EP1572516A2 - Systeme de roulement pour vehicules sur rails - Google Patents

Systeme de roulement pour vehicules sur rails

Info

Publication number
EP1572516A2
EP1572516A2 EP03757794A EP03757794A EP1572516A2 EP 1572516 A2 EP1572516 A2 EP 1572516A2 EP 03757794 A EP03757794 A EP 03757794A EP 03757794 A EP03757794 A EP 03757794A EP 1572516 A2 EP1572516 A2 EP 1572516A2
Authority
EP
European Patent Office
Prior art keywords
pendulums
chassis frame
frame
cradle
running gear
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.)
Granted
Application number
EP03757794A
Other languages
German (de)
English (en)
Other versions
EP1572516B1 (fr
Inventor
Richard Schneider
Wolfgang Auer
Uwe Reimann
Siegmund MÖHNER
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation 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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1572516A2 publication Critical patent/EP1572516A2/fr
Application granted granted Critical
Publication of EP1572516B1 publication Critical patent/EP1572516B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • 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

Definitions

  • the present invention relates to a chassis for rail vehicles.
  • the invention is suitable for - but not limited to - use in rail vehicles for passenger transport.
  • EP 0 621 165 B1 describes a running gear for rail vehicles in which a running gear frame is carried by the wheels or wheel sets via primary springs and on which the body or the body of the rail vehicle is supported directly via secondary springs via a cradle.
  • the cradle or the car body are connected to the drive frame by means of shock absorbers which dampen vertical and roll movements and at least one roll support which dampens roll movements.
  • This carries fixed levers, which are connected to the cradle or car body via articulated pendulums.
  • At least one of the pendulums consists of an actuator which can be acted upon in the opposite direction when a transverse end of the cradle or the body of the car is immersed or raised.
  • the disadvantage here is that an unfavorably high lateral acceleration occurs even at a relatively low speed in the arc. In order to avoid this, the speed must be throttled in the arc in order, for. B. the driving comfort for passengers not to deteriorate.
  • the tilting technology is arranged above the secondary spring, which is why the full lateral acceleration must be absorbed in the secondary suspension when traveling through bends.
  • the inclination movement is not supported here by the centrifugal force acting on bends;
  • the pendulums are arranged parallel to the secondary suspension, which leads to a vertical decoupling of spring movement and inclination.
  • the air springs which are arranged laterally as usual, must perform the full tilting movement, which requires a corresponding volume and the associated space requirement for the air springs, as well as a pressure compensation device;
  • standing pendulums are provided which represent a basically unstable arrangement which requires additional spring or active adjusting elements.
  • the roll pole lying under the vehicle floor leads to large transverse movements at the height of the rows of seats, which are perceived by passengers as unpleasant, and to the need for a severely restricted clearance profile of the car body.
  • the object of the invention is to alleviate the disadvantages of the prior art described and, in particular, to propose a chassis for rail vehicles which enables higher speeds in curves. Furthermore, it is an object of the invention to increase the comfort and to make it possible to convert existing undercarriages.
  • An advantage of the solution according to the invention is that the inclination of the car body in the curve means that the passenger does not experience any greater lateral acceleration despite the higher speed. This leads to improved comfort.
  • the centrifugal force causes the body to tilt. Therefore, only small actuating forces are required to adjust the inclination to the optimal level.
  • Another advantage is that existing undercarriages can be converted with little effort.
  • the fastening points of the pendulums on the undercarriage frame are offset inwards, so that the longitudinal axes of the pendulums run obliquely inwards from bottom to top when the body is not inclined.
  • at least one active actuator is arranged between the chassis frame and the spring carrier or between the chassis frame and the cradle. It is oriented at least partially, but preferably predominantly, in the horizontal direction, which supports the effect of the centrifugal force and adjusts the inclination to an optimal dimension.
  • the pendulums are preferably arranged in such a way that the longitudinal axes of the pendulums, at least approximately at the height of the, in particular when the body of the vehicle is not inclined Cut the center of gravity or above the center of gravity. This results in a particularly favorable tilting characteristic.
  • At least one passive and / or active attenuator is furthermore arranged transversely to the direction of travel. It is further preferred that at least one damping element is arranged between the chassis frame and the cradle.
  • the damping element is preferably a laterally acting damper that can be dynamically adjusted depending on the car body transverse speed.
  • At least one pendulum is arranged on both sides of the longitudinal axis of the rail vehicle.
  • the pendulums are preferably arranged symmetrically to the longitudinal axis of the rail vehicle.
  • the at least one active actuator is an electric, hydraulic and / or pneumatic actuator.
  • FIG. 1 shows a schematic illustration of a preferred embodiment of the chassis of a rail vehicle according to the invention in a side view
  • Figure 2 shows a schematic section A-A through the chassis of FIG. 1;
  • FIG. 3 shows a schematic section B-B through the chassis according to FIG. 1.
  • FIGS 1 to 3 show a chassis of a rail vehicle in different views.
  • the undercarriage comprises a undercarriage frame 1, which is supported by wheel sets via primary springs.
  • a spring support 2 is attached to the chassis frame 1 by means of a pendulum 3.
  • the spring support 2 supports a cradle 4 with an attached car body 5 via secondary coil springs 6.
  • the centrifugal force causes a transverse displacement of the body 5, the cradle 4 and, via the transverse rigidity of the secondary coil springs 6, of the spring support 2 in the track curve.
  • An increase in the speed of travel in an arc leads to an increase in the lateral acceleration acting on a passenger.
  • the upper attachment point of the hanging pendulum 3 on the chassis frame 1 is offset inward in contrast to vertically arranged pendulums.
  • the system of the spring support 2, including the cradle 4 and car body 5 components attached can be inclined. Due to the suspension on inclined pendulums 3, the spring support 2 and at the same time the cradle 4 and the body 5 are rotated about their longitudinal axes. This means that a greater lateral acceleration does not act on a passenger despite the higher speed of the bow.
  • One or more active actuators 7 support the effect of the centrifugal force and adjust the inclination to an optimal level.
  • These active actuators 7 are installed in a predominantly horizontal direction either between the chassis frame 1 and the spring support 2 or between the chassis frame 1 and the cradle 4.
  • the optimal inclination of the car body 5, which results mainly from the lateral acceleration of the car body 5 is set by two active actuators 7 acting laterally between the undercarriage frame 1 and the spring support 2, which actuators produce the corresponding additional or reduced inclination of the car body 5 cause compared to the inclination resulting from the lateral acceleration.
  • passive or active damping elements can be installed to improve comfort.
  • a laterally acting damper which is arranged between the chassis frame 1 and the cradle 4 and can be dynamically adjusted as a function of the car body transverse speed or the car body transverse acceleration, the dynamic component of the car body transverse movement can be damped in addition to increasing the comfort.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

