EP2159125B1 - Rotation damping device for a vehicle - Google Patents

Description

The present invention relates to a vehicle, in particular a rail vehicle, with a chassis as the first vehicle component supported on a car body as a second vehicle component and a rotation inhibiting device according to the preamble of claim 1. The rotation inhibiting device comprises a friction element carrier for a first friction element, wherein the friction element carrier is formed so as to be non-rotatably connected to the chassis or car body about a vertical axis of the vehicle such that the car body is supported on the chassis via the first friction element. The car body is in this case rotatable relative to the under suspension under a rotation about the vertical axis inhibiting frictional relative movement between the first friction element and a second friction element.

In conventional rail vehicles with a about a vertical axis of the vehicle rotatably supported on a chassis car body, it is known, among other things, the turning out of the chassis (about the vertical axis of the vehicle) relative to the car body via a rotation inhibiting device, as for example from WO 93/01076 A1 is known to oppose a damping resistance, so as to achieve a stable vehicle running, in particular to keep the rolling of the chassis when driving straight ahead within predetermined limits. The axis of rotation for this boring movement is usually defined by a pivot through which the car body is connected to the chassis.

Typically, this is realized via separate damper elements (so-called roll damper) and / or a so-called Reibdrehhemmung between the chassis and the car body. In the Reibdrehhemmung a friction pair between a fixed to the landing gear first friction element and a second friction element on the car body is provided. When turning out the chassis relative to the car body, there is a frictional relative movement between the first friction element and the second friction element, which counteracts the boring a damping resistance and thus inhibits the rotation.

In the from the WO 93/01076 A1 known vehicle, the first friction element is mounted directly on a cradle, which sits on a secondary suspension on a chassis frame, while the second friction element directly on the Car body structure is attached. This rigid connection of the friction elements on the chassis or the car body has the disadvantage that it may come in certain driving situations to a non-uniform contact force between the friction elements and thus to an undesirable uneven damping of Ausdrehbewegung.

From the EP 0 004 585 A1 a rotation inhibiting device is known in which the first friction element is seated on a friction element carrier in the form of an arc-shaped leaf spring formed along its longitudinal direction. The leaf spring is connected at one end via a (non-rotatable about the vertical axis) swivel joint with the chassis while at the other end (in its longitudinal direction) slidably seated in a guide on the chassis. The curved towards the car body center part of the leaf spring forms the first friction element, so that the leaf spring is deflected when placing the car body on the chassis and thus biased. Accordingly, the first friction element relative movements between the car body and the chassis follow in the direction of the vertical axis, so that even in such cases, a certain contact force between the friction elements and thus a certain damping of the boring movement is achieved.

However, a problem with this rotation inhibiting device is firstly that it takes up comparatively much space, since to generate a high contact force and thus a high friction torque about the vertical axis (ie a good damping of the boring movement) with sufficient travel in the direction of the vertical axis a comparatively long Leaf spring is required. This has the consequence that the distance (transverse to the vertical axis) between the axis of rotation of Ausdrehbewegung and the two friction elements and thus the friction torque is relatively small, since such a long leaf spring due to the limited space in the chassis space in the vehicle longitudinal direction usually only with in Transverse direction of the vehicle aligned longitudinal axis can be arranged.

Another disadvantage of the rotation inhibiting device from the EP 0 004 585 A1 is that the articulated connection of the leaf spring with respect to the rotationally fixed connection about the vertical axis typically has a certain amount of play, which delays the onset of damping effect at a reversal of the direction of rotation.

Another disadvantage of the rotation inhibiting device from the EP 0 004 585 A1 Finally lies in the fact that the leaf spring in normal operation of the vehicle (especially at different loading) performs a stroke between two extreme positions over which there is usually a comparatively strong variation of the force exerted by the leaf spring force, so that the damping of the boring movement greatly from the actual Loading of the vehicle depends. Thus, at high loading of the car body an undesirably high increase in damping occur, which adversely affects the ride comfort.

From the US 5,960,719 Finally, a generic vehicle with a rotation inhibiting device is known in which the friction torque, which inhibits the Ausdrehbewegung increases proportionally with the increasing load.

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 with simple and cost manufacturability under different operating conditions a permanent, over the entire Movement as even and high damping of the Ausdrehbewegung the chassis relative to the car body 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 with simple and cost manufacturability under different operating conditions a permanent, as uniform and high as possible over the entire motion damping of the Ausdrehbewegung the chassis relative to the car body can be realized when a force generating device is provided with a contact element acting on the friction element carrier and thus generates a variable contact force between the first friction element and the second friction element.

Due to the functional separation of Reibelementträger and force generating device, it is firstly possible to arrange the first friction element with respect to achieving a high frictional damping damping torque at a favorable, far away from the rotational axis of the Ausdrehbewegung position. Another advantage is that the force generating device can be optimized in a simple manner for their primary function of force application, while the friction element itself can be easily optimized in terms of its primary function of the backlash-free initiation of the damping friction torque in the vehicle component connected to it. Another advantage of this design is, in particular, that the force-generating device can be designed in a simple manner to the effect that as uniform as possible contact force, regardless of the load of the vehicle causes between the friction elements, so that a possible independent of the load of the vehicle damping of Ausdrehbewegung is achieved.

