EP1915282B1 - Vehicule dote de dispositifs antiroulis - Google Patents

Vehicule dote de dispositifs antiroulis Download PDF

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Publication number
EP1915282B1
EP1915282B1 EP06778216A EP06778216A EP1915282B1 EP 1915282 B1 EP1915282 B1 EP 1915282B1 EP 06778216 A EP06778216 A EP 06778216A EP 06778216 A EP06778216 A EP 06778216A EP 1915282 B1 EP1915282 B1 EP 1915282B1
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EP
European Patent Office
Prior art keywords
displacement
roll
roll device
vehicle according
vehicle
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.)
Active
Application number
EP06778216A
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German (de)
English (en)
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EP1915282A2 (fr
Inventor
Volker Brundisch
Alfred Lohmann
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Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP10174626A priority Critical patent/EP2292491A3/fr
Publication of EP1915282A2 publication Critical patent/EP1915282A2/fr
Application granted granted Critical
Publication of EP1915282B1 publication Critical patent/EP1915282B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first car body, a second car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis, a third car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis, a first anti-roll device, which connects the first vehicle body and the second vehicle body, and a second anti-roll device, which connects the first vehicle body and the third vehicle body, wherein the anti-roll devices counteract rolling movements between the vehicle bodies connected thereto around a rolling axis parallel to the vehicle longitudinal axis.
  • the first anti-roll device and the second anti-roll device are coupled to one another via a coupling device, wherein the anti-roll devices and the coupling device are designed such that at least one first displacement on the first anti-roll device causes at least one second shift on the second anti-roll device.
  • the car body In rail vehicles - but also in other vehicles - the car body is usually resiliently mounted relative to the wheel units, for example, wheel pairs or sets of wheels via one or more spring stages. Due to the comparatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the bow, ie to execute a rolling motion about a roll axis parallel to the vehicle longitudinal axis, thus occurring during the arc run, transverse to the travel movement and thus transversely to the vehicle longitudinal axis. Similar and also undesirable rolling movements can be generated by track position disturbances or other external suggestions.
  • Such roll stabilizers are known in various hydraulically or purely mechanically acting versions and are used at different locations in the vehicle. They are used partly in or in the immediate vicinity of the chassis or they connect adjacent car bodies. In the chassis area is often a transverse to the vehicle longitudinal direction extending torsion used, as for example from the EP 1 075 407 B1 is known. Likewise, hydraulic solutions have already been proposed for the chassis sector. For example, from the DE 28 39 904 C2 several interconnected hydraulic cylinders known as anti-roll bars in the chassis area of a railway car.
  • a generic vehicle is from the CH 359733 in which a purely mechanical, substantially rigid and therefore adapted to specific driving situations coupling between the first displacement of the first anti-roll device and the second displacement of the second anti-roll device is predetermined.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular in a simple and reliable way, a reduction of the torsional load of the car bodies in twisted track sections allows.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible in a simple and reliable manner to reduce the torsional load on the vehicle bodies in twisted track sections when the anti-rolling devices are designed and coupled at both ends so that the anti-roll devices in a rail vehicle so the track position - in the area of the two adjacent car bodies can take into account and the first car body can thus assume an intermediate position in which the Torsionsmomente introduced into it in comparison to the known vehicles at least be reduced.
  • at least one of the displacements can be actively generated.
  • provision is made here for at least one of the anti-roll devices and / or the coupling device to comprise an adjusting device for actively controlling the first displacement and / or the second displacement.
  • the coupling device shifts to the two anti-roll bars, it is possible in a simple manner, at least partially compensate for the different vertical orientation of the second and third car body in the region of the first car body.
  • the above-described advantageous reduction of the torsional load in the first vehicle body can be achieved. This is due to the fact that, in the case of a twisted or otherwise deformed track plane course, the two displacements achieved thanks to the coupling device may even allow the two anti-roll devices to completely follow the deformed track plane course without being actuated, ie. H. without exerting a force acting on the first vehicle component restoring force, which could then lead to the described torsional load of the first vehicle component.
  • the anti-roll devices can unfold their rolling motion limiting effect to the full extent. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.
  • the first displacement can be opposite or in the same direction as the second shift in order to achieve the compensating movement described in the region of the first vehicle body.
  • the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on the same side, wherein the first displacement is then opposite to the second displacement.
