EP2165910B1 - Rail vehicle - Google Patents
Rail vehicle Download PDFInfo
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- EP2165910B1 EP2165910B1 EP08016343A EP08016343A EP2165910B1 EP 2165910 B1 EP2165910 B1 EP 2165910B1 EP 08016343 A EP08016343 A EP 08016343A EP 08016343 A EP08016343 A EP 08016343A EP 2165910 B1 EP2165910 B1 EP 2165910B1
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- European Patent Office
- Prior art keywords
- masses
- rail vehicle
- cancellation
- locomotive frame
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 230000033001 locomotion Effects 0.000 claims abstract description 35
- 238000013016 damping Methods 0.000 claims abstract description 20
- 230000003137 locomotive effect Effects 0.000 claims description 39
- 230000005484 gravity Effects 0.000 claims description 5
- 239000006096 absorbing agent Substances 0.000 description 56
- 238000005096 rolling process Methods 0.000 description 11
- 230000005284 excitation Effects 0.000 description 9
- 230000010355 oscillation Effects 0.000 description 5
- 239000000725 suspension Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000003534 oscillatory effect Effects 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 230000008029 eradication Effects 0.000 description 3
- 230000007935 neutral effect Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000000284 resting effect Effects 0.000 description 2
- 229910001208 Crucible steel Inorganic materials 0.000 description 1
- 230000001914 calming effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
Images
Classifications
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- 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
- B61F1/00—Underframes
- B61F1/08—Details
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- 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 invention relates to a rail vehicle according to the preamble of claim 1, s.z.B. known from GB 908886.
- Rail vehicles are usually provided with wheels with slightly conical profiles, of which two, which are assigned to different rails of a track, are rigidly connected together to form a wheel.
- FIG. 1 shows in a cross-sectional view of two such wheels 1, 2, each resting with its profile 4, 5 on a rail 3. Due to the slightly conical profiles 4, 5 of the wheels 1, 2 result in different rolling radii r 0 , r 1 and r 2 (see http://de.wikipedia.org/wiki/Equivalent conicity). The result for a transverse displacement y of zero is a rolling radius of r 0, and for a transverse displacement y of a given value, the rolling radii r 1 and r 2 .
- the associated Rollradius is typically a wiggle movement (also called rolling motion) within the track clearance (which is typically 15 mm) between the wheel flanges of the wheel set and the inner edges of the two parallel rails.
- This meandering movement is also referred to as "sinusoidal" or “lurching.” The latter, since, strictly speaking, the light-linear contact conditions between wheel and rail do not constitute a harmonic movement.
- FIG. 2 is a plan view of a such a meandering rail vehicle shown schematically, wherein the representation of the rail vehicle for simplicity on the representation limited by the wheelsets 6.
- the vehicle longitudinal direction is designated by "x”.
- the vehicle transverse direction is designated by "y”.
- the meandering axis 7 runs centrally between the rails 3.
- the meandering movement is exemplified by the sinusoidal curve 8, whose amplitude for good rail vehicles is a few millimeters, eg 2 to 3 millimeters, as far as the critical speed described below is not reached ,
- the orientation of the wheelsets 6 is such that the longitudinal axes 9 of the wheel sets 6 intersect the curve 8 vertically.
- ⁇ 2 ⁇ ⁇ ⁇ r 0 ⁇ a ⁇ 0 .
- a is the distance from the central axis 7 to a rail 3 (so-called track mass)
- r 0 is the arithmetic mean of the rolling radii
- ⁇ 0 is the equivalent taper.
- the periodic transverse movements performed during the meandering movement of the wheel sets lead to an oscillation excitation of the masses of the rail vehicle, which are arranged above the wheel sets and are typically supported by springs.
- the frequency and also the amplitude of the excitation of the rail vehicle masses increased by the in FIG. 2 snaking movement of the wheelsets is caused by way of example, and in particular can excite natural frequencies of the rail vehicle suspension and / or other vibration modes of the rail vehicle. If the frequency of this excitation (also called excitation frequency) coincides with a natural frequency of the rail vehicle, resonance phenomena usually occur, which are also referred to as instability (or unstable state) or critical speeds.
- the rail vehicle can resonate with an excitation by a meandering movement of the wheel sets and natural modes whose natural frequencies do not correspond to the excitation frequency caused by the worm movement excitation.
- the vibration behavior of a rail vehicle which is a so-called multi-body system, can be relatively accurately described and simulated with special multi-body system calculation programs, which take into account the non-linear contact conditions between wheel and rail.