According to one aspect of the invention, therefore, this relates to a vehicle, in particular a rail vehicle, with a chassis as the first vehicle component, a body supported thereon as the second vehicle component and a rotation inhibiting device comprising a friction element carrier for a first friction element. The friction element carrier is adapted to be rotatably connected to the landing gear or car body about a vertical axis of the vehicle such that the car body is supported on the landing gear via the first friction element, the vehicle body being rotated about the vertical axis relative to the landing gear inhibiting frictional relative movement between the first friction element and a second friction element is rotatable. Furthermore, a force generating device is provided with a contact element, wherein the force generating device is connectable with the frictional element carrier bearing vehicle component such that it acts to generate a contact force between the first friction element and the second friction element via the contact element on the Reibelementträger.

It should be explicitly stated at this point that the friction element carrier can be connected in a rotationally fixed manner both to the chassis and (in other variants) to the vehicle body. In particular, an embodiment, which is initially intended for attachment to the chassis, optionally be used by simply turning by 180 ° (about a horizontal axis) in an embodiment in which the attachment to the car body takes place. This has the advantage of a very high flexibility in the use of the rotational inhibiting device according to the invention.

The force-generating device can in principle be designed in any suitable manner. For example, it can be provided that the contact element occupies a different position for each value of the contact force between the two friction elements. This may be the case, for example, if the force-generating device is designed as a simple spring device, which is connected between the associated vehicle component and the friction element carrier.

According to the invention, it is provided that the force-generating device defines a breakaway force of the contact element which, when exceeded, causes a deflection of the contact element. Hereby can be achieved that initially takes place up to a certain load of the car body, a load-dependent increase in the friction torque up to a certain Reibmonentschwelle, which upon reaching the breakout force is present. Above this Reibmomentschwelle can then be achieved by the incipient deflection of the contact element (depending on the characteristic of the force generating device) a flatter increase in the friction torque up to an at least almost constant course of the friction torque. In other words, therefore, a limitation of the friction torque and thus the damping of the boring movement can be achieved in an advantageous manner above a certain predefinable loading of the car body.

Here, the height of the breakaway force can be fixed by the dimensioning of the force generating device. However, the force-generating device preferably has a pretensioning device for setting the breakaway force, in order to advantageously achieve an adjustment of the load-dependent course of the friction torque, and thus the damping of the boring movement, which is coordinated with the particular application.

The force-generating device can basically be designed in any suitable manner, in particular achieve its force effect according to any mode of action. For example, you can work according to a hydraulic or pneumatic operating principle. Because of the particularly simple and low-maintenance construction, however, it is preferably provided that the force-generating device operates according to a mechanical action principle.

Furthermore, the force-generating device can be an active device with one or more active components, in which the force effect is set via a corresponding control. However, because of the simple and robust construction, the force-generating device preferably comprises a passive device, in particular a simple spring device, for generating a contact force.

The spring device can in principle be constructed in any suitable manner. For example, a simple pneumatic spring can be provided. Likewise, a simple mechanical spring, such as a coil spring or the like may be provided. Preferably, the spring device comprises at least one plate spring and a plate spring guide, wherein the plate spring defines a main spring direction in which the plate spring exerts its main spring force, and the plate spring guide, the plate spring leads transversely to the main spring direction. With such disc springs can be in a particularly simple To achieve a desired force curve of the force generating device in a particularly small space.

It can be provided that the force of the force-generating device defined by the at least one disc spring is exerted on the friction element carrier via a separate contact element. In particularly simple design variants of the rotation inhibiting device according to the invention, however, it is provided that the at least one disc spring itself forms the contact element.

As mentioned, the force-generating device is preferably designed such that (possibly above a predefinable threshold) a variation of the loading of the car body causes only a small variation of the contact force between the first friction element and the second friction element and thus only a slight variation of the damping friction torque. The force-generating device is for this purpose preferably designed such that the contact element performs a predetermined stroke between a first extreme position and a second extreme position during normal operation of the vehicle, the contact element in the first extreme position exerts a (possibly maximum) first force on the Reibelementträger and in the second Extreme position exerts a second force on the Reibelementträger. The second force can deviate from the first force by up to 30% of the first force. Preferably, the second force in this case deviates from the first force by at most 20% of the first force, preferably at most 10% of the first force, more preferably at most 5% of the first force.

As a result, a particularly favorable course of the damping friction torque can be achieved under dynamic driving conditions. The damping friction torque is then (possibly above a predefinable threshold) not only largely independent of load, even when exposed to vertical inertial forces, which causes a strong variation of the friction torque in known designs, the friction torque remains in an advantageous manner within narrow predetermined limits.

The contact element can engage at any suitable point on the friction element carrier. Thus, the contact element in the region of the first friction element act on the Reibelementträger. In other variants of the invention, however, the contact element can also act on the friction element carrier on a side facing away from the first friction element.

