Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
  • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
  • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the 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
  • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
  • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
• • 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
  • B61F5/50—Other details
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
  • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
  • F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
  • F15B15/08—Characterised by the construction of the motor unit
  • F15B15/14—Characterised by the construction of the motor unit of the straight-cylinder type

Definitions

• Anti-roll device for the frame of the running gear of a rail vehicle
• the invention relates to a roll support device for the frame of the running gear of a rail vehicle, which takes effect when the vehicle body lurches sideways about its longitudinal axis, which rests directly or with support on a secondary suspension on the running gear, which is supported by at least two primary springs on at least two within the running gear mutually opposite rail wheels supported.
• a "mechanical support device on rail vehicles” has become known from European patent application 0 388 999 A2 - D1.
• the known anti-roll device is arranged directly between a (car) vehicle body and the two wheel sets of a bogie.
• two support levers are each with their upper pivot points suspended vertically on the vehicle body (see D1, column 2, lines 43 to 49) .
• the effect of the known anti-roll device is equivalent to a direct anti-roll support between the vehicle body and the wheel sets due to the vertical arrangement of the support levers.
• stage as well as the primary (spring) stage is bridged (cf.
• the known anti-roll device is understood as a linkage with which at least one pair of wheels is connected directly to the vehicle body for the purpose of changing its position relative to at least one of the wheel sets, in particular based on its W anchoring behavior and taking into account the resulting wheel relief (cf. D1, column 4, lines 14 to 21).
• the known anti-roll device thus forms an elastic connection which is effective directly between the vehicle body and a wheel set.
• the well-known anti-roll device is a torsion spring (see D1, column 3, line 21). It is also irrelevant whether the bogies, in which the known anti-roll device is used, are equipped with conventional wheel sets or have single wheels or idler wheels (cf. D1, column 3, line 56 to column 4, line 1).
• the anti-roll device is provided both for single-wheel drives and for single-axis drives, ie drives with only a single wheel set, and also for bogies.
• the part of a rail vehicle with which the vehicle travels and is guided on the rails is referred to as the running gear (see Hanneforth, Fischer: “Laufwerke”, Transpress, VEB Verlag für pulpcher, Berlin 1986, p. 8, introduction).
• a bogie is a running gear with two or more wheel sets arranged in a frame (see loc. Cit., P.39, chap. 3.2.1.).
• the components of a bogie include the
• the primary suspension is the suspension between the bogie frame and the wheel sets (see above, p.48, chapter 3.2.3.).
• the secondary suspension serves as the second suspension stage for cushioning the vehicle body against the bogie frame (see above, p.53, chapter 3.2.6.).
• the percentage share of primary suspension in the total suspension is 10 to 30% (see above, p.48, chapter 3.2.3.).
• a roll support device which is also effective between the vehicle body and the drive.
• the anti-roll device known from D3 consists of a pair of cylinders which can be acted upon by a pressure medium and is articulated between the frame of the running gear and the vehicle body (cf. D3, FIG. 11). There are line connections between the working cylinders, which are connected crosswise. Assuming that the working fluid is incompressible, this results in a relatively stiff anti-roll device.
• the first of the known anti-roll devices has the disadvantage, for example, that the track position disturbances acting on the wheels are introduced directly into the vehicle body, ie without energy absorption via the secondary suspension. and adversely affect driving behavior and noise in the vehicle body.
• the second of the known anti-roll devices only provides sufficient support between the pair of wheels and the vehicle body when the primary suspension is particularly stiff, so that the required support torque can build up as soon as the deflection begins.
• the higher the stiffness of the primary springs the more the track position disturbances acting on the wheels are transmitted to the frame of the running gear. This in turn leads to higher loads on the components of the frame and, starting from this, to a lower level of vibration comfort in the vehicle body itself.
• the known anti-roll devices are effective either between the vehicle body and the wheels (see D1), or between the vehicle body and the frame of the drive (see D3). They each represent a connection of the vehicle body to the drive or to the wheels, which is not very suitable for fast-moving rail vehicles that have to master speed ranges above 200 km / h. Rather, what matters here is a connection in which the snow-accumulating wheel can adapt as well as possible to any bumps and other disturbances that act on the wheel from the track. From this state of the art there is no connection which becomes effective between the drive and the wheels when the car body sways about its longitudinal central axis.
