EP0908368B1 - Dispositif d'inclinaison. - Google Patents

Dispositif d'inclinaison. Download PDF

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Publication number
EP0908368B1
EP0908368B1 EP97117513A EP97117513A EP0908368B1 EP 0908368 B1 EP0908368 B1 EP 0908368B1 EP 97117513 A EP97117513 A EP 97117513A EP 97117513 A EP97117513 A EP 97117513A EP 0908368 B1 EP0908368 B1 EP 0908368B1
Authority
EP
European Patent Office
Prior art keywords
superstructure
tilting mechanism
mechanism according
crank
bogie
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97117513A
Other languages
German (de)
English (en)
Other versions
EP0908368A1 (fr
Inventor
Roger Sembtner
Bernd Stehlin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Moog GmbH
Original Assignee
Moog GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE59701407T priority Critical patent/DE59701407D1/de
Application filed by Moog GmbH filed Critical Moog GmbH
Priority to ES97117513T priority patent/ES2146947T3/es
Priority to AT97117513T priority patent/ATE191407T1/de
Priority to EP97117513A priority patent/EP0908368B1/fr
Priority to CA002249893A priority patent/CA2249893C/fr
Priority to US09/168,539 priority patent/US6244190B1/en
Priority to JP28841098A priority patent/JP3392359B2/ja
Publication of EP0908368A1 publication Critical patent/EP0908368A1/fr
Application granted granted Critical
Publication of EP0908368B1 publication Critical patent/EP0908368B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