  • the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on different sides, wherein the first displacement is then the same direction to the second displacement.
  • This design in turn has the advantage that the car bodies then optionally constructed identically and - based on the direction of travel of the respective car body (ie driving forward or backward) - can be coupled together in any orientation.
  • the displacements on the respective anti-roll device can be designed in different ways, whereby different variants can also be implemented on the two anti-roll devices.
  • the respective anti-roll device as will be explained in more detail below will be moved, for example, even as a unit accordingly.
  • the shift can also take place within the relevant anti-roll device.
  • the first displacement and / or the second displacement is a displacement between components of the respective anti-roll device.
  • the first displacement is a change in the distance between the articulation points of the first anti-roll device to the car bodies connected by them.
  • the second displacement is a change in the distance between the articulation points of the second anti-roll device to the car bodies connected by them.
  • Such a change in the distance of the articulation points can be achieved in any way. Preferably, it is achieved simply by a corresponding change in length of a component of the respective anti-roll device.
  • the first displacement is a change in length of a first component of the first anti-roll device and / or the second displacement is a change in length of a second component of the second anti-roll device.
  • the first component comprises a first working cylinder, in particular a first hydraulic cylinder, and / or the second component comprises a second working cylinder, in particular a second hydraulic cylinder.
  • the coupling device therefore preferably comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.
  • an attenuation of the first and second displacements is preferably provided. This can be achieved in that a first damping device is provided for damping the first displacement and / or a second damping device is provided for damping the second displacement.
  • the coupling device preferably connects components of the first anti-roll device and the second anti-roll device, which have the same function and / or position within the respective anti-roll device. This makes it possible to achieve particularly simple construction variants with simple kinematics.
  • the motion translation achieved by the coupling device or the corresponding components of the respective anti-roll device can in principle be selected as desired and adapted to the design and design of the anti-roll device connected to the respective side of the coupling device.
  • the first displacement and the second displacement have substantially the same amount but divergent directions, in particular substantially opposite directions.
  • the first anti-roll device is articulated in a first articulation point on the coupling device
  • the second anti-roll device is articulated in a second articulation point on the coupling device
  • the coupling device is designed such that due to a counterforce-free first shift the first anti-roll device is introduced via the first articulation point and the second articulation point an opposite second shift in the second anti-roll device.
  • the coupling device is designed such that a counterforce-free first displacement of the first pivot point causes an opposite second displacement of the second pivot point.
  • the coupling device can be made particularly simple, since such counter-rotating movement of the two articulation points can optionally be realized simply via a single pivotally mounted lever arm with two free ends, on each of which one of the articulation points is located.
  • anti-roll devices of any type can be used and possibly combined with each other as desired.
  • the first articulation point is a support point of the first anti-roll device and / or the second articulation point is a bearing point of the second anti-roll device.
  • the displacement of such a support point of the respective anti-roll device makes it possible in a particularly simple manner to achieve the described movement behavior following the deformed track plane course without actuating forces of the anti-roll devices generating restoring forces.
  • the entire anti-roll device can follow the deformed track plane course without generating restoring forces.
  • the coupling device preferably comprises at least one first lever arm pivotably connected to the first vehicle component about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device.
  • the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • one of the articulation points can then be arranged in each case.
  • the coupling device connects parts of the first anti-roll device and the second anti-roll device that are located on the same side of the vehicle longitudinal axis.
  • the coupling device comprises at least one first lever arm, which is pivotably connected to the first carriage body about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device.
  • the first lever arm comprises a free first End and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • the first lever arm comprises a free first End and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • the coupling device comprises at least one second lever arm pivoted about the second pivot point on the first carriage body, wherein the second pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device and the second Lever arm is connected to the first lever arm via at least one coupling element.
  • the coupling device can be designed in any suitable manner in order to achieve the abovementioned opposing displacements of the anti-roll devices or on the anti-roll devices.