The friction element carrier can in principle be designed in any suitable manner from one or more components. Preferably, the friction element carrier is designed as a simple structural unit which has at least one carrier arm with a first end region and a second end region spaced apart in the direction of a longitudinal axis of the carrier arm. The carrier arm has, in the first end region, a connection region which is designed for connection to the vehicle component carrying the friction element carrier. In a region spaced from the first end region in the direction of the longitudinal axis of the carrier arm, the carrier arm then carries the first friction element.

The support arm can basically be designed in any suitable manner. For example, it can be designed as a simple (compared to its longitudinal extent) narrow component, which is connected in one or more along its longitudinal axis spaced connection sections with the friction element carrier bearing vehicle component. Preferably, however, it is provided that the connection region of the support arm has at least two connection sections, which are designed for connection to the friction element carrier carrying vehicle component, wherein the two connection sections are spaced transversely to the longitudinal axis of the Reibelementträgers to each other. In this way, it is possible to achieve a particularly advantageous support of the frictional torque on the vehicle component carrying the friction element carrier (in particular with regard to the introduction of the frictional torque which is as free of play as possible).

Preferably, at least one of the connecting portions is adapted to be connected without play with the Reibelementträger carrying the vehicle component in order to ensure at any time (ie even with a reversal of direction of the Ausdrehbewegung) the initiation of the desired friction torque. This can be done by a corresponding joint. Because of the particularly simple design, however, a rigid connection is preferably provided in this connection section. The friction element carrier is then preferably made correspondingly soft in the direction of the vertical axis in order to be able to follow relative movements between the chassis and the vehicle body. In a plane perpendicular to the vertical axis, however, the friction element carrier is preferably sufficiently rigid to ensure the initiation of the desired friction torque at any time (that is, even when the direction of rotation of the boring movement reverses).

This can basically be done in any suitable manner, for example by the support arm is designed substantially plate-shaped, wherein the plane of the plate (thus therefore the main extension plane of the Reibelementträgers) is transverse to the vertical axis. The outer contour of the plate-shaped support arm can then be designed in any suitable manner. Preferably, the support arm is formed substantially triangular, since hereby a particularly adapted to the actual load conditions design can be achieved.

For example, it is preferably provided that the connection region extends between two corner regions of the support arm and the friction element is arranged in the third corner region of the support arm. Such a configuration particularly effectively takes into account the load conditions when the frictional torque is introduced into the vehicle component carrying the carrier arm, since, on the one hand, there is still a comparatively small bending moment about the vertical axis at the triangular tip with the friction element, so that the small cross-section of the carrier arm is sufficient for this purpose take. With the bending moment increasing towards the connection region, the cross-section also increases in this design, so that, on the one hand, optimum cross-sectional utilization of the support arm can be achieved. On the other hand, a high support width can be achieved in the connection area, whereby the loads introduced into the load-bearing vehicle component can be reduced and the connection in the connection area can be correspondingly made simple.

It is understood that the substantially triangular shape of the support arm does not necessarily have to have rectilinear sides. Rather, in preferred variants of the invention, an at least partially polygonal and / or curved contour of the sides is provided.

Preferably, not only the course of the bending moment resulting from the frictional torque about the vertical axis is considered in the design of the support arm. Rather, a compensatory deformation of the support arm required from a relative movement between the chassis and the car body can also be taken into account. Thus, the bending resistance moment of the support arm about the bending axis to be considered in each case can be selected so that the support arm undergoes no appreciable deformation in actual operation at the expected loads around a bending axis (eg the vertical axis), while it has another bending axis (FIG. which, for example, extends transversely to the vertical axis and the longitudinal axis of the carrier arm) experiences a desired deformation.

The corresponding variation of the bending resistance torque can take place in any suitable manner, namely via the material and / or the cross-sectional geometry. In preferred variants of the invention, the carrier arm has an area moment of inertia about an axis of inertia, the axis of inertia being transverse to a plane defined by the longitudinal axis of the carrier arm and the vehicle's vertical axis, and it is provided that the area moment of inertia corresponding to the longitudinal axis of the carrier arm a desired deformation of the support arm varies in normal operation, in particular decreases towards the second end. Here, the desired deformation can be adapted to any specifications. These are preferably specifications relating to the connection of the carrier arm to the load-bearing vehicle component and / or the introduction of the loads into the load-bearing vehicle component.

In advantageous variants of the rotational inhibiting device according to the invention, the area moment of inertia is varied such that a deformation of the carrier arm which is to be expected during normal operation of the vehicle does not substantially extend into the connection area. As a result, the connection of the support arm designed particularly simple. The carrier arm has a cross-sectional plane in a cross-sectional plane extending transversely to its longitudinal axis, wherein the cross section of the carrier arm decreases in order to vary the area moment of inertia in the direction of the longitudinal axis of the carrier arm.

