EP2061689B1 - Device for changing roll stability - Google Patents

Abstract

A rail vehicle (SCH) having at least two emergency springs (NF) which are arranged in a decentralized fashion in the transverse direction of the vehicle, and a roll stabilizer (WS), wherein the at least two emergency springs (NF) are arranged in different halves (FH1, FH2) of the vehicle with respect to the longitudinal axis (?) of the vehicle, wherein, in an emergency spring operating mode, force coupling (KOP) is provided between the at least two emergency springs in order to minimize the torque transmission capability between these emergency springs (NF), and also a rail vehicle (SCH) with at least two emergency springs (NF) which are arranged in a decentralized fashion in the transverse direction of the vehicle, and a roll stabilizer (WS), wherein the torque transmission capability of the roll stabilizer (WS) can be varied and is minimized in an emergency spring operating mode.

Description

The invention relates to a rail vehicle with at least two emergency springs arranged in a decentralized manner in the vehicle transverse direction and a roll stabilizer, wherein the at least two emergency springs are arranged in different vehicle halves with respect to the vehicle longitudinal axis.

In rail vehicles with decentralized emergency springs occurs in an emergency spring operation, the problem that significantly increases the roll stiffness, since the emergency springs usually have a significantly higher roll stiffness than the air springs commonly used in normal operation.

The relevant prior art and the associated disadvantages are based on FIG. 1 explained in more detail. This shows schematically a conventional rail vehicle with two decentralized air and arranged below emergency springs.

und für den Notfederbetrieb $${\mathrm{C}}_{\mathrm{w\; ges\; NF}}\mathrm{=}{\mathrm{C}}_{\mathrm{ws}}\mathrm{+}{\mathrm{C}}_{\mathrm{NF}}\mathrm{*}{\left(\mathrm{NF}\mathrm{-}\mathrm{Basis}\right)}^{\mathrm{2}}\mathrm{/}\mathrm{2}\mathrm{.}$$

The overall stiffness of two opposite each other with respect to the longitudinal middle line of the bogie springs, is determined to a significant extent by the distance of these springs, the so-called base. For the overall stiffness of a conventional bogie is gem. Fig. 1 for normal operation $${\mathrm{C}}_{\mathrm{w\; ges\; LF}}\mathrm{=}{\mathrm{C}}_{\mathrm{ws}}\mathrm{+}{\mathrm{C}}_{\mathrm{LF}}\mathrm{*}{\left(\mathrm{LF}\mathrm{-}\mathrm{Base}\right)}^{\mathrm{2}}\mathrm{/}\mathrm{2}$$

and for the emergency spring operation $${\mathrm{C}}_{\mathrm{w\; ges\; NF}}\mathrm{=}{\mathrm{C}}_{\mathrm{ws}}\mathrm{+}{\mathrm{C}}_{\mathrm{NF}}\mathrm{*}{\left(\mathrm{NF}\mathrm{-}\mathrm{Base}\right)}^{\mathrm{2}}\mathrm{/}\mathrm{2}\mathrm{,}$$

In Glg. 1 C _{w gens LF means} the total rigidity of the bogie in an air spring mode (= normal operation), C _ws the rigidity of the in Fig. 1 Wankstabilisators designated with WS, C _LF the roll stiffness of in Fig. 1 with LF designated air spring and "LF basis" the distance between the two air springs LF in the vehicle transverse direction. In Glg. 2 means that the overall stiffness of the bogie in an emergency spring operation is C _{w ges NF} , C _{NF is} the roll stiffness of the Fig. 1 NF marked emergency spring and "NF base" the distance between the two emergency springs NF in the vehicle transverse direction.

The overall stiffness of an emergency spring NF is usually about one order of magnitude higher than that of an air spring LF. In emergency spring operation, therefore, there is a very high roll stiffness, as from Glg. 2 can be seen. With the high roll stiffness of such rail vehicles is accompanied by a high risk of derailment when cornering in emergency spring operation.

It is therefore an object of the invention to overcome the above-mentioned disadvantages of the prior art.

This object is achieved with a rail vehicle of the type mentioned in the present invention that in an emergency spring operation, a force coupling between the at least two emergency springs to minimize the momentum transmission capability between these emergency springs is provided.

wird.In this way, the part C _NF (NF-base), in a Notfederbetrieb in equation 2 * ^2/2 reduced or set to zero, so that Eq. 2 in essence too $${\mathrm{C}}_{\mathrm{w\; ges\; NF}}\mathrm{=}{\mathrm{C}}_{\mathrm{ws}}$$

becomes.

