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 roll support for rail vehicles with the features of the preamble of claim 1.
• Active and passive cross-tilt systems have been developed and have recently been increasingly used in order to better compensate for transverse accelerations that occur in addition to the existing track elevations and to increase the possible travel speeds and driving comfort for travelers while driving through winding routes.
• the pendulum supports converge upward, as seen in the longitudinal direction of the vehicle, and form a passive tilting device which is built directly on the roll support.
• they incline an intermediate crossmember which is resiliently supported on the chassis and which carries the car body via an additional transverse suspension.
• the tilting movement of the intermediate crossmember starts immediately with each transverse shift between the body and the bogie, apart from a slight compensation due to the elasticity of the anti-roll support and the additional transverse suspension.
• this is done in the manner described combined with the passive tilting device, undesired tilting vibrations can impair the desired improvement.
• An active tilt control device is known from EP 0 528 783 A1, in which a total of three drives between the chassis and the car body are arranged tangentially on circular paths around a virtual pivot point approximately at the center of gravity of the car body. Two of them are arranged on both sides of the car body, diagonally upwards, the third lying horizontally under the car body.
• the inclined drives are not based on a roll support.
• the object of the invention is to avoid tilting movements in the case of a passive tilting device based on a roll support with slight transverse displacements between the car body and the chassis, in particular when driving in a straight line, without the use of an additional cross member.
• the effect according to the task is achieved in a simple manner by the transverse displaceability of the support part in its longitudinal axis, starting from its central position centered in the chassis.
• torsion bar of the anti-roll support can additionally support the torsion bar of the anti-roll support by means of thrust bearings or the like against longitudinal forces in a suitable manner.
• the transitions between the torsion bar and the cranks on the end can be reinforced with a rigid corner.
• the drives have to perform shorter strokes than with vertical pendulum supports in order to set the desired overall inclination.
• the active control not only is the tighter support of the anti-roll device maintained, but the vehicle then at least still has a passive tilt system.
• FIG. 1 is a sketch of the chassis area with the invention
• Rolling support equipped rail vehicle with a view in the longitudinal direction of the vehicle
• FIG. 2 shows a schematic side view of the same vehicle in the chassis area, looking from the left onto the arrangement in FIG. 1.
• a chassis 1, e.g. B. a biaxial bogie under a rail vehicle for passenger transport, has, according to FIG. 1, two parallel side bolsters 2 and at least one crossbar connecting them 3.
• the side bolsters 2 extending in the direction of travel are each supported on the outside via primary springs on wheel sets 4 of the chassis.
• the cross member 3 extends essentially parallel to the roll axis of the wheel sets 4.
• a car body 5 rests on the chassis via a secondary suspension 6, the z. B. is formed by two via a throttle 6D fluidly communicating air springs with rubber-elastic emergency springs.
• a mechanical suspension can also be combined with the subject of the application.
• the secondary suspension 6 also contributes to the horizontal transverse suspension of the car body with a portion with a soft spring constant.
• Parallel to the cross member 3 extends almost over the entire width of the car, designed as a torsion bar spring and preferably pivotally mounted in the chassis frame in the area of the side bolsters 7.
• one-armed cranks 8 (FIG. 2) are attached, which wear an 8G joint at their free ends.
• Corresponding joints 5G are provided on the car body 5 and are connected in pairs and sides by means of pendulum supports 9 to the joints 8G.
• the assembly consisting of the support part, cranks and pendulum supports together with the associated bearings and joints is referred to as a roll support.
• the two pendulum supports 9 are inclined, as seen in the longitudinal or driving direction of the vehicle, so that they converge upwards towards the median longitudinal plane of the vehicle.
• the center lines of the two pendulum supports should span a plane, with the chassis not rotated relative to the car body, so that their imaginary extensions preferably intersect within the car body at the passenger seat height at a point P or P '. This point is always above the center of gravity of the car body S or S '.
• the support part 7 can also be displaced by a certain distance in a longitudinal direction along its longitudinal axis from a central position centered in the chassis 1, preferably by spring force (springs 7F). H. provided with play.
• the weight of the car body 5 is borne by the secondary suspension 6; due to the pivoting mounting of the support part in the chassis, the anti-roll support does not provide any appreciable resistance to a symmetrical or parallel deflection of the secondary suspension 6 and consequently to the vibrations occurring due to unevenness in the route, apart from bearing frictional forces.
• parallel is meant the cases in which the car body remains parallel to itself during deflection.
• the straight-ahead position of the car body 5 is indicated here by dash-dotted lines. Is the car body opposite the chassis by centrifugal force - as symbolized by arrow F - z. B. shifted to the right in the left-hand bend, the right-hand pen support 9 of the anti-roll support stands up after the transverse displacement of the support part has been counteracted against the force of the spring 7F, while the left pendulum support 9 is tilted further down from the vertical ( Movement from the dash-dotted lines drawn in the solid positions).
• the car body 5 on the base of the support part 7 tilts around the current roll pole P — which lies upward at the intersection of the imaginary extensions of the pendulum supports — to the left toward the inside of the arch, as indicated by the solid line here.
