Classifications

• • 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
  • 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

Definitions

• the present invention relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, at least one first vehicle component which is supported on at least one first wheel unit via at least one first spring device and which has at least one second spring device on at least one first wheel unit in the direction of the vehicle longitudinal axis spaced apart second wheel unit is supported, as well as at least a first anti-roll device and a second anti-roll device, which are coupled via a coupling device which are respectively connected to the first vehicle component and counteract each rolling movements of the first vehicle component about a vehicle longitudinal axis parallel to the roll axis.
• 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 arcuate acceleration which occurs in the course of the curve and which acts transversely to the driving motion and thus to the transverse vehicle longitudinal axis causes the car body to tilt towards the outside of the wheel units, thus causing a rolling movement about a rolling axis parallel to the vehicle longitudinal axis perform.
• Such roll stabilizers are known in various hydraulic or purely mechanical embodiments. Frequently, a torsional wave extending transversely to the vehicle longitudinal direction is used, as described, for example, in EP 1 075 407 B1. is known.
• On this torsion shaft sitting on both sides of the vehicle longitudinal axis rotatably mounted levers extending in the vehicle longitudinal direction. These levers are in turn connected to links or the like, which are arranged kinematically parallel to the spring means of the vehicle. When the spring devices of the vehicle are compressed, the levers seated on the torsion shaft are set into rotary motion via the links connected to them.
• the anti-roll device d. H. act between a chassis frame and the car body as the first vehicle component.
• the anti-roll device can also be used in the primary stage, d. H. act as the first vehicle component between the wheel units and a chassis frame.
• these insulated roll stabilizers lead to the desired increase in the roll stiffness of the entire assembly, i. to a sufficiently low tilt coefficient of the car body.
• they have the disadvantage that when driving on track sections with a distortion of the track level, as occurs for example in track override ramps or the like, by the now mutually inclined track levels in the two wheel units a high torsional moment in the first vehicle component, ie the car body or ., the chassis frame is introduced. This is due to the fact that the respective anti-roll device acts on an adjustment of the first vehicle component which is perpendicular to the track standard present in the area of the wheel units.
• the described torsional load of the first vehicle component results.
• the resulting individual wheel loadings can impair the risk of derailment.
• the anti-roll devices are designed in a hydraulic design.
• the anti-roll devices each have two double-acting working cylinders whose effective volumes are connected in opposite directions.
• the coupling of the anti-rolling devices is realized in that the effective volumes of lying on one side of the vehicle working cylinder of the two anti-rolling devices are connected in the same direction with each other via pipes.
• 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 lesser extent and in particular a simple and reliable way to reduce the torsional load of the first vehicle component 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 allows a simple and reliable way to reduce the torsional load of the first vehicle component in twisted track sections, when the first anti-roll device is articulated in a first articulation point on the coupling device, the second anti-roll device in a second articulation point is hinged to the coupling device, the Kop- pel noise is formed such that due to a counterforce-free first displacement of the first anti-roll device via the first articulation point and the second articulation point an opposite second shift in the second anti-roll device is initiated.
• the above-described advantageous reduction of the torsional load of the first vehicle component can be achieved.
• This is due to the fact that, in the case of a twisted or otherwise deformed track plane course, the two opposing displacements achieved thanks to the coupling device can possibly even 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 their full extent. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.
• a further advantage of the solution according to the invention resides in the fact that, due to the displacement of the anti-roll devices achieved via the articulation points on the coupling device, no definition is given with regard to the design and design of anti-roll devices.
• anti-roll devices of any type hydroaulic, mechanical, etc.
• 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 opposing 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.
• the motion translation achieved by the coupling device can in principle be chosen arbitrarily and adapted to the construction 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 articulation point is a support point of the first roll support device with respect to the first vehicle component and / or the second articulation point is a support point of the second anti-roll device with respect to the first vehicle component.
• 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 generating the restoring forces. In other words, hereby the entire anti-roll device can follow the deformed track plane course without generating restoring forces.