Thus, the overall roll stiffness in the above solution in emergency spring operation is essentially defined by the stiffness of the roll stabilizer.

An advantageous variant of the invention provides that the two emergency springs are hydraulically coupled together in the emergency spring operation. The hydraulic coupling can be realized in a simple manner even with only a small available space.

Another variant of the invention provides to pneumatically couple the two emergency springs in the emergency spring operation with each other. This type of coupling is also very suitable for low installation heights available.

If the two emergency springs in the emergency spring operation are electromechanically coupled to one another, an electronic control of the roll stiffness can also be realized.

A particularly easy to implement and very fail-safe embodiment of the invention provides that the two emergency springs are mechanically coupled together in the emergency spring operation.

• Fig. 2 - 14 Varianten erfindungsgemäßer Kraftkopplungen zwischen den Notfedern;
• Fig. 15 zeigt einen erfindungsgemäßen, hydraulischen Wankstabilisator im näheren Detail und
• Fig. 16 zeigt ein Schienenfahrzeug mit einem erfindungsgemäßen Wankstabilisator

The invention together with further advantages will be explained below with reference to some non-limiting embodiments, which are illustrated in the drawing. In this show schematically:

• Fig. 2-14 Variants of force coupling according to the invention between the emergency springs;
• Fig. 15 shows a hydraulic roll stabilizer according to the invention in more detail and
• Fig. 16 shows a rail vehicle with a roll stabilizer according to the invention

According to Fig. 2 For example, an inventive ski vehicle SCH or bogie DG has at least two emergency springs NF arranged in a decentralized manner in the vehicle transverse direction and a roll stabilizer WS. The two emergency springs NF are arranged with respect to the vehicle longitudinal axis λ in different vehicle halves FH1, FH2. Furthermore, a power coupling KOP between the two emergency springs NF is provided for minimizing the torque transfer capability about the vehicle longitudinal axis between these emergency springs NF provided to the car body. As in Fig. 2 shown, this coupling KOP can be designed as a mechanical coupling in the form of a rocker, which rests on the two emergency springs NF in case of failure of the air springs LF or couples them together. The coupling shown here is tiltably mounted on a portion of the car body WK, for example, a traverse, in the vehicle transverse direction FQR. In this way, the car body WK can move substantially unaffected by failure of the air springs LF in the vehicle transverse direction FQR of the emergency springs NF. The roll stiffness is thus defined in this embodiment in an emergency spring operation thus primarily by a likewise arranged between the bogie DG and the car body WK roll stabilizer WS.

In the Fig. 3 +4 embodiments differs from that in FIG Fig. 2 shown variant primarily in that the emergency springs NF are not serially but parallel to the air springs LF arranged.

In the embodiment according to Fig. 6 the coupling KOP is again formed in the form of a rocker, wherein the pivot point DRE of the rocker is not arranged on the car body WK but on the bogie. The emergency springs NF are connected in series with the power coupling LAD or the rocker. A formed in an air spring operation between the emergency springs NF and a portion of the rail vehicle SCH gap SPA can be constructively located anywhere in the power flow, so above or below the emergency springs NF.

According to Fig. 7 can also be provided a hydraulic or pneumatic coupling between the two emergency springs NF. Here, too, the force flow takes place serially in an emergency spring operation through the coupling element KOP and the emergency springs NF.

Fig. 8 shows a variant of a hydraulic coupling KOP for a rail vehicle according to the invention, wherein for ease of illustration, only the coupling without the further existing components, such as roll stabilizer, car body and bogie, is shown. In this type of coupling two filled with a liquid, preferably a hydraulic oil bellows are provided which with a line with each other are connected. When one of the two bellows is compressed, hydraulic oil is forced out of one of the bellows into the other bellows. In this way, in the case of a roll, a power transmission from one side of the car body WK to the other without causing moments.

In Fig. 7 an electromechanical coupling between the two emergency springs is shown in more detail. In this case, force measuring sensors KM and actuators STG with integrated position measuring systems are used, which are connected to a control STR and arranged on opposite, transverse sides of the car body. The control STR compares the signals received from the force measuring sensors and actuators (force and displacement signals). If different values are obtained for the forces measured by the left and the right sensor, the control actuates height-adjustable actuators STG until the forces measured by the force measuring sensors are the same. The actuators are arranged between the car body WKA and the bogie and are based on the car body WKA, for example, a traverse.