The present invention further relates to a vehicle, in particular a rail vehicle, with a chassis, a body supported thereon and a rotation inhibiting device according to the invention, wherein the friction element carrier is rotatably connected about a vertical axis of the vehicle with the chassis or car body such that the car body on the first Friction element is supported on the chassis. The car body is rotatable relative to the landing gear, wherein there is a rotation about the vertical axis inhibiting frictional relative movement between the first friction member and a second friction member, and the force generating means is connected to the Reibelementträger bearing vehicle component.

Preferably, the Reibelementträger and the force generating device are connected to the chassis, as such a design can be particularly easily implemented. The chassis can be designed arbitrarily, and it is particularly advantageous if the chassis includes a chassis frame and a cradle, which has a Secondary suspension is supported on the chassis frame and extends in the transverse direction of the vehicle, the car body is supported on the rotation inhibiting means on the cradle and the rotation inhibiting means is arranged in an end region of the cradle. As a result, a simple and effective integration of the rotation inhibiting device can be achieved. Preferably, the friction element carrier and the force-generating device are connected to the cradle.

The present invention can be applied in connection with any support of the car body on the chassis. Thus, it can be used for example in variants in which the car body is supported in the direction of the vertical axis only via the friction elements, while longitudinal and transverse forces between the car body and chassis are transmitted via a pivot or the like. However, it can also be used to particular advantage in vehicles in which the vehicle body is supported on the chassis via a bearing device defining the axis of rotation of the relative movement between the vehicle body and the chassis, for example a turntable or the like, in the direction of the vertical axis.

Figur 1

eine schematische Seitenansicht einer bevorzugten Ausführungsform des erfindungsgemäßen Schienenfahrzeugs mit einer bevorzugten Ausführungsform der erfindungsgemäßen Drehhemmungseinrichtung;

Figur 2

ein Detail des Schienenfahrzeugs aus Figur 1 in einem schematischen Schnitt entlang der Linie II-II;

Figur 3

ein Detail des Schienenfahrzeugs aus Figur 1 in einem schematischen Schnitt entlang der Linie III-III;

Figur 4

einen schematischen Schnitt durch ein Detail einer weiteren bevorzugten Ausführungsform des erfindungsgemäßen Schienenfahrzeugs mit einer weiteren bevorzugten Ausführungsform der erfindungsgemäßen Drehhemmungseinrichtung.

Further preferred embodiments of the invention will become apparent from the subclaims or the following description of preferred embodiments, which refers to the accompanying drawings. It shows:

FIG. 1

a schematic side view of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the rotational inhibiting device according to the invention;

FIG. 2

a detail of the rail vehicle FIG. 1 in a schematic section along the line II-II;

FIG. 3

a detail of the rail vehicle FIG. 1 in a schematic section along the line III-III;

FIG. 4

a schematic section through a detail of another preferred embodiment of the rail vehicle according to the invention with a further preferred embodiment of the rotational inhibiting device according to the invention.

First embodiment

The FIGS. 1 to 3 show schematic representations of a rail vehicle according to the invention 101. To simplify the following description, a coordinate system (x, y, z) is used in the figures, in which the x-axis denotes the vehicle longitudinal direction, the y-axis, the vehicle transverse direction and the z-axis Vehicle vertical direction called. It should be noted here that the information given below on the orientation or position of individual components of the vehicle (unless otherwise stated explicitly below) always refer to a static state with a straight, horizontal track position.

The rail vehicle 101 comprises a body 102, which is supported in the region of its two ends in each case on a chassis in the form of a bogie 103. The bogie 103 comprises in each case two sets of wheels 103.1 on which a bogie frame 103.3 is supported via a primary suspension 103.2 (shown only in a highly schematized manner in the figures). On the bogie frame 103.3, in turn, a cradle 103.5 is supported in a conventional manner via a secondary suspension 103.4 (shown only in a highly schematized manner in the figures).

In the region of the two ends of the cradle 103.5 lying in the vehicle transverse direction, the vehicle body 102 is respectively supported on the cradle 103.5 via the friction elements 104.1 and 104.2 of a rotational inhibiting device 104 according to the invention. Furthermore, the vehicle body 102 is supported on the cradle 103.5 in the center region of the cradle 103.5 via a supporting device 105 designed in the manner of a turntable, so that the supporting forces (in the vehicle vertical direction) are distributed between the centrally arranged supporting device 105 and the rotational inhibiting devices 104.

As FIG. 2 and 3 can be seen, the rotation inhibiting device 104 comprises a fixed to the cradle 103.5 friction element carrier 104.3, which carries the first friction element 104.1. The friction element carrier 104.3 is in this case designed as a substantially triangular carrier arm whose longitudinal axis extends in the vehicle transverse direction.

At one end of the support arm 104.3, a connection region 104.4 is formed in a first end region of the support arm 104.3 (forming the base of the support arm 104.3). The connection region 104.4 has (at two corners, namely the two ends of the base of the support arm 104.3) two spaced apart in the vehicle longitudinal direction (x-direction) Connecting portions 104.5 and 104.6, via which the support arm 104.3 is connected to the cradle 103.5.