- the critical speed caused by the occurrence of resonance phenomena can be influenced by a suitable choice of certain vehicle parameters. Also, the type of geometric pairing of the wheelset with the track (ie the taper of the wheel profiles) and the weather-dependent contact conditions between wheel and rail have a great influence on the critical speed, but can usually be difficult or impossible to change or influence ,
- Stabilizing effects can also be achieved by reducing the mass inertia or mass moment of inertia of the bogie frame about its vertical axis.
- known rolling damper may be provided between the bogie frame and the car body of the rail vehicle.
- the rail vehicle according to the invention is characterized in that a vibration damping device is provided, which comprises one or more absorber masses, wherein the one or more absorber masses in the vehicle transverse direction are elastically connected to the locomotive frame, so that the one or more absorber masses in the occurrence of natural vibrations of the rail vehicle, in particular with natural vibrations in the vehicle transverse direction, essentially in the opposite phase to these swing.
- An absorber mass can also be referred to as additional mass.
- the one or more absorber masses may be directly or indirectly connected to the locomotive frame.
- the one or more absorber masses are connected, for example, via springs and / or dampers with the oscillating structure formed in particular by the locomotive frame, that they oscillate in the opposite phase to the oscillating structure upon occurrence of natural oscillations and in this way withdraw vibrational energy from the oscillating structure and at least partially cancel out the vibration of the vibrating structure.
- the mass inertia or the mass moment of inertia of the one or more absorber masses about the vertical axis (yaw axis) of the rail vehicle has quantitatively preferably the same order of magnitude as the inertia or the mass moment of inertia of the oscillating structure, in particular of the locomotive frame, so that as complete as possible eradication of the natural vibration of the vibrating structure can be achieved.
- FIGS. 3, 4 and 5 show an inventive rail vehicle 10, which is for example a locomotive, with a locomotive frame 11 in longitudinal section ( FIG. 3 ), in plan ( FIG. 4 ) and in cross section ( FIG. 5 ).
- axles provided, which are defined by a respective wheel set 12, wherein in the FIGS. 4 and 5 the sake of simplicity of illustration, only a set of wheels 12 is shown.
- the wheelsets 12 are connected via transverse elastic trained suspension springs 17 - so-called Flexicoil coil springs - with the locomotive frame 11 and the vehicle body.
- the suspension springs 17 are in FIG. 5 for the sake of simplicity not shown.
- the wheels 13 of the wheelsets 12 run on the rails 14th
- a vibration damping device which comprises two absorber masses 15 which are provided at the two ends (extremities) of the rail vehicle 10 within the locomotive frame 11. Seen in the vehicle longitudinal direction is in front of the front wheelset 12 and after the rear wheel 12 an absorber mass 15 arranged.
- the absorber masses 15 are exemplified cuboid, so that the available space is used efficiently, and extend in the vehicle transverse direction. However, they can of course also have any other suitable shape.
- the installation location of the absorber masses 15 is not necessarily bound to the extremities of the vehicle, although the extremities are particularly favorable as an installation location for the eradication of oscillatory movements about the vehicle's vertical axis.
- the FIGS. 3, 4 and 5 represent the rail vehicle 10 and the absorber masses 15 in neutral position.
- the absorber masses 15 are fastened elastically to the locomotive frame 11 in the vehicle transverse direction, wherein the fastening elements are preferably designed and tuned such that the transverse natural frequency (ie the natural frequency with which the absorber masses 15 oscillate in the vehicle transverse direction) corresponds to the natural frequency of the locomotive frame 11 and / or Other vibrating components or masses of the rail vehicle 10 correspond.
- the natural resonator frequency corresponds to the frequency with which the locomotive frame (or other oscillating components / masses) wobbles or makes a meandering movement.
- the rolling natural frequency (s) of the locomotive frame and / or other oscillating components / masses of the rail vehicle can be determined, for example, by means of multi-body system calculation programs. By means of the multibody system programs, it is also possible to make further statements about the vibration behavior of the rail vehicle 10 or its locomotive frame 11 and about suitable vibration control adjustments, e.g. on the dimensioning and the weight of a mass suitable as absorber mass 15 taken.
- the mass moment of inertia of the absorber masses 15 about the vertical axis (yaw axis) of the rail vehicle 10 is preferably of a similar magnitude as the mass moment of inertia of the sprung mass of the rail vehicle 10, so that effective eradication of the running technology conditional meandering movement of the rail vehicle 10 can be achieved.