  • a fluidic transmission for example a hydraulic transmission.
  • the coupling device comprises at least one first working cylinder connected to the first anti-roll device, in particular a first hydraulic cylinder
  • the coupling device comprises at least one second working cylinder, in particular a second hydraulic cylinder, connected to the second anti-roll device
  • the coupling device comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.
  • the invention can be used in connection with so-called wheelless sedan chairs, so car bodies that are not provided with wheels and are suspended between two adjacent car bodies.
  • the first car body is formed in the manner of a wheelless litter, being attached to the second car body and the third car body.
  • the coupling device comprises a damping device.
  • the present invention will be described below with reference to several embodiments in the field of rail vehicles, where it can be used particularly advantageously to avoid excessive torsional stresses due to track distortions within the structure of the car bodies.
  • This task arises in particular for articulated trains such as multi-part trams or trainsets, which consist of individual, coupled segments with intermediate transitions for passengers.
  • articulated trains such as multi-part trams or trainsets, which consist of individual, coupled segments with intermediate transitions for passengers.
  • individual segments are not supported on their own chassis be, but as a so-called "litter” on joints in the floor area and possibly other coupling elements in the roof area are connected to their neighboring segments, the benefits of the invention can be particularly useful.
  • the Figures 1 and 2 show schematic plan views of a portion of a vehicle 101 according to the invention with a vehicle longitudinal axis 101.1.
  • the vehicle 101 comprises a wheelless first carbody 102 which is supported on two adjacent car bodies, namely a second carbody 111 and a third carbody 112 in the manner of such a litter.
  • the car bodies 111 and 112 are each supported in the connection area to the first car body 102 via corresponding spring devices on trolleys 104 and 105.
  • the first car body 102 is thus supported via the second car body 111 and the associated spring device on the first chassis 104 and the third car body 112 and the associated spring device on the second chassis 105 from.
  • the car bodies 102, 111 and 112 represent in other words vehicle segments of the multi-unit vehicle 101.
  • a vehicle 1 is exemplary in FIG. 8 is shown, for example, in the roof area between adjacent car bodies 2, 11 and 12 arranged in the transverse direction and connecting them articulated rods 3.
  • the supported on trolleys 4, 5 car bodies 2, 11, 12 are further connected, for example, articulated by an articulation 6 in the bottom area.
  • this transverse movement is transmitted via the rigidity of the rods 3 to the adjacent car body of the articulated train 1.
  • the rods 3 thus prevent the rolling of the car bodies 2, 11, 12 relative to each other, while at the same time relative pitching movements of the car bodies 2, 11, 12, as they may occur when driving on track sills or -kuppen be allowed. It should be noted here that in addition to this Normally, in some known vehicles - usually in combination with the above-described normal case - a special case is realized in which adjacent car bodies without relative pitch possibility directly - ie in a sense with a length "zero" of the rods 3 - are coupled.
  • a track warp generated relative bank of successive segments of a articulated train required.
  • the first anti-roll device is designed in the form of a first hydraulic cylinder 107, which on the one hand is pivotably articulated to a console on the second vehicle body 111. At its end facing the first vehicle body 102, the first hydraulic cylinder 107 is pivotably connected to the first vehicle body 102 at a first articulation point 107.1 at a further console.
  • the second anti-roll device 108 is designed in the form of a second hydraulic cylinder 108, which is articulated on the one hand pivotally connected to a console on the third car body 112 and on the other hand at its first car body 102 end facing in a second pivot point 108.1 pivotally connected to another console the first car body 102 is articulated.
  • the first The articulation point 107.1 and the second articulation point 108.1 lie on the same side of the vehicle 101 with respect to the vehicle longitudinal axis 101.1.
  • the arranged on the same side of the vehicle 101 working spaces of the first hydraulic cylinder 107 and the second hydraulic cylinder 108 are connected via a coupling device in the form of a simple hydraulic line 109.
  • the first anti-roll device 107 is thus coupled via the coupling device 109 with the second anti-roll device 108 such that a first displacement on the first hydraulic cylinder 107 causes an opposite second displacement on the second hydraulic cylinder 108.
  • the piston of the first hydraulic cylinder 107 moves in the direction out of its cylinder jacket out direction, therefore increases so the length of the first hydraulic cylinder 107 and thus the distance between its articulation points on the two car bodies 102 and 111, so thanks to the hydraulic line 109 is a counter-rotating second displacement on the second hydraulic cylinder 108.
  • the piston of the second hydraulic cylinder 108 is then moved in the leading into its cylinder jacket in direction, so therefore therefore the length of the second hydraulic cylinder 108 and thus the distance between its articulation points on the two car bodies 102 and 112 reduced. The same applies vice versa.