• a mechanical anti-roll device which consists of an elastic torsion bar which is connected to the drive and has two rocker arms with a push rod, each of which is at a lateral distance from the longitudinal axis of the rail vehicle
• the rail wheels are articulated on the frame of the running gear and on a non-rotating bearing housing. This made it possible to further reduce the rigidity of the primary suspension.
• the dynamic forces transmitted from the primary suspension to the running gear frame are smaller, as are the resulting accelerations.
• the swaying of the vehicle body is limited in the event of large lateral accelerations and the associated one-sided wheel relief, as occurs in particular at high cornering speeds, while deflection is not impeded.
• the noise development in the vehicle body is also reduced
• Such a roll support device can, as is known per se from D3, consist of a system which can be acted upon with a pressure medium, which forms a circuit and the ends of which are designed as working cylinders.This system can be acted upon with compressed air in one case, but with a hydraulic fluid in the other case be charged.
• a pressure accumulator is also switched on in the circuit.
• Such a pressure accumulator consists, for example, of a closed vessel which is divided into two spaces by a membrane, one of which is filled with a prestressed gas and the other is acted upon by the hydraulic fluid. The compressible liquid per se thus presses the gas cushion together when the pressure rises. Depending on the prestressing of the gas cushion, this results in a predetermined stiffness of the anti-roll device
• the anti-roll device is designed as a torsion bar, which is arranged transversely to the longitudinal axis of the vehicle, is rotatably mounted in or on the frame of the drive around its own longitudinal axis and, in addition, at both ends via at least one with the torsion bar rotatably connected rocker arm is articulated at a lateral distance from the longitudinal axis of the torsion bar on one of the bearing housings of the rail wheels.
• the bearing housing can be the wheel bearing housing itself, which is also preferred in most exemplary embodiments. However, it can also be something else, not with the Rail wheel or wheelset rotating bearing housing act, for example, gear housing, housing of the primary spring to a radial ground contact u.
• the torsion bar can also extend at an angle other than a right angle to the longitudinal axis of the rail vehicle, and it can even be cranked if the circumstances or space requirements so require.
• Both the configuration of the anti-roll device as a system that can be pressurized with pressure medium and a torsion bar have in common that the anti-roll device is not loaded when the vehicle body is not deflected and the drive is supported on the track solely by the primary suspension. This applies both when diving the frame of the drive and when nodding.
• the relatively soft primary suspension therefore allows the rail wheels to easily follow the respective bumps or irregularities of the track. At the same time, the forces transmitted from the rail wheels to the carriage frame are low.
• a further advantageous embodiment consists in that the rocker arms of the torsion bar are each assigned a push rod which is connected in an articulated manner both to the free end of the rocker arm and to one of the aforementioned bearing housings of the rail wheel.
• the two ends of the torsion bar will each have the same lateral distance from the longitudinal axis of the rail vehicle. However, it may be necessary for space reasons that the distances are different. In such a case, the different distance may be compensated for by an extended rocker arm. When using pressure cylinders that can be pressurized, this compensation can be brought about by different cylinder diameters.
• the lateral distance between the respective end of the torsion bar and the longitudinal central axis of the rail vehicle should be between 0.1 and 1.5 times the respective track width of the rail vehicle.
• 1 shows a plan view of a bogie
• FIG. 4 is a perspective view of the bogie
• FIG. 5 is a hydraulic anti-roll device.
• the running gear consists of a bogie 1 with an H-shaped frame 2.
• the vehicle body 3 is supported on the bogie frame 2 via a secondary suspension.
• the secondary suspension consists of two coil springs 4 and 5.
• a wheel set 6 and 7 is rotatably mounted in bearing housings 8.
• the bearing housings 8 do not run around, and the bogie frame 2 is supported on each of the bearing housings 8 via primary springs 9.
• the primary springs 9 consist of coil springs and they each have approximately the same spring stiffness.
• a torsion bar 10 is provided at each end of the bogie frame 2, which extends parallel to the respective wheel set 6 or 7 across the bogie frame. With its outer ends, the torsion bar 10 is movably supported in bearings 11 which are fastened to the bogie frame 2. In addition, that is, at a short distance from the bearing 11, a rocker arm 12 and 13 is provided at the two ends of the torsion bar 10, which is rotatably connected to the torsion bar 10. At the outer free ends of the vibrating Levers 12 and 13 each engage a push rod 14, which, as shown here, in the longitudinal axis 19 of the wheel set 6, 7, or at a distance therefrom, is articulated to the respective bearing housing 8. The push rods 14 are also articulated to the rocker arms 12 and 13.
• the rocker arms 12 and 13 are each at a distance 15 from the longitudinal center line II-II of the running gear or the vehicle body 3.
• the two distances 15 are the same size. They are between 0.1 to 1.5 times the track width 16 of the wheel sets 6 and 7.
• the longitudinal axes 17 of the two torsion bars 10 each have a lateral distance 18 from the points at which they are attached to the bearing housing 8. This distance 18 is bridged by the rocker arms 12 and 13, respectively.
• the torsion bars 10 With normal running of the rail vehicle, i.e. the torsion bars 10 are unloaded without the vehicle body 3 tilting to one side or the other with respect to the longitudinal center line II-II. However, as soon as the vehicle body 3 tilts to one side or the other, i.e. sways, the torsion bar 10 is loaded from both ends, namely by immersing a rocker arm 12 and rotating the other rocker arm 13 by the same amount in the opposite direction out of its rest position, because the frame 2 of the bogie 1 of the respective roll movement of the Vehicle body 3 follows. The torsion bar 10 counteracts the rolling movement of the vehicle body 3 by the counter-rotating movements of the rocker arms 12, 13.
• FIGS. 1 to 4 it is a drive in which the wheel sets 7 and 8 are mounted on the inside.
• drives are also possible within the scope of the invention where the wheel sets are mounted in a manner known per se on steering knuckles which are located outside the wheel disks 20.
• the wheels 20 are not in alignment with a common axis 19. There may well be a lateral shift here.
• the anti-roll device according to the invention also becomes effective in such a case, for example by means of rocker arms 12 or 13 of different lengths Differences in the distances 18 can be compensated.
• the distances 15 may also be set differently if necessary.
• a hydraulic cylinder 21 and 22 is arranged between the bogie frame 2 and the non-rotating bearing housings 8.
• a piston 23 is longitudinally displaceably mounted, which has two piston rods 24 and 25, which are connected at their ends 26 and 27 to the bogie frame 2 and the bearing housing 8 in an articulated manner.
• Opposed annular chambers 28 and 29 of the hydraulic cylinders 21 and 22 are connected to one another in crosswise fashion via the lines 30 and 31.
• the two lines 30 and 31 are fed via the branch lines 32 and 33 from a common pressure medium source 34.
• the pressure medium source 34 consists of a reservoir 35 for hydraulic oil, a pump 36, a pressure relief valve 37, two check valves 38 and two pressure accumulators 39 as well as connecting lines 40.
• Each of the pressure accumulators 39 has a membrane 41 which separates the hydraulic oil from a gas cushion 42 .
• the gas cushion 42 is biased, i.e. it is under overpressure.
• the mode of operation of the system 21 to 34 which is outlined above and can be acted upon by a hydraulic pressure medium, is known per se to the relevant expert.
• a pneumatic control which is acted upon with air or a gas as the pressure medium, has the same structure and behavior, without this having to be explained in particular in the present context.
• a swaying of the vehicle body 3 around its longitudinal center line II - II causes a reduction in size of two annular chambers 28 and 29, which are located in two hydraulic cylinders 21 and 22 located opposite one another.
• the pressure in one of the two pressure accumulators 39 increases, while it decreases in the other pressure accumulator 39.
• the pressure or volume equalization therefore takes place in each case via the two pressure accumulators 39, the gas spaces 42 of which are preloaded accordingly.
• the prestressing of the gas spaces 42 determines the rigidity of the anti-roll device. Possibly. Leakage losses are caused by the Equalized pressure medium source 34, which in turn either box 3 in the vehicle or can be arranged on the bogie frame 2.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• General Engineering & Computer Science (AREA)
• Vehicle Body Suspensions (AREA)
• Body Structure For Vehicles (AREA)
• Carriers, Traveling Bodies, And Overhead Traveling Cranes (AREA)

Applications Claiming Priority (3)

Publications (2)

Family

ID=7866338

Family Applications (1)

Country Status (7)

Cited By (2)

Families Citing this family (28)

Family Cites Families (6)

• 1998
  • 1998-04-30 DE DE19819412A patent/DE19819412C1/de not_active Expired - Fee Related
• 1999
  • 1999-04-13 EP EP99927655A patent/EP1075407B1/fr not_active Expired - Lifetime
  • 1999-04-13 KR KR1020007003003A patent/KR100354834B1/ko not_active IP Right Cessation
  • 1999-04-13 DE DE59900356T patent/DE59900356D1/de not_active Expired - Lifetime
  • 1999-04-13 ES ES99927655T patent/ES2172333T3/es not_active Expired - Lifetime
  • 1999-04-13 AT AT99927655T patent/ATE207430T1/de active
  • 1999-04-13 WO PCT/DE1999/001103 patent/WO1999056995A1/fr active IP Right Grant
  • 1999-04-13 JP JP2000546982A patent/JP3537764B2/ja not_active Expired - Fee Related

Non-Patent Citations (1)

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