• the coupling device on the same side of the vehicle longitudinal axis located parts of the first anti-roll device and the second anti-roll device connects.
• the coupling device preferably also 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 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 comprises at least one second lever arm pivoted about the second pivot point on the first vehicle component, the second pivot point being arranged in the kinematic chain between the first anti-roll device and the second anti-roll device and the second Lever with the first lever arm via at least one coupling element, in particular a push rod is connected.
• the present invention can be used with any type of anti-roll devices.
• their use is particularly advantageous in connection with the purely mechanical anti-roll devices described above, because in this way particularly robust designs can be achieved.
• at least one of the anti-roll devices comprises a torsion element connected to the first vehicle component.
• the present invention can furthermore be used in connection with any arrangement variants of anti-roll devices.
• the first vehicle component is therefore a chassis frame, in particular a bogie frame, in which case the first anti-roll device is connected to the first wheel unit and the second anti-roll device is connected to the second wheel unit.
• the first vehicle component is a car body, in which case the first anti-roll device is connected to the first wheel unit and the second anti-roll device is connected to the second wheel unit.
• the first vehicle component is finally a first car body with a first car body end and a second car body end, in which case a second carbody adjacent to the first carbody end and a third carbody adjacent to the second carbody end are provided, the first anti-roll device second car body is connected and the second anti-roll device is connected to the third car body.
• 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 designed in the manner of a wheelless litter, wherein he is attached to the second car body and the third car body.
• 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. As mentioned, it may be formed purely mechanically by a lever mechanism or the like. Likewise, however, it can also be wholly or partly realized via 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 wheel unit of the vehicle according to the invention can be designed in any suitable manner, for example as a chassis with one or more pairs of wheels or wheelsets. At least one of the wheel units preferably comprises a wheelset or a pair of wheels.
• Figure 1 is a schematic perspective view of a portion of a preferred embodiment of the vehicle according to the invention in neutral position;
• Figure 2 is a schematic perspective view of part of another preferred embodiment of the vehicle according to the invention in neutral position;
• Figure 3 is a schematic perspective view of part of another preferred embodiment of the vehicle according to the invention in neutral position
• Figure 4 is a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;
• FIG. 5 shows a schematic plan view of the part of the vehicle from FIG. 4 in the twisting position
• Figure 6 is a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position.
• FIG. 1 shows a schematic perspective view of part of a preferred embodiment of the vehicle 1 according to the invention with a vehicle longitudinal axis 1.1.
• the vehicle 1 comprises a first vehicle component in the form of a chassis frame, here a bogie frame 2, which is supported via a primary suspension 3 on two wheel units in the form of wheelsets 4 and 5.
• the bogie frame 2 designed with angled end portions extends substantially in a bogie frame plane. Via a secondary suspension 6 is on the bogie frame 2 continues a - not shown in Figure 1 - supported pedestal.
• the first gear 4 and the second gear 5 are spaced apart in the direction of the vehicle longitudinal axis 1.1.
• the bogie frame 2 is supported on the wheel bearings of the first wheel set 4 via a respective first primary spring device 3.1, while it is supported on the wheel bearings of the second wheel set 5 via a respective second primary spring device 3.2.
• the primary spring devices 3.1 and 3.2 are shown in Figure 1 as well as the secondary suspension 6 simplistic as coil springs. It is understood, however, that they may actually have any other configuration as is possible for such primary and secondary suspensions.
• a respective rolling support means 7 and 8 is arranged between the respective wheelset 4, 5 and the bogie frame 2, ie in the area in the primary stage.
• a first anti-roll device 7 is provided between the first wheelset 4 and the bogie frame 2
• a second anti-roll device 8 is provided between the second wheelset 5 and the bogie frame 2.
• the first anti-roll device 7 comprises on each side of the bogie frame 2 parallel to each first primary spring 3.1 a rod 7.1, on the one hand pivotally hinged to the respective wheelset bearing 4.1 on the other hand each pivotally mounted on a lever 7.2 of the first anti-roll device 7.