  • the first hydraulic cylinder 107 and the second hydraulic cylinder 108 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 102, so that the amount of the first and second displacements is the same while their directions are transverse to each other. It is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.
  • a control and / or damping device can be provided which actively controls and / or damps the first and second displacement.
  • a control and / or damping device is in FIG. 1 indicated by the contour 113.
  • the control and / or damping device 113 can introduce a corresponding damping elasticity into the hydraulic line.
  • the control and / or damping device 113 can provide a separate or common filling or emptying of the hydraulic cylinders.
  • FIGS. 3 and 4 show schematic plan views of a part of another vehicle according to the invention 201 with a vehicle longitudinal axis 201.1.
  • the vehicle 201 in turn comprises a wheelless first carbody 202, which is supported on two adjacent car bodies, namely a second car body 211 and a third car body 212 in the manner of a litter.
  • the vehicle 201 largely corresponds in function and structure to the vehicle 101 FIG. 1 so that we should focus on the differences here.
  • the car bodies 211 and 212 are each supported in the connection area to the first car body 202 in turn via corresponding spring devices on trolleys 204 and 205.
  • the first anti-roll device is designed in the form of a first hydraulic cylinder 207, which on the one hand is pivotably articulated on a bracket on the second vehicle body 211. At its end facing the first carriage body 202, the first hydraulic cylinder 207 is pivotably articulated to a further bracket on the first carriage body 202 in a first articulation point 207.1.
  • the second anti-roll device 208 is in the form of a second hydraulic cylinder 208, which is articulated on the one hand pivotally connected to a console on the third car body 212 and on the other hand at its first carriage body 202 facing end in a second pivot point 208.1 pivotally connected to another console the first car body 202 is hinged.
  • the first articulation point 207.1 and the second articulation point 208.1 lie on different sides of the vehicle 201 with respect to the vehicle longitudinal axis 201.1.
  • the work spaces of the first hydraulic cylinder 207 and of the second hydraulic cylinder 208 arranged on different sides of the vehicle 201 or of the respective piston are connected via a coupling device in the form of a simple hydraulic line 209.
  • the first anti-roll device 207 is thus coupled to the second anti-roll device 208 via the coupling device 209 such that a first displacement on the first hydraulic cylinder 207 results in a co-axial second displacement on the second hydraulic cylinder 208.
  • the solution according to the invention is not limited to just one connection of working spaces Hydraulic cylinder limited and there is no preference in the choice of the connected work spaces, if they are here on different sides of the vehicle.
  • the piston of the first hydraulic cylinder 207 moves in the leading out of its cylinder jacket out direction, therefore increases so the length of the first hydraulic cylinder 207 and thus the distance between its articulation points on the two car bodies 202 and 211, so takes place thanks to the hydraulic line 209 a gleichête second displacement on the second hydraulic cylinder 208.
  • the piston of the second hydraulic cylinder 208 is then also moved in the leading out of its cylinder jacket out direction, so therefore therefore the length of the second hydraulic cylinder 208 and thus the distance between its articulation points on the two car bodies 202 and 212 also increased. The same applies vice versa.
  • the first hydraulic cylinder 207 and the second hydraulic cylinder 208 are arranged symmetrically to the center of the first car body 202 and have dimensions matched to each other such that the amounts of the first and second displacements and their directions are equal. Again, it is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.
  • the car bodies 212, 202, 211, etc. are successively deflected in the direction of travel from the vertical direction.
  • the relative horizontal movement between the first car body 202 and the preceding third car body 212 and between the first car body 202 and the subsequent second car body 211 now takes place in the opposite direction.
  • Due to the hydraulic line 209 a compensating flow can occur, so that the pistons of the two hydraulic cylinders 207 and 208 can move in the same direction in their cylinder jackets.
  • the brackets on the car bodies 212, 202, 211 as well as the car bodies 212, 202, 211 themselves not, as in the conventional case with the rods 3 (see FIG. 8 ) charged with Forcing.
  • the variants described above are not limited to the application in wheelless litter, but can also be used between each wheeled car segments.
  • the second embodiment with its arrangement of the center point symmetrical arrangement of the articulation points on the first car body has the advantage that the first car body in any orientation, so driving forward or backward driving between the second and third car body can be arranged.
  • FIGS. 5 and 6 show schematic plan views of a part of a vehicle 301 with a vehicle longitudinal axis 301.1, soft the vehicle from the CH 359733 similar.
  • the vehicle 301 includes a first vehicle component in the form of a wheelless first Car body 302, which is supported on two adjacent second vehicle components in the form of a second car body 311 and a third car body 312 in the manner of such litter.
  • the car bodies 311 and 312 are each supported in the connection area to the first car body 302 via corresponding spring devices on trolleys 304 and 305.
  • the first car body 302 is thus supported on the second carriage 305 via the second car body 311 and the associated spring device on the first carriage 304 and via the third car body 312 and the associated spring device on the second carriage 305.
  • the car bodies 302, 311 and 312 in other words represent vehicle segments of the multi-unit vehicle 301.
  • the first anti-roll device is designed in the form of a first pull-push rod 307, which on the one hand is pivotably articulated to a bracket on the second vehicle body 311. At its end facing the first carriage body 302, the first rod 307 rotatably mounted in a first pivot point 307.1 in a first free end of a first lever arm 309.1 of a coupling device 309, whose function will be explained in more detail below.
  • the second anti-roll device 308 is designed in the form of a second pull-push rod 308, which is articulated on the one hand pivotably on a bracket on the third car body 312. At its end facing the first carriage body 302, the second rod 308 is rotatably mounted in a second articulation point 308.1 in a first free end of a second lever arm 309.4 of the coupling device 309.
  • the first lever arm 309.1 and the second lever arm 309.4 are mechanically connected via a coupling rod 309.5, so that the first anti-roll device 307 is mechanically coupled via the coupling device 309 to the second anti-roll device 308.
  • the first lever arm 309.1 designed as a short angle lever is pivotably connected to the first carriage body 302 in the vicinity of the first anti-roll device 307 about a first pivot point 309.2 with a first pivot axis.
  • the first pivot axis is located in the region of the bend of the first lever arm 309.1 and is stationarily connected to the first carriage body 302.
  • At the first free end of the first lever arm 309.1 is the first pivot point 307.1 of the first anti-roll device 307, while at the second free end of the first lever arm 309.1 the coupling rod 309.5 is articulated.
  • the second lever arm 309.4 which is likewise designed as a short angle lever, is pivotably connected to the first carriage body 302 in the vicinity of the second anti-roll device 308 about a second pivot point 309.6 with a second pivot axis.
  • the second pivot axis 309.6 is in the range of the bend of the second lever arm 309.4 and is fixedly connected to the car body 302.
  • the first lever arm 309.1 and the second lever arm 309.4 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 302.
  • the coupling rod 309.5 runs continuously on one side of the connecting line of the pivot points 309.2 and 309.6, so that a counterforce-free Deflection of the first free end of the first lever arm 309.1 generates an opposite deflection of the first free end of the second lever arm 309.4 and vice versa.
  • the coupling device 309 is analogous to the coupling device 109 FIG. 2 opposing deflections of the first pivot point 307.1 and the second pivot point 308.1 of the respective anti-roll device 307 and 308. The amount of the deflections is the same, while the directions are respectively opposite.
  • the car bodies 312, 302, 311, etc. When twisting the track, the car bodies 312, 302, 311, etc. are successively deflected in the direction of travel from the vertical direction.
  • the relative horizontal movement between the first car body 302 and the preceding third car body 312 and between the first car body 302 and the subsequent second car body 311 now takes place in the opposite direction.
  • the two angle levers 309.1 and 309.4 can rotate in the same direction about their respective pivot point 309.2 or 309.6.
  • the coupling rod 309.5 undergoes no significant force, but also moves almost without resistance in the vehicle longitudinal direction 301.1
  • the brackets on the car bodies 312, 302, 311 as well as the car bodies 312, 302, 311 themselves are not loaded with positive forces as in the conventional case with the rods 3.
  • the design is not limited to the case of a finite length of the roll supports 307, 308, but can be used in the same way also in the special case described above a length "zero" of the roll supports.
  • the first articulation point of the first lever arm and the second articulation point of the second lever arm is articulated directly on the console of the respectively adjacent car body. This then goes as mentioned with the loss of the possibility of mutual pitching of the adjacent car bodies.
  • the design is also not limited to the illustrated storage of the first and second angle lever 309.1 and 309.4 on the first car body 302. Rather, the angle lever can also be arranged at a corresponding hinge point of the adjacent second or third car body, while the two anti-roll devices are then each articulated directly on the first car body.
  • FIG. 7 A further advantageous embodiment of the vehicle 401 according to the invention with the car bodies 402, 411, 412 is shown in FIG FIG. 7 shown.
  • the vehicle 401 corresponds in its basic design and operation of the vehicle 301 from FIG. 5 , so that only the differences should be discussed here.
  • the only difference from the execution FIG. 5 consists in the design of the coupling device 409, via which the two anti-roll devices 407 and 408 are coupled together.
  • the coupling rod 309.5 includes the Coupling 409 a hydraulic coupling 409.5 with hydraulic cylinders 409.8 and 409.9, the working spaces are connected via a hydraulic line 409.10.
  • the hydraulic cylinders 409.8 and 409.9 are each pivoted at one end to the first car body 402. At its other end, the first hydraulic cylinder 409.8 is pivoted on the first lever arm 409.1, while the second hydraulic cylinder 409.9 is pivotally articulated to the and a second lever arm 409.4.
  • the hydraulic coupling device described above may also be provided with an active actuating device and / or a damping device.
  • a corresponding pump and control unit or the like may be provided, which modifies the degree of filling of the working spaces of the hydraulic cylinders in accordance with the specifications of a control device.

