EP0987161B1 - Device for tilting a body of a railway vehicle suspended by a running gear around a longitudinal axis, incorporating an anti-roll support - Google Patents

Device for tilting a body of a railway vehicle suspended by a running gear around a longitudinal axis, incorporating an anti-roll support Download PDF

Info

Publication number
EP0987161B1
EP0987161B1 EP99116660A EP99116660A EP0987161B1 EP 0987161 B1 EP0987161 B1 EP 0987161B1 EP 99116660 A EP99116660 A EP 99116660A EP 99116660 A EP99116660 A EP 99116660A EP 0987161 B1 EP0987161 B1 EP 0987161B1
Authority
EP
European Patent Office
Prior art keywords
coach body
running gear
support element
lever
tilting
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
EP99116660A
Other languages
German (de)
French (fr)
Other versions
EP0987161A3 (en
EP0987161A2 (en
Inventor
Jens Dipl.-Ing. Bertrand
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.)
Alstom Transport Deutschland GmbH
Original Assignee
Alstom LHB 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
Application filed by Alstom LHB GmbH filed Critical Alstom LHB GmbH
Publication of EP0987161A2 publication Critical patent/EP0987161A2/en
Publication of EP0987161A3 publication Critical patent/EP0987161A3/en
Application granted granted Critical
Publication of EP0987161B1 publication Critical patent/EP0987161B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes
    • 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

  • Improvements in comfort for passengers to be transported and higher cornering speeds for the purpose of shortening the journey time are the goals of actively influencing the inclination of the car body relative to the track to be traveled during cornering.
  • Parameters such as radius of curvature, vehicle speed and track elevation form the basis for an active body tilt.
  • a variety of known devices for tilting a car body e.g. B. from DE 28 39 904 A1 or EP 0 683 081 A1, writes through their specified Geometry (pendulum or taxiway) a fixed and not always optimal rotating pole track in front.
  • one Implementation of existing tilting systems on single wheel / single wheel sets very complex and of problems due to additional moments around the connecting Accompanying the wheel center axis, especially when reaching low heights should be.
  • the invention relates to a device for inclining a suspension a chassis-supported car body of a rail vehicle by one Longitudinal vehicle axis, which can be connected to the chassis and the body and which comprises a roll support with an active quenching device.
  • a certain idling from a central position of the car body should be variably adjustable in the transverse direction until the transverse suspension becomes effective, in order to achieve an earlier or later response of the transverse suspension and the Cross and the roll movements better to couple.
  • This device in single wheel / single wheel set running gear with torsion bar spring mounted in the running gear, an additional moment around the connecting wheel center axis is to be expected.
  • it is necessary to mount the support part (torsion bar spring) which can be pivoted about the vertical axis of the chassis. This pivotability is intended to enable the undercarriage to be freely deflected. It proves to be difficult to realize the pivoting of the support part in order to be able to guarantee the degrees of freedom of the chassis that are necessary during operation.
  • the invention is therefore based on the object, a device of the aforementioned Type of inclination of a car body in relation to the running gear of a rail vehicle, to improve especially with regard to the roll support and roll stability.
  • the invention is based on two exemplary embodiments with reference to the drawing explains in more detail.
  • the inventive device shown in Figures 1 to 5 shows the chassis 1 only schematically.
  • the device can be used with single wheel / single wheel set or multi wheel set undercarriages, but can be used particularly advantageously with single wheel / single wheel set undercarriages.
  • the angle lever 4 has a first lever 4a and a second lever 4b.
  • the position of the angle levers 4 should be fixed in the plane of the connecting wheel center axis in the case of single wheel / single wheel set bogies in order not to transmit any additional moments about the wheel center axis to the frame of the chassis 1.
  • the angle lever 4 connects an actuator 3, 11, which is articulated thereon, to a tension / pressure element 5, which is articulated at the lower end of the angle lever 4 on the first lever arm 4a.
  • the actuators 3.11 are arranged parallel to the secondary suspension 2 and provide a connection between the Angle levers 4 and the car body 8 ago.
  • the pull-pressure elements 5 in turn connect the angle lever 4 with a support element 6, which is designed as a torsion bar spring in the exemplary embodiments, but is also conceivable in another embodiment.
  • the support element 6 is mounted so as to be rotatable about the longitudinal axis of the chassis essentially longitudinally to the direction of travel in the chassis 1 or in the car body 8.
  • An arrangement of the support element 6 in the vertical direction of the undercarriage 1 is likewise possible and in particular enables the entire device to be made flatter.
  • lever arms 6a are fastened to the support element 6 at a distance from one another, the lever arms 6a being arranged opposite one another with respect to the axis of rotation of the support element 6.
  • the lever arms 6a are advantageously attached point-symmetrically or mirror-symmetrically to the axis of rotation of the support element 6 and establish the connection from the tension-compression elements 5 to the support element 6.
  • a hydraulic actuator 7 In the middle between the car body 8 and the chassis 1, an active transverse displacement with an integrated transverse suspension is realized with the aid of a hydraulic actuator 7 (FIGS. 3 and 4). The aim is to achieve the best possible rotating pole position.
  • Necessary transverse movements and the vertical deflection of the car body 8 relative to the chassis 1 are possible without hindrance due to the kinematics of the device.
  • a transverse movement is thus made possible by a straight quadrilateral joint, formed from the vertically opposite actuating elements and the horizontally opposite car body 8 and chassis 1.
  • the vertical deflection of the car body 8 is transferred to the angle lever 4, which in turn is rotated in the articulation points with a longitudinally arranged pivot axis around the outside of the chassis and thus convert a vertical movement into a partially horizontal movement.
  • the tension-pressure elements 5 absorb these opposing movements and transmit them to the support element 6 via the lever arms 6a designed as crank arms.
  • the support element 6 Due to the point-symmetrical arrangement of the lever arms 6a, the support element 6 is set in an unobstructed rotation. An independent swaying of the car body 8 is prevented in contrast to the vertical deflection. The car body 8 tries to twist the angle levers 4 parallel to the roll direction about their articulation points. Due to the same direction of rotation of the angle lever 4, an opposite rotation about the axis of the support element 6 is initiated via the tension / compression elements 5 and, depending on the overall spring stiffness, the smallest possible roll angle is permitted. This process, which opposes the rolling movement, serves to actively incline the car body 8 as a support plane for the lateral actuators 3, 11.
  • the device according to the invention is of a similar type Anti-roll support shown using an electric actuator 10.
  • the electric actuator 10 is fixed in or on the chassis 1 and can Transverse displacement of the car body 8 parallel to its active inclination produce.
  • the active inclination Racks are also in or on the chassis 1 stored and can be moved translationally in the transverse direction to the vehicle.
  • Two gears 9 mounted on the angle levers 4 each contain one on one Shaft firmly connected pair of gears. This arrangement is intended to change the Direction of movement and a path translation can be realized. It means that a horizontal movement of a first rack by a distance y in a vertical Movement of a second rack by a path x can be converted should.
  • the path ratio x / y is dependent on parameters such as the max. required Force, the available travel and the force of the electric Actuator 10 dependent. After a determination of the use of the tilting device optimal rotation pole path can be coordinated accordingly the translatory and rotary transverse movement via the gear 9 and the of the electric actuator 10 take place.
  • a transverse spring can be integrated in the driver 13 for the car body 8 his.
  • the weight of the car body 8 is absorbed by the secondary suspension 2 and therefore does not burden the elements of the tilting device.
  • the Secondary suspension 2 as air spring is a more central three-point support too recommend, because with full inclination very high vertical paths on the outside of the Car body would have to be compensated for by the air springs.
  • the one through the middle The resulting higher roll tendency is compensated for by the roll support and secured by means of a fallback level to be explained in more detail.
  • the optimal, effective inclination angle controlled, a distance measurement being provided on the actuating device can and thus there is a direct feedback of the actual values.
  • the tilting device based on this invention is largely independent of a possible control or regulation.
  • control stands for systems which work on the basis of knowledge of the route. Are against it Measured values from accelerations or changes in position on the vehicle provide the information basis for the necessary control devices, this is a regulation meant.
  • the system's fallback level is special for security reasons Weight too. This means that for an emergency operation if the working group fails or the control or regulating circuit special devices come into play have to.
  • the car body starting position is preferably with to aim and fix at an angle of inclination of 0 °. Hydraulic are suitable for this Solutions or a mechanically non-positive or positive Locking, then the secondary suspension to achieve the body position 2 is actively used and then locked. A constant measurement of the position of the drive elements or a force or Pressure measurement shows an irregularity in the system function and the Take necessary measures to achieve the fallback level.
  • the locked Position of both actuators 3, 11 the vehicle can safely larger Continue driving because the mechanical anti-roll device is still fully functional and works unaffected by the system failure.
  • the inclination of the car body 8 is based on a support of the actuators 3.11 via the connecting elements (angle lever 4, tension / pressure element 5, lever arm 6a) on the support element 6. It must be noted that through the series connection from the actuator 3, 11 to the support element 6 and the resulting Summation of the individual spring stiffness the total spring stiffness is designed that with active change in length of the actuators 3, 11 only an acceptable inclination compensation entry. Here is the elastic deformation of the support and connecting elements not to be neglected. The size of the resulting total spring stiffness could lead to the necessary spring stiffness of the Support element 6 can be designed very small and thus the support element 6 essentially only takes on the function of a joint with negation characteristics.
  • the train pressure elements 5 must for correct functionality of the kinematics the same angle to the track plane can be arranged mirror-symmetrically to each other and also form an articulated unit with the angle lever 4. With the corresponding The train-push elements 5 can be arranged by means of symmetrical kinematics the device, thanks to its pendulum support characteristics with a constant Act line of action act on the lever arms 6a of the support member 6.
  • a deflection of the chassis 1 relative to the car body 8 has a particular effect on the angle levers 4, since these have variable-length connecting elements 3, 11 a connection between car body 8 and chassis 1 cause. Therefore, the support of the variable-length connecting element 3, 11 on the angle lever 4 with joints, which have at least two degrees of freedom allow to be realized.
  • actuators 7, 10 There are different ways of realizing the active bodywork movement of actuators 7, 10 conceivable, with a realization of both in FIGS. 2 and 3 Types of movement (translation and rotation) via hydraulic actuators 7, and in Figures 4 and 5 a realization via electrical actuators 10 schematically and is shown as an example.
  • the lateral, length-adjustable actuators 3, 11 effect the tilting movement and are based on the pivoted on the chassis 1 angle lever 4 and the Train-pressure elements 5 from the lever arms 6a on the support element 6. Change in the process the angle lever 4 the direction of movement of the side actuators 3, 11 and transmitted thus the forces and movements via the tension-compression elements 5 and the lever arms 6a on the support element 6.
  • a device with one-sided training of the adjusting device is also possible, whereby fewer components are used in a simpler control can.
  • the load on the actuator 3.11 remains the same because it is on the support element 6 will set an equilibrium of moments.
  • the starting position is marked by the middle position of the actuators 3.11 described.
  • the present invention is characterized by a combination of a roll support with an active transverse tilting device in a rail vehicle, with one in the car body 8 or in the chassis 1 supported support element 6, the car body 8 with respect to the load-bearing undercarriage 1 via at least one variable length, adjustable actuator 3, 11 supports for the purpose of inclination.
  • the active Change the length of actuator 3.11 of the car body 8 by an adjustable Rotational axis inclined in the transverse direction to the retracting track curve.
  • This tilting process can be used to set the optimal rotating pole position from an active transverse displacement be overlaid.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