- This is achieved by appropriately heavy absorber masses 15, which are arranged on the extremities (ends) of the rail vehicle 10.
- each absorber mass 15 has a weight of essentially 5 tons and consists, for example, of cast steel.
- each of the absorber masses 15, are preferably formed as springs (eg as rubber layer springs) and connect the respective absorber mass 15 with the structure of the locomotive frame 11, wherein preferably at each bottom corner of a damping mass 15, a support member 16th is attached.
- the support elements 16 are arranged below the absorber mass 15 assigned to them. In a cuboid absorber mass 15 four support elements 16 are provided.
- the support elements 16 of an absorber mass 15 are preferably oriented or oriented such that their longitudinal axes or their lines of action essentially intersect at the height of the center of gravity of the respective absorber mass 15 (viewed in side view of the rail vehicle 10).
- the support elements 16 are therefore preferably arranged obliquely, wherein each support member 16 is seen in side view to the center of gravity of the respective support member 16 associated absorber mass 15 tends.
- a damping device which is preferably a damper 18 in the form of a transverse damper, ie a damper, dampens the movements of the absorber mass 15 in the vehicle transverse direction.
- the oscillation amplitude of the absorber mass 15 is advantageously limited at resonance.
- this also ensures a vibration-damping effect of the absorber mass 15, in particular, when the natural frequencies of the respective absorber mass 15 and the locomotive frame 11 do not coincide exactly.
- the damper 18 is, for example, a hydraulic damper.
- the damper 18 is disposed between the absorber mass 15 and the locomotive frame 11 and preferably connected in the direction of vibration of the absorber mass 15 with both.
- the damper 18 may comprise, for example, an oil-filled cylinder and a piston which reciprocates axially in the oil contained in the cylinder, and with increasing speed of the piston movement, the flow resistance and thus the damping effect increase.
- other dampers may be used, e.g. mechanical friction damper, for example, have layered leaf springs. It is also possible to use an active damping device in which the damping characteristic is adjustable or adapts itself to the respective conditions.
- an active actuator (not shown) between absorber mass (s) 15 and locomotive frame 11 may be provided, which is designed such that it is controlled in dependence on the movement of the locomotive frame 11 (for example via one or more hydraulic Actuators that can build forces between locomotive frame 11 and absorber mass (s) 15), so that yaw movements of the locomotive frame 11 are minimized.
- This targeted control the locomotive frame 11 provides a counter-control with respect to the yaw motions of the locomotive frame 11, wherein the absorber masses 15 act as inert masses, on which the active actuator is supported.
- the active actuator for this purpose can be supported only on one of the absorber masses 15.
- the active actuator is in particular designed such that also other frequencies than the yawing or rolling natural frequency can be counteracted by generating corresponding counterforces and transmits, for example via a hydraulic actuator or for example via an actively controlled hydropneumatic element on the locomotive frame 11 (active suspension).
- FIGS. 6 and 7 essentially correspond to the FIGS. 4 and 5
- the rail vehicle 10 is not in the neutral position, but performs a rolling motion, which is caused by a yaw movement of the locomotive frame 11 about its vertical axis. This is indicated by the arrows 19, which indicates the vehicle transverse direction, in which the respective end of the rail vehicle 10 swings.
- the absorber masses 15 oscillate in opposite phase to the rail vehicle 10 or its locomotive frame 11, which is indicated by the arrows 20.
- the vibration damping device formed by the absorber masses 15 so excited to vibrate that it has a calming effect on the vibration of the rail vehicle 10 and of its locomotive frame 11 and indeed also / or other than on the example in the FIGS. 6 and 7 illustrated vibration modes.
- FIG. 8 shows a second embodiment of an inventive rail vehicle 21 with a vibration damping device with absorber masses 15.
- the rail vehicle 21 is shown in neutral position.
- the absorber masses 15 are connected via pendulum 22 running fasteners to the locomotive frame, ie the absorber masses 15 are suspended from pendulum 22, which are in the vehicle transverse direction back and forth, preferably for pendulum 22, ie a pendulum 22 for each upper Corner of the absorber mass 15, are provided.
- damper 18 is disposed on the upper side of each absorber mass 15 and connected to an inner unspecified component (eg a transverse plate) of the locomotive frame 11.
- the damping device can also be arranged below and / or laterally of the absorber mass 15. The same applies to the first embodiment 10 applies to the second embodiment 21 as well.
- the absorber mass 15 is slidably mounted on a guide or on guides 32 so that the absorber mass on the guide (s) 32 can slide.