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Claims (20)

  1. Un véhicule, plus particulièrement un véhicule ferroviaire, possédant
    - un axe longitudinal de véhicule (101.1; 201.1),
    - une première caisse (102; 202; 402),
    - une deuxième caisse (111; 211; 411) qui est adjacente à la première caisse (102; 202; 402) dans la direction de l'axe longitudinal de véhicule (101.1; 201.1),
    - une troisième caisse (112; 212; 412) qui est adjacente à la première caisse (102; 202; 402) dans la direction de l'axe longitudinal de véhicule (101.1; 201.1),
    - un premier dispositif antiroulis (107; 207; 407) qui raccorde la première caisse (102; 202; 402) et la deuxième caisse (111; 211; 411) et
    - un deuxième dispositif antiroulis (108; 208; 408) qui raccorde la première caisse (102; 202; 402) et la troisième caisse (112; 212; 412),
    - les dispositifs antiroulis (107, 108; 207, 208; 407, 408) contrecarrant chacun des mouvements de roulis autour d'un axe de roulis qui est parallèle à l'axe longitudinal de véhicule (101.1; 201.1) entre les caisses (102, 111, 112; 202, 211, 212; 402, 411, 412) raccordées par l'intermédiaire de ces dispositifs antiroulis,
    - le premier dispositif antiroulis (107; 207; 407) et le deuxième dispositif antiroulis (108; 208; 408) étant raccordés l'un à l'autre au moyen d'un dispositif de couplage (109; 209; 409),
    - les dispositifs antiroulis (107, 108; 207, 208; 407, 408) et le dispositif de couplage (109; 209; 409) étant construits de telle manière qu'au moins un premier déplacement sur le premier dispositif antiroulis (107; 207; 407) entraîne au moins un deuxième déplacement sur le deuxième dispositif antiroulis (108; 208; 408),
    caractérisé en ce que
    - au moins un des dispositifs antiroulis (107, 108) et/ou le dispositif de couplage (109) comprend un dispositif d'ajustage (113) destiné à ajuster activement le premier déplacement et/ou le deuxième déplacement.
  2. Un véhicule selon la Revendication 1, caractérisé en ce que le premier déplacement est dans la direction opposée à ou dans la même direction que le deuxième déplacement.
  3. Un véhicule selon la Revendication 2, caractérisé en ce que
    - les points d'articulation (107.1, 108.1) du premier dispositif antiroulis (107; 407) et du deuxième dispositif antiroulis (108; 408) sur la première caisse (102; 402) sont agencés sur le même côté par rapport à l'axe longitudinal de véhicule (101.1) et le premier déplacement est dans la direction opposée au deuxième déplacement,
    ou
    - les points d'articulation (207.1, 208.1) du premier dispositif antiroulis (207) et du deuxième dispositif antiroulis (208) sur la première caisse (202) sont agencés sur des côtés différents par rapport à l'axe longitudinal de véhicule (201.1) et le premier déplacement est dans la même direction que le deuxième déplacement.
  4. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que le premier déplacement et/ou le deuxième déplacement est un déplacement entre composants du dispositif antiroulis respectif (107, 108; 207, 208).
  5. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que
    - le premier déplacement est une modification de l'espacement entre les points d'articulation (107.1; 207.1) du premier dispositif antiroulis (107; 207) sur les caisses (102, 111; 202, 211) raccordées par celui-ci
    et/ou
    - le deuxième déplacement est une modification de l'espacement entre les points d'articulation (108.1; 208.1) du deuxième dispositif antiroulis (108; 208) sur les caisses (102, 112; 202, 212) raccordées par celui-ci.
  6. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que
    - le premier déplacement est un changement de longueur d'un premier composant du premier dispositif antiroulis (107; 207)
    et/ou
    - le deuxième déplacement est un changement de longueur d'un deuxième composant du deuxième dispositif antiroulis (108; 208).
  7. Un véhicule selon la Revendication 6, caractérisé en ce que
    - le premier composant (107; 207) comprend un premier cylindre opérationnel, plus particulièrement un premier cylindre hydraulique,
    et/ou
    - le deuxième composant (108; 208) comprend un deuxième cylindre opérationnel, plus particulièrement un deuxième cylindre hydraulique.
  8. Un véhicule selon la Revendication 7, caractérisé en ce que le dispositif de couplage (109; 209) comprend au moins une ligne de raccordement pour un médium opérationnel, plus particulièrement un fluide hydraulique, qui raccorde le premier cylindre opérationnel (107; 207) et le deuxième cylindre opérationnel (108; 208).
  9. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que
    - un premier dispositif d'amortissement (113) pour amortir le premier déplacement est fourni
    et/ou
