EP0699149B1 - Anti-roll support for rail vehicles with a transverse tilting device - Google Patents

Anti-roll support for rail vehicles with a transverse tilting device Download PDF

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Publication number
EP0699149B1
EP0699149B1 EP95913063A EP95913063A EP0699149B1 EP 0699149 B1 EP0699149 B1 EP 0699149B1 EP 95913063 A EP95913063 A EP 95913063A EP 95913063 A EP95913063 A EP 95913063A EP 0699149 B1 EP0699149 B1 EP 0699149B1
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EP
European Patent Office
Prior art keywords
roll support
chassis
support according
supporting part
vehicle
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EP95913063A
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German (de)
French (fr)
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EP0699149A1 (en
Inventor
Johannes Nicolin
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Talbot & Co KG GmbH
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Waggonfabrik Talbot GmbH and Co KG
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Publication of EP0699149A1 publication Critical patent/EP0699149A1/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 roll support for rail vehicles with the features of the preamble of claim 1.
  • twisting movements of a car body around its longitudinal axis (“swaying”) towards the outside of the bow caused by unilateral deflection, in particular due to centrifugal force when traveling through bends, are undesirable and are suppressed if possible.
  • wheel-rail vehicles usually in the form of a torsion bar arranged transversely to the direction of travel with two crank ends at the end
  • a roll support is pivotally mounted in the undercarriage or on the car body, pendulum supports forming the connection between the crank ends and the car body or the chassis.
  • pendulum supports forming the connection between the crank ends and the car body or the chassis.
  • These roll supports allow the car body to compress in the secondary suspension parallel to itself, but prevent unilateral deflection or roll.
  • Active and passive cross-tilt systems have been developed and are now increasingly being used to better compensate for transverse accelerations that occur in addition to the existing track elevations and to increase the possible travel speeds
  • the pendulum supports In a roll support known from US Pat. No. 5,222,440, 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. Depending on the centrifugal force, they incline an intermediate crossmember, which is spring-loaded on the chassis and supports 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 cross suspension. Even when driving straight ahead, there are constant transverse displacements due to track position errors and the wave movement of the wheel sets, which should normally be absorbed in the transverse suspension. However, if this is combined with the passive tilting device in the manner described, undesired tilting vibrations can impair the desired improvement.
  • An active tilt control device is known from EP 0 528 783 A1, in which overall three drives between the chassis and the car body tangentially around circular tracks a virtual pivot point located approximately at the center of gravity of the car body are arranged. Two of them are diverging diagonally upwards on both sides of the car body arranged, the third lies horizontally under the car body. However, they build not inclined drives on a roll support.
  • the invention has the task of a passive building on a roll support Tilting device Tilting movements with slight transverse displacements between the car body and chassis, especially when driving in a straight line, without using an additional Avoid cross beams.
  • a roll support of the type described at the outset results in arcing, starting from a neutral position -tilt angle zero-, by erecting the the outside of the arch and the sinking of the inner pendulum support is known to be a passive one Tilt the car body towards the chassis towards the inside of the bend, the can be used for better compensation of centrifugal forces when traveling through bends.
  • the original function of the mechanical anti-roll support is not affected in any way.
  • the advantage of a minimal overall height compared to conventional passive systems is achieved.
  • 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. Possibly. one must 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 stiff corners.
  • the drives have shorter strokes than with vertical pendulum supports to set the desired total incline.
  • 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 region of the side bolsters 7 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 seen in the longitudinal or driving direction of the vehicle slanted so that they converge upwards to the median longitudinal plane.
  • center lines of the two pendulum supports should not be opposite Car body turned chassis- span one level so that their imaginary extensions in the room, preferably inside the car body at passenger seat height cut at a point P or P '. This point is always above the Center of gravity of the car body S or S '.
  • the support member 7 is also, in contrast to conventional solutions, from one in the chassis 1 Center position preferably centered by spring force (springs 7F) after both Pages can be shifted along its longitudinal axis by a certain path, i. H. with game Mistake.
  • the weight of the car body 5 is borne by the secondary suspension 6; due to the swivel bearing of the support part in the chassis sets the anti-roll support to a symmetrical one or parallel compression of the secondary suspension 6 and therefore the due to Vibrations unevenness of path, apart from bearing friction forces, no appreciable resistance.
  • parallel is meant the cases in which the car body remains parallel to itself during compression.
  • 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 pendulum support 9 of the anti-roll support stands up after the transverse displacement of the support part against the force of the spring 7F, while the left pendulum support 9 is tilted further down from the vertical (movement from the respective dash-dotted lines in the solid positions). As a result, 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.
  • the middle position of the two compression springs 7F, which center the support 7, is through vertical dash-dotted lines indicated.
  • the springs 7F itself are only here in the shown transversely deflected position of the support member 7, in which the right spring compresses and the left one is extended. At the opposite car body inclination to the right (Left bow) the left spring is compressed and the right one is slightly extended.
  • a passive car body tilting device is thus realized, which has a particularly low overall height stressed and possibly retrofitted to existing vehicles relatively inexpensive can be.
  • the side view according to FIG. 2 serves to illustrate this, 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 the support part 7 and the cranks 8 span a first level and the inclined pendulum supports 9 span the second level, which intersect in the imaginary connecting line between the joints 8G , wherein the angles between the planes in the parallel compression in the secondary suspension 6 are variable.
  • each pendulum support can be rubber-elastic stored articulated eyes and / or attached via crosshead or ball joints.
  • the expression "joint” is therefore not to be understood here exclusively as meaning that the spherical Mobility like at a ball joint should be present at one point.
  • the pivot bearing of the support member 7 in the chassis 1, the transitions between the Support part 7 and the cranks 8 and the cranks themselves must be those of the secondary suspension 6 transverse forces not absorbed or Take up axial forces safely in the support part 7- can.
  • These can e.g. B. be formed by a guide, in which the free ends of the Cranks are sliding or rolling, and which absorbs all lateral forces in this area.
  • the cross-game of the roll support or its support part 7 discussed above must be but can be absorbed by these management tools.
  • Pendulum support a controllable drive so that the distance between the two pivot axes of the pendulum supports can be actively changed. That would mean, that the car body 5 is based directly on the passive tilting properties mechanical roll support by changing the length of the pendulum supports is also actively tiltable around the roll pole. The angle of inclination is then excluded due to the passive tilting properties of the inclined pendulum supports the difference in length between the two pendulum supports can be determined.
  • the torsional rigidity of the support member 7 is so high that neither the passive Car body inclination a deliberately caused uneven length of the pendulum supports 9 can be completely balanced by twisting the support part.
  • controllable drives are designed as hydraulic lifting cylinders can be used instead of the longitudinally rigid pendulum supports.
  • the lifting cylinder drive elements are driven from a middle position controlled, d. H. when extending one drive element, the opposite one be retracted.
  • the anti-roll connection between the body and the Chassis also includes a fluid column in the active system. Special facilities may have to be used for an emergency operation - failure of the hydraulics or the electronic Regulation- to be provided.
  • both drive elements are preferably in one of the two end positions - so both pendulum supports are set to the same length - blocked. This can be done, for example, hydraulically via valves or mechanically Clamps or a positive locking happen. If both drive elements are blocked in the same position, the vehicle can easily with fully functional Roll support and with the passive tilt system even over longer distances be continued.