At the second end region of the support arm 104.3 spaced from the first end region in the vehicle transverse direction (y-direction), the first friction element 104.1 is arranged on the upper side of the support arm 104.3 facing the carriage body 102. In this case, the first friction element 104.1 can be detachably fastened to the carrier arm 104.3 in order to ensure rapid interchangeability of the first friction element 104.1. The first friction element 104.1 cooperates with the second friction element 104.2, which is also releasably attached to the car body 102, to ensure its quick and easy replacement.

In the second end region of the support arm 104.3, a separate force-generating device 104.7 of the rotation-inhibiting device 104 is arranged. The force generating device acts via a contact element 104.8 on the side facing away from the first friction element 104.1 side of the support arm 104.3 and thus generates a contact force F between the first friction element 104.1 and the second friction element 104.2.

In the case of a boring movement of the bogie 103 with respect to the car body 102 about the vehicle vertical axis (z-direction), there is a frictional relative movement between the two friction elements 104.1 and 104.2, which causes a friction torque MR about the vehicle vertical axis. This friction torque counteracts the boring movement in each case and thus dampens the boring movement of the bogie 103 with respect to the car body 102. The height of the contact force F determines the height of the friction torque MR.

In order to be able to influence the friction torque MR, the force-generating device 104.7 has a mechanical spring device in the form of a cup spring package 104.9 which is arranged in a cylindrical chamber of a housing 104.10 of the force-generating device 104.7 (guiding the individual disc springs transversely to their main spring direction). The disk spring assembly 104.9 is supported on the one hand against an annular shoulder 104.11 on the contact element 104.8 and on the other hand on a housing cover 104.12 of the housing 104.10. The housing 104.10 is rigidly connected to the cradle 103.5, so that the guided through the housing 104.10 contact element 104.8 is pressed by the spring force of the disk spring assembly 104.9 (in its main spring direction) up against the support arm 104.3, whereby the contact force K is generated.

The contact force K is determined in this case from the current axial length L of the cup spring package 104.9. The smaller the axial length L in the current state, the stronger the disk spring assembly 104.9 is compressed and the greater the force exerted by the disk spring assembly 104.9.

In the unloaded state of the force generating device 104.7 paragraph 104.11 is pressed by the force of the plate spring package 104.9 against an upper stop 104.13 on the housing 104.10. It is preferably provided that the cup spring assembly 104.9 is already compressed by a certain length, that is, thus biased against a load-free state by a certain amount. The paragraph 104.11 is then with a certain biasing force FV to the stop 104.13.

The height of the biasing force FV can be set in the present example within wide limits via a biasing device according to the requirements of the current application. In this case, the pretensioning device is formed by the housing cover 104.12 which is detachably connected to the housing 104.10 and optionally one of the several exchangeable spacer disks 104.14. Depending on the thickness (dimension in the longitudinal direction of the plate spring package 104.9) of the spacer (s) 104.14 used, the disk spring assembly 104.9 is more or less strongly compressed in the unloaded state of the force generating device 104.7 and thus the shoulder 104.11 is more or less strongly biased against the stop 104.13.

The design with the detachable housing cover 104.12 also has the advantage that the force-generating device can be disabled by removing the housing cover 104.12, for example, for maintenance purposes. Hereby, it is then possible in a simple manner to replace the friction elements 104.1 and 104.2 or the entire carrier arm 104.3.

If the contact element 104.8 is loaded by the carriage body 102 placed on the cradle 103.5, initially there is no deflection of the contact element 104.8 until the contact element 104.8 exerts a force on the support arm 104.3 in the longitudinal direction of the cup spring package 104.9 which is greater than the preload force FV , In other words, the biasing force FV defines a breakaway force, beyond which a deflection of the contact element 104.8 occurs.

In a further increase in the force exerted on the carrier arm 104.3 in the longitudinal direction of the plate spring package 104.9 on the contact element 104.8 force, takes place Further compression of the disc spring assembly 104.9 until a force equilibrium is reached, in which then the contact force K between the two friction elements 104.1 and 104.2 acts.

The increase in the force exerted by the plate spring package 104.9 force can be adjusted by the choice of disc springs used. Preferably, comparatively soft disc springs are used, which, however, are preloaded comparatively strongly even in the unloaded initial state of the force-generating device 104.7 in order to achieve the desired preload force FV. This has the advantage that when the breakaway force FV is exceeded, only a comparatively shallow increase of the contact force K occurs, so that in other words a limitation of the friction torque and thus a limitation of the damping of the boring movement can be achieved.

It can be provided that the breakaway force FV is exceeded even in the unloaded state of the car body 102, so that already in this state, a deflection of the contact element 104.8. Upon further loading of the car body 102 then a strong increase in the contact force is avoided. Rather, in this case, then a greater proportion of the weight of the car body 102 is introduced via the central support means 105 in the bogie 103.