• point P moves to the right into point P ', which means that the instantaneous axis of rotation of the car body in the carriage-fixed coordinate system shifts to the right and also slightly downwards.
• the right air spring of the secondary suspension 6 is relieved, while the left air spring is further compressed. Because of the connection between the two, the air volume remains constant. In this position too, the anti-roll support does not provide any resistance to the parallel deflection, since no influence is exerted on the pivoting mounting of the support part.
• the middle position of the two compression springs 7F, which center the support part 7, is indicated by vertical dash-dotted lines.
• the springs 7F themselves are only shown here in the transversely deflected position of the support part 7, in which the right spring is compressed and the left one is expanded. When the car body tilts in the opposite direction to the right (left curve), the left spring is compressed and the right spring is slightly extended.
• the usable path of the transverse displacement is determined by the rigidity and the dimensions (in particular by the block length) of the springs 7F
• angles between the inclined pendulum supports and the vertical must be designed as required. As with the known passive transverse tilt systems, the tilting effect towards the inside of the curve at the beginning of the lateral deflection is weaker, the less the pendulum supports deviate from the vertical, and the stronger, the flatter the pendulum supports are placed. A preferred angle of attack will be found in the range of 45 ° ⁇ 15 ° .
• FIG. 2 serves for clarification, in which the dash-dotted lines again indicate the normal position and the solid lines indicate the laterally inclined position of the car body 5 and the (left) pendulum support 9.
• the anti-roll device with passive tilting device is a spatial structure in which 95/26291
• the support part 7 and the cranks 8 form a first plane and the inclined pendulum supports 9 span the second plane, which intersect in the imaginary connecting line between the joints 8G, the angle between the planes being variable in parallel deflection in the secondary suspension 6 are.
• each pendulum support can be attached via rubber-elastic joint eyes and / or via crosshead or ball joints.
• the expression "joint” is therefore not to be understood here exclusively as meaning that the spherical mobility should be present at one point as in the case of a ball joint.
• the free ends of the cure can also be supported directly against the transverse forces introduced by the oblique pendulum supports by arranging guide means (not shown here) on the chassis frame in the corresponding area.
• the above-mentioned transverse play of the anti-roll device or its support part 7 must, however, be able to be accommodated by these guide means.
• the roll support according to the invention can be used in Jacobs bogies, in which two car bodies, each with one roll support, are supported on a common chassis, without space problems.
• a vertical driver or trunnion on the underframe of the car body is used in a known manner fasten, which engages in a chassis-fixed guide with play and is buffered laterally and lengthways by elastic elements. This arrangement is not shown here.
• an (auxiliary) drive can also be provided between the latter and the chassis in a manner known per se which is used to introduce transverse forces into the car body is suitable. This will preferably be anchored to the carriage mentioned on the carriage box side.
• each pendulum support can be assigned a controllable drive so that the distance between the two articulation axes of the pendulum supports can be actively changed.
• the angle of inclination can then be determined not only by the passive inclination properties of the inclined pendulum supports, but also by the length difference between the two pendulum supports.
• the torsional rigidity of the support part 7 is to be dimensioned so high that neither the passive car body inclination nor a deliberately caused uneven length of the pendulum supports 9 can be completely compensated for by twisting the support part.
• controllable drives are preferably designed as hydraulic lifting cylinders which are used instead of the longitudinally rigid pendulum supports.
• the lifting cylinder drive elements are controlled in driving mode from a central position, ie when the one drive element is extended, the opposite one can be retracted.
• the anti-roll connection between the car body and the chassis also includes a fluid column in the active system. Special devices may have to be used in the event of an emergency failure of the hydraulics or the electronics Regulation- to be provided.
• both drive elements are preferably blocked in one of the two end positions, that is to say both pendulum supports are set to the same length. This can be done, for example, hydraulically via valves or mechanically non-positively by clamping or a form-fitting locking. If both drive elements are blocked in the same position, the vehicle can be driven over longer distances with the fully functional anti-roll support and with the passive tilt system.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Vibration Prevention Devices (AREA)
• Footwear And Its Accessory, Manufacturing Method And Apparatuses (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Fluid-Damping Devices (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Load-Engaging Elements For Cranes (AREA)
• Forklifts And Lifting Vehicles (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=6514200

Family Applications (1)

Country Status (9)

Cited By (1)

Families Citing this family (9)

Family Cites Families (9)

• 1994
  • 1994-03-29 DE DE4410970A patent/DE4410970C1/de not_active Expired - Fee Related
• 1995
  • 1995-03-08 EP EP95913063A patent/EP0699149B1/fr not_active Expired - Lifetime
  • 1995-03-08 PL PL95311761A patent/PL311761A1/xx unknown
  • 1995-03-08 HU HU9503399A patent/HUT73400A/hu unknown
  • 1995-03-08 ES ES95913063T patent/ES2120737T3/es not_active Expired - Lifetime
  • 1995-03-08 WO PCT/EP1995/000849 patent/WO1995026291A1/fr active IP Right Grant
  • 1995-03-08 AT AT95913063T patent/ATE170141T1/de not_active IP Right Cessation
  • 1995-11-22 NO NO954723A patent/NO304364B1/no unknown
  • 1995-11-24 FI FI955689A patent/FI955689A0/fi not_active Application Discontinuation

Non-Patent Citations (1)

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