Abstract

A conventional mechanical anti-roll support (7, 8, 9) for rail vehicles is associated to a passive transverse tilting adjustment ensured by slanting sections of the swinging supports (9) of the anti-roll support. The bearing part (7) of the anti-roll support is maintained in a central position preferably by the force of a spring and may be axially moved in both directions of a limited travel transversely to the longitudinal direction of the vehicle in order to avoid undesirable tilting oscillations when the vehicle moves in a straight line.

Description

Die Erfindung bezieht sich auf eine Wankstütze für Schienenfahrzeuge mit den Merkmalen des Oberbegriffs des Patentanspruchs 1.
Im normalen Fahrbetrieb von Schienenfahrzeugen sind durch einseitiges Einfedern, insbesondere durch Fliehkraftwirkung bei Bogenfahrt, verursachte Drehbewegungen eines Wagenkastens um seine Längsachse ("Wanken") nach bogenaußen unerwünscht und werden nach Möglichkeit unterdrückt. In Rad-Schiene-Fahrzeugen wird -meist in Gestalt eines quer zur Fahrtrichtung angeordneten Torsionsstabs mit zwei endseitigen Kurbelneine Wankstütze im Fahrwerk oder am Wagenkasten schwenkbar gelagert, wobei Pendelstützen die Verbindung zwischen den Kurbelenden und dem Wagenkasten oder dem Fahrgestell bilden. Diese Wankstützen erlauben zu sich selbst paralleles Einfedern des Wagenkastens in der Sekundärfederung, behindern jedoch das einseitige Einfedern bzw. Wanken.
Aktive und passive Querneigesysteme wurden entwickelt und werden neuerdings vermehrt angewendet, um auftretende Querbeschleunigungen zusätzlich zu den vorhandenen Gleisüberhöhungen besser zu kompensieren und um die mögliche Reisegeschwindigkeiten und den Fahrkomfort für Reisende während des Durchfahrens von kurvenreichen Strecken zu erhöhen.The invention relates to a roll support for rail vehicles with the features of the preamble of claim 1.
In normal driving operation of rail vehicles, twisting movements of a car body around its longitudinal axis (“swaying”) towards the outside of the bow caused by unilateral deflection, in particular due to centrifugal force when traveling through bends, are undesirable and are suppressed if possible. In wheel-rail vehicles - usually in the form of a torsion bar arranged transversely to the direction of travel with two crank ends at the end, a roll support is pivotally mounted in the undercarriage or on the car body, pendulum supports forming the connection between the crank ends and the car body or the chassis. These roll supports allow the car body to compress in the secondary suspension parallel to itself, but prevent unilateral deflection or roll.
Active and passive cross-tilt systems have been developed and are now increasingly being used 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 negotiating winding roads.

Bei einer aus US 5,222,440 bekannten Wankstütze konvergieren die Pendelstützen, in Fahrzeuglängsrichtung gesehen, nach oben und bilden eine direkt auf der Wankstütze aufgebaute passive Neigeeinrichtung. Sie neigen fliehkraftabhängig einen auf dem Fahrgestell federnd abgestützten Zwischen-Querträger, der über eine zusätzliche Querfederung den Wagenkasten trägt. Die Neigebewegung des Zwischen-Querträgers setzt unmittelbar bei jeder Querverschiebung zwischen Wagenkasten und Drehgestell ein, abgesehen von einer geringfügigen Kompensation durch die Elastizität der Wankstütze und der zusätzlichen Querfederung.
Auch in der Geradeausfahrt kommt es aufgrund von Gleislagefehlern und dem Wellenlauf der Radsätze ständig zu solchen Querverschiebungen, die normalerweise in der Querfederung aufgefangen werden sollen. Wird diese jedoch in der beschriebenen Weise mit der passiven Neigeeinrichtung kombiniert, so können unerwünschte Neigeschwingungen die angestrebte Verbesserung beeinträchtigen.In a roll support known from US Pat. No. 5,222,440, 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. Depending on the centrifugal force, they incline an intermediate crossmember, which is spring-loaded on the chassis and supports 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 cross suspension.
Even when driving straight ahead, there are constant transverse displacements due to track position errors and the wave movement of the wheel sets, which should normally be absorbed in the transverse suspension. However, if this is combined with the passive tilting device in the manner described, undesired tilting vibrations can impair the desired improvement.