The device enables the wagon box (8) to turn about the longitudinal axis of the wagon and has a support element (6) to counteract wavering. The support element is basically parallel to the longitudinal axis of the wagon in the direction of travel, or in the vertical of the chassis. It has two lever arms (6a), one either side of the support element turning axis, which are connected in mirror symmetry to transmission levers (4) by a constant-length traction pressure element (5).

Description

Komfortverbesserungen für zu befördernde Fahrgäste und höhere Kurvengeschwindigkeiten zum Zweck der Fahrzeitverkürzung sind Ziele einer aktiven Beeinflussung der Neigung des Wagenkastens gegenüber dem zu befahrenden Gleis während Kurvenfahrten.
Parameter wie Krümmungsradius, Fahrzeuggeschwindigkeit und Gleisüberhöhung bilden dabei die Basis für eine aktive Wagenkastenneigung.Improvements in comfort for passengers to be transported and higher cornering speeds for the purpose of shortening the journey time are the goals of actively influencing the inclination of the car body relative to the track to be traveled during cornering.
Parameters such as radius of curvature, vehicle speed and track elevation form the basis for an active body tilt.

Eine Vielzahl der bekannten Einrichtungen zur Neigung eines Wagenkastens, z. B. aus der DE 28 39 904 A1 oder der EP 0 683 081 A1, schreibt durch ihre festgelegte Geometrie (Pendel oder Rollbahn) eine feste und nicht immer optimale Drehpolbahn vor. Daraus resultieren Nachteile im Bereich des Fahrkomforts sowie bei der Ausnutzung des Lichtraumprofiles in Gleisbögen, so daß bei längeren Wagenkästen Einschränkungen in der Wagenkastenbreite unvermeidlich sind. Nur durch eine rotatorische Bewegung um eine Längsachse, überlagert durch eine translatorische Bewegung quer zur Fahrtrichtung, ist ein optimales Anpassen des Wagenkastenquerschnittes an die kinematischen Begrenzungslinien möglich. Desweiteren wird eine Umsetzung von vorhandenen Neigesystemen auf Einzelrad- / Einzelradsatzfahrwerken sehr aufwendig und von Problemen durch zusätzliche Momente um die verbindende Radmittelpunktachse begleitet, insbesondere, wenn niedrige Bauhöhen erreicht werden sollen. A variety of known devices for tilting a car body, e.g. B. from DE 28 39 904 A1 or EP 0 683 081 A1, writes through their specified Geometry (pendulum or taxiway) a fixed and not always optimal rotating pole track in front. This results in disadvantages in terms of driving comfort and in terms of utilization of the clearance profile in track arches, so that with longer car bodies Restrictions in the body width are inevitable. Only through a rotary Movement around a longitudinal axis, overlaid by a translational movement transverse to the direction of travel is an optimal adjustment of the car body cross-section possible at the kinematic boundary lines. Furthermore, one Implementation of existing tilting systems on single wheel / single wheel sets very complex and of problems due to additional moments around the connecting Accompanying the wheel center axis, especially when reaching low heights should be.

Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die mit dem Fahrwerk und dem Wagenkasten verbindbar ist und die eine Wankstütze mit einer aktiven Quemeigungseinrichtung umfasstDevice for inclining a suspension system supported on a chassis Car body of a rail vehicle about a vehicle longitudinal axis, which can be connected to the undercarriage and the car body and which comprises a roll support with an active quenching device

Die Erfindung betrifft eine Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die mit dem Fahrwerk und dem Wagenkasten verbindbar ist und die eine Wankstütze mit einer aktiven Quemeigungseinrichtung umfasst. The invention relates to a device for inclining a suspension a chassis-supported car body of a rail vehicle by one Longitudinal vehicle axis, which can be connected to the chassis and the body and which comprises a roll support with an active quenching device.