• the two levers 7.2 are non-rotatably mounted on a torsion shaft 7.3 of the first anti-roll device 7.
• the torsion shaft 7.3 is rotatably mounted on the one vehicle longitudinal side 1.2 in a bearing block 2.1 fixedly connected to the bogie frame 2, which has a support point of the first anti-roll device 7 with respect to the first vehicle component 2 trains.
• the torsion shaft 7.3 is rotatably mounted in a first articulation point 7.4 in a first free end of a first lever arm 9.1 of a coupling device 9, whose function will be explained in more detail below.
• the first articulation point 7.4 thereby forms a further bearing point of the first anti-roll device 7 with respect to the first vehicle component 2.
• the second anti-roll device 8 comprises on each side of the bogie frame 2 parallel to each second primary spring device 3.2 a rod 8.1 which, on the one hand, is pivotally hinged to the respective wheel set bearing 5.1 on the other hand pivotally on a lever 8.2 of the second anti-roll device 8.
• the torsion shaft 8.3 is in turn rotatably mounted on a vehicle longitudinal side 1.2 in a fixedly connected to the bogie frame 2 bearing block 2.2, a support point of the second anti-roll device 8 with respect to the first vehicle component 2 forms.
• the torsion shaft 8.3 is mounted rotatably in a second articulation point 8.4 in the second free end of the first lever arm 9.1 of the coupling device 9, so that the first anti-roll device 7 is mechanically coupled to the second anti-roll device 8 via the coupling device 9.
• the second articulation point 8.4 thereby forms a further support point of the second anti-roll device 8 with respect to the first vehicle component 2.
• a bearing point of the respective anti-roll device 7 or 8 with respect to the first vehicle component 2 is understood to mean a bearing point of the anti-roll device 7 or 8 which, when the coupling device 9 is not actuated or fixed and the anti-roll device 7 is actuated or 8 with respect to the first vehicle component, ie here the bogie frame 2, is stationary.
• the first lever arm 9.1 is centered about a pivot point 9.2, in the kinematic chain centered between the first pivot point 7.4 and the second pivot point 8.4 is hinged to the bogie frame 2.
• the first lever arm 9.1 is pivotable about a parallel to the vehicle transverse axis extending pivot axis 9.3, which is fixedly connected to the bogie frame 2.
• the vehicle body-not shown in FIG. 1- experiences a rolling moment about a roll axis parallel to the vehicle longitudinal axis 1.1 as a result of the centrifugal force acting on its center of gravity above the bogie frame 2.
• This rolling moment results in different degrees of deflection of the secondary suspension 6.
• the primary springs 3. 1 and 3. 2 spring more strongly against the outside of the vehicle longitudinal side 1.3 than on the inside of the vehicle longitudinal side 1.2.
• the levers 7.2 of the first anti-roll device 7 on the two vehicle longitudinal sides 1.3 and 1.2 are also deflected to different degrees. This results in an elastic torsion of the torsion shaft 7.3.
• the first link point 7.4 and the second link point 8.4 act perpendicular to the bogie frame plane the same vertical forces.
• the first lever 9.1 of the coupling device 9 remains due to the central arrangement of the pivot point 9.2 substantially in its neutral position shown in Figure 1, in which it is aligned substantially parallel to the bogie frame plane.
• the same effect is achieved as in the case of known anti-roll devices in which all articulation points are in fixedly mounted on the bogie frame bearing blocks.
• the described design of the coupling device 9 and the articulation of the two anti-roll devices 7 and 8 on the coupling device 9 on the other hand have the effect that at a counterforce-free first displacement of the first anti-roll device 7 with a first deflection of the first pivot point 7.4 down over the first lever 9.1 a opposite second displacement of the second anti-roll device 8 with a counter to the first deflection second deflection of the second pivot point 8.4 is due to the top.
• the amount of displacements or deflections is the same while the directions are opposite.
• the two rails in the middle between the two sets of wheels 4 and 5 have the same track level.