Aus EP 0 528 783 A1 ist eine aktive Neigesteuerungseinrichtung bekannt, bei der insgesamt drei Antriebe zwischen Fahrgestell und Wagenkasten tangential an Kreisbahnen um einen etwa in Schwerpunkthöhe des Wagenkastens liegenden virtuellen Drehpunkt angeordnet sind. Zwei davon sind beidseits des Wagenkastens schräg nach oben divergierend angeordnet, der dritte liegt horizontal unter dem Wagenkasten. Jedoch bauen die schrägstehenden Antriebe nicht auf einer Wankstütze auf.An active tilt control device is known from EP 0 528 783 A1, in which overall three drives between the chassis and the car body tangentially around circular tracks a virtual pivot point located approximately at the center of gravity of the car body are arranged. Two of them are diverging diagonally upwards on both sides of the car body arranged, the third lies horizontally under the car body. However, they build not inclined drives on a roll support.

Es sind schließlich auch mit schrägen längsstarren Pendelstützen arbeitende passive Neigeeinrichtungen bekannt, die aber ebenfalls nicht unmittelbar auf einer Wankstütze aufbauen (DE 37 13 615 A1, DE 41 05 350 A1).
Es wurde auch bereits eine aktive Neigesteuerung vorgeschlagen (nachveröffentlichte DE 43 11 521 C1), bei der vertikal stehende Pendelstützen einer Wankstütze durch Antriebe längenveränderlich sind. Bei dieser Einrichtung bleibt die Funktion der Wankstütze bei einem eventuellen Ausfall der hydraulischen Steuerung -mit blockierten Pendelstützen bzw. Antrieben- erhalten.Finally, passive tilting devices working with oblique, longitudinally rigid pendulum supports are also known, but they are also not based directly on a roll support (DE 37 13 615 A1, DE 41 05 350 A1).
An active tilt control has also already been proposed (post-published DE 43 11 521 C1), in which vertically standing pendulum supports of a roll support can be changed in length by drives. With this device, the function of the anti-roll device is retained in the event of a possible failure of the hydraulic control - with blocked pendulum supports or drives.

Die Erfindung hat die Aufgabe, bei einer auf einer Wankstütze aufbauenden passiven Neigeeinrichtung Neigebewegungen bei geringen Querverschiebungen zwischen Wagenkasten und Fahrwerk, insbesondere bei Fahrt in der Geraden, ohne Einsatz eines zusätzlichen Querträgers zu vermeiden.The invention has the task of a passive building on a roll support Tilting device Tilting movements with slight transverse displacements between the car body and chassis, especially when driving in a straight line, without using an additional Avoid cross beams.

Diese Aufgabe wird erfindungsgemäß mit den kennzeichnenden Merkmalen des Patentanspruchs 1 gelöst.
Die kennzeichnenden Merkmale der Unteransprüche geben vorteilhafte Weiterbildungen der Erfindung an.This object is achieved with the characterizing features of claim 1.
The characterizing features of the subclaims indicate advantageous developments of the invention.

Aus der zur vertikalen Mittellängsebene des Fahrzeugs schräg nach oben konvergierenden Orientierung der beiden Pendelstützen, die sphärisch beweglich an den Kurbeln einer Wankstütze der eingangs beschriebenen Art angelenkt sind, resultiert bei Bogenfahrt, ausgehend von einer neutralen Lage -Neigungswinkel Null-, durch Aufrichten der bogenäußeren und Absinken der bogeninneren Pendelstütze bekanntlich ein passives Neigen des Wagenkastens gegenüber dem Fahrgestell nach der Bogeninnenseite, das zur besseren Kompensation von Fliehkräften bei Bogenfahrt ausgenutzt werden kann. Die ursprüngliche Funktion der mechanischen Wankstütze wird in keiner Weise beeinträchtigt. From the converging obliquely upwards to the vertical central longitudinal plane of the vehicle Orientation of the two pendulum supports, which are spherically movable on the cranks a roll support of the type described at the outset results in arcing, starting from a neutral position -tilt angle zero-, by erecting the the outside of the arch and the sinking of the inner pendulum support is known to be a passive one Tilt the car body towards the chassis towards the inside of the bend, the can be used for better compensation of centrifugal forces when traveling through bends. The The original function of the mechanical anti-roll support is not affected in any way.

Hingegen wird der Vorteil einer minimalen Bauhöhe gegenüber den konventionellen passiven Systemen erreicht.
Der aufgabengemäße Effekt wird in einfacher Weise durch die Querverschiebbarkeit des Stützteils in seiner Längsachse, ausgehend von seiner im Fahrgestell zentrierten Mittellage, erreicht.
Ggf. muß man den Torsionsstab der Wankstütze zusätzlich durch Axiallager oder dgl. gegen Längskräfte in geeigneter Weise abstützen. Die Übergänge zwischen dem Torsionsstab und den endseitigen Kurbeln lassen sich problemlos eckensteif verstärken.On the other hand, the advantage of a minimal overall height compared to conventional passive systems is achieved.
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.
Possibly. one must 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 stiff corners.

Wenn die schrägen Pendelstützen einer solchen Wankstütze dann noch durch Antriebe längenveränderlich sind, müssen die Antriebe geringere Hübe als mit vertikalen Pendelstützen ausführen, um die gewünschte Gesamtneigung einzustellen. Bei einem eventuellen Ausfall der aktiven Steuerung bleibt nicht nur die engere Funktion der Wankstütze erhalten, sondern das Fahrzeug hat dann wenigstens noch ein passives Neigesystem.If the inclined pendulum supports of such a roll support are then driven are variable in length, the drives have shorter strokes than with vertical pendulum supports to set the desired total incline. With a possible Failure of the active control does not only remain the narrower function of the anti-roll device received, but the vehicle then has at least a passive tilt system.