L'invention concerne un système de roulement pour véhicules sur rails, en particulier pour le transport de personnes, qui comporte un châssis de système de roulement (1) reposant, par l'intermédiaire de ressorts primaires, sur les roues ou ensembles de roues et sur lequel, éventuellement avec intercalation d'un berceau (4), repose une caisse (5). Le berceau (4) ou la caisse (5) repose sur des ressorts secondaires, par rapport au châssis de système de roulement (1), sur au moins un support de ressorts (2). Le berceau (4) ou la caisse (5) sont reliés au châssis de système de roulement (1) par l'intermédiaire d'un amortisseur dont le rôle est d'amortir les mouvements verticaux et/ou de roulis. Le support de ressorts (2) est suspendu au châssis de système de roulement (1) par l'intermédiaire de pendules (3), les points de fixation des pendules (3) au châssis de système de roulement (1) étant, contrairement aux pendules disposés verticalement, décalés vers l'intérieur, de sorte que les axes longitudinaux des pendules (3) sont en biais. Au moins un organe de réglage actif (7) est disposé, au moins partiellement, dans le sens horizontal, entre le châssis de système de roulement (1) et le support de ressort (2) ou bien entre le châssis de système de roulement (1) et le berceau (4), de sorte que cet organe de réglage actif (7) soutient l'effet de la force centrifuge et règle l'inclinaison à une valeur optimale.
EP03757794A 2002-09-05 2003-09-05 Systeme de roulement pour vehicules sur rails Expired - Lifetime EP1572516B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10240968 2002-09-05
DE10240968 2002-09-05
PCT/EP2003/009888 WO2004022405A2 (fr) 2002-09-05 2003-09-05 Systeme de roulement pour vehicules sur rails

Publications (2)

Publication Number Publication Date
EP1572516A2 true EP1572516A2 (fr) 2005-09-14
EP1572516B1 EP1572516B1 (fr) 2008-04-09