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

Definitions

  • the invention relates to a tilting device for generating a car body inclination in rail vehicles depending on the track curve, with a coupling device with which the car body is movably connected to a chassis such that the car body can be transferred from an essentially upright rest position to a position inclined relative to the chassis. and with an adjustment device having a drive and a transmission device, with which the carriage body can be moved relative to the chassis for transferring from its rest position into its inclined position.
  • tilting devices are known from the prior art. They are used in so-called "tilting trains". It is a special design of passenger cars, the construction of which allows the car body to be turned or “tilted” about its longitudinal axis in relation to a chassis. This tendency is intended to largely compensate for the lateral acceleration acting on the passengers when cornering. In addition to a noticeable improvement in comfort for the travelers, this primarily creates the possibility of being able to drive through curves much faster than would otherwise be possible with normal trains due to the EBO (Railway Construction and Operating Regulations), which is particularly useful on winding routes can achieve a significant gain in travel time.
  • EBO Rudway Construction and Operating Regulations
  • the adjustment device consists of either a hydraulic servo cylinder or an electromechanical linear drive.
  • the electromechanical for example, a linear drive is a combination of an electric motor and a planetary roller spindle.
  • the adjustment device is arranged between the car body and the chassis.
  • the linear drive is designed according to the greatest forces occurring at the maximum tilt angle.
  • the invention has for its object to provide an actuator for the track-dependent car body control, which has the disadvantages described above with regard to the high power loss when traveling with large angles of inclination and can also be made more compact and manufactured more cost-effectively.
  • the transmission device has a transmission with a variable transmission ratio, the transmission ratio of the transmission increasing when the car body is moved from its rest position to its inclined position with an increasing angle of inclination of the car body relative to the chassis.
  • This solution is simple and has the advantage that, with increasing inclination forces, a correspondingly larger transmission ratio is provided, so that a clearly smaller drive is sufficient to be able to absorb large forces.
  • the translation is lower at low angles of inclination and increases with increasing angles of inclination.
  • a small ratio with small tilting angles is desirable because the gearbox losses are lower and the small restoring forces can safely return the car body to the uninclined starting position. Since a drive that is smaller in terms of the required continuous output is now sufficient for comparable forces due to the angle of inclination, this affects both the drive itself and the power electronics and the cables. As a result, the inclination device can be designed much more cost-effectively. A small drive also takes up less installation space.
  • the transmission can have a crank mechanism with a crankshaft, which is provided with a crank pin which is offset radially relative to the crankshaft and on which a pull and / or push rod is pivotably attached.
  • the transmission can have a reduction gear between the crank mechanism and the engine.
  • the motor is connected to the reduction gear and / or the crank mechanism via a cardan shaft.
  • the electric motor can be provided in a correspondingly more favorable installation position, so that the tilting device can be made more compact.
  • the motor is connected to the reduction gear and / or the crank drive via a belt or chain drive. Even then, the tilting device can be made particularly compact in that the motor can be provided at a distance from the reduction gear in a possibly more favorable installation space.
  • a line through the center of the crankshaft and the crank pin with a line through the center of the crank pin and a bearing point of the pull and / or push rod spaced apart from the crank pin can essentially enclose a right angle. This results in a particularly favorable course of force when the car body is initially deflected from its rest position.
  • Fig. 9 shows a cross section through a passenger car 1, or a rail vehicle, with a body 2 and a chassis 3.
  • the chassis 3 has rail wheels 4, which are each connected via an axle 5 and rotatable in axle bearings 6 of the chassis 3 are stored.
  • the rail wheels 4 run on schematically illustrated rails 7 which are fastened to a base 8.
  • the car body 2 has an interior 9 in which seats 10 are arranged.
  • a person 11 is shown schematically, taking a seat on one of the seats 10.
  • the car body 2 also has a secondary suspension 12, the spring elements of which are shown schematically.
  • the suspension 12 is arranged between the body 2 itself and a carrier element 13, which is attributable to the body 2.
  • the carrier element 13 can be directly rigidly connected to the body 2, or be part of the body 2.
  • a tilting device 14 is provided between the car body 2 and the chassis 3.
  • This tilting device has a coupling device 15, which essentially consists of a four-bar linkage.
  • the four-bar linkage is formed by link rods 16 and 17, which have ends 18 and 19, and 20 and 21, respectively. These ends form bearings.
  • the ends 18 to 21 are each rotatably supported in bearing blocks 22 to 25, the bearing blocks 22 and 23 being fixedly attached to the body 2 and the bearing blocks 24 and 25 each being attached to the chassis 3.
  • the bearing blocks 22 to 25 are arranged such that the ends 18 and 20 of the link rods 16 and 17 are each further apart than the ends 19 and 21 of the link rods 16 and 17. Also the bearing blocks 22 and 23 of the car body are below the bearing blocks 24 and 25 of the chassis arranged. This creates a four-bar transmission with which the body 2 can be pivoted relative to the chassis 3.
  • the center of gravity S of the body 2 is below the pivot P of the four-bar transmission.
  • the car body 2 stabilizes itself automatically in a rest position, in which it is arranged essentially upright on the chassis 3.
  • the car body 2 is inclined by an angle of inclination ⁇ with respect to the chassis 3, or is in its inclined position.
  • the maximum inclination angle ⁇ is approximately 8 ° in the present embodiment.
  • This adjustment device 26 is supported on the car body 2 and on the chassis 3.
  • this adjustment device consists of hydraulic cylinders 27 and 28. By correspondingly lengthening and shortening the hydraulic cylinders, the body 2 can be inclined relative to the chassis 3.
  • FIG. 10 A second embodiment from the prior art is shown in FIG. 10, in which hydraulic cylinders 27 and 28 are also provided as adjusting device 26.
  • the secondary suspension 12 is arranged on the chassis 3, the support element 13 being supported on the axle bearings 6 this time.
  • an electric motor 31 is provided, which is provided with a crankshaft 33 via a reduction gear 32.
  • the crankshaft 33 has a crank pin 34 on which a pull and / or push rod 35 is rotatably mounted. This creates a gearbox with a continuously variable ratio.
  • the electric motor 31 with the reduction gear 32 is attached to the chassis 3.
  • the pull and / or push rod 35 is rotatably mounted on the body 2 with its other end.
  • FIG. 5 shows the adjusting device 26 in a top view, the crankshaft being rotatably mounted on the one hand on the reduction gear 32 and on the other hand in a bearing block 39, the bearing block 39 not being shown in more detail in FIGS. 1 to 3 for reasons of clarity.
  • the electric motor 31 can be connected to the reduction gear 32 either via an articulated shaft 37 or a belt drive 38, as shown in FIGS. 6 and 7.
  • the pull and / or push rod 35 is connected in an articulated manner to the car body 2 via a bearing block 36 and a shaft journal 40.
  • the car body 2 is shown only schematically in FIGS. 1 to 3, a carrier element 13 being shown as a representative of the car body 2, onto which the car body 2 is placed, or which part of the car body 2 can be.
  • the adjusting device 26 In the rest position, the adjusting device 26 is set such that a line through the center of the crankshaft 33 and the crank pin 34 is substantially perpendicular to a line through the crank pin 34 and the shaft pin 40. In the state of maximum deflection or inclination of the car body 2 relative to the chassis 3, the adjusting device 26 or the crank mechanism is essentially stretched, as is shown in FIG. 3 and in FIG. 2.
  • the adjustment device 26 is controlled by a control device 41, by means of which the direction of rotation of the electric motor 31 can be controlled, depending on the direction of the desired deflection.
  • the maximum deflection is approximately 8 degrees, as shown by the angle a in FIG. 2.
  • the body 2 In the rest position of the body 2 relative to the chassis 3, the body 2 is arranged essentially upright on the chassis 3.
  • the car body 2 is in the rest position when driving straight ahead.
  • the car body 2 can be continuously inclined relative to the chassis 3 depending on the driving speed and curve radius to the inside of the curve by a corresponding angle ⁇ .
  • Such an inclination is shown, for example, for the car bodies in FIGS. 9 to 11.
  • the electric motor 31 is switched on via the control unit 41, as a result of which a rotation of the motor shaft, not shown, is transmitted through the reduction gear 32 to the crankshaft 33, which rotates from the rest position shown in FIG. 1 into a state such as it is shown in Fig. 2 or 3, depending on the desired direction of inclination.
  • Rotation of the crankshaft 33 causes the pull and / or push rod 35 to exert a force on the carrier element 13 or the car body 2, so that it is inclined by the desired angle ⁇ relative to the chassis 3.
  • the electric motor 31 initially requires a relatively low torque, which increases steadily as the crankshaft 33 rotates up to a maximum value, in order to then decrease again.
  • the engine torque becomes smaller again due to the kinematic arrangement of the crankshaft 33 and the pull and / or push rod 35 despite increasing deflection forces.
  • the torque curve in FIG depicted schematically as a function of the crank angle in FIG. 8b.
  • the engine torque or the gear ratio is shown standardized, since it changes depending on the size of the body 2 and other design factors. The only thing that matters is the course of the engine torque, in which a very low engine torque is required at maximum deflection.
  • the invention differs considerably from conventional solutions in which the motor of the linear drive must apply maximum torque at a maximum inclination angle.
  • the tilting device Due to the novel design of the tilting device, it is now possible to design tilting systems for a given load spectrum with electric motors of lower continuous output.
  • the tilting device according to the invention is less expensive to manufacture and can be made more space-saving. It is also possible to offset the electric motor 31 with respect to the reduction gear or the crankshaft 33 by using one PTO shaft 37 or, for example, a belt drive 38 provides. As a result, the tilting device can be adapted to the respectively predefined installation situation in the chassis 3.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vehicle Body Suspensions (AREA)
  • Gear Transmission (AREA)
  • Mechanical Control Devices (AREA)
  • Forging (AREA)
  • Physical Deposition Of Substances That Are Components Of Semiconductor Devices (AREA)