• the Aufstandstician of the front right in the direction of travel wheel 5.2 is higher than that of belonging to the same wheel 5 wheel on the left side of the vehicle 1.2.
• the Aufstandstician located in the direction of travel rear right wheel 4.2 is lower than that of belonging to the same wheelset 4 wheel on the left side of the vehicle 1.2.
• the coupling device 9 thus effects in the area of the anti-roll devices 7 and 8 an advantageous decoupling of reactions to rolling movements and reactions to track deformations, in particular gliding torsion, by mechanical displacements at articulation points 7.4 and 8.4 of the anti-roll devices 7 and 8, respectively.
• the achievement of the balancing effect described by mechanical displacements at articulation points 7.4 and 8.4 of the anti-roll devices 7 and 8 has in addition to the simple mechanical realization the advantage that the invention can be used with arbitrarily designed anti-roll devices, without in any way a wesentli- rather intervention must be made in the design of the anti-roll device.
• FIG. 1 A further advantageous embodiment of the vehicle 101 according to the invention is shown in FIG.
• the vehicle 101 corresponds in its basic design and operation of the vehicle 1 of Figure 1, so that only the differences should be discussed here.
• the coupling device 109 comprises a first lever arm 109.1 and a second lever arm 109.4, which are coupled via a trained as a train-push rod coupling rod 109.5.
• first lever arm 109.1 Trained as a short angle lever first lever arm 109.1 is pivoted in the vicinity of the first anti-roll device 107 to a first pivot point 109.2 with a first pivot axis 109.3 hinged to the bogie frame 102.
• the first pivot axis 109.3 is located in the region of the bend of the first lever arm 109.1 and is fixedly connected to the bogie frame 102.
• the coupling rod 109.5 is articulated via a ball joint or a similar movable joint.
• the second lever arm 109.4 which is likewise designed as a short angle lever, is pivotably connected to the bogie frame 102 in the vicinity of the second anti-roll device 108 about a second pivot point 109.6 with a second pivot axis 109.7.
• the second pivot axis 109.7 is located in the region of the bend of the second lever arm 109.4 and is stationarily connected to the bogie frame 102.
• At the first free end of the second lever arm 109.4 is the second articulation point 108.4 of the second anti-roll device 108, while at the second free end of the second lever arm 109.1 the coupling rod 109.5 is articulated via a ball joint or a similar movable joint.
• the first articulation point 107.4 and the second articulation point 108.4 again form bearing points of the respective anti-roll device 107 or 108 with respect to the first vehicle component 102 in the sense of the present invention, ie a bearing point of the anti-roll device 107 or 108 which is not actuated or fixed in the coupling device 109 and upon actuation of the anti-roll device 107 or 108 with respect to the first vehicle component, in this case the bogie frame 102, is stationary.
• the first lever arm 109.1 and the second lever arm 109.4 have identical dimensions and are arranged symmetrically to the transverse center plane of the bogie frame 102.
• the coupling rod 109.5 runs continuously on one side of the connecting straight line of the pivot points 109.2 and 109.6, so that an opposing force-free deflection of the first free end of the first lever arm 109.1 produces an opposite deflection of the first free end of the second lever arm 109.4 and vice versa.
• the coupling device 109 requires analogous to the Ko p- pel worn 9 of Figure 1 opposite deflections of the The first articulation point 107.4 and the second articulation point 108.4 of the respective anti-roll device 107 or 108.
• the amount of the deflections is the same, while the directions are respectively opposite.
• the car body When traveling in an undeformed track curve, the car body, not shown in FIG. 2, experiences a rolling moment about a roll axis parallel to the vehicle longitudinal axis 101.1 as a result of the centrifugal force, as described above. This rolling moment results in different degrees of compression of the primary springs 103.1 and 103.2. These feathers on the outside of the vehicle outer side 101.3 stronger than on the inner side of the vehicle 101.2.