Weitere Einzelheiten und Vorteile des Gegenstands ergeben sich aus der Zeichnung und der folgenden detaillierten Beschreibung eines Ausführungsbeispiels. Es zeigen

Figur 1
eine Skizze des Fahrgestellbereichs eines mit der erfindungsgemäßen Wankstütze ausgestatteten Schienenfahrzeugs mit Blick in Fahrzeuglängsrichtung,
Figur 2
eine schematische Seitenansicht desselben Fahrzeugs im Fahrgestellbereich mit Blickrichtung von links auf die Anordnung in Fig. 1.
Further details and advantages of the object result from the drawing and the following detailed description of an exemplary embodiment. Show it
Figure 1
1 shows a sketch of the chassis area of a rail vehicle equipped with the roll support according to the invention with a view in the longitudinal direction of the vehicle,
Figure 2
2 shows a schematic side view of the same vehicle in the chassis area, looking from the left onto the arrangement in FIG. 1.

Ein Fahrgestell 1, z. B. ein zweiachsiges Drehgestell unter einem Schienenfahrzeug zur Personenbeförderung, hat gemäß Fig. 1 zwei parallele Seitenwangen 2 und mindestens eine diese verbindende Traverse 3. Die sich in Fahrtrichtung erstreckenden Seitenwangen 2 stützen sich jeweils außen über Primärfedern auf Radsätze 4 des Fahrgestells. Die Traverse 3 erstreckt sich im wesentlichen parallel zur Rollachse der Radsätze 4.
Ein Wagenkasten 5 liegt auf dem Fahrgestell über eine Sekundärfederung 6 auf, die z. B. durch zwei über eine Drossel 6D fluidisch miteinander kommunizierende Luftfedern mit gummielastischen Notfedern gebildet wird. Mit dem Anmeldungsgegenstand kann aber auch eine mechanische Federung kombiniert werden. Außer ihren vertikalen Federeigenschaffen trägt die Sekundärfederung 6 auch zur horizontalen Querfederung des Wagenkastens einen Anteil mit weicher Federkonstante bei. A chassis 1, e.g. B. a two-axle 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. In addition to its vertical spring properties, the secondary suspension 6 also contributes to the horizontal transverse suspension of the car body with a portion with a soft spring constant.

Parallel zu der Traverse 3 erstreckt sich nahezu über die gesamte Wagenbreite ein als Torsionsstabfeder ausgeführtes und im Fahrgestellrahmen vorzugsweise im Bereich der Seitenwangen schwenkbar gelagertes Stützteil 7. An dessen beiden seitlich über die Seitenwangen herausstehenden Enden sind einarmige Kurbeln 8 (Fig. 2) befestigt, die an ihren freien Enden je ein Gelenk 8G tragen. Am Wagenkasten 5 sind korrespondierende Gelenke 5G vorgesehen, die paar- und seitenweise durch Pendelstützen 9 mit den Gelenken 8G verbunden sind.
Die Baugruppe aus Stützteil, Kurbeln und Pendelstützen nebst den zugehörigen Lagern und Gelenken wird als Wankstütze bezeichnet.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 region of the side bolsters 7 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.

Die beiden Pendelstützen 9 sind in Längs- bzw. Fahrtrichtung des Fahrzeugs gesehen schräg angestellt, so daß sie nach oben zur Fahrzeuglängsmittelebene konvergieren. Die Mittellinien der beiden Pendelstützen sollten in der Regel -bei nicht gegenüber dem Wagenkasten gedrehten Fahrgestell- eine Ebene aufspannen, so daß ihre gedachten Verlängerungen sich im Raum vorzugsweise innerhalb des Wagenkastens auf Fahrgastsitzhöhe in einem Punkt P bzw. P' schneiden. Dieser Punkt liegt immer oberhalb des Wagenkastenschwerpunkts S bzw. S'.The two pendulum supports 9 are seen in the longitudinal or driving direction of the vehicle slanted so that they converge upwards to the median longitudinal plane. The As a rule, center lines of the two pendulum supports should not be opposite Car body turned chassis- span one level so that their imaginary extensions in the room, preferably inside the car body at passenger seat height cut at a point P or P '. This point is always above the Center of gravity of the car body S or S '.

Das Stützteil 7 ist ferner, abweichend von konventionellen Lösungen, aus einer im Fahrgestell 1 vorzugsweise durch Federkraft (Federn 7F) zentrierten Mittellage nach beiden Seiten in seiner Längsachse um einen bestimmten Weg verschiebbar, d. h. mit Spiel versehen.The support member 7 is also, in contrast to conventional solutions, from one in the chassis 1 Center position preferably centered by spring force (springs 7F) after both Pages can be shifted along its longitudinal axis by a certain path, i. H. with game Mistake.

Das Gewicht des Wagenkastens 5 wird von der Sekundärfederung 6 getragen; aufgrund der Schwenklagerung des Stützteils im Fahrgestell setzt die Wankstütze einem symmetrischen bzw. parallelen Einfedern der Sekundärfederung 6 und mithin den aufgrund von Fahrwegunebenheiten auftretenden Schwingungen, von Lager-Reibungskräften abgesehen, keinen nennenswerten Widerstand entgegen. Mit "parallel'' sind die Fälle gemeint, in denen der Wagenkasten während des Einfederns zu sich selbst parallel bleibt.The weight of the car body 5 is borne by the secondary suspension 6; due to the swivel bearing of the support part in the chassis sets the anti-roll support to a symmetrical one or parallel compression of the secondary suspension 6 and therefore the due to Vibrations unevenness of path, apart from bearing friction forces, no appreciable resistance. By "parallel" is meant the cases in which the car body remains parallel to itself during compression.