Aus der DE 43 11 521 C1 ist es bekannt, die Verbindungselemente zwischen dem zu neigenden Wagenkasten und dem Fahrwerk derart zu gestalten, daß eine Rückwirkung der aktiven Neigung auf das Fahrwerk vermieden wird und das freie Auslenken der Fahrwerke gewährleistet bleibt.
Ein sehr aufwendiges und in der Bauhöhe sehr anspruchsvolles Neigesystem ist aus der EP 0 287 821 A1 bekannt. Es vereinigt ein Neigesystem basierend auf Pendel mit einer Wankstütze des Torsionstyps und verwendet eine Zwischenwiege zur besseren Entkopplung des Neigesystems vom Fahrwerk.
Aus der vorgenannten DE 43 11 521 C1 ist weiterhin eine Torsionswankstütze mit der Option einer aktiven Quemeigung bekannt. Auch wird vorgeschlagen, die aktive Neigesteuerung bei Bedarf mit einer aktiven Querspielsteuerung zu kombinieren, d. h. ein gewisser Leerlauf aus einer Mittelstellung des Wagenkastens soll in Querrichtung bis zum Wirksamwerden der Querfederung variabel einstellbar sein, um so ein früheres oder späteres Ansprechen der Querfederung zu erreichen und die Querund die Wankbewegungen besser zu koppeln. Beim Einsatz dieser Einrichtung in Einzelrad-/Einzelradsatzfahrwerken mit im Fahrwerk gelagerter Torsionsstabfeder ist ein zusätzliches Moment um die verbindende Radmittelpunktsachse zu erwarten. Desweiteren ist eine um die Hochachse des Fahrwerks schwenkbare Lagerung des Stützteiles (Torsionsstabfeder) erforderlich. Diese Schwenkbarkeit soll ein freies Auslenken des Fahrwerks unter dem Wagenkasten ermöglichen. Es erweist sich als schwierig, die Schwenkbarkeit des Stützteils zu realisieren, um die im Betrieb notwendigen Freiheitsgrade des Fahrwerks gewährleisten zu können.From DE 43 11 521 C1 it is known to design the connecting elements between the car body to be inclined and the undercarriage in such a way that a reaction of the active inclination to the undercarriage is avoided and the free deflection of the undercarriages remains guaranteed.
A very complex and very demanding tilt system is known from EP 0 287 821 A1. It combines a tilt system based on a pendulum with a torsion type roll support and uses an intermediate cradle to better decouple the tilt system from the chassis.
From the aforementioned DE 43 11 521 C1, a torsion roll support with the option of an active tilt is also known. It is also proposed to combine the active tilt control with an active lateral play control if necessary, i.e. a certain idling from a central position of the car body should be variably adjustable in the transverse direction until the transverse suspension becomes effective, in order to achieve an earlier or later response of the transverse suspension and the Cross and the roll movements better to couple. When using this device in single wheel / single wheel set running gear with torsion bar spring mounted in the running gear, an additional moment around the connecting wheel center axis is to be expected. Furthermore, it is necessary to mount the support part (torsion bar spring) which can be pivoted about the vertical axis of the chassis. This pivotability is intended to enable the undercarriage to be freely deflected. It proves to be difficult to realize the pivoting of the support part in order to be able to guarantee the degrees of freedom of the chassis that are necessary during operation.

Der Erfindung liegt daher die Aufgabe zugrunde, eine Einrichtung der vorgenannten Art zur Neigung eines Wagenkastens gegenüber den Fahrwerken eines Schienenfahrzeugs, insbesondere hinsichtlich der Wankstütze und der Wankstabilität zu verbessem.The invention is therefore based on the object, a device of the aforementioned Type of inclination of a car body in relation to the running gear of a rail vehicle, to improve especially with regard to the roll support and roll stability.

Diese Aufgabe wird erfindungsgemäß durch die im Anspruch 1 gekennzeichnete Neigeeinrichtung gelöst.This object is inventively characterized by that in claim 1 Tilt device released.

Durch die Verwendung eines im wesentlichen parallel zur Fahrwerkslängsachse des Fahrwerks oder in der Vertikalen des Fahrwerks angeordneten Stützelementes mit gegenüberliegenden Hebelarmen ist es möglich, unter Beibehaltung von geringen Bauhöhen, ein gerades Einfedern des Wagenkastens über eine Sekundärfederung ungehindert sicherzustellen. Auch im geneigtem Zustand des Wagenkastens wird ein ungehindertes Einfedern zugelassen, wobei Differenzbewegungen in der Wagenkastenquerachse in Form von Wanken über das Stützelement aufgenommen und verhindert werden. Somit bleibt in jedem Fahrzustand (ungeneigte Stellung oder Neigestellung) der volle Fahrtkomfort vorhanden.By using a substantially parallel to the longitudinal axis of the chassis Chassis or support element arranged in the vertical of the chassis opposite lever arms it is possible while maintaining low Heights, a straight compression of the car body via a secondary suspension ensure unhindered. Even when the body is inclined an unimpeded deflection permitted, with differential movements in the body transverse axis recorded in the form of wavering over the support element and be prevented. This means that it remains in any driving condition (uninclined position or Tilt position) full ride comfort available.

Zweckmäßige Weiterbildungen sind in den Ansprüchen 2 bis 9 angegeben.Appropriate further developments are given in claims 2 to 9.

Die Erfindung ist nachfolgend anhand zweier Ausführungsbeispiele mit Bezug auf die Zeichnung näher erläutert.The invention is based on two exemplary embodiments with reference to the drawing explains in more detail.

Es zeigen

Fig. 1
ein Fahrwerk mit der erfindungsgemäßen Neigeeinrichtung mit Wankstütze in perspektivischer Darstellung schräg von vorn;
Fig. 2
ein Fahrwerk mit der erfindungsgemäßen Neigeeinrichtung mit Wankstütze mit hydraulischem Stellantrieb in ungeneigter Stellung des Wagenkastens im Querschnitt;
Fig. 3
die Anordnung gemäß Fig. 2 in geneigter Stellung des Wagenkastens im Querschnitt;
Fig. 4
ein Fahrwerk mit der erfindungsgemäßen Neigeeinrichtung mit Wankstütze mit elektrischem Stellantrieb in ungeneigter Stellung des Wagenkastens im Querschnitt;
Fig. 5
die Anordnung gemäß Fig. 4 in geneigter Stellung des Wagenkastens im Querschnitt.
Show it
Fig. 1
a chassis with the tilting device according to the invention with anti-roll in a perspective view obliquely from the front;
Fig. 2
a chassis with the tilting device according to the invention with roll support with hydraulic actuator in the uninclined position of the car body in cross section;
Fig. 3
the arrangement of Figure 2 in an inclined position of the car body in cross section.
Fig. 4
a chassis with the tilting device according to the invention with a roll support with an electric actuator in the uninclined position of the car body in cross section;
Fig. 5
the arrangement of FIG. 4 in an inclined position of the car body in cross section.