• the primary springs 103.1 and 103.2 spring on the respective vehicle longitudinal side 101.2 or 101.3 in the undeformed track arc substantially equally because of the substantially uniform distribution of force. Therefore act on the first pivot point 107.4 and the second pivot point 108.4 perpendicular to the bogie frame plane, the same vertical forces. As a result, the first lever 109.1 and the second lever 109.4 of the coupling device 109 essentially remain in their neutral position shown in FIG. 2 because of their identical dimensions. In other words, the same effect is achieved in the undeformed track arc with the two anti-roll devices 107 and 108 as in the conventional anti-roll devices in which all the articulation points lie in bearing blocks fixedly attached to the bogie frame.
• the coupling device 109 thus also effects an advantageous decoupling of reactions to rolling movements and reactions to track deformations, in particular gliding torsion, in the area of the anti-roll devices 107 and 108, by mechanical displacements being carried out at articulation points 107.4 and 108.4 of the anti-roll devices 107 and 108.
• the advantages of this decoupling have already been described above in connection with FIG. 1, so that reference is made in this regard to the above statements.
• FIG. 3 shows a schematic perspective view of part of the vehicle 201 with a vehicle longitudinal axis 201.1.
• the vehicle 201 includes a first vehicle component in the form of a car body 202, which in each case via a - not shown - box spring device, for. B. a secondary spring means, on two in the direction of the vehicle longitudinal axis 201.1 spaced-apart wheel units in the form of trolleys 204 and 205 is supported.
• the box spring device can then be formed in one stage and form the only suspension of the car body.
• an anti-roll device 207 or 208 is arranged parallel to the local box spring devices.
• a first anti-roll device 207 is provided between the first chassis 204 and the body 202
• a second anti-roll device 208 is provided between the second chassis 205 and the body 202.
• the first anti-roll device 207 comprises on each side of the first chassis 204, parallel to each box spring device, a rod 207.1, which on the one hand is pivotably connected to a lever 207.2 of the first anti-roll device 207.
• the torsion shaft 207.3 is rotationally fixed on a torsion shaft 207.3 of the first anti-roll device 207.
• the torsion shaft 207.3 is rotatably supported on both vehicle longitudinal sides 201.2 and 201.3 in a bearing block 202.1 firmly connected to the first chassis 204.
• the lever 207.2 is pivotally hinged to the car body 202.
• the lever 207.2 is rotatably mounted in a first articulation point 207.4 in a first free end of a first lever arm 209.1 of a coupling device 209, whose function will be explained in more detail below.
• the second anti-roll device 208 comprises on each side of the second chassis 205, parallel to each box spring device, a rod 208.1 which, on the one hand, is pivotably articulated to a lever 208.2 of the second anti-roll device 208.
• the two levers 208.2 are non-rotatably mounted on a torsion shaft 208.3 of the second roll support device 208.
• the torsion shaft 208.3 is on both vehicle longitudinal sides 201.2 and
• first lever arm 209.1 and the second lever arm 209.4 are mechanically connected via a coupling rod 209.5, so that the first anti-roll device 207 is mechanically coupled via the coupling device 209 to the second anti-roll device 208.
• the first lever arm 209.1 designed as a short angle lever is pivotably connected to the car body 202 in the vicinity of the first anti-roll device 207 about a first pivot point 209.2 with a first pivot axis 209.3.
• the coupling rod 209.5 is articulated.
• the likewise formed as a short angle lever second lever arm 209.4 is in the vicinity of the second anti-roll device 208 about a second pivot point 209.6 with a second pivot axis 209.7 pivotally hinged to the car body 202.
• the second pivot axis 209.7 is in the range of the buckling of the second lever arm 209.4 and is fixedly connected to the car body 202.
• the first articulation point 207.4 and the second articulation point 208.4 again form bearing points of the respective anti-roll device 207 or 208 with respect to the first vehicle component 202 in the sense of the present invention, ie a bearing point of the anti-roll device 207 or 208, which is not actuated or fixed in the coupling device 209 and upon actuation of the anti-roll device 207 or 208 with respect to the first vehicle component, in this case of the car body 202, is stationary.