In the FIGS. 8 to 11 Further embodiments of hydraulic couplings are shown. Here, in the emergency springs with a fluid-filled chamber are integrated, which are coupled together via one or more lines LEI. As shown in Fig. 12 it is also possible to provide a compensation of leakage in the form of a fluid inlet which can be closed with a valve VEN and opens into the line LEI.

In Fig. 12 - 14 is shown a power coupling KOP between the emergency springs NF, which is integrated into the air spring system.

Here, according to Fig. 13 from the upper bellows rim BF of the air spring LF, a cover plate AP and side walls of the air bladder, a chamber KA filled with a fluid, for example hydraulic oil, is formed. The cover plate AP has an opening through which the line LEI, which communicates with the chamber KA an identically arranged on the other side in the car transverse direction of the rail vehicle spring is in communication. Under the air spring LF or under the chamber KA emergency spring NF is arranged.

At the in Fig. 14 In the embodiment shown, the connecting line LEI does not run between the chambers KA as in FIG Fig. 14 over but under the emergency springs NF. The air bag is in Fig. 15 not shown. The fluid is displaced in the serially acting on the emergency spring chamber KA, which may be formed, for example, as a bellows or cylinder, and allows a balance between left and right emergency spring NF.

All shown power couplings KOP of the two emergency springs NF have in common that the forces acting on the car body WK in an inclination of the car body in the vehicle transverse direction FQR forces through the coupling KOP substantially without causing moments to be directed to the opposite side of the car body WK.

Fig. 15 shows a hydraulic roll stabilizer. The roll stabilizer WS can be designed with or without damping properties. The roll stiffness of this roll stabilizer WS can be completely or partially switched off in case of a pressure drop in an air spring supply. For this purpose, a controllable depending on the pressure P of the air spring supply valve / switching arrangement VSA be provided.

The roll stabilizer WS has the car body with the bogie connecting, in the case of emergency spring operation with each other corresponding hydraulic cylinder / piston elements ZK. In an emergency spring operation, a fluid in the cylinder / piston elements ZK can be displaced therebetween as a result of rolling movements of the vehicle body.

According to the embodiment according to Fig. 16 the roll stabilizer can also be completely or partially decoupled from the bogie DG or car body WK. This can be done for example by complete or partial decoupling of the train push rods ZDS, levers, joints GEL, bearings or coupling points to the bogie DG or car body WK or wagenkastenfesten components of the roll stabilizer WS. The decoupling of the roll stabilizer WS or of its parts can be controlled mechanically and / or electronically.

Another possible embodiment of the invention is that the lateral Zudruckstangen ZDS are provided with a free-threaded and arranged in a corresponding counterpart, for example in a cylinder, so that the length of the Zudruckstangen due to the force occurring during a roll force in an emergency spring operation can change freely. In order to prevent a free length change of the vertical Zugdruckstangen ZDS in a normal operation may be provided in a normal operation blocked brake for the Zugruckstangen ZDS. In an emergency spring operation, this brake is then released.

Claims (5)

1. Rail vehicle (SCH) having at least two emergency springs (NF) which are arranged in a decentralised fashion in the transverse direction of the vehicle, and a roll stabiliser (WS), wherein the at least two emergency springs (NF) are arranged in different halves (FH1, FH2) of the vehicle with respect to the longitudinal axis of the vehicle (λ), characterised in that a force coupling (KOP) is provided in the emergency spring operating mode between the at least two emergency springs for minimising the torque transmission capability about the longitudinal axis of the vehicle (λ) between these emergency springs (NF).
2. Rail vehicle according to claim 1, characterised in that the two emergency springs (NF) are hydraulically coupled to one another in the emergency spring operating mode.
3. Rail vehicle according to claim 1, characterised in that the two emergency springs are pneumatically coupled to one another in the emergency spring operating mode (NF).
4. Rail vehicle according to claim 1, characterised in that the two emergency springs are electromechanically coupled to one another in the emergency spring operating mode (NF).
5. Rail vehicle according to claim 1, characterised in that the two emergency springs (NF) are mechanically coupled to one another in the emergency spring operating mode.

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