Claims (10)

  1. Dispositif d'inclinaison pour produire, en fonction d'une voie en courbe, une inclinaison de la caisse de voiture dans des véhicules ferroviaires (1), comportant un dispositif d'accouplement (14), avec lequel la caisse de voiture (2) est reliée de façon mobile à un bogie (3) de telle sorte que la caisse de voiture peut être amenée d'une position de repos sensiblement verticale dans une position inclinée par rapport au bogie, et comportant un dispositif de réglage, qui possède un dispositif d'entraînement (31) et un dispositif de transmission (33,34,35) et au moyen duquel la caisse de voiture peut être déplacée par rapport au bogie pour passer de sa position de repos dans sa position inclinée, caractérisé en ce que le dispositif de transmission comporte une transmission (33,34,35) à démultiplication variable, la démultiplication de la transmission augmentant lors du passage de la caisse de voiture de sa position de repos à sa position inclinée, alors l'angle d'inclinaison de la caisse de voiture par rapport au bogie augmente.
  2. Dispositif d'inclinaison selon la revendication 1, caractérisé en ce que la transmission comporte un dispositif d'entraînement à manivelle (33,34,35) comportant un arbre à manivelle (33), qui est équipé d'un maneton de manivelle (34), qui est décalé radialement par rapport à l'arbre à manivelle et sur lequel est monté de manière à pouvoir pivoter une barre de traction et/ou de poussée (35).
  3. Dispositif d'inclinaison selon la revendication 1 ou 2, caractérisé en ce que le dispositif d'entraînement est un moteur électrique (31).
  4. Dispositif d'inclinaison selon la revendication 3, caractérisé en ce que le moteur électrique (31) est relié au bogie (3) et que la barre de traction et/ou de poussée (35) est reliée à la caisse de voiture (2).
  5. Dispositif d'inclinaison selon la revendication 3, caractérisé en ce que le moteur électrique est relié à la caisse de voiture (2) et que la barre de traction et/ou de poussée est reliée au bogie (3).
  6. Dispositif d'inclinaison selon l'une des revendications précédentes, caractérisé en ce que la transmission comporte un mécanisme réducteur (32) entre le dispositif d'entraînement à manivelle et le moteur.
  7. Dispositif d'inclinaison selon la revendication 6, caractérisé en ce que le moteur est relié par l'intermédiaire d'un arbre articulé (37) au mécanisme réducteur et/ou au dispositif d'entraînement à manivelle.
  8. Dispositif d'inclinaison selon la revendication 6, caractérisé en ce que le moteur est relié par l'intermédiaire d'un dispositif d'entraînement à courroie ou à chaîne (38) au mécanisme réducteur et/ou au dispositif d'entraînement à manivelle.
  9. Dispositif d'inclinaison selon l'une des revendications précédentes, caractérisé en ce que lorsque la caisse de voiture est dans sa position de repos, une droite passant par le centre de l'arbre à manivelle et le maneton de manivelle fait essentiellement à un angle droit avec une droite passant par le centre du maneton de manivelle et un point de support, distant du maneton de manivelle, de la barre de traction et/ou de poussée.
  10. Dispositif d'inclinaison selon l'une des revendications précédentes, caractérisé en ce que le dispositif d'entraînement à manivelle est essentiellement étiré pour l'angle d'inclinaison maximum.
EP97117513A 1997-10-09 1997-10-09 Dispositif d'inclinaison. Expired - Lifetime EP0908368B1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
ES97117513T ES2146947T3 (es) 1997-10-09 1997-10-09 Dispositivo de inclinacion.
AT97117513T ATE191407T1 (de) 1997-10-09 1997-10-09 Neigevorrichtung
EP97117513A EP0908368B1 (fr) 1997-10-09 1997-10-09 Dispositif d'inclinaison.
DE59701407T DE59701407D1 (de) 1997-10-09 1997-10-09 Neigevorrichtung
CA002249893A CA2249893C (fr) 1997-10-09 1998-10-08 Mecanisme d'inclinaison
US09/168,539 US6244190B1 (en) 1997-10-09 1998-10-08 Tilting mechanism
JP28841098A JP3392359B2 (ja) 1997-10-09 1998-10-09 傾斜機構