• the first lever arm 209.1 and the second lever arm 209.4 have identical dimensions and are arranged symmetrically to the transverse center plane of the car body 202.
• the coupling rod 209.5 extends continuously on one side of the connecting line of the pivot points 209.2 and 209.6, so that a counterforce-free deflection of the first free end of the first lever arm 209.1 generates an opposite deflection of the first free end of the second lever arm 209.4 and vice versa.
• the coupling device 209 requires analogous to the coupling device 109 of Figure 2 opposing deflections of the first articulation point 207.4 and the second articulation point 208.4 of the respective anti-roll device 207 or 208.
• the amount of the deflections is the same while the directions are in each case opposite.
• the car body 202 When traveling in an undeformed track arc, the car body 202 experiences a rolling moment about a rolling axis parallel to the vehicle longitudinal axis 201.1 as a result of the centrifugal force acting on its center of gravity above the chassis. This rolling moment results in different degrees of compression of the secondary suspension. If, for example, the vehicle longitudinal side 201.3 lies on the outside of the bow, the part of the box spring devices springs more strongly on this side than on the other vehicle longitudinal side 201.2. In the undeformed track elbow spring the box spring devices on the respective vehicle longitudinal side 201.2 or 201.3 while the same extent.
• the lever 207.2 of the first anti-roll device 207 on the two vehicle longitudinal sides 201.3 and 201.2 are also deflected differently strong. This results in an elastic torsion of the torsion shaft 207.3.
• the described design of the coupling device 209 and the articulation of the two anti-roll devices 207 and 208 on the coupling device 209 on the other hand have the effect that in a counterforce-free first displacement of the first anti-roll device 207 with a first deflection of the first pivot point 207.4 down over the coupling device 209 an opposite second displacement of the second anti-roll device 208 with an opposite to the first deflection second deflection of the second pivot point 208.4 is due to the top.
• the two rails in the middle between the two Bogies 204, 205 have the same track level.
• the contact point of the front right-hand wheel in the direction of travel is higher than that of the wheel belonging to the same chassis on the left-hand side of the vehicle 201.2.
• the contact point of the wheel located in the rear right direction is lower than that of belonging to the same chassis wheel on the left side of the vehicle 201.2.
• the coupling device 209 thus brings about an advantageous decoupling of reactions to rolling movements and reactions to track deformations, in particular gliding torsion, in the area of the anti-roll devices 207 and 208 by mechanical displacements being carried out at articulation points 207.4 and 208.4 of the anti-roll devices 207 and 208.
• Achieving the described compensating effect by mechanical Verschungen at articulation points 207.4 and 208.4 of the anti-roll devices 207 and 208 has in addition to the simple mechanical realization has the advantage that the invention with arbitrarily designed anti-roll devices can be used without any form of substantial interference must be made in the design of the anti-roll device.
• one or more adjusting and / or damping devices may be provided in the region of the coupling device 209 in order to generate active actuating forces and / or to dampen the movements occurring in the arrangement.
• the adjusting and / or damping device 210.2 for example, by a change in length of the coupling rod 209.5 active a desired rolling movement of the car body 202 are generated.
• adjusting and / or damping devices can be arranged at other locations in other variants of the vehicle according to the invention. It is also understood that such adjusting and / or damping devices can also be used in all other exemplary embodiments described here.
• a corresponding coupling device can also be provided on both sides.
• a coupling device can be provided, which in a displacement of the first anti-roll device on the opposite vehicle longitudinal side a concurrent displacement of the second anti-roll device direction, since ultimately the same compensatory movement can ultimately be achieved.
• the exemplary embodiments described so far relate to applications within a chassis or within a car as the first vehicle component, in which excessive torsional loads due to track distortion are to be avoided within the respective structure of the vehicle component.
• a similar task arises for articulated trains such. multi-part trams or trainsets, which consist of individual, coupled segments with intermediate transitions for passengers. This is especially true when individual segments are not supported on their own chassis, but are connected as so-called "litter” on joints in the floor area and possibly other coupling elements in the roof area with their neighboring segments.