Die in den Figuren 1 bis 5 dargestellte, erfindungsgemäße Einrichtung zeigt das Fahrwerk 1 lediglich schematisch. Die Einrichtung kann bei Einzelrad- / Einzelradsatz- oder Mehrradsatzfahrwerken Anwendung finden, ist aber besonders Vorteilhaft bei Einzelrad- / Einzelradsatzfahrwerken einsetzbar. Am Rahmen des Fahrwerks 1 sind an den Außenseiten zwei Übertragungselemente, insbesondere Winkelhebel 4 gelenkig befestigt. Der Winkelhebel 4 weist einen ersten Hebel 4a und einen zweiten Hebel 4b auf. Die Lage der Winkelhebel 4 sollte bei Einzelrad- / Einzelradsatzfahrwerken in der Ebene der verbindenden Radmittelpunktsachse fixiert sein, um keine zusätzlichen Momente um die Radmittelpunktsachse auf den Rahmen des Fahrwerks 1 zu übertragen. Der Winkelhebel 4 verbindet ein an diesem gelenkig gelagertes Stellglied 3, 11 mit einem am unteren Ende des Winkelhebels 4 am ersten Hebelarm 4a gelenkig befestigtem Zug-Druckelement 5. Dabei sind die Stellglieder 3,11 parallel zur Sekundärfederung 2 angeordnet und stellen eine Verbindung zwischen den Winkelhebeln 4 und dem Wagenkasten 8 her.
Die Zug-Druckelemente 5 verbinden ihrerseits die Winkelhebel 4 mit einem Stützelement 6, welches in den Ausführungsbeispielen als Drehstabfeder ausgeführt ist, aber auch in einer anderen Ausbildung denkbar ist. Für die Verbindung der Zug-Druckelemente 5 ist zum Zweck der Funktionalität der Einrichtung eine spiegelsymmetrische Anordnung wichtig und kann dadurch realisiert werden, daß der Gelenkpunkt für den Winkelhebel 4, der mit dem tieferliegenden Zug-Druckelement 5 verbunden ist, um den Höhenversatz der Kurbelarmanlenkpunkte vertikal versetzt angeordnet wird. Dieser Höhenunterschied wird durch die unterschiedlich hohe Wagenkastenanbindung kompensiert. Das Stützelement 6 ist in den Ausführungsbeispielen im wesentlich längs zur Fahrtrichtung im Fahrwerk 1 oder im Wagenkasten 8 um die Fahrwerkslängssachse drehbar gelagert. Eine Anordnung des Stützelementes 6 in der Vertikalen des Fahrwerks 1 ist gleichfalls möglich und ermöglicht insbesondere eine flacherere Ausbildung der gesamten Einrichtung. Am Stützelement 6 sind zwei Hebelarme 6a mit Abstand zueinander befestigt, wobei die Hebelarme 6a bezüglich der Drehachse des Stützelementes 6 einander gegenüberliegend angeordnet sind. Die Hebelarme 6a sind vorteilhaft punktsymmetrisch bzw. spiegelsymmetrisch zur Drehachse des Stützelementes 6 befestigt und stellen die Verbindung von den Zug-Druckelementen 5 zum Stützelement 6 her.
Mittig zwischen Wagenkasten 8 und Fahrwerk 1 ist mit Hilfe eines hydraulischen Stellantriebs 7 eine aktive Querverschiebung mit integrierter Querfederung realisiert (Fig. 3 und Fig. 4). Dadurch soll eine möglichst optimale Drehpollage verwirklicht werden. The inventive device shown in Figures 1 to 5 shows the chassis 1 only schematically. The device can be used with single wheel / single wheel set or multi wheel set undercarriages, but can be used particularly advantageously with single wheel / single wheel set undercarriages. On the frame of the chassis 1, two transmission elements, in particular angle lever 4, are articulated on the outer sides. The angle lever 4 has a first lever 4a and a second lever 4b. The position of the angle levers 4 should be fixed in the plane of the connecting wheel center axis in the case of single wheel / single wheel set bogies in order not to transmit any additional moments about the wheel center axis to the frame of the chassis 1. The angle lever 4 connects an actuator 3, 11, which is articulated thereon, to a tension / pressure element 5, which is articulated at the lower end of the angle lever 4 on the first lever arm 4a. The actuators 3.11 are arranged parallel to the secondary suspension 2 and provide a connection between the Angle levers 4 and the car body 8 ago.
The pull-pressure elements 5 in turn connect the angle lever 4 with a support element 6, which is designed as a torsion bar spring in the exemplary embodiments, but is also conceivable in another embodiment. For the connection of the tension-pressure elements 5, a mirror-symmetrical arrangement is important for the purpose of the functionality of the device and can be realized in that the articulation point for the angle lever 4, which is connected to the lower tension-pressure element 5, by the height offset of the crank arm pivot points vertically is staggered. This difference in height is compensated for by the different car body connections. In the exemplary embodiments, the support element 6 is mounted so as to be rotatable about the longitudinal axis of the chassis essentially longitudinally to the direction of travel in the chassis 1 or in the car body 8. An arrangement of the support element 6 in the vertical direction of the undercarriage 1 is likewise possible and in particular enables the entire device to be made flatter. Two lever arms 6a are fastened to the support element 6 at a distance from one another, the lever arms 6a being arranged opposite one another with respect to the axis of rotation of the support element 6. The lever arms 6a are advantageously attached point-symmetrically or mirror-symmetrically to the axis of rotation of the support element 6 and establish the connection from the tension-compression elements 5 to the support element 6.
In the middle between the car body 8 and the chassis 1, an active transverse displacement with an integrated transverse suspension is realized with the aid of a hydraulic actuator 7 (FIGS. 3 and 4). The aim is to achieve the best possible rotating pole position.

Notwendige Querbewegungen und das vertikale Einfedern des Wagenkastens 8 gegenüber dem Fahrwerk 1 sind durch die vorliegende Kinematik der Einrichtung ungehindert möglich. So wird eine Querbewegung durch ein gerades Gelenkviereck, gebildet aus den vertikal gegenüberliegenden Stellelementen und den horizontal gegenüberliegenden Wagenkasten 8 und Fahrwerk 1, ermöglicht. Das vertikale Einfedern des Wagenkastens 8 überträgt sich auf die Winkelhebel 4, die ihrerseits in den Gelenkpunkten mit in Längsrichtung angeordneter Schwenkachse um die Fahrwerksaußenseiten gedreht werden und somit eine Vertikalbewegung in eine teilweise horizontale Bewegung umwandeln. Die Zug-Druckelemente 5 nehmen diese gegenläufigen Bewegungen auf und übertragen diese über die als Kurbelwangen ausgebildeten Hebelarme 6a auf das Stützelement 6. Auf Grund der punktsymmetrischen Anordnung der Hebelarme 6a wird das Stützelement 6 in eine ungehinderte Drehung versetzt.
Ein selbständiges Wanken des Wagenkastens 8 wird im Gegensatz zum vertikalen Einfedern verhindert. Dabei versucht der Wagenkasten 8 die Winkelhebel 4 parallel zur Wankrichtung um ihre Gelenkpunkte zu verdrehen. Durch die gleiche Drehrichtung der Winkelhebel 4 wird über die Zug-Druckelemente 5 eine um die Achse des Stützelementes 6 entgegengesetzte Verdrehung eingeleitet und abhängig von der Gesamtfedersteifigkeit ein möglichst geringer Wankwinkel zugelassen.
Dieser der Wankbewegung entgegengerichtete Vorgang dient dem aktiven Neigen des Wagenkastens 8 als Stützebene für die seitlichen Stellglieder 3, 11.Necessary transverse movements and the vertical deflection of the car body 8 relative to the chassis 1 are possible without hindrance due to the kinematics of the device. A transverse movement is thus made possible by a straight quadrilateral joint, formed from the vertically opposite actuating elements and the horizontally opposite car body 8 and chassis 1. The vertical deflection of the car body 8 is transferred to the angle lever 4, which in turn is rotated in the articulation points with a longitudinally arranged pivot axis around the outside of the chassis and thus convert a vertical movement into a partially horizontal movement. The tension-pressure elements 5 absorb these opposing movements and transmit them to the support element 6 via the lever arms 6a designed as crank arms. Due to the point-symmetrical arrangement of the lever arms 6a, the support element 6 is set in an unobstructed rotation.
An independent swaying of the car body 8 is prevented in contrast to the vertical deflection. The car body 8 tries to twist the angle levers 4 parallel to the roll direction about their articulation points. Due to the same direction of rotation of the angle lever 4, an opposite rotation about the axis of the support element 6 is initiated via the tension / compression elements 5 and, depending on the overall spring stiffness, the smallest possible roll angle is permitted.
This process, which opposes the rolling movement, serves to actively incline the car body 8 as a support plane for the lateral actuators 3, 11.