This has the consequence that with the contact force and the Ausdrehbewegung damping friction torque increases only comparatively weak. With an appropriate design of the plate spring package 104.9 can here possibly even be achieved that the damping friction torque (regardless of the loading of the car body 102) remains almost constant, which may be advantageous in certain applications.

Likewise, it can of course be provided that the breakaway force FV is reached only at a predefinable loading of the car body 102. In this case, a relatively steep increase in the contact force K (depending on the loading of the car body 102) and thus a load-dependent increase of the damping friction torque MR can be achieved up to a certain Reibmonentschwelle until reaching the breakaway force FV, while after exceeding the Breakout force FV (depending on the application) in turn, the above-described limitation of the friction torque MR and a flatter increase of the friction torque MR can be achieved.

In the present example, the cup spring assembly 104.9 is designed so that the contact element 104.8 during normal operation of the vehicle 101 a predetermined hub between a first extreme position (the paragraph 104.11 is the stop 104.13) and a second extreme position (support 104.3 is just before hitting the housing 104.10) performs. In the direction of the vehicle vertical axis (z-direction), the contact element 104.8 exerts the breakaway force FV on the carrier arm 104.3 in the first extreme position as a maximum first force, while exerting a second force on the carrier arm 104.3 in the second extreme position. The disc spring assembly 104.9 is designed so that the second force in the present example deviates by at most 5% of the first force from the first force. It is understood, however, that in other variants of the invention, a greater deviation of the second force from the first force is possible. In particular, deviations by up to 30% of the first force are possible.

As a result, a particularly favorable course of the damping friction torque MR can be achieved under dynamic driving conditions. The damping friction torque MR is then (possibly above a predefinable threshold) not only largely independent of load, even with the action of vertical inertial forces, which causes a strong variation of the friction torque in known designs, the friction torque MR advantageously remains within narrow predeterminable limits.

The inventive functional separation of Reibelementträgers 104.3 and the force generating device 104.7, it is firstly possible, the first friction element with respect to achieving a high damping the Ausdrehbewegung friction torque at a favorable, in the vehicle transverse direction far from (defined by the support means 105) axis of rotation Ausdrehbewegung remote position to arrange. Another advantage is that the force generator 104.7 can be easily optimized for its primary force application function as described above.

Also, the Reibelementträger 104.3 can in turn be easily optimized in terms of its primary function of the least backlash introduction of the damping friction torque MR in the bogie 103. Thus, a backlash-free introduction of the damping friction torque MR in the present example is realized in that the carrier arm 104.3 is rigidly connected to the cradle 103.5 in the region of the connection sections 104.5 and 104.6. This can be done via any, preferably releasable connection. For example, a simple screw connection may be provided, in which case preferably a rotationally fixed connection is realized via a toothing of the contact surfaces or the like.

By the transversely to the longitudinal axis of the support arm 104.3 spaced arrangement of the connecting portions 104.5 and 104.6 a particularly advantageous high support width of the support of the friction torque M in R in the cradle 103.5 is achieved so that only comparatively small forces in the region of the connecting portions 104.5 and 104.6 are. As a result, the application of the support arm 104.3 to the cradle 103.5 can be made particularly simple.

Like that Figures 2 and 3 can be seen, the support arm 104.3 is designed as a substantially plate-shaped component, wherein the plane of the plate (or the main extension plane of the support arm 104.3) transverse to the vertical axis (z-direction). By arranging the connection sections 104.5 and 104.6 in two corner regions of the support arm 104.3 and the arrangement of the first friction element 104.1 in the third corner region of the support arm 104.3, the load relationships in the introduction of the friction torque MR into the cradle 103.5 are particularly effectively taken into account. Thus, on the one hand, in the area of the corner carrying the first friction element 104.1, there is still a comparatively small bending moment about the vertical axis, so that the small cross-section of the support arm 104.3 in this area is sufficient to accommodate this without appreciable deformation. With the bending moment increasing towards the connection region, the cross-section and thus the bending resistance torque then increase in this design so that, in addition to the advantageously high support width, optimum cross-sectional utilization of the support arm 104.3 is achieved at any time without significant deformation.

As FIG. 2 can be seen, the support arm 104.3 in the plan view shown a partially curved contour. In this way, among other things, the area moment of inertia and thus the bending resistance torque of the support arm 104.3 is varied in the longitudinal direction of the support arm 104.3 such that it extends to the bending axis running transversely to its longitudinal direction and parallel to its main extension plane (which runs parallel to the x direction in the present example) first friction element 104.1 decreases toward a predetermined course. The cross-sectional profile of the support arm 104.3 is selected so that the support arm 104.3 undergoes no appreciable deformation in actual operation at the expected loads about a bending axis parallel to the vehicle vertical axis, while he undergoes a desired deformation about a bending axis parallel to the vehicle longitudinal axis.

In the present example, the variation of the area moment of inertia of the support arm 104.3 is selected so that a expected during normal operation of the vehicle Deformation of the support arm 104.3 substantially does not extend into the connection area 104.4. As a result, the connection of the support arm 104.3 to the cradle 103.5 is particularly simple.