Die Geradeausfahrtstellung des Wagenkastens 5 ist hier strichpunktiert angedeutet. Wird nun der Wagenkasten gegenüber dem Fahrgestell durch Fliehkraft-wie durch Kraftpfeil F symbolisiert- z. B. im Linksbogen nach rechts verschoben, so richtet sich nach Zurücklegen der Querverschiebung des Stützteils gegen die Kraft der Feder 7F die rechte Pendelstütze 9 der Wankstütze auf, während die linke Pendelstütze 9 noch weiter aus der Vertikalen nach unten herausgekippt wird (Bewegung aus den jeweils strichpunktiert gezeichneten in die durchgezogen gezeichneten Stellungen). Dadurch neigt sich der Wagenkasten 5 auf der Basis des Stützteils 7 um den momentanen Wankpol P -der im Schnittpunkt der gedachten Verlängerungen der Pendelstützen nach oben liegt- nach links zur Bogeninnenseite, wie es hier durchgezogen gezeichnet angedeutet ist.
Während dieser Neigebewegung wandert der Punkt P nach rechts in den Punkt P' hinein, was bedeutet, daß sich die momentane Drehachse des Wagenkastens im wagenfesten Koordinatensystem nach rechts und geringfügig auch nach unten verschiebt. Die rechte Luftfeder der Sekundärfederung 6 wird dabei -im Gegensatz zum normalen Einfedernentlastet, während die linke Luftfeder weiter komprimiert wird. Wegen der Verbindung zwischen beiden bleibt das Luftvolumen derweil konstant. Auch in dieser Stellung setzt die Wankstütze dem parallelen Einfedern keinen Widerstand entgegen, da auf die Schwenklagerung des Stützteils kein Einfluß genommen wird.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 pendulum support 9 of the anti-roll support stands up after the transverse displacement of the support part against the force of the spring 7F, while the left pendulum support 9 is tilted further down from the vertical (movement from the respective dash-dotted lines in the solid positions). As a result, 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.
During this tilting movement, 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. In contrast to normal compression, 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. Even in this position, the anti-roll support does not provide any resistance to the parallel deflection, since no influence is exerted on the swivel bearing of the support part.

Die Mittelstellung der beiden Druck-Federn 7F, die das Stützte 7 zentrieren, ist durch senkrechte strichpunktierte Linien angedeutet. Die Federn 7F selbst sind hier nur in der quer ausgelenkten Stellung des Stützteils 7 gezeigt, in der die rechte Feder komprimiert und die linke ausgedehnt ist. Bei der gegenläufigen Wagenkastenneigung nach rechts (Linksbogen) wird die linke Feder komprimiert und die rechte etwas ausgedehnt. Der nutzbare Weg der Querverschiebung wird durch die Steifigkeit und die Abmessungen (insbesondere durch die Blocklänge) der Federn 7F bestimmtThe middle position of the two compression springs 7F, which center the support 7, is through vertical dash-dotted lines indicated. The springs 7F itself are only here in the shown transversely deflected position of the support member 7, in which the right spring compresses and the left one is extended. At the opposite car body inclination to the right (Left bow) the left spring is compressed and the right one is slightly extended. Of the usable way of transverse displacement is due to the rigidity and dimensions (Specifically determined by the block length) of the springs 7F

Damit ist eine passive Wagenkastenneigeeinrichtung realisiert, die besonders wenig Bauhöhe beansprucht und ggf. an vorhandenen Fahrzeugen relativ unaufwendig nachgerüstet werden kann.A passive car body tilting device is thus realized, which has a particularly low overall height stressed and possibly retrofitted to existing vehicles relatively inexpensive can be.

Die Winkel zwischen den schrägen Pendelstützen und der Vertikalen müssen bedarfsgerecht ausgelegt werden. Wie bei den bekannten passiven Querneigesystemen ist der Neigeeffekt nach bogeninnen zu Beginn der seitlichen Auslenkung umso schwächer, je weniger die Pendelstützen aus der Vertikalen abweichen, und umso stärker, je flacher die Pendelstützen gelegt werden. Ein bevorzugter Anstellwinkel wird im Bereich von 45° ± 15° zu finden sein.The angles between the inclined pendulum supports and the vertical must meet requirements be interpreted. As with the known passive transverse tilt systems, the Tilting effect towards the inside of the curve at the beginning of the lateral deflection, the weaker, ever the less the pendulum supports deviate from the vertical, and the greater the flatter it is Pendulum supports are placed. A preferred angle of attack is in the range of 45 ° ± 15 ° to be found.

Zur Verdeutlichung dient die Seitenansicht nach Fig. 2, in der wiederum die strichpunkierten Linien die Normalstellung und die durchgezogenen Linien die seitlich geneigte Stellung des Wagenkastens 5 und der (linken) Pendelstütze 9 anzeigen. In dieser Darstellung sieht man, daß die Wankstütze mit passiver Neigeeinrichtung ein räumliches Gebilde ist, in dem das Stützteil 7 und die Kurbeln 8 eine erste Ebene und die schrägstehenden Pendelstützen 9 die zweite Ebene aufspannen, die sich in der gedachten Verbindungslinie zwischen den Gelenken 8G schneiden, wobei die Winkel zwischen den Ebenen beim parallelen Einfedern in der Sekundärfederung 6 veränderlich sind.The side view according to FIG. 2 serves to illustrate this, 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. In this illustration it can be seen that the anti-roll device with passive tilting device is a spatial structure in which the support part 7 and the cranks 8 span a first level and the inclined pendulum supports 9 span the second level, which intersect in the imaginary connecting line between the joints 8G , wherein the angles between the planes in the parallel compression in the secondary suspension 6 are variable.

