symmetrical reduction of the total damping by 50%.

Fig. 5 shows an arrangement analogous to Fig. 1 with the difference that here a damping element is arranged on one side of a lever (3) and a torsion bar (2). On the other hand is in the same place each a linkage rod (6) which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion bar (2). The failure of a damping element leads to a symmetrical reduction of the total damping by 50%. The failure of a torsion bar (2), a lever (3), a bearing (1), a link rod (6) or a joint (4, 7) leads to a symmetrical reduction of the total damping by 50%.

FIG. 6 shows an arrangement analogous to FIG. 2 with the advantages of FIG. 5.

Fig. 7 shows the arrangement of Fig. 6, but the torsion bars (2) are arranged on the outside. Advantages with this arrangement arise under appropriate kinematic conditions.

Fig. 8 shows an arrangement like Fig. 1 with the difference that the torsion bar (2) is mounted on the chassis frame (7a) at two bearing points (7) with two fixed levers (3) connected to the pipe ends. The connection to the car body (1a) is carried out on one side with a damping element (5) between two joints (4, 1). On the other side there is a link rod (6) in the same place, which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion rods (2).

Fig. 9 shows an arrangement analogous to Fig. 8 with the properties corresponding to Fig. 2 with the difference that here a second damper (5) is arranged instead of the link rod. The positioning of the levers (3) and the rotation of the torsion bars (2) can be carried out here, among other things, by the torsional rigidity of the bearing points (7).

Fig. 10 shows an arrangement similar to Fig. 5 with the difference that here a torsion bar (2) on the car body (1a) via two bearing points (1) and a torsion bar (2) via two bearing points (7a) on the chassis frame (7) is stored.

According to FIGS. 3 to 7, analogous to FIGS. 8, 9 and 10 and other different mounting configurations are conceivable.

Claims (3)

Hydraulic rotation stabilization for rail vehicles to dampen the rolling movement of chassis with one or more axles while simultaneously decoupling the forces and movements in the vehicle's longitudinal direction,
characterized by
that one or more sufficiently rigid torsion bars (2) on the car body (1a) in the direction horizontally-transversely to the vehicle longitudinal axis (y-axis) are rotatably mounted about the y-axis at at least two bearing points (1), at their two ends via In the vertical direction (z-axis) standing or hanging levers (3) and suitable joints (4, 7) the forces resulting from the rotating movement of the undercarriage to be stabilized, via a hydraulic damping element (5) or a link rod (6) Chassis frames (7a) are introduced into the torsion bar (2) as a moment, whereby on each individual torsion bar (2), at most one lever (3), a linkage bar (6) can be arranged as a connection to the chassis frame (7a) while the Lever (3) with hydraulic damping elements (5) as a connection to the chassis frame (7a) can be carried out with any number and arrangement. Hydraulic rotation stabilization for rail vehicles to dampen the roll movement
characterized by
that one or more sufficiently rigid torsion bars (2) on the chassis frame (7a) in the horizontal-transverse direction to the vehicle's longitudinal axis (y-axis) at least two bearing points (7) are rotatably mounted about the y-axis, at their two ends by means of levers (3) standing or hanging in the vertical direction (z-axis) and suitable joints (4, 1) the forces resulting from the Stabilizing rotary movement of the undercarriages originate as a moment via a hydraulic damping element (5) or a link rod (6) from the car body (1a) into the torsion bar (2), with at most one lever (3) on each individual torsion bar (2) a link rod (6) can be arranged as a connection to the car body (1a), while the equipping of the levers (3) with hydraulic damping elements (5) can be carried out as a connection to the car body (1a) with any number and arrangement. Hydraulic rotation stabilization for rail vehicles according to claim 1 or 2,
characterized by
that one undercarriage one or more sufficiently rigid torsion bars (2) on the undercarriage frame (7a) and on the car body (1a) in the direction horizontally-transversely to the longitudinal axis of the vehicle (y-axis) at at least two bearings (7) rotatably about the y-axis are.

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