Due to the rigid and therefore backlash-free connection of the support arm 104.3 with the cradle 103.5 and the bending resistance of the support arm 104.3 adapted to the course of the bending moment about the vertical axis of the vehicle is advantageously the initiation of the desired frictional torque at any time, and thus also with a direction reversal of the boring movement MR in the cradle 103.5 guaranteed. In other words, there is no significant game effects in a direction reversal of the boring movement, in which passes to the concern of the opposite friction torque MR in full height, a comparatively long period.

It should also be noted in this context that the support arm can of course also have any other shape in other variants of the invention. For example, in the case of particularly simple variants, a substantially trapezoidal support arm may be provided, as in FIG FIG. 2 is indicated by the dashed contour 107.

Second embodiment

The FIG. 4 shows (in one of the FIG. 3 corresponding view) a further embodiment of a rail vehicle according to the invention 201. The rail vehicle 201 corresponds in its basic design and operation of the rail vehicle 101, so that only the differences should be discussed here. In particular, identical components are provided with identical reference numerals, while similar components are provided with increased by the value 100 reference numerals. Unless otherwise stated below, reference is made expressly to the above statements regarding the properties of these components.

The difference to the rail vehicle 101, on the one hand, is that in the vehicle 201, the support arm 104.3 (the first friction element 104.1) of the rotational inhibiting device 204 is rigidly connected to the vehicle body via its connecting sections 104.5 and 104.6 and thus about the vehicle vertical axis (z direction) 202 is fixed, while the second friction element 104.2 is attached to the cradle 103.5.

A further difference consists in that the force-generating device 204.7 comprises only one disk spring package 204.9 which is guided transversely to its longitudinal direction or main spring direction by a guide pin 204.15 fixed rigidly to the carrier arm 104.3 (which dips into a recess 202.1 in the vehicle body 202 during operation). Thus, in this variant, therefore, the plate spring 204.8 contacting the carrier arm forms the contact element of the force-generating device 204.7.

Another difference consists in the fact that the car body 202 in the direction of the vehicle vertical axis (z-direction) is supported only on the friction elements 104.1, 104.2, while longitudinal and transverse forces between the car body 202 and the cradle 103.5 are transmitted via a pivot 205 , As a result, although always a (the Ausdrehbewegung between the chassis 103 and the car body 202 damping) load-dependent friction torque MR is applied without the above-described limitation. However, the deformability of the carrier arm transversely to its main plane of extension ensures a uniform surface pressure between the friction elements 104.1 and 104.2, so on the one hand always a well-defined friction torque MR is present and on the other hand results in an advantageous uniform wear pattern of the friction elements 104.1 and 104.2.

The present invention has been described above solely by means of examples of a rail vehicle with a bogie. It is understood, however, that the invention can also be used for vehicles with any other suspensions. Furthermore, it is understood that the invention can be used not only in connection with rail vehicles but also in connection with any other vehicles.

Claims (13)

1. Vehicle, in particular a rail vehicle, with a running gear (103) as a first vehicle component and a wagon body (102; 202) supported thereon as a second vehicle component, and a rotation impeding device, comprising

   - a friction element carrier (104.3) for a first friction element (104.1), wherein

   - said friction element carrier (104.3) is configured to be connectable to said running gear (103) or said wagon body (102; 202) in a manner torsionally rigid about a height axis of the vehicle such that said wagon body (102; 202) is supported on the running gear (103) via said first friction element (104.1), wherein

   - said wagon body (102; 202) is rotatable relative to said running gear (103) under a friction-laden relative movement between said first friction element (104.1) and a second friction element (104.2) impeding a rotation about said height axis,

   - a force generating device (104.7; 204.7) with a contact element (104.8; 204.8) is provided, wherein

   - said force generating device (104.7; 204.7) is connectable to said vehicle component (103; 202) carrying said friction element carrier (104.3) in such a way that it acts, via said contact element (104.8; 204.8), on said friction element carrier (104.3) in order to generate a contact force between said first friction element (104.1) and said second friction element (104.2),

   characterized in that

   - said force generating device (104.7), for setting a course of a load-dependent friction torque between said first friction element (104.1) and said second friction element (104.2), defines a breakaway force of said contact element (104.8), wherein a displacement of said contact element (104.8) occurs when said breakaway force is exceeded, wherein said force generating device (104.7) comprises a biasing device (104.12, 104.13, 104.14) for adjusting said breakaway force.
2. Vehicle according to claim 1, characterized in that, the force generating device (104.7, 204.7) comprises an, in particular mechanical, spring device (104.9; 204.9) for generating a contact force.
3. Vehicle according to claim 2, characterized in that

   - said spring device (104.9; 204.9) comprises at least one disk spring and one disk spring guide (104.10; 204.15), wherein

   - said disk spring defines a main spring direction in which said disk spring exerts its main spring force, and

   - said disk spring guide (104.10; 204.15) guides said disk spring transverse to the main spring direction, wherein

   - said disk spring, in particular, forms said contact element (204.8).
4. Vehicle according to any one of the preceding claims, characterized in that