Die hier gezeigten beiden unterschiedlichen Längen der Pendelstütze 9 und Stellungen des Wagenkastens 5 und der Sekundärfederung 6 resultieren also nur aus der Neigebewegung und nicht aus dem Einfedern der Sekundärfederung, denn im letzteren Fall müßte sich auch der Winkel zwischen der Kurbel 8 und der Pendelstütze 9 ändern.The two different lengths of the pendulum support 9 and positions shown here the car body 5 and the secondary suspension 6 thus only result from the tilting movement and not from the compression of the secondary suspension, because in the latter case the angle between the crank 8 and the pendulum support 9 would also have to change.

Die Gelenke 5G und 8G zwischen den Pendelstützen und den Kurbeln 8 der Wankstütze müssen sphärisch beweglich sein. Z. B. kann jede Pendelstütze über gummielastisch gelagerte Gelenkaugen und/oder über Kreuzkopf- oder Kugelgelenke befestigt werden. Der Ausdruck "Gelenk" ist hier also nicht ausschließlich so zu verstehen, daß die sphärische Beweglichkeit wie bei einem Kugelgelenk in einem Punkt vorliegen müßte.The joints 5G and 8G between the pendulum supports and the cranks 8 of the anti-roll support have to be spherically movable. For example, each pendulum support can be rubber-elastic stored articulated eyes and / or attached via crosshead or ball joints. The expression "joint" is therefore not to be understood here exclusively as meaning that the spherical Mobility like at a ball joint should be present at one point.

Die Schwenklagerung des Stützteils 7 im Fahrgestell 1, die Übergänge zwischen dem Stützteil 7 und den Kurbeln 8 sowie die Kurbeln selbst müssen die von der Sekundärfederung 6 nicht aufgefangenen Querkräfte -bzw. Axialkräfte im Stützteil 7- sicher aufnehmen können.The pivot bearing of the support member 7 in the chassis 1, the transitions between the Support part 7 and the cranks 8 and the cranks themselves must be those of the secondary suspension 6 transverse forces not absorbed or Take up axial forces safely in the support part 7- can.

Man kann aber zur Entlastung der Übergänge vom Stützteil zu den Kurbeln 8 auch die freien Kurbelenden unmittelbar gegen die von den schrägen Pendelstützen eingeleiteten Querkräfte stützen, indem man am Fahrgestellrahmen in dem entsprechenden Bereich hier nicht dargestellte Führungsmittel anordnet.But you can also to relieve the transitions from the support part to the cranks 8 free crank ends directly against those introduced by the oblique pendulum supports Support lateral forces by using the chassis frame in the corresponding area arranges guide means not shown here.

Diese können z. B. durch eine Kulissenführung gebildet sein, in der die freien Enden der Kurbeln gleitend oder rollend geführt sind, und die alle Querkräfte in diesem Bereich aufnimmt. Das vorstehend erörterte Querspiel der Wankstütze bzw. deren Stützteils 7 muß aber von diesen Führungsmitteln aufgenommen werden können.These can e.g. B. be formed by a guide, in which the free ends of the Cranks are sliding or rolling, and which absorbs all lateral forces in this area. The cross-game of the roll support or its support part 7 discussed above must be but can be absorbed by these management tools.

Der Einsatz des erfindungsgemäßen Wankstütze in Jacobs-Drehgestellen, bei denen sich zwei Wagenkästen mit je einer Wankstütze auf ein gemeinsames Fahrgestell stützen, ist ohne Platzprobleme möglich.The use of the anti-roll bracket according to the invention in Jacobs bogies in which Support two car bodies, each with a roll support, on a common chassis possible without space problems.

Zur Begrenzung von Querbewegungen zwischen dem Wagenkasten und dem Fahrgestell und zur Übertragung von Brems- und ggf. Antriebskräften wird man in bekannter Weise einen vertikalen Mitnehmer oder Drehzapfen am Untergestell des Wagenkastens befestigen, der in eine fahrgestellfeste Führung mit Spiel eingreift und durch elastische Elemente seitlich und längs gepuffert ist. Diese Anordnung ist hier nicht dargestellt.To limit transverse movements between the body and the chassis and for the transmission of braking and possibly driving forces one is in a known manner a vertical driver or pivot on the base of the car body fasten, which engages in a chassis-fixed guide with play and by elastic Elements is buffered laterally and lengthways. This arrangement is not shown here.

Zum Einleiten, Unterstützen und/oder Steuern der Querkomponente der auf die schrägen Pendelstützen 9 gestützten Neigebewegung des Wagenkastens 5 kann zwischen diesem und dem Fahrgestell auch in an sich bekannter Weise ein (Hilfs-)Antrieb vorgesehen werden, der zur Einleitung von Querkräften in den Wagenkasten geeignet ist. Dieser wird wagenkastenseitig vorzugsweise an dem schon erwähnten Mitnehmer anzulenken sein.To initiate, support and / or control the cross component on the inclined Pendulum supports 9 supported tilting movement of the car body 5 can between this and the chassis can also be provided with an (auxiliary) drive in a manner known per se, which is suitable for introducing transverse forces into the car body. This will on the car body side, preferably to be hinged to the already mentioned driver.

Zusätzlich -zusammen mit dem oder auch ohne den querwirkenden Antrieb- kann jeder Pendelstütze ein steuerbarer Antrieb so zugeordnet werden, daß der Abstand zwischen den beiden Anlenkachsen der Pendelstützen aktiv veränderbar ist. Das würde bedeuten, daß der Wagenkasten 5 unmittelbar auf der Basis der mit passiven Neigeeigenschaften versehenen mechanischen Wankstütze durch eine Längenänderung an den Pendelstützen auch aktiv um den Wankpol querneigbar ist. Der Neigungswinkel ist dann außer durch die passiven Neigeeigenschaften der schrägstehenden Pendelstützen auch durch die Längendifferenz zwischen den beiden Pendelstützen bestimmbar.In addition - together with or without the transverse drive - everyone can Pendulum support a controllable drive so that the distance between the two pivot axes of the pendulum supports can be actively changed. That would mean, that the car body 5 is based directly on the passive tilting properties mechanical roll support by changing the length of the pendulum supports is also actively tiltable around the roll pole. The angle of inclination is then excluded due to the passive tilting properties of the inclined pendulum supports the difference in length between the two pendulum supports can be determined.