In den Figuren 4 und 5 ist die erfindungsgemäße Einrichtung mit gleichartiger Wankstütze unter Verwendung eines elektrischen Stellantriebes 10 dargestellt. Dabei ist der elektrische Stellantrieb 10 im bzw. am Fahrwerk 1 befestigt und kann eine Querverschiebung des Wagenkastens 8 parallel zu seiner aktiven Neigung erzeugen. Zur Übertragung der Stellbewegung für die aktive Neigung dienen beispielsweise Zahnstangen. Diese Zahnstangen sind ebenfalls im bzw. am Fahrwerk 1 gelagert und können translatorisch in Querrichtung zum Fahrzeug bewegt werden. Zwei auf den Winkelhebeln 4 gelagerte Getriebe 9 beinhalten jeweils ein auf einer Welle fest verbundenes Zahnradpaar. Mit dieser Anordnung soll eine Änderung der Bewegungsrichtung sowie eine Wegübersetzung realisiert werden. Das heißt, daß eine horizontale Bewegung einer ersten Zahnstange um einen Weg y in eine vertikale Bewegung einer zweiten Zahnstange um einen Weg x umgewandelt werden soll. Das Wegverhältnis x/y ist dabei von Parametern wie die max. erforderliche Stellkraft, der zur Verfügung stehende Stellweg und der Stellkraft des elektrischen Stellantriebes 10 abhängig. Nach einer Ermittlung der für den Einsatz der Neigeeinrichtung optimalen Drehpolbahn kann eine entsprechende Abstimmung zwischen der translatorischen und rotatorischen Querbewegung über die Getriebe 9 und der des elektrischen Stellantriebes 10 erfolgen.4 and 5, the device according to the invention is of a similar type Anti-roll support shown using an electric actuator 10. there the electric actuator 10 is fixed in or on the chassis 1 and can Transverse displacement of the car body 8 parallel to its active inclination produce. For example, to transmit the actuating movement for the active inclination Racks. These racks are also in or on the chassis 1 stored and can be moved translationally in the transverse direction to the vehicle. Two gears 9 mounted on the angle levers 4 each contain one on one Shaft firmly connected pair of gears. This arrangement is intended to change the Direction of movement and a path translation can be realized. It means that a horizontal movement of a first rack by a distance y in a vertical Movement of a second rack by a path x can be converted should. The path ratio x / y is dependent on parameters such as the max. required Force, the available travel and the force of the electric Actuator 10 dependent. After a determination of the use of the tilting device optimal rotation pole path can be coordinated accordingly the translatory and rotary transverse movement via the gear 9 and the of the electric actuator 10 take place.

Weiterhin kann im Mitnehmer 13 für den Wagenkasten 8 eine Querfeder integriert sein.Furthermore, a transverse spring can be integrated in the driver 13 for the car body 8 his.

Das Gewicht des Wagenkastens 8 wird von der Sekundärfederung 2 aufgenommen und belastet somit nicht die Elemente der Neigeeinrichtung. Für die Anordnung der Sekundärfederung 2 als Luftfeder ist eine eher mittige Dreipunktabstützung zu empfehlen, da bei voller Neigung sehr hohe Vertikalwege an den Außenseiten des Wagenkastens durch die Luftfedem kompensiert werden müßten. Die durch die mittige Anordnung resultierende höhere Wankneigung wird durch die Wankstütze ausgeglichen und mittels einer noch näher zu erläuternden Rückfallebene abgesichert.The weight of the car body 8 is absorbed by the secondary suspension 2 and therefore does not burden the elements of the tilting device. For the arrangement of the Secondary suspension 2 as air spring is a more central three-point support too recommend, because with full inclination very high vertical paths on the outside of the Car body would have to be compensated for by the air springs. The one through the middle The resulting higher roll tendency is compensated for by the roll support and secured by means of a fallback level to be explained in more detail.

Mit der Hilfe des Ist-Sollwertvergleiches wird der optimale, effektive Neigungswinkel eingesteuert, wobei eine Wegmessung an der Stelleinrichtung vorgesehen werden kann und somit eine direkte Rückmeldung der Istwerte erfolgt.With the help of the actual setpoint comparison, the optimal, effective inclination angle controlled, a distance measurement being provided on the actuating device can and thus there is a direct feedback of the actual values.

Die auf dieser Erfindung basierende Neigeeinrichtung ist weitgehend unabhängig von einer möglichen Steuerung oder Regelung. Wobei Steuerung für Systeme steht, welche auf der Basis der Kenntnis des Streckenverlaufs arbeiten. Sind dagegen Meßwerte aus Beschleunigungen oder Positionsänderungen am Fahrzeug die Informationsbasis für die erforderlichen Stelleinrichtungen, so ist damit eine Regelung gemeint.The tilting device based on this invention is largely independent of a possible control or regulation. Where control stands for systems which work on the basis of knowledge of the route. Are against it Measured values from accelerations or changes in position on the vehicle provide the information basis for the necessary control devices, this is a regulation meant.

Aus Gründen der Sicherheit fällt der Rückfallebene des Systems ein besonderes Gewicht zu. Dies bedeutet, daß für einen Notbetrieb bei Ausfall des Arbeitskreises bzw. des Steuer- oder Regelkreises besondere Einrichtungen zum Tragen kommen müssen. Für diese Fälle ist vorzugsweise die Wagenkastenausgangsstellung mit einem Neigungswinkel von 0° anzustreben und zu fixieren. Hierfür eignen sich hydraulische Lösungen oder eine mechanisch kraftschlüssige bzw. formschlüssige Verriegelung, wobei dann zur Erlangung der Wagenkastenausgangsstellung die Sekundärfederung 2 aktiv zum Einsatz kommt und danach eine Verriegelung erfolgt. Eine ständige Messung der Stellung der Antriebselemente bzw. eine Kraft- oder Druckmessung läßt eine Unregelmäßigkeit in der Systemfunktion erkennen und die notwendigen Maßnahmen zur Erlangung der Rückfallebene einleiten. In der verriegelten Stellung beider Stellglieder 3, 11 kann das Fahrzeug ohne Bedenken größere Strecken weiterfahren, weil die mechanische Wankstütze weiterhin voll funktionstüchtig und unbeeinflußt vom Systemausfall arbeitet.The system's fallback level is special for security reasons Weight too. This means that for an emergency operation if the working group fails or the control or regulating circuit special devices come into play have to. In these cases, the car body starting position is preferably with to aim and fix at an angle of inclination of 0 °. Hydraulic are suitable for this Solutions or a mechanically non-positive or positive Locking, then the secondary suspension to achieve the body position 2 is actively used and then locked. A constant measurement of the position of the drive elements or a force or Pressure measurement shows an irregularity in the system function and the Take necessary measures to achieve the fallback level. In the locked Position of both actuators 3, 11, the vehicle can safely larger Continue driving because the mechanical anti-roll device is still fully functional and works unaffected by the system failure.

Die Neigung des Wagenkastens 8 basiert auf einer Abstützung der Stellglieder 3,11 über die Verbindungselemente (Winkelhebel 4, Zug-Druckelement 5, Hebelarm 6a) auf das Stützelement 6. Dabei muß beachtet werden, daß durch die Reihenschaltung vom Stellglied 3, 11 bis zum Stützelement 6 und der daraus resultierenden Summation der Einzelfedersteifigkeiten die Gesamtfedersteifigkeit so ausgelegt wird, daß bei aktiver Längenänderung der Stellglieder 3, 11 nur eine vertretbare Neigungskompensation eintritt. Dabei ist die elastische Verformung der Stütz- und Verbindungselemente nicht zu vernachlässigen. Die Größe der sich ergebenen Gesamtfedersteifigkeit könnte dazu führen, daß die erforderliche Federsteifigkeit des Stützelementes 6 sehr gering ausgelegt werden kann und somit das Stützelement 6 im wesentlichen nur die Funktion eines Gelenkes mit Negationscharakteristik übernimmt.The inclination of the car body 8 is based on a support of the actuators 3.11 via the connecting elements (angle lever 4, tension / pressure element 5, lever arm 6a) on the support element 6. It must be noted that through the series connection from the actuator 3, 11 to the support element 6 and the resulting Summation of the individual spring stiffness the total spring stiffness is designed that with active change in length of the actuators 3, 11 only an acceptable inclination compensation entry. Here is the elastic deformation of the support and connecting elements not to be neglected. The size of the resulting total spring stiffness could lead to the necessary spring stiffness of the Support element 6 can be designed very small and thus the support element 6 essentially only takes on the function of a joint with negation characteristics.

Eine gelenkige Verbindung zwischen den Hebelarmen 6a und den Zug-Druckelementen 5 gewährleistet die im Betrieb notwendigen Freiheitsgrade des Fahrwerkes 1 auch ohne dem Stützelement 6 eine zusätzliche Schwenkbarkeit um die Hochachse des Fahrzeugs zur Verfügung stellen zu müssen. Dies bedeutet in der Praxis eine wesentlich einfachere Lagerung des Stützelementes 6, mit dem damit verbundenen einfacheren Einbau und den daraus resultierenden Kostenvorteilen.An articulated connection between the lever arms 6a and the tension-pressure elements 5 ensures the degree of freedom of the chassis that is necessary during operation 1 also without the support element 6 an additional pivotability about the vertical axis of the vehicle. In practice, this means a much easier storage of the support element 6, with the associated easier installation and the resulting cost advantages.

Die Zug-Druckelemente 5 müssen für eine korrekte Funktionalität der Kinematik im gleichen Winkel zur Gleisebene spiegelsymmetrisch zueinander angeordnet sein und bilden desweiteren eine gelenkige Einheit mit dem Winkelhebel 4. Bei entsprechender Anordnung können die Zug-Druckelemente 5 mittels symmetrischer Kinematik der Einrichtung, durch ihre Pendelstützcharakteristik mit einem konstanten Wirkungslinienverlauf auf die Hebelarme 6a des Stützelementes 6 einwirken.The train pressure elements 5 must for correct functionality of the kinematics the same angle to the track plane can be arranged mirror-symmetrically to each other and also form an articulated unit with the angle lever 4. With the corresponding The train-push elements 5 can be arranged by means of symmetrical kinematics the device, thanks to its pendulum support characteristics with a constant Act line of action act on the lever arms 6a of the support member 6.

Eine Auslenkung des Fahrwerks 1 relativ zum Wagenkasten 8 wirkt sich insbesondere an den Winkelhebeln 4 aus, da diese über die längenveränderlichen Verbindungselemente 3, 11 eine Verbindung zwischen Wagenkasten 8 und Fahrwerk 1 bewirken. Deshalb muß die Abstützung des längenveränderlichen Verbindungselementes 3, 11 auf dem Winkelhebel 4 mit Gelenken, welche mindestens zwei Freiheitsgrade zulassen, realisiert werden. Um eine momentenfreie Abstützung des Wagenkastens 8 um die verbindende Radmittelpunktsachse bei Einzelrad- / Einzelradsatzfahrwerken zu gewährleisten, sollten die Berührungspunkte vom Hebelarm 4b zum Rahmen des Fahrwerks 1 in der vertikal aufgespannten Ebene der Radmittelpunktachse angeordnet sein.A deflection of the chassis 1 relative to the car body 8 has a particular effect on the angle levers 4, since these have variable-length connecting elements 3, 11 a connection between car body 8 and chassis 1 cause. Therefore, the support of the variable-length connecting element 3, 11 on the angle lever 4 with joints, which have at least two degrees of freedom allow to be realized. For torque-free support of the car body 8 around the connecting wheel center axis for single wheel / single wheel set bogies to ensure the points of contact of the lever arm 4b to the frame of the chassis 1 in the vertically spanned plane of the wheel center axis be arranged.

Zur Realisierung der aktiven Wagenkastenbewegung sind unterschiedliche Arten von Stellantrieben 7, 10 vorstellbar, wobei in Figur 2 und 3 eine Realisierung beider Bewegungsarten (Translation und Rotation) über hydraulische Stellantriebe 7, und in Figur 4 und 5 eine Realisierung über elektrische Stellantriebe 10 schematisch und beispielhaft dargestellt ist.There are different ways of realizing the active bodywork movement of actuators 7, 10 conceivable, with a realization of both in FIGS. 2 and 3 Types of movement (translation and rotation) via hydraulic actuators 7, and in Figures 4 and 5 a realization via electrical actuators 10 schematically and is shown as an example.

Die seitlichen, längenveränderlichen Stellglieder 3, 11 bewirken die Neigebewegung und stützen sich über die am Fahrwerk 1 drehbar gelagerten Winkelhebel 4 und den Zug-Druckelementen 5 über die Hebelarme 6a am Stützelement 6 ab. Dabei ändern die Winkelhebel 4 die Bewegungsrichtung der seitlichen Stellglieder 3, 11 und übertragen somit die Kräfte und Bewegungen über die Zug-Druckelemente 5 und die Hebelarme 6a auf das Stützelement 6.The lateral, length-adjustable actuators 3, 11 effect the tilting movement and are based on the pivoted on the chassis 1 angle lever 4 and the Train-pressure elements 5 from the lever arms 6a on the support element 6. Change in the process the angle lever 4 the direction of movement of the side actuators 3, 11 and transmitted thus the forces and movements via the tension-compression elements 5 and the lever arms 6a on the support element 6.

Bei hydraulischen Stellantrieben 7 mit Hubzylindern muß jede Querkraftaufnahme vermieden werden. Aus diesem Grund ist zu empfehlen, daß beispielsweise an der Kolbenstangenseite ein Gelenkauge zur Befestigung am Wagenkasten 8 und ein Kugelgelenk zylinderseitig zur Fixierung am Winkelhebel 4 verwendet wird. Dies gilt gleichermaßen für Einrichtungen mit elektrischen Stellantrieben 10 und muß bei einer Realisierung entsprechende Berücksichtigung finden. With hydraulic actuators 7 with lifting cylinders, each lateral force must be absorbed be avoided. For this reason it is recommended that, for example, at the Piston rod side a hinge eye for attachment to the car body 8 and a Ball joint on the cylinder side is used for fixing to the angle lever 4. this applies equally for devices with electrical actuators 10 and must be at one Find appropriate consideration for realization.

Es ist auch eine Einrichtung mit einseitiger Ausbildung der Verstelleinrichtung möglich, wobei weniger Bauelemente bei einer einfacheren Regelung verwendet werden können. Die Belastung an dem Stellglied 3,11 bleibt gleich, weil sich am Sfützelement 6 ein Momentengleichgewicht einstellen wird. Die Ausgangsposition wird durch die Mittelstellung der Stellglieder 3,11 beschrieben.A device with one-sided training of the adjusting device is also possible, whereby fewer components are used in a simpler control can. The load on the actuator 3.11 remains the same because it is on the support element 6 will set an equilibrium of moments. The starting position is marked by the middle position of the actuators 3.11 described.

Nachteil dabei ist, daß doppelte Stellhübe für den gleichen Neigungswinkel einzustellen sind. Für schnelles Neigen bei Verwendung von hydraulischen Doppelzylinder empfiehlt sich die sog. Differential oder Eilgangschaltung.
Zur optimalen Einstellung des Wankpols muß der Neigebewegung eine translatorische Bewegung quer zur Fahrtrichtung überlagert werden.The disadvantage here is that double adjustment strokes must be set for the same angle of inclination. For rapid tilting when using hydraulic double cylinders, the so-called differential or rapid gear switch is recommended.
In order to optimally set the roll pole, a translatory movement transverse to the direction of travel must be superimposed on the tilting movement.

Da sich eine Querbewegung des Wagenkastens 8 auf die Lage des Drehpols während der Neigung stark auf die Höhe des Drehpols auswirkt, ist eine aktive Querverstellung des Wagenkastens 8 gegenüber dem Fahrwerk 1 zwingend, wenn für jeden Neigezustand eine optimale Drehpunktlage, deutlich über dem Schwerpunkt des Wagenkastens 8 erreicht werden soll. Durch die Zentrifugalkraft im zu durchfahrenden Gleisbogen, in Verbindung mit einer günstigen Lage des Drehpols oberhalb des Schwerpunktes, wird das passive Auslenken des Wagenkastens 8 gefördert, so daß die Stellglieder 3,11 dann nur noch unterstützend arbeiten müssen. Gleiches gilt für die Rückführung in die Ausgangsposition des Wagenkastens 8.Since a transverse movement of the car body 8 on the position of the rotating pole during the inclination has a strong effect on the height of the rotating pole, is an active transverse adjustment the car body 8 against the chassis 1 mandatory if for an optimal pivot position, clearly above the center of gravity of the car body 8 is to be reached. Due to the centrifugal force in the vehicle Track arch, in connection with a favorable position of the rotating pole above the focus, the passive deflection of the car body 8 is promoted, so that the actuators 3.11 then only have to work in a supportive manner. The same applies to the return to the starting position of the car body 8.

Die vorliegende Erfindung ist geprägt durch eine Kombination einer Wankstütze mit einer aktiven Querneigeeinrichtung in einem Schienenfahrzeug, mit einem im Wagenkasten 8 oder im Fahrwerk 1 gelagerten Stützelement 6, wobei sich der Wagenkasten 8 gegenüber dem tragenden Fahrwerk 1 über wenigstens ein längenveränderfiches, einstellbares Stellglied 3, 11 zum Zweck der Neigung abstützt.The present invention is characterized by a combination of a roll support with an active transverse tilting device in a rail vehicle, with one in the car body 8 or in the chassis 1 supported support element 6, the car body 8 with respect to the load-bearing undercarriage 1 via at least one variable length, adjustable actuator 3, 11 supports for the purpose of inclination.

Ausgehend von der ungeneigten Stellung des Wagenkastens 8 wird durch die aktive Änderung der Länge von Stellgliedem 3,11 der Wagenkasten 8 um eine einstellbare Drehachse in Querrichtung zum einfahrenden Gleisbogen geneigt. Dieser Neigevorgang kann dabei zur Einstellung der optimalen Drehpollage von einer aktiven Querverschiebung überlagert werden. Starting from the uninclined position of the car body 8, the active Change the length of actuator 3.11 of the car body 8 by an adjustable Rotational axis inclined in the transverse direction to the retracting track curve. This tilting process can be used to set the optimal rotating pole position from an active transverse displacement be overlaid.

Bezugsziffernreferences

11
Fahrwerklanding gear
22
Sekundärfederungsecondary suspension
33
Stellgliedactuator
44
Winkelhebelbell crank
4a4a
erster Hebelarmfirst lever arm
4b4b
zweiter Hebelarmsecond lever arm
55
Zug-DruckstangeTrain-push rod
66
Stützelementsupport element
6a6a
Hebelarm des StützelementsLever arm of the support element
77
hydraulischer Stellantriebhydraulic actuator
88th
Wagenkastencar body
99
Getriebetransmission
1010
elektrischer Stellantriebelectric actuator
1111
Stellgliedactuator
1313
Mitnehmertakeaway

Claims (9)

  1. Device for tilting a coach body (8) of a railway vehicle supported by springs (2) on a running gear (1) about a longitudinal axis of the vehicle, which device can be connected to the running gear (1) and the coach body (8) and comprises an anti-roll support with an active transverse tilting device having at least one support element (6) which is mounted in or on the running gear (1) or coach body (8) and allows the transverse movements and the deflection of the coach body (8) parallel to the vertical axis of the coach body (8), but prevents rolling of the coach body (8), wherein the support element (6) has two lever arms (6a) fastened to one another at a spacing, each being in operative connection with a length-adjustable control element (3, 11) associated with them for tilting the coach body (8) and connecting the running gear (1) to the coach body (8) and wherein an unimpeded straight vertical deflection of the coach body (8) relative to the running gear (1) is made possible on rotation of the support element (6) about its own axis, characterised in that the support element (6) is arranged substantially parallel to the longitudinal axis of the running gear in the direction of travel or vertical to the running gear (1), in that, on the support element (6), the two lever arms (6a) are fastened to one another in an opposing arrangement with respect to the axis of rotation of the support element (6) and are connected to one another, in each case, by means of a constant-length traction-pressure element (5) in a mutually opposing arrangement with respect to a central longitudinal plane of mirror symmetry each with a transmission element (4) changing the direction of movement, in such a way that the device allows a deflection of the coach body (8) parallel to the vertical axis of the coach body (8), but rolling of the coach body (8) is prevented when there is a fixed length of the control elements (3, 11) and is therefore suitable as a support basis for the purpose of tilting the coach body.
  2. Device according to claim 1, characterised in that the support element (6) is designed as a torsion bar spring, on the extent of which the lever arms (6a) are arranged in an opposing manner in a point-symmetrical arrangement.
  3. Device according to claim 1 or 2, characterised in that the lever arms (6a) of the support element (6) are each connected in an articulated manner to the constant-length traction pressure elements (5).
  4. Device according to any one of claims 1 to 3, characterised in that the transmission element is designed as a rectangular lever (4) with a first lever arm (4a) and a second lever arm (4b).
  5. Device according to claim 4, characterised in that the first lever arm (4a), in the untilted position of the coach body (8), is directed towards the rail plane and the second lever arm (4b) is directed towards the vertical longitudinal plane of the vehicle.
  6. Device according to claim 4, characterised in that the constant-length traction pressure elements (5) are connected in an articulated manner to the first lever arms (4a) of the rectangular lever (4) directed towards the rail plane.
  7. Device according to any one of claims 4 to 6, characterised in that the second lever arm (4b) of the rectangular lever (4) pointing to the vertical longitudinal plane of the vehicle can be fastened in an articulated manner to the running gear (1) and preferably in the plane of the connecting wheel centre point axis in the case of single wheel/single wheelset vehicles.
  8. Device according to any one of claims 4 to 7, characterised in that the length-adjustable connecting member (3, 11) engages in the point of intersection of the first and second lever arms (4a and 4b) and connects the coach body (8) to the running gear (1).
  9. Device according to any one of claims 1 to 8, in combination with a coach body and a running gear, characterised in that an active transverse adjusting device with a control element (7, 10) is arranged for the purpose of adjusting an optimum centre of rotation between the coach body (8) and the running gear (1).
EP99116660A 1998-09-16 1999-08-26 Device for tilting a body of a railway vehicle suspended by a running gear around a longitudinal axis, incorporating an anti-roll support Expired - Lifetime EP0987161B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19842338A DE19842338A1 (en) 1998-09-16 1998-09-16 Device for inclining a car body of a rail vehicle, which is supported by a suspension on a chassis, about a longitudinal axis of the vehicle, which comprises a roll support
DE19842338 1998-09-16

Publications (3)

Publication Number Publication Date
EP0987161A2 EP0987161A2 (en) 2000-03-22
EP0987161A3 EP0987161A3 (en) 2000-12-06
EP0987161B1 true EP0987161B1 (en) 2004-07-14

Family

ID=7881117

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99116660A Expired - Lifetime EP0987161B1 (en) 1998-09-16 1999-08-26 Device for tilting a body of a railway vehicle suspended by a running gear around a longitudinal axis, incorporating an anti-roll support

Country Status (4)

Country Link
EP (1) EP0987161B1 (en)
AT (1) ATE270986T1 (en)
DE (2) DE19842338A1 (en)
ES (1) ES2229601T3 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT514373B1 (en) * 2013-05-02 2019-03-15 Siemens Ag Oesterreich Wheelset bearing for the wheelset of a rail vehicle with internally mounted bogie

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1549466A (en) * 1967-10-30 1968-12-13
CH632199A5 (en) 1978-09-04 1982-09-30 Schweizerische Lokomotiv RAIL VEHICLE.
DE3713615A1 (en) 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh RAIL VEHICLE WITH CROSS-TILTING DEVICE
DE4005767C1 (en) * 1990-02-23 1991-05-08 Messerschmitt-Boelkow-Blohm Gmbh, 8012 Ottobrunn, De
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
DE69507192T2 (en) 1994-05-20 1999-07-15 Railway Technical Research Institute, Kokubunji, Tokio/Tokyo A bogie for a railway vehicle equipped with a body tilt system
US5784969A (en) * 1994-07-11 1998-07-28 Siemens Aktiengesellschaft Process and device for regulating the earth-related inclination of railroad vehicle boxes
DE4436137A1 (en) * 1994-10-10 1996-04-11 Talbot Waggonfab Transverse shift-control method for railway vehicle relative to chassis
IT1280855B1 (en) * 1995-04-07 1998-02-11 Fiat Ferroviaria Spa "CONTROL SYSTEM OF THE CASH ROTATION IN A VARIABLE TRANSPORTATION VEHICLE"
IT1281352B1 (en) * 1995-09-22 1998-02-18 Fiat Ferroviaria Spa RAILWAY VEHICLE WITH VARIABLE TRIM CASH

Also Published As

Publication number Publication date
DE19842338A1 (en) 2000-03-23
DE59909940D1 (en) 2004-08-19
EP0987161A3 (en) 2000-12-06
ATE270986T1 (en) 2004-07-15
EP0987161A2 (en) 2000-03-22
ES2229601T3 (en) 2005-04-16

Similar Documents

Publication Publication Date Title
EP2414207B1 (en) Vehicle having roll compensation
EP1580093B1 (en) Vehicle, especially rail guided vehicle, comprising articulated interconnected bodies
EP1610995B1 (en) Running gear for a railway vehicle provided with an improved transversal suspension
WO1990003906A1 (en) Tilt compensator for high-speed vehicles, in particular rail vehicles
DE102005041163A1 (en) Vehicle with roll stops
WO2009155912A1 (en) Suspension device having active watt linkage
WO1993009989A1 (en) Running gear for low-platform waggons
DE202007004178U1 (en) Axle suspension for heavy vehicles
DE2356267B2 (en) Drive for a rail vehicle
EP3105098B1 (en) Articulated connection for a rail vehicle
WO1998026970A1 (en) Truck frame for railway rolling stock
EP0699149B1 (en) Anti-roll support for rail vehicles with a transverse tilting device
EP0649782B1 (en) Railway vehicle and railway train for such a vehicle
AT409843B (en) CHASSIS FOR A RAIL VEHICLE
EP0908368B1 (en) Tilt mechanism
DE19703701C2 (en) Two-axle chassis for rail-bound transport systems
WO2008101903A1 (en) Vehicle having a jakobs bogie and an anti-roll support
DE4142028C2 (en) Running gear for rail vehicles
EP0975504B1 (en) Vehicle
EP0987161B1 (en) Device for tilting a body of a railway vehicle suspended by a running gear around a longitudinal axis, incorporating an anti-roll support
EP1572516A2 (en) Running gear for rail vehicles
EP0388999A2 (en) Mechanical device for supporting railway vehicles
EP2524849B1 (en) Railway crane
EP2158114B1 (en) Rail vehicle with single-stage suspension
EP0659626A1 (en) Single running gear for rail vehicles

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

17P Request for examination filed

Effective date: 20010403

AKX Designation fees paid

Free format text: AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

17Q First examination report despatched

Effective date: 20030710

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20040714

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20040714

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20040714

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20040714

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REF Corresponds to:

Ref document number: 59909940

Country of ref document: DE

Date of ref document: 20040819

Kind code of ref document: P

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: GERMAN

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040826

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040831

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20040831

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: SCHMAUDER & PARTNER AG PATENTANWALTSBUERO

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041014

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041014

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20041014

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
BERE Be: lapsed

Owner name: ALSTOM LHB G.M.B.H.

Effective date: 20040831

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2229601

Country of ref document: ES

Kind code of ref document: T3

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20050415

BERE Be: lapsed

Owner name: *ALSTOM LHB G.M.B.H.

Effective date: 20040831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20041214

REG Reference to a national code

Ref country code: CH

Ref legal event code: PCAR

Free format text: SCHMAUDER & PARTNER AG PATENT- UND MARKENANWAELTE VSP;ZWAENGIWEG 7;8038 ZUERICH (CH)

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20090821

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20090827

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20090821

Year of fee payment: 11

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20100824

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20100823

Year of fee payment: 12

Ref country code: AT

Payment date: 20100812

Year of fee payment: 12

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20100826

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20110502

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100826

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100831

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100826

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20090914

Year of fee payment: 11

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20111019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100827

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110831

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110831

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 59909940

Country of ref document: DE

Effective date: 20120301

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 270986

Country of ref document: AT

Kind code of ref document: T

Effective date: 20110826

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110826

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120301