EP1075407B1 - Anti-roll device for the bogie frame of a railway vehicle - Google Patents

Abstract

The invention relates to an anti-roll device for the bogie (1) frame (2) of a railway vehicle, whereby said device acts upon a longitudinal axis when the body of said vehicle rolls to the side and rests directly on at least one bogie (1) or is supported thereon by a secondary suspension, whereby said bogie is respectively supported by a primary spring (9) on at least two track wheels (20) that are located opposite each other inside the frame (2). The anti-roll device consists of a torsion bar (10) connected to the frame (2) and two oscillating levers (12, 13) that are individually and respectively coupled to the frame (2) at a lateral distance from the longitudinal axis and to a non-rotating bearing housing (8) on the track wheels (20).

Description

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 around its longitudinal axis and 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. Here, two support levers are suspended vertically on the vehicle body with their upper articulation points (cf. 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. Both the secondary (spring) level and the primary (spring) level are bridged (see D1, column 3, lines 2 to 8) .The well-known anti-roll device is understood as a linkage with which at least one pair of wheels is connected directly to the vehicle body is connected for the purpose of changing its position relative to at least one of the wheel sets, in particular in relation to its roll behavior and taking into account the wheel reliefs occurring (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 known anti-roll device is a torsion spring (cf. 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 individual wheels or idler wheels (see D1, Column 3, line 56 to column 4, line 1).

• Primärfederung und
• ggf. eine Sekundärfederung, die aber bei Güterwagen mitunter fehlt

(vgl. a.a.O., S.43, Kap. 3.2.2.). Als Primärfederung wird die Federung zwischen dem Drehgestellrahmen und den Radsätzen bezeichnet (vgl. a.a.O., S.48, Kap. 3.2.3.) Die Sekundärfederung dient bei Drehgestellen mit zweistufiger Federung als zweite Federungsstufe zum Abfedern des Fahrzeugkastens gegenüber dem Drehgestellrahmen (vgl. a.a.O., S.53, Kap. 3.2.6.). Bei Drehgestellen mit zwei Federungsstufen beträgt der prozentuale Anteil der Primärfederung an der Gesamtfederung 10 bis 30% (vgl. a.a.O., S.48, Kap. 3.2.3.).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 is referred to as a running gear (cf. Hanneforth, Fischer: "Laufwerke", Transpress, VEB Verlag für Verkehrswesen, 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

• Primary suspension and
• if necessary, a secondary suspension, which is sometimes missing in freight cars

(see loc. cit., p. 43, chap. 3.2.2.). The primary suspension is the suspension between the bogie frame and the wheel sets (see loc. Cit., P.48, chapter 3.2.3.) The secondary suspension serves as a second suspension level for bogies with two-stage suspension to cushion the vehicle body relative to the bogie frame (cf. loc , P.53, chapter 3.2.6.). For bogies with two suspension levels, the percentage share of primary suspension in the total suspension is 10 to 30% (see loc. Cit., P.48, chapter 3.2.3.).

In addition to drives that are designed as bogies, there are also already modern drives, such as single-axis drives, which also have a primary and a Have secondary suspension. A drive of this type is, for example, from the PCT patent application WO 95/29085 - D2 - become known. The well-known single-axis drive has both a primary suspension and a secondary suspension on (see D2, abstract, sentence 2).

In addition, from French patent application 2 434 739 - D3 - is a roll support device become known, which also between the vehicle body and the drive is effective. The anti-roll device known from D3 consists of a pair of cylinders which can be acted upon by a pressure medium and between is articulated to the frame of the drive and the vehicle body (see D3, Figure 11). There are pipe connections between the working cylinders are connected crosswise. This results in the assumption that the working fluid is incompressible, 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 immediate, i.e. without energy absorption are introduced into the vehicle body via the secondary suspension and the driving behavior and noise in the vehicle body adversely affect. The second of the known anti-roll devices only offers then sufficient support between the pair of wheels and the vehicle body, if the primary suspension is particularly stiff, so that the necessary Support torque can build up already at the beginning of deflection. But the higher the The primary springs are designed to be more rigid, the stronger they become on the wheels acting track position disturbances on the frame of the drive. Leading in turn, to higher loads on the components of the frame and, of this outgoing, to a lower vibration comfort in the vehicle body self.

The known anti-roll devices are either between the vehicle body and the wheels (see D1), or between the vehicle body and the Frame of the drive (see D3) effective. They each provide a link to the Vehicle box on the drive or on the wheels, which are for fast-moving Rail vehicles that can handle speed ranges above 200 km / h need, is not very suitable. Rather, it depends on a connection, at that the high-speed wheel as good as possible all bumps and other Can adjust disturbances that affect the wheel from the track. For this The state of the art does not show any connection between the drive and the wheels take effect when the car body about its longitudinal central axis sways.

This results in the task for the present invention, a drive for To create rail vehicles, even in speed ranges above from 200 km / h offers the highest possible driving comfort, high security against Derailment, exposed to a low wear of its components and is also inexpensive.

As a solution to this problem, a mechanical anti-roll device was found, 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 on the frame of the drive and is articulated on a non -rotating bearing housing of the rail wheels. This made it possible to further reduce the rigidity of the primary suspension. The dynamic forces transmitted from the primary suspension to the undercarriage are smaller, as are the accelerations that result. At the same time, 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; the compression does not hinder. But the noise in the vehicle body is also reduced.

Such a roll support device can, as is known per se from D3, from a consist of a pressurizable system that forms a circuit and the ends of which are designed as working cylinders. This system can be in one Case can be pressurized with compressed air, but in the other case with a hydraulic fluid be charged. Especially when using a Hydraulic fluid is provided that also a pressure accumulator in the circuit is switched on. Such a pressure accumulator consists of, for example closed vessel, which is divided into two rooms by a membrane one of which is filled with a prestressed gas and the other is acted upon by the hydraulic fluid. The incompressible liquid compresses the gas cushion accordingly when the pressure increases. Each After prestressing the gas cushion, there is a predetermined stiffness the anti-roll device.

A fairly simple and advantageous embodiment was found if 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. But it can also be any other bearing housing that does not rotate with the rail wheel or wheel set, for example gear housing, housing of the primary spring, a radial ground contact and the like. Like. more. 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 pressurizable medium System as well as torsion bar is common that the anti-roll device is not loaded when the vehicle body is not deflected and the running gear is supported on the track solely by the primary suspension. The applies both when diving the frame of the drive and when nodding. The relatively soft primary suspension therefore allows the rail wheels, the respective Unevenness or irregularities of the track can be easily followed. At the same time, those transferred from the rail wheels to the drive frame Forces low.

Another advantageous embodiment is that the rocker arms of the torsion bar each assigns a push rod, both with the free End of the rocker arm and with one of the aforementioned bearing housings Rail wheel is articulated. Usually the two ends of the Torsion bar each have the same lateral distance from the longitudinal axis of the Have rail vehicle. However, it may be necessary for reasons of space 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 The longitudinal central axis of the rail vehicle should be between 0.1 and 1.5 times that respective track width of the rail vehicle. After all, it turned out to be proven to be advantageous for the running quality especially at high speeds, to keep the spring stiffness of each individual primary spring as low as possible. The many Advantageous design options result from the subclaims.

• Figur 1 eine Draufsicht auf ein Drehgestell,
• Figur 2 einen Schnitt durch das Drehgestell längs der Linie II - II,
• Figur 3 eine Vorderansicht des Drehgestells,
• Figur 4 eine perspektivische Darstellung des Drehgestells und
• Figur 5 eine hydraulische Wankstützeinrichtung.

The invention is described in more detail below using two simplified exemplary embodiments. They show, each on a smaller scale, the

• FIG. 1 shows a top view of a bogie,
• FIG. 2 shows a section through the bogie along the line II-II,
• FIG. 3 shows a front view of the bogie,
• Figure 4 is a perspective view of the bogie and
• Figure 5 shows a hydraulic anti-roll device.

In the present exemplary embodiment, the drive consists of a bogie 1 with an H-shaped frame 2. The vehicle body is supported by a secondary suspension 3 on the bogie frame 2. The secondary suspension consists of two coil springs 4 and 5. On each of the front ends of the bogie frame 2, a wheel set 6 and 7 is rotatably supported in bearing housings 8. The bearing housing 8 do not run around, and the bogie frame 2 is supported by primary springs 9 on each of the bearing housings 8. Even in the present, simplified For example, the primary springs 9 consist of coil springs and they have approximately the same spring stiffness.

According to FIGS. 1 to 4 there is a torsion bar at each end of the bogie frame 2 10 provided, which is parallel to the respective wheel set 6 or 7 extends over the bogie frame. With its outer ends is the torsion bar 10 movably mounted in bearings 11, which are attached to the bogie frame 2 are. In addition, i.e. at a short distance from the storage 11, is at the two ends the torsion bar 10 each have a rocker arm 12 and 13 provided with the Torsion bar 10 is rotatably connected to the outer free ends of the rocker arm 12 and 13 each engage a push rod 14 which either, as shown here, in the longitudinal axis 19 of the wheel set 6, 7, or at a distance from it, is pivotally connected to the respective bearing housing 8. Even with the Rocker arms 12 and 13, the push rods 14 are articulated.

As can be seen in Figure 1, 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. In the present example, 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 one 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.

When the rail vehicle is running normally, ie without the vehicle body 3 tilting to one side or the other with respect to the longitudinal center line II-II, the torsion bars 10 are unloaded. However, as soon as the vehicle body 3 tilts to one side or the other, that is to say sways, the torsion bar 10 is loaded from both ends, namely by the one rocking lever 12 being immersed and the other rocking lever 13 being the same amount in the opposite direction from its rest position turns out because the frame 2 of the bogie 1 follows the respective rolling movement of the vehicle body 3. The torsion bar 10 counteracts the rolling movement of the vehicle body 3 by the counter-rotating movements of the rocker arms 12, 13.
In the exemplary embodiment shown in FIGS. 1 to 4, it is a drive in which the wheel sets 7 and 8 are mounted on the inside. In addition, 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. In particular in the case of drives with individual wheels, however, the possibility is also provided that the wheels 20 are not in alignment with a common axis 19. Here, there may well be a lateral displacement. In such a case, the anti-roll device according to the invention is effective, for example, by making it possible to compensate for differences in the distances 18 by means of rocker arms 12 or 13 of different lengths. Along with this, the distances 15 may also be set differently if necessary.

In the embodiment shown in FIG. 5, a hydraulic cylinder 21 and 22 is arranged between the bogie frame 2 and the non -rotating bearing housings 8. In each hydraulic cylinder 21 and 22, a piston 23 is mounted in a longitudinally displaceable manner and 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. In the simplest case, 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, ie it is under an overpressure.

The operation of the above outlined with a hydraulic pressure medium system 21 to 34 which can be acted upon is known per se to the relevant expert. The structure and behavior of a pneumatic control system that corresponds to that of Air or a gas is pressurized as a pressure medium without this in the present Context should be explained in particular.

In the present case, the vehicle body 3 sways about its longitudinal center line II - II a reduction of two annular chambers 28 and 29, respectively are located in two opposing hydraulic cylinders 21 and 22 At the same time, the pressure in one of the two pressure accumulators 39 increases it sinks in the other pressure accumulator 39. The pressure or volume compensation takes place in each case via the two pressure accumulators 39, the gas spaces 42 correspondingly are biased. The prestressing of the gas spaces 42 determines the rigidity the anti-roll device. Possibly. Leakage losses are caused by the Pressure medium source 34 balanced, which in turn either in the vehicle body 3 or can be arranged on the bogie frame 2.

Numerical index

1

Bogie or running gear

2nd

H-shaped bogie frame

3rd

Vehicle body

4th

Coil spring

5

Coil spring

6

Wheelset

7

Wheelset

8th

Bearing housing

9

Primary spring

10th

Torsion bar

11

storage

12th

Rocker arm

13

Rocker arm

14

Push rod

15

distance

16

Track gauge

17th

Longitudinal axis

18th

distance

19th

Longitudinal axis wheelset

20th

Rail wheel

21

Hydraulic cylinder

22

Hydraulic cylinder

23

piston

24th

Piston rod

25th

Piston rod

26

The End

27

The End

28

Ring chamber

29

Ring chamber

30th

management

31

management

32

Branch line

33

Branch line

34

Pressure medium source

35

Storage container

36

pump

37

Pressure relief valve

38

check valve

39

Pressure accumulator

40

Connecting lines

41

membrane

42

Gas cushion

Claims (9)

1. Anti-roll device for the frame of the running gear of a rail vehicle, which device comes into effect during lateral rolling of the vehicle body about its longitudinal axis, which body rests directly or with support on a secondary suspension on the running gear, which is supported via in each case one primary spring on at least two track wheels situated opposite one another within the running gear, the anti-roll device comprising a torsion bar (10) which is connected to the running gear (1) at its ends and has an oscillating lever (12, 13) and a push rod (14), which are each connected pivotally to the frame (2) and a non-rotating bearing housing (8) of the track wheels (20) at a lateral distance (15) from the longitudinal axis (II-II).
2. Anti-roll device according to Claim 1, the anti-roll device comprising a system (34 to 42) which can be supplied with a pressure medium and the ends of which are designed as working cylinders (21, 22) which are connected pivotally between the frame (2) and a non-rotating bearing housing (8) of the track wheels (20).
3. Anti-roll device according to Claim 2, characterized in that the system can be supplied with compressed air.
4. Anti-roll device according to Claim 2, characterized in that the system (34 to 42) can be supplied with a pressure fluid.
5. Anti-roll device according to Claim 4, characterized in that at least one accumulator (39), which is supplied with the pressure medium, is provided in the system (34 to 42).
6. Anti-roll device according to Claim 1, characterized in that

   the torsion bar (10) is arranged transversely to the longitudinal axis (II-II) of the rail vehicle,

   is mounted in or on the frame (2) of the running gear (1) in such a way as to be rotatable about its longitudinal axis (17) and, in addition, at its two ends (11),

   is connected pivotally to a bearing housing (8) at a lateral distance (18) from the longitudinal axis (17) of the torsion bar (10) by means of in each case at least one oscillating lever (12, 13) connected in a rotationally fixed manner to the torsion bar (10).
7. Anti-roll device according to Claim 6, characterized in that at least one oscillating lever (12, 13) is assigned a push rod (14) which is connected in an articulated manner both to the free end of the oscillating lever (12, 13) and to the bearing housing (8).
8. Anti-roll device according to Claim 6, characterized in that the two ends (11) of the torsion bar (10) are each at the same or a different lateral distance (15) from the longitudinal axis (II-II) of the rail vehicle.
9. Anti-roll device according to Claim 8, characterized in that the lateral distance (15) is between 0.1 and 1 times the respective gage (16) of the rail vehicle.

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