Die Torsionssteifigkeit des Stützteils 7 ist so hoch zu bemessen, daß weder die passive Wagenkastenneigung noch eine gewollt herbeigeführte ungleiche Länge der Pendelstützen 9 durch Tordieren des Stützteils in sich vollständig ausgeglichen werden können.The torsional rigidity of the support member 7 is so high that neither the passive Car body inclination a deliberately caused uneven length of the pendulum supports 9 can be completely balanced by twisting the support part.

Gegenüber dem eingangs gewürdigten rein aktiven Neigesystem können durch diese Kombination ggf. geringere Hübe der Antriebe für die Längenänderung an den Pendelstützen ausreichen, um eine komfortable Querkraftkompensation sicherzustellen. Vorzugsweise werden die steuerbaren Antriebe als hydraulische Hubzylinder ausgeführt, die anstelle der längsstarren Pendelstützen eingesetzt werden.Compared to the purely active tilt system recognized at the outset, this enables you to: Combination of possibly smaller strokes of the drives for the length change on the pendulum supports are sufficient to ensure comfortable lateral force compensation. Preferably The controllable drives are designed as hydraulic lifting cylinders can be used instead of the longitudinally rigid pendulum supports.

Bezüglich der weiteren Ausbildung und Arbeitsweise der aktiven Neigesteuerung wird hier ausdrücklich auf die ausführliche Beschreibung in dem eingangs genannten älteren Schutzrecht verwiesen, dessen Inhalt insoweit als hier mit umfaßt zu gelten hat.Regarding the further training and mode of operation of the active tilt control is here expressly to the detailed description in the earlier mentioned Industrial property rights referenced, the content of which is to be considered as included here.

Die Hubzylinder-Antriebselemente werden im Fahrbetrieb ausgehend von einer Mittellage gesteuert, d. h. beim Ausfahren des einen Antriebselements kann das gegenüberliegende eingefahren werden. Die Wankstützenverbindung zwischen dem Wagenkasten und dem Fahrgestell umfaßt beim aktiven System also auch eine Fluidsäule. Besondere Einrichtungen müssen ggf. für einen Notbetrieb -Ausfall der Hydraulik oder der elektronischen Regelung- vorgesehen werden. Hierbei werden beide Antriebselemente vorzugsweise in einer der beiden Endlagen -also beide Pendelstützen fest gleich lang eingestellt- blockiert. Dies kann beispielsweise hydraulisch über Ventile oder mechanisch kraftschlüssig durch Klemmen oder eine formschlüssige Verriegelung geschehen. Wenn beide Antriebselemente in gleicher Stellung blockiert sind, kann das Fahrzeug problemlos mit voll funktionsfähiger Wankstütze und mit dem passiven Neigesystem auch über größere Strecken weitergefahren werden.The lifting cylinder drive elements are driven from a middle position controlled, d. H. when extending one drive element, the opposite one be retracted. The anti-roll connection between the body and the Chassis also includes a fluid column in the active system. Special facilities may have to be used for an emergency operation - failure of the hydraulics or the electronic Regulation- to be provided. Here, both drive elements are preferably in one of the two end positions - so both pendulum supports are set to the same length - blocked. This can be done, for example, hydraulically via valves or mechanically Clamps or a positive locking happen. If both drive elements are blocked in the same position, the vehicle can easily with fully functional Roll support and with the passive tilt system even over longer distances be continued.

Es sei abschließend angemerkt, daß es für die vorstehend beschriebene Kombination einer konventionellen Wankstütze mit einer aktiven Querneigesteuerung unerheblich ist, ob das Stützteil wie im vorstehend beschriebenen Ausführungsbeispiel im Fahrgestellrahmen oder abweichend davon im Wagenkasten gelagert ist.Finally, it should be noted that it is for the combination described above a conventional roll support with active transverse incline control is irrelevant, whether the support part as in the embodiment described above in the chassis frame or differently stored in the car body.

Claims (9)

  1. Anti-roll support for rail vehicles with a body (5) which rests via a suspension (6) on a chassis (3), comprising
    at least one supporting part (7) which is mounted pivotably in the chassis or in the body and extends essentially transversely to the longitudinal axis of the vehicle,
    two hanging supports (9) which are approximately vertical, viewed in the transverse direction of the vehicle, and are linked pivotably on both sides to cranks (8), connected to the supporting part, and to the body or the chassis, via which hanging supports the chassis and the body are coupled to one another in an articulated manner and via which a pivoting movement, which does not impede the spring deflection, of the supporting part, which is provided to support the body in relation to the chassis against one-sided spring deflection with rolling about an axis lying in the direction of travel, is enforced at least in the case of the body deflecting in the suspension parallel to itself,
    the two hanging supports (9) being tilted, converging upwards, in relation to the vertical plane, viewed in the longitudinal direction of the vehicle, to form a passive tilting device, and being connected by means of spherically movable connections (5G, 8G) to the body (5) or the chassis (1) on the one hand and to the cranks (8) on the other hand,
    characterized in that
    the supporting part (7) is furthermore mounted so as to be displaceable, from a central position centred in the chassis (1), transversely relative to the longitudinal direction of the vehicle by a limited stroke axially to both sides.
  2. Anti-roll support according to Claim 1, characterized in that springs (7F) which centre the supporting part (7) in the central position of the limited stroke are provided.
  3. Anti-roll support according to Claim 1 or 2, characterized in that the supporting part (7) is designed as a torsional bar spring with two cranks (8) at the ends, each of which is connected in an articulated manner, by means of one of the hanging supports (9), to mutually opposite outer sides of the body (5).
  4. Anti-roll support according to Claim 1 or 3, characterized in that a guide device is provided at the free ends of the cranks (8) to absorb transverse forces introduced there by the oblique hanging supports (9), which guide device is flexible within the framework of the limited transverse displaceability of the supporting part.
  5. Anti-roll support according to Claim 4, characterized in that the guide device is designed as a link guide.
  6. Anti-roll support according to one of the preceding claims, characterized in that the hanging supports (9), viewed in the longitudinal direction of the vehicle, are arranged at an angle deviating between 10° and 60° from the vertical plane.
  7. Anti-roll support according to one of the preceding claims, characterized in that both hanging supports (9) can be adjusted to vary in length independently of one another by means of a controllable drive element in each case.
  8. Anti-roll support according to Claim 7, characterized in that a device is provided for locking the drive elements in a specific position.
  9. Anti-roll support according to one of the preceding claims, characterized in that a drive which acts between the body (5) and the chassis (1) is provided for introducing, supporting and/or controlling the transverse component of the tilting movement.
EP95913063A 1994-03-29 1995-03-08 Anti-roll support for rail vehicles with a transverse tilting device Expired - Lifetime EP0699149B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4410970A DE4410970C1 (en) 1994-03-29 1994-03-29 Tilting support for rail vehicle on bogie
DE4410970 1994-03-29
PCT/EP1995/000849 WO1995026291A1 (en) 1994-03-29 1995-03-08 Anti-roll support for rail vehicles with a transverse tilting device