   - said force generating device (104.7; 204.7) is configured in such a way that said contact element (104.8; 204.8), in normal operation of said vehicle, carries out a predeterminable excursion between a first extreme position and a second extreme position, wherein

   - said contact element (104.8; 204.8), in said first extreme position, exerts a first force on said friction element carrier (104.3) and, in said second extreme position, exerts a second force on said friction element carrier (104.3), and

   - said second force deviating from said first force by a maximum of 20% of said first force, preferably a maximum of 10% of said first force, and further preferably a maximum of 5% of said first force.
5. Vehicle according to any one of the preceding claims, characterized in that

   - said contact element (104.8; 204.8) acts on said friction element carrier (104.3) in the area of said first friction element (104.1);

   and/or

   - said contact element acts on said friction element carrier on a side facing away from said first friction element.
6. Vehicle according to any one of the preceding claims, characterized in that

   - said friction element carrier comprises at least one carrier arm (104.3) with a first end area and a second end area, located at a distance thereof in the direction of a longitudinal axis of said carrier arm, wherein

   - said carrier arm (104.3), in said first end area, comprises a connection area (104.4) configured to provide the connection to said vehicle component (103; 202) carrying said friction element carrier (104.3), and

   - said carrier arm (104.3) carries said first friction element (104.1) in an area located at a distance from said first end area in the direction of the longitudinal axis of said carrier arm (104.3).

   - wherein said connection area (104.4) of said carrier arm (104.3), in particular, comprises at least two connection sections (104.5, 104.6) configured to provide the connection to said vehicle component (103; 202) carrying said friction element carrier (104.3), wherein said two connection sections (104.5, 104.6) are spaced apart from one another transverse to the longitudinal axis of said friction element carrier (104.3),

   and/or

   - at least one of said connection sections (104.5, 104.6) is particularly configured to be connected free of play, in particular rigidly, to said vehicle component (103; 202) carrying said friction element carrier (104.3).
7. Vehicle according to claim 6, characterized in that

   - said carrier arm (104.3) is designed to be of essentially triangular shape, wherein

   - said connection area (104.4) in particular extends between two corner areas of said carrier arm (104.3) and said first friction element (104.1) is arranged in the area of the third corner of the carrier arm (104.3).
8. Vehicle according to claim 6 or claim 7, characterized in that

   - said carrier arm (104.3) exhibits an area moment of inertia about an axis of inertia, said axis of inertia running transverse to a plane defined by the longitudinal axis of said carrier arm (104.3) and said height axis of the vehicle, and

   - said area moment of inertia varies in the direction of the longitudinal axis of said carrier arm (104.3), in particular, decreases towards said second end, wherein.

   - said area moment of inertia varies in such a way that a deformation of said carrier arm (104.3) to be expected in the normal operation of said vehicle essentially does not extend as far as into said connection area (104.4).
9. Vehicle according to any one of claims 6 to 8, characterized in that

   - said carrier arm (104.3) exhibits a cross-section in a cross-section plane running transverse to its longitudinal axis, wherein

   - said cross-section of said carrier arm (104.3) decreases in the direction of the longitudinal axis of said carrier arm (104.3).
10. Vehicle according to any one of the preceding claims, wherein, in particular a rail vehicle, with a running gear (103), a wagon body (102; 202) supported thereon, and a rotation impeding device (104; 204) according to one of the foregoing Claims, wherein

    - said friction element carrier (104.3) is conntected to said running gear (103) or said wagon body (102; 202) in a manner torsionally rigid about a height axis of the vehicle in such a way that said wagon body (102; 202) is supported on the running gear (103) via said first friction element (104.1),

    - said wagon body (102; 202) is rotatable relative to said running gear (103) under a friction-laden relative movement between said first friction element (104.1) and a second friction element (104.2) impeding a rotation about said height axis,

    - said force generating device (104.7; 204.7) being connected to said vehicle component (103; 202) carrying said friction element carrier (104.3), wherein

    - said friction element carrier (104.3) and said force generating device (104.7; 204.7) particularly being connected to said running gear (103).
11. Vehicle according to claim 10, characterized in that

    - said running gear (103) comprises a running gear frame (103.3) and a bolster (103.5) supported on said running gear frame (103.3) by means of a secondary suspension unit (103.4) and running in the transverse direction of said vehicle,

    - said wagon body (102; 202) being supported on the bolster (103.5) by means of said rotation impeding device (104; 204), and

    - said rotation impeding device (104; 204) being arranged in an end area of said bolster (103.5), wherein

    - said friction element carrier (104.3) and said force generating device (104.7) in particular are connected to said bolster (103.5).
12. Vehicle according to claims 10 or 11, characterized in that said wagon body (102) is supported on said running gear (103) in the direction of said height axis by a bearing device (105) defining the axis of rotation of said relative movement between said wagon body (102) and said running gear (103).
13. Vehicle according to claim 12, characterized in that said bearing device (105) is designed in the form of a slewing ring.

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