    - un deuxième dispositif d'amortissement (113) pour amortir le deuxième déplacement est fourni.
  10. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que le dispositif de couplage (109; 209; 409) raccorde des composants du premier dispositif antiroulis (107; 207; 407) et du deuxième dispositif antiroulis (108; 208; 408) qui ont la même fonction et/ou position à l'intérieur du dispositif antiroulis respectif.
  11. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que le premier déplacement et le deuxième déplacement ont sensiblement la même valeur mais des directions qui diffèrent l'une de l'autre, plus particulièrement des directions sensiblement opposées.
  12. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que
    - le premier dispositif antiroulis (407) est articulé au dispositif de couplage (409) dans un premier point d'articulation,
    - le deuxième dispositif antiroulis (408) est articulé au dispositif de couplage (409) dans un deuxième point d'articulation, et
    - le dispositif de couplage (409) est construit de telle manière que, du fait d'un premier déplacement sans force antagoniste du premier dispositif antiroulis (407), par l'intermédiaire du premier point d'articulation et du deuxième point d'articulation, un deuxième déplacement opposé est introduit dans le deuxième dispositif antiroulis (408).
  13. Un véhicule selon la Revendication 12, caractérisé en ce que le dispositif de couplage (409) est construit de telle manière qu'un premier déplacement sans force antagoniste du premier point d'articulation entraîne un deuxième déplacement opposé du deuxième point d'articulation.
  14. Un véhicule selon la Revendication 12 ou 13, caractérisé en ce que le dispositif de couplage (409) raccorde des parties du premier dispositif antiroulis (407) et du deuxième dispositif antiroulis (408) placées sur le même côté de l'axe longitudinal de véhicule.
  15. Un véhicule selon l'une quelconque des Revendications 12 à 14, caractérisé en ce que
    - le dispositif de couplage (409) comprend au moins un premier bras de levier (409.1) qui est articulé à la première caisse (402) de façon à pouvoir être pivoté autour d'un premier point de pivot,
    - le premier point de pivot, dans la chaîne cinématique, est situé entre le premier dispositif antiroulis (407) et le deuxième dispositif antiroulis (408).
  16. Un véhicule selon la Revendication 15, caractérisé en ce que
    - le premier bras de levier (409.1) comprend une première extrémité libre et une deuxième extrémité libre,
    - la première extrémité est directement raccordée au premier dispositif antiroulis (407) et
    - la deuxième extrémité est raccordée au deuxième dispositif antiroulis (408) directement ou au moyen d'éléments intermédiaires additionnels.
  17. Un véhicule selon la Revendication 15 ou 16, caractérisé en ce que
    - le dispositif de couplage (409) comprend au moins un deuxième bras de levier (409.4) qui est articulé à la première caisse (402) de façon à pouvoir être pivoté autour d'un deuxième point de pivot,
    - le deuxième point de pivot, dans la chaîne cinématique, est situé entre le premier dispositif antiroulis (407) et le deuxième dispositif antiroulis (408), et
    - le deuxième bras de levier (409.4) est raccordé au premier bras de levier (409.1) au moyen d'au moins un élément de couplage (409.5).
  18. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que
    - le dispositif de couplage (409) comprend au moins un premier cylindre opérationnel (409.8), plus particulièrement un premier cylindre hydraulique, qui est raccordé au premier dispositif antiroulis (407),
    - le dispositif de couplage (409) comprend au moins un deuxième cylindre opérationnel (409.9), plus particulièrement un deuxième cylindre hydraulique, qui est raccordé au deuxième dispositif antiroulis (408), et
    - le dispositif de couplage (409) comprend au moins une ligne de raccordement (409.10) pour un médium opérationnel, plus particulièrement un fluide hydraulique, qui raccorde le premier cylindre opérationnel (409.8) et le deuxième cylindre opérationnel (409.9).
  19. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que la première caisse (102; 202; 402) est construite à la manière d'une berline sans roues, celle-ci étant fixée à la deuxième caisse (111; 211; 411) et à la troisième caisse (112; 212; 412).
  20. Un véhicule selon l'une quelconque des Revendications précédentes, caractérisé en ce que le dispositif de couplage (109) comprend un dispositif d'amortissement (113).
EP06778216A 2005-08-16 2006-08-10 Vehicule dote de dispositifs antiroulis Active EP1915282B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP10174626A EP2292491A3 (fr) 2005-08-16 2006-08-10 Train articulé avec un dispositif anti-roulis