Publications (2)

Publication Number Publication Date
EP0699149A1 EP0699149A1 (en) 1996-03-06
EP0699149B1 true EP0699149B1 (en) 1998-08-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP95913063A Expired - Lifetime EP0699149B1 (en) 1994-03-29 1995-03-08 Anti-roll support for rail vehicles with a transverse tilting device

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EP (1) EP0699149B1 (en)
AT (1) ATE170141T1 (en)
DE (1) DE4410970C1 (en)
ES (1) ES2120737T3 (en)
FI (1) FI955689A (en)
HU (1) HUT73400A (en)
NO (1) NO304364B1 (en)
PL (1) PL311761A1 (en)
WO (1) WO1995026291A1 (en)

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DE19816920C1 (en) * 1998-04-16 1999-10-14 Knorr Bremse Systeme Suspended mounting for railway carriage bodywork
GB9827727D0 (en) 1998-12-16 1999-02-10 Pfizer Ltd Antiparasitic formulations
JP2002104183A (en) * 2000-09-26 2002-04-10 Hitachi Ltd Rolling stock
DK2226233T3 (en) * 2009-03-06 2017-09-11 Construcciones Y Aux De Ferrocarriles S A Tilt control system for rail vehicles
DE102009041109A1 (en) 2009-09-15 2011-03-24 Bombardier Transportation Gmbh Vehicle with transverse soft coupling of the car body to the chassis
AT513549B1 (en) * 2012-07-09 2014-07-15 Siemens Ag Oesterreich Rail vehicle with roll stabilizer
DE102014216965A1 (en) * 2014-08-26 2016-03-03 Siemens Aktiengesellschaft Suspension for a rail vehicle
DE102016204828B4 (en) 2016-03-23 2022-09-15 Siemens Healthcare Gmbh Generation of a combined contrast agent and vessel display of breast tissue to be examined
CN109238773A (en) * 2018-12-06 2019-01-18 长沙开元仪器有限公司 A kind of device for preventing rotation and sampling system
EP3662837A1 (en) 2019-03-29 2020-06-10 Siemens Healthcare GmbH Method for providing image data of a hollow organ
DE102020109930A1 (en) 2020-04-09 2021-10-14 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Bogie for a rail vehicle with anti-roll support

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DE3711907A1 (en) * 1987-04-08 1988-11-10 Gutehoffnungshuette Man Device for controlling the angle of inclination of a wagon body for pneumatic spring bogies as a function of track bends
DE3713615A1 (en) * 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh RAIL VEHICLE WITH CROSS-TILTING DEVICE
HUT55688A (en) * 1988-10-13 1991-06-28 Sig Schweiz Industrieges Apparatus for compensating the roll of waggon body of vehicle advancing on railroad in bend at high speed
US5255611A (en) * 1988-10-13 1993-10-26 Sig Schweizerische Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
CH677763A5 (en) * 1988-12-12 1991-06-28 Inventio Ag Anti-rocking suspension for rail vehicle - has torsion bar end levers acting against opposite ends of damper
AT396096B (en) * 1990-02-22 1993-05-25 Sgp Verkehrstechnik SECONDARY SPRING FOR A ROTATION OF A RAIL VEHICLE
DE4037672A1 (en) * 1990-11-27 1992-06-04 Man Ghh Schienenverkehr RAIL VEHICLE
AT401913B (en) * 1991-08-16 1996-12-27 Sgp Verkehrstechnik DEVICE FOR SUPPORTING A WAGON BOX ON A DRIVE, IN PARTICULAR FOR A RAIL VEHICLE
DE4311521C1 (en) * 1993-04-07 1994-04-21 Talbot Waggonfab Support against unsteadiness in rail vehicle - has cross inclination control with length-alterable, adjustable connecting piece controlled by drive component

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HU9503399D0 (en) 1996-02-28
FI955689A0 (en) 1995-11-24
NO954723D0 (en) 1995-11-22
ATE170141T1 (en) 1998-09-15
ES2120737T3 (en) 1998-11-01
NO304364B1 (en) 1998-12-07
NO954723L (en) 1995-11-22
PL311761A1 (en) 1996-03-18
HUT73400A (en) 1996-07-29
EP0699149A1 (en) 1996-03-06
WO1995026291A1 (en) 1995-10-05
FI955689A (en) 1995-11-24
DE4410970C1 (en) 1995-07-20

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