- the guide (s) 32 may for example be formed by means of rollers or the guide (s) 32 may be, for example, one or more roller guides, wherein the rollers may be attached to the absorber mass 15 and / or the locomotive frame 11.
- the guide (s) 32 may, for example, be curved or curved, with the curvature or the bend, as seen from the locomotive frame, preferably extending outwards.
- the embodiment 31 substantially corresponds to the in FIG. 8 illustrated embodiment 21, wherein instead of the pendulum 22 by way of example laterally arranged, optional support elements 33, for example in the form of springs (in particular rubber layer springs), are provided.
- ballast masses already advantageously provided in the rail vehicle can advantageously be used as absorber masses 15, which serve to achieve the traction weight.
- 15 can be used as absorber masses already provided in the rail vehicle masses such as transformers, diesel oil tanks or the like.
- the transverse deflection of the components used as absorber masses during vibration damping is approximately ⁇ 10-20 mm. The provision of absorber masses 15 thus does not necessarily lead to an increase in weight.
- the rail vehicle according to the invention may of course also be, for example, a four-axle rail vehicle with bogies.
- a bogie vehicle for pre-empting rocking movements of the bogie frame, it is preferable to have already installed heavy built-in components such as e.g. Traction motors used as absorber masses, so that the weight of the rail vehicle is not unnecessarily increased.
- Traction motors used as absorber masses
- existing masses can be used analogously in the vehicle body.
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Abstract
Description
Die Erfindung betrifft ein Schienenfahrzeug gemäss oberbegriff des Anspruchs 1, s.z.B. bekannt aus GB 908886.The invention relates to a rail vehicle according to the preamble of
Schienenfahrzeuge sind üblicherweise mit Rädern mit leicht konischförmigen Profilen versehen, von denen jeweils zwei, die verschiedenen Schienen eines Gleises zugeordnet sind, unter Bildung eines Radsatzes starr miteinander verbunden sind.
Wegen der leicht konischen Profile der Räder, der damit verbundenen Rollradiusänderung dieser Profile und der starren Verbindung der zwei Räder eines Radsatzes erfolgt beim Abrollen eines Radsatzes auf dem Gleis von oben betrachtet (d.h. in Draufsicht auf das Gleis) typischerweise eine Schlängelbewegung (auch Schlingerbewegung genannt) innerhalb des Spurspiels (das in der Regel 15 mm beträgt) zwischen den Spurkränzen der Räder des Radsatzes und den Innenkanten der beiden parallel verlaufenden Schienen. Diese Schlängelbewegung wird auch als "Sinuslauf" oder als "Schlingern" bezeichnet. Letzteres da es sich aufgrund der lichtlinearen Kontaktbedingungen zwischen Rad und Schiene genau betrachtet nicht um eine harmonische Bewegung handelt.Because of the slightly conical profiles of the wheels, the associated Rollradiusänderung these profiles and the rigid connection of the two wheels of a wheelset when rolling a wheelset on the track viewed from above (ie in plan view of the track) is typically a wiggle movement (also called rolling motion) within the track clearance (which is typically 15 mm) between the wheel flanges of the wheel set and the inner edges of the two parallel rails. This meandering movement is also referred to as "sinusoidal" or "lurching." The latter, since, strictly speaking, the light-linear contact conditions between wheel and rail do not constitute a harmonic movement.
In
wobei a der Abstand von der Mittelachse 7 zu einer Schiene 3 (so genanntes Spurmittenmass), r0 der arithmetische Mittelwert der Rollradien und δ0 die äquivalente Konizität sind.In
where a is the distance from the
Die bei der Schlängelbewegung der Radsätze ausgeführten periodischen Querbewebungen führen zu einer Schwingungsanregung der oberhalb der Radsätze angeordneten, typischerweise über Federn abgestützten Massen des Schienenfahrzeugs. Mit zunehmender Fahrzeuggeschwindigkeit erhöhen sich die Frequenz und auch die Amplitude der Anregung der Schienenfahrzeugmassen, die durch die in
Bei Schienenfahrzeugen mit Drehgestellen ist in der Regel der zuerst auftretende, als störend zu wertende Schwingungsmode, der zu einer Instabilität führt, durch in etwa eine Wendebewegung des Drehgestellrahmens um dessen Hochachse gegeben. Bei zweiachsigen Schienenfahrzeugen ist der zuerst auftretende, als störend zu wertende Schwingungsmode, der zu einer Instabilität führt, meistens durch in etwa eine Wendebewegung des Fahrzeugkastens um dessen Hochachse gegeben.In rail vehicles with bogies is usually the first occurring, as disturbing to be evaluated vibration mode, which leads to instability, given by about a turning movement of the bogie frame about its vertical axis. In two-axle rail vehicles, the first occurring, as disturbing to be evaluated vibration mode, which leads to instability, usually given by approximately a turning movement of the vehicle body about its vertical axis.