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102005038945 2005-08-16
DE102005041162A DE102005041162A1 (de) 2005-08-16 2005-08-30 Fahrzeug mit Wankstützen
PCT/EP2006/065219 WO2007020228A2 (fr) 2005-08-16 2006-08-10 Vehicule a elements multiples dote de dispositifs antiroulis

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP10174626.1 Division-Into 2010-08-31

Publications (2)

Publication Number Publication Date
EP1915282A2 EP1915282A2 (fr) 2008-04-30
EP1915282B1 true EP1915282B1 (fr) 2012-10-31

Family

ID=37663148

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Application Number Title Priority Date Filing Date
EP06778216A Active EP1915282B1 (fr) 2005-08-16 2006-08-10 Vehicule dote de dispositifs antiroulis
EP10174626A Withdrawn EP2292491A3 (fr) 2005-08-16 2006-08-10 Train articulé avec un dispositif anti-roulis

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP10174626A Withdrawn EP2292491A3 (fr) 2005-08-16 2006-08-10 Train articulé avec un dispositif anti-roulis

Country Status (7)

Country Link
US (1) US20110315040A1 (fr)
EP (2) EP1915282B1 (fr)
AU (1) AU2006281450B2 (fr)
CA (1) CA2628588A1 (fr)
DE (1) DE102005041162A1 (fr)
RU (2) RU2416538C2 (fr)
WO (1) WO2007020228A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008063768A1 (de) 2008-12-22 2010-07-01 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
FI126686B (fi) * 2015-04-07 2017-03-31 Helsingin Kaupungin Liikennelaitos -Liikelaitos Kiskokulkuneuvo
WO2020244871A1 (fr) * 2019-06-05 2020-12-10 Siemens Mobility GmbH Train automoteur destiné au transport de personnes à stabilisation anti-roulis
DE102022207371B4 (de) 2022-07-19 2024-02-08 Siemens Mobility GmbH Schienenfahrzeug mit erhöhter Seitenwindstabilität

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CH359733A (de) * 1957-12-06 1962-01-31 Schweiz Wagons Aufzuegefab Schienengliederzug
AT337773B (de) * 1975-08-04 1977-07-25 Simmering Graz Pauker Ag Querkupplung fur drehgestellfahrzeuge
CH629716A5 (de) * 1978-05-09 1982-05-14 Schweizerische Lokomotiv Querkupplungsanordnung fuer ein schienenfahrzeug mit mindestens zwei fahrgestellen.
CH632199A5 (de) * 1978-09-04 1982-09-30 Schweizerische Lokomotiv Schienenfahrzeug.
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CA1165180A (fr) * 1981-02-26 1984-04-10 Urban Transportation Development Corporation Ltd. Raccord compensateur de couple pour vehicules articules
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FR2715624B1 (fr) * 1994-01-28 1996-03-15 Lohr Ind Liaison de commande directionnelle d'un train routier directeur arrière.
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JP3503810B2 (ja) * 1998-05-27 2004-03-08 近畿車輌株式会社 車両連結部における走行安定用リンク機構
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DE10343536A1 (de) * 2003-09-19 2005-05-04 Siemens Ag Großräumiges Fahrzeug zur Personenbeförderung, insbesondere Schienenfahrzeug, mit gelenkig verbundenen Wagenkästen
DE102004014903A1 (de) * 2004-03-26 2005-10-13 Siemens Ag Fahrzeug, insbesondere spurgeführtes Fahrzeug, mit gelenkig verbundenen Wagenkästen
JP4452117B2 (ja) * 2004-04-05 2010-04-21 三菱重工業株式会社 車両の車体間走行安定化装置
DE102005041163A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen

Also Published As

Publication number Publication date
EP2292491A3 (fr) 2013-01-30
RU2010137512A (ru) 2012-03-20
EP2292491A2 (fr) 2011-03-09
US20110315040A1 (en) 2011-12-29
EP1915282A2 (fr) 2008-04-30
RU2008110045A (ru) 2009-09-27
WO2007020228A2 (fr) 2007-02-22
RU2416538C2 (ru) 2011-04-20
WO2007020228A3 (fr) 2007-05-18
CA2628588A1 (fr) 2007-02-22
AU2006281450A1 (en) 2007-02-22
AU2006281450B2 (en) 2012-11-01
DE102005041162A1 (de) 2007-02-22

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