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP97117513A EP0908368B1 (fr) 1997-10-09 1997-10-09 Dispositif d'inclinaison.

Publications (2)

Publication Number Publication Date
EP0908368A1 EP0908368A1 (fr) 1999-04-14
EP0908368B1 true EP0908368B1 (fr) 2000-04-05

Family

ID=8227461

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97117513A Expired - Lifetime EP0908368B1 (fr) 1997-10-09 1997-10-09 Dispositif d'inclinaison.

Country Status (7)

Country Link
US (1) US6244190B1 (fr)
EP (1) EP0908368B1 (fr)
JP (1) JP3392359B2 (fr)
AT (1) ATE191407T1 (fr)
CA (1) CA2249893C (fr)
DE (1) DE59701407D1 (fr)
ES (1) ES2146947T3 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6622635B2 (en) 1998-01-12 2003-09-23 Autran Corp. Automated transportation system
US7377522B2 (en) 2002-09-18 2008-05-27 Macisaac William L Vehicle with movable and inwardly tilting safety body
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조
US7486624B2 (en) * 2003-09-19 2009-02-03 Shaw Robert E Multiple and parallel access network tap for gigabit internet LANS
CN1922042A (zh) * 2003-12-17 2007-02-28 威廉·L·麦西萨克 带有可动且向内倾斜的安全车身的车辆
US20070267883A1 (en) * 2006-05-19 2007-11-22 Gravititech Llc Titling Vehicle Frame
DE102007054861A1 (de) * 2007-11-16 2009-05-28 Siemens Ag Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
JP5591926B2 (ja) * 2010-10-15 2014-09-17 日本車輌製造株式会社 鉄道車両の車体傾斜装置および車体傾斜方法
AT514029B1 (de) * 2013-01-22 2015-05-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3628465A (en) * 1969-01-13 1971-12-21 Dominion Foundries & Steel Stabilizing high speed railway trucks
CH480967A (de) * 1969-04-29 1969-11-15 Inventio Ag Einrichtung zum Neigen des Wagenkastens gegenüber dem Fahrwerk an schnellfahrenden Schienenfahrzeugen
US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
JPS5833569A (ja) * 1981-08-21 1983-02-26 Aisin Seiki Co Ltd 車上姿勢制御装置
US5222440A (en) * 1988-10-13 1993-06-29 Sig Schweizerisch Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
US5116069A (en) * 1991-03-11 1992-05-26 Miller Robert H Three-wheel vehicle
IT1281352B1 (it) * 1995-09-22 1998-02-18 Fiat Ferroviaria Spa Veicolo ferroviario con cassa ad assetto variabile

Also Published As

Publication number Publication date
CA2249893A1 (fr) 1999-04-09
JPH11198807A (ja) 1999-07-27
CA2249893C (fr) 2002-05-14
ES2146947T3 (es) 2000-08-16
DE59701407D1 (de) 2000-05-11
EP0908368A1 (fr) 1999-04-14
US6244190B1 (en) 2001-06-12
ATE191407T1 (de) 2000-04-15
JP3392359B2 (ja) 2003-03-31

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