Je nach Verkoppelung der einzelnen Massen des Schienenfahrzeugs können bei einer Anregung durch eine Schlängelbewegung der Radsätze auch Eigenschwingungsformen mitschwingen, deren Eigenfrequenzen nicht der Anregefrequenz der durch die Schlängelbewegung hervorgerufenen Anregung entsprechen. Aufgrund des stark nichtlinearen Schlupfverhaltens und der Geometriebedingungen an der Kontaktstelle zwischen Rad und Schiene und aufgrund der Massenbehaftung des Radsatzes kann auch der Radsatz selbst Teil des schwingungsfähigen Systems sein, sodass die Eigenformen typischerweise vielfältiger sind als eine Wendebewegung und mit dem Begriff "Wendebewegung" nicht vollständig erfasst sind. Das Schwingungsverhalten eines Schienenfahrzeugs, welches ein sogenanntes Mehrkörpersystem darstellt, lässt sich dagegen mit speziellen Mehrkörpersystem-Berechnungsprogrammen, die die nicht linearen Kontaktbedingungen zwischen Rad und Schiene berücksichtigen, relativ genau beschreiben und simulieren.Depending on the coupling of the individual masses of the rail vehicle can resonate with an excitation by a meandering movement of the wheel sets and natural modes whose natural frequencies do not correspond to the excitation frequency caused by the worm movement excitation. Due to the highly non-linear slip behavior and the geometry conditions at the contact point between wheel and rail and due to the Massenbehaftung of the wheelset and the wheelset itself can be part of the oscillatory system, so that the eigenmodes are typically more diverse than a turning movement and not completely with the term "turning movement" are recorded. In contrast, the vibration behavior of a rail vehicle, which is a so-called multi-body system, can be relatively accurately described and simulated with special multi-body system calculation programs, which take into account the non-linear contact conditions between wheel and rail.
Das Fahren des Schienenfahrzeugs im instabilen Zustand führt zu grossen seitlichen Beschleunigungen und Kräften zwischen Rad und Schiene und kann im Extremfall zur Entgleisung des Fahrzeugs führen. Das Fahren im instabilen Zustand ist daher nicht zulässig. Bei zweiachsigen Schienenfahrzeugen mit kurzem Achsabstand sind die Verhältnisse in der Regel so ungünstig, dass bei schweren zweiachsigen Schienenfahrzeugen das Fahren mit Geschwindigkeiten von über 100 km/h auf konventionellen Gleisen kaum ohne Instabilitätserscheinungen möglich ist. So muss aus diesem Grunde beispielsweise die zulässige Geschwindigkeit eines konventionellen Eisenbahnfahrzeugs unterhalb der für es kritischen Geschwindigkeit liegen. Momentan werden Schienenfahrzeuge üblicherweise dadurch stabilisiert, dass die Betriebsgeschwindigkeit unterhalb der kritischen Geschwindigkeit liegt, um Resonanzeffekte zu vermeiden.Driving the rail vehicle in the unstable state leads to large lateral acceleration and forces between the wheel and rail and can in extreme cases lead to derailment of the vehicle. Driving in the unstable state is therefore not permitted. In the case of two-axle rail vehicles with a short wheelbase, the conditions are generally so unfavorable that in heavy two-axle rail vehicles driving at speeds of over 100 km / h on conventional tracks is hardly possible without instability phenomena. For this reason, for example, the permissible speed of a conventional railway vehicle must be below the critical speed for it. Currently, rail vehicles are usually stabilized by the operating speed being below the critical speed to avoid resonance effects.