Family

ID=31969032

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03757794A Expired - Lifetime EP1572516B1 (fr) 2002-09-05 2003-09-05 Systeme de roulement pour vehicules sur rails

Country Status (11)

Country Link
US (1) US7438000B2 (fr)
EP (1) EP1572516B1 (fr)
JP (1) JP4403075B2 (fr)
KR (1) KR101011920B1 (fr)
CN (1) CN1678484B (fr)
AT (1) ATE391652T1 (fr)
AU (1) AU2003273830B2 (fr)
CA (1) CA2497699C (fr)
DE (1) DE50309596D1 (fr)
RU (1) RU2329908C2 (fr)
WO (1) WO2004022405A2 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
DE202009015735U1 (de) * 2009-09-15 2010-04-22 Bombardier Transportation Gmbh Schienenfahrzeug mit querweicher Anbindung des Wagenkastens am Fahrwerk
RU2476338C1 (ru) * 2011-11-14 2013-02-27 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
RU2475391C1 (ru) * 2011-11-14 2013-02-20 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
RU2492085C1 (ru) * 2012-03-21 2013-09-10 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
AT514029B1 (de) * 2013-01-22 2015-05-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik
RU2573100C1 (ru) * 2014-07-18 2016-01-20 Акционерное общество "Центральное конструкторское бюро транспортного машиностроения" (АО "ЦКБ ТМ") Тележка железнодорожного транспортного средства
RU183933U1 (ru) * 2018-04-09 2018-10-09 Акционерное общество "Научно-исследовательское проектно-технологическое бюро "Онега" Транспортная тележка для перемещения особо тяжелого груза
JP6808678B2 (ja) * 2018-05-25 2021-01-06 トヨタ紡織株式会社 乗物用シート
JP2019202701A (ja) * 2018-05-25 2019-11-28 トヨタ紡織株式会社 乗物用シート

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3628465A (en) * 1969-01-13 1971-12-21 Dominion Foundries & Steel Stabilizing high speed railway trucks
BE755965A (fr) * 1970-04-24 1971-02-15 Sig Schweiz Industrieges Bogie pour vehicules ferroviaires
US3717104A (en) 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
US3845724A (en) * 1971-01-13 1974-11-05 British Railways Board Railway car centrifugal force stabilizing device
DE2145738C3 (de) 1971-09-13 1979-05-10 Wegmann & Co, 3500 Kassel Schienenfahrzeug mit Gleisbogensteuerung
DE3713615A1 (de) 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh Schienenfahrzeug mit querneigungseinrichtung
US5222440A (en) * 1988-10-13 1993-06-29 Sig Schweizerisch Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
DE4313129A1 (de) * 1993-04-22 1994-10-27 Abb Henschel Waggon Union Laufwerk für Schienenfahrzeuge
JP3503041B2 (ja) * 1995-08-31 2004-03-02 タキロン株式会社 合成樹脂線及びその製造方法
FR2756241B1 (fr) * 1996-11-25 2003-11-14 Gec Alsthom Transport Sa Dispositif de pendulation a bielles et bogie a pendulation a bielles
AT405166B (de) * 1996-12-19 1999-06-25 Siemens Sgp Verkehrstech Gmbh Drehgestell-fahrwerk für ein schienenfahrzeug
DE19815197C1 (de) * 1998-04-04 1999-07-22 Abb Daimler Benz Transp Schienenfahrzeug mit einem verikalen Stützaktuator

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2004022405A2 *

Also Published As

Publication number Publication date
ATE391652T1 (de) 2008-04-15
WO2004022405A2 (fr) 2004-03-18
CN1678484B (zh) 2012-05-30
JP2005537972A (ja) 2005-12-15
JP4403075B2 (ja) 2010-01-20
EP1572516B1 (fr) 2008-04-09
CA2497699C (fr) 2013-01-29
RU2005109917A (ru) 2006-05-27
KR20050050651A (ko) 2005-05-31
WO2004022405A3 (fr) 2004-05-13
AU2003273830B2 (en) 2009-06-25
KR101011920B1 (ko) 2011-02-01
US7438000B2 (en) 2008-10-21
AU2003273830A1 (en) 2004-03-29
US20060117986A1 (en) 2006-06-08
DE50309596D1 (de) 2008-05-21
RU2329908C2 (ru) 2008-07-27
CN1678484A (zh) 2005-10-05
CA2497699A1 (fr) 2004-03-18

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