• FIGS. 4 and 5 show schematic plan views of a part of a vehicle 301 according to the invention with a vehicle longitudinal axis 301.
• the vehicle 301 comprises a first vehicle component in the form of a wheelless first carbody 302, which is supported on two adjacent second vehicle components in the form of a second carbody 311 and a third carbody 312 in the manner of such a 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 represent vehicle segments of the multi-unit vehicle 301.
• a track warp generated relative bank of successive segments of a articulated train required.
• FIG. 4 shows the situation on a level track in plan view
• FIG. 5 shows the situation on a twisted track
• a respective rolling support device 307 or 308 is arranged between the respective second car body 311, 312 and the first car body 302, a respective rolling support device 307 or 308 is arranged.
• a first anti-roll device 307 is provided between the car body 311 and the car body 302, while between the car body 312 and the car body 302, a second anti-roll device 308 is provided.
• 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 is rotatable in a first articulation point 307.4 in a first free end of a first link 307.4. belarms 309.1 a coupling device 309 stored, 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, on the one hand, is pivotably articulated to a console on the third body 312. At its end facing the first carriage body 302, the second rod 308 is rotatably mounted in a second articulation point 308.4 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 307.4 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 309.7 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 articulation point 307.4 and the second articulation point 308.4 in turn form support points of the relevant anti-roll device 307 or 308 with respect to the first vehicle component 302 in the sense of the present invention, ie a bearing point of the anti-roll device 307 or 308 which, when the coupling mechanism is not actuated or fixed. direction 309 and when the anti-roll device 307 or 308 with respect to the first vehicle component, in this case the first car body 302, stationary.
• 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 extends continuously on one side of the connecting straight lines 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 analogous to the Koppelei device 109 of Figure 2 opposing deflections of the first pivot point 307.4 and the second pivot point 308.4 of the respective anti-roll device 307 or 308.
• the amount of the deflections is the same, while the directions are respectively opposed.
• FIG. 4 A further advantageous embodiment of the vehicle 401 according to the invention with the car boxes 402, 411, 412 is shown in FIG.
• the vehicle 401 corresponds in its basic design and mode of operation to the vehicle 301 from FIG. 4, so that only the differences are to be discussed here.
• the coupling device 409 comprises a hydraulic coupling 409.5 with hydraulic cylinders 409.8 and 409.9, whose 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 pivotally connected to 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 modified the degree of filling of the working spaces of the hydraulic cylinder according to the specifications of a control device.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
• Body Structure For Vehicles (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Vehicle Step Arrangements And Article Storage (AREA)

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• 2005
  • 2005-08-30 DE DE102005041163A patent/DE102005041163A1/de not_active Ceased
• 2006
  • 2006-08-10 EP EP06778217A patent/EP1915283B1/fr active Active
  • 2006-08-10 CA CA002628827A patent/CA2628827A1/fr not_active Abandoned
  • 2006-08-10 SI SI200630765T patent/SI1915283T1/sl unknown
  • 2006-08-10 WO PCT/EP2006/065220 patent/WO2007020229A2/fr active Application Filing
  • 2006-08-10 DE DE502006007114T patent/DE502006007114D1/de active Active
  • 2006-08-10 US US12/063,818 patent/US8056484B2/en not_active Expired - Fee Related
  • 2006-08-10 PT PT06778217T patent/PT1915283E/pt unknown
  • 2006-08-10 PL PL06778217T patent/PL1915283T3/pl unknown
  • 2006-08-10 AT AT06778217T patent/ATE469807T1/de active
  • 2006-08-10 RU RU2008110046/11A patent/RU2406630C2/ru not_active IP Right Cessation
  • 2006-08-10 AU AU2006281451A patent/AU2006281451B2/en not_active Ceased
  • 2006-08-10 ES ES06778217T patent/ES2345630T3/es active Active

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