Die durch das Auftreten von Resonanzerscheinungen bedingte kritische Geschwindigkeit kann durch eine geeignete Wahl bestimmter Fahrzeugparameter beeinflusst werden. Auch die Art der geometrischen Paarung des Radsatzes mit dem Gleis (d.h. die Konizität der Radprofile) und die witterungsabhängigen Kontaktbedingungen zwischen Rad und Schiene haben einen grossen Einfluss auf die kritische Geschwindigkeit, können aber in der Regel nur schwer oder gar nicht geändert bzw. beeinflusst werden.The critical speed caused by the occurrence of resonance phenomena can be influenced by a suitable choice of certain vehicle parameters. Also, the type of geometric pairing of the wheelset with the track (ie the taper of the wheel profiles) and the weather-dependent contact conditions between wheel and rail have a great influence on the critical speed, but can usually be difficult or impossible to change or influence ,
Bei Schienenfahrzeugen mit Drehgestellen kann fahrzeugseitig zum Beispiel durch einen relativ grossen Achsabstand im Drehgestell und durch eine möglichst steife Führung der Radsätze in Fahrzeuglängsrichtung die Anregefrequenz reduziert und dadurch die kritische Geschwindigkeit erhöht werden. Ein grosser Achsabstand und eine steife Führung führen aber in der Regel zu einer massiven Verschlechterung des Kurvenlaufs des Schienenfahrzeugs, der wiederum von dem Anlaufwinkel zwischen Rad und Schiene abhängig ist. Eine Verschlechterung des Kurvenlaufs des Schienenfahrzeugs ruft vermehrten Verschleiss, hohe Querkräfte zwischen Rad und Schiene und unerwünschte Quietschgeräusche bei Kurvenfahrten hervor.In rail vehicles with bogies can on the vehicle side, for example, by a relatively large center distance in the bogie and by a stiff as possible guidance of the wheelsets in the vehicle longitudinal direction reduces the excitation frequency and thereby the critical speed can be increased. However, a large center distance and a rigid guide usually lead to a massive deterioration of the curve of the rail vehicle, which in turn is dependent on the starting angle between the wheel and rail. A deterioration in the running of the rail vehicle causes increased wear, high lateral forces between the wheel and rail and undesirable squeaking noises when cornering.
Stabilisierende Effekte können auch durch die Reduzierung der Massenträgkeit bzw. des Massenträgheitsmoments des Drehgestellrahmens um dessen Hochachse erzielt werden. Auch können bekannte Schlingerdämpfer zwischen dem Drehgestellrahmen und dem Wagenkasten des Schienenfahrzeugs vorgesehen sein.Stabilizing effects can also be achieved by reducing the mass inertia or mass moment of inertia of the bogie frame about its vertical axis. Also, known rolling damper may be provided between the bogie frame and the car body of the rail vehicle.
Bei hohen Gebäuden wie beispielsweise Türmen oder auch bei Hängebrücken oder ähnlichem werden häufig Gegenschwingmassen in Form von Pendeln eingesetzt, deren Eigenfrequenz mit der Eigenfrequenz des Gebäudes bzw. Bauwerks übereinstimmt und die beim Auftreten von Resonanzeffekten (z.B. bei einer Anregung durch Windanfachung) in Gegenphase zur Schwingung des Gebäudes bzw. Bauwerks mitschwingen und damit die Amplitude der Schwingung in Grenzen halten.In high buildings such as towers or in suspension bridges or the like are often used Gegenschwingmassen in the form of commuting, whose natural frequency matches the natural frequency of the building or building and the occurrence of resonance effects (eg in excitation by Windanfachung) in antiphase to the vibration resonate the building or building and thus keep the amplitude of the oscillation within limits.
Es ist Aufgabe der vorliegenden Erfindung, ein Schienenfahrzeug mit zwei oder mehr Radachsen und einem Lokrahmen bereitzustellen, bei dem es bei hohen Geschwindigkeiten nicht zu Instabilitätserscheinungen kommt, sodass die Laufstabilität hoch ist. Insbesondere ist es Aufgabe der Erfindung, ein Schienenfahrzeug bereitzustellen, das in einer Ausführung als schwere zweiachsige Lokomotive mit kleinem und somit kurvenlaufgünstigem Achsabstand, höhere zulässige Geschwindigkeiten als bekannte derartige Schienenfahrzeuge fahren kann, ohne das Instabilitätserscheinungen auftreten, sodass für auch derart ausgeführte Schienenfahrzeuge eine Erweiterung des Einsatzspektrums zu höheren Fahrgeschwindigkeiten hin erfolgt, insbesondere damit auch das Führen von leichten Güterzügen mit der momentan üblichen maximalen Geschwindigkeit von 120 km/h oder auch mit höheren Geschwindigkeiten möglich ist.It is an object of the present invention to provide a rail vehicle with two or more axles and a locomotive frame in which it does not come at high speeds instability phenomena, so that the running stability is high. In particular, it is an object of the invention to provide a rail vehicle that can drive in one embodiment as a heavy two-axle locomotive with a small and thus kurvenlