EP0987161B1 - Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfasst - Google Patents

Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfasst Download PDF

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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)
English (en)
French (fr)
Other versions
EP0987161A3 (de
EP0987161A2 (de
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/de
Publication of EP0987161A3 publication Critical patent/EP0987161A3/de
Application granted granted Critical
Publication of EP0987161B1 publication Critical patent/EP0987161B1/de
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
    • B61F5/14—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)
EP99116660A 1998-09-16 1999-08-26 Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfasst Expired - Lifetime EP0987161B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19842338A DE19842338A1 (de) 1998-09-16 1998-09-16 Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfaßt
DE19842338 1998-09-16

Publications (3)

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

Family

ID=7881117

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99116660A Expired - Lifetime EP0987161B1 (de) 1998-09-16 1999-08-26 Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfasst

Country Status (4)

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

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT514373B1 (de) * 2013-05-02 2019-03-15 Siemens Ag Oesterreich Radsatzlagerung für den Radsatz eines Schienenfahrzeugs mit innengelagertem Drehgestell

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1549466A (es) * 1967-10-30 1968-12-13
CH632199A5 (de) 1978-09-04 1982-09-30 Schweizerische Lokomotiv Schienenfahrzeug.
DE3713615A1 (de) 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh Schienenfahrzeug mit querneigungseinrichtung
DE4005767C1 (es) * 1990-02-23 1991-05-08 Messerschmitt-Boelkow-Blohm Gmbh, 8012 Ottobrunn, De
DE4311521C1 (de) 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
DE69507192T2 (de) 1994-05-20 1999-07-15 Railway Technical Res Inst Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug
EP0770233B1 (de) * 1994-07-11 1997-12-17 Siemens Aktiengesellschaft Verfahren und vorrichtung zur regelung der erdbezogenen wagenkastenneigung bei einem schienenfahrzeug
DE4436137A1 (de) * 1994-10-10 1996-04-11 Talbot Waggonfab Verfahren zum Steuern der Querverschiebung eines Schienenfahrzeugs gegenüber seinem Fahrwerk
IT1280855B1 (it) * 1995-04-07 1998-02-11 Fiat Ferroviaria Spa "sistema di comando della rotazione della cassa in un veicolo ferroviario ad assetto variabile"
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
EP0987161A3 (de) 2000-12-06
DE19842338A1 (de) 2000-03-23
ATE270986T1 (de) 2004-07-15
ES2229601T3 (es) 2005-04-16
DE59909940D1 (de) 2004-08-19
EP0987161A2 (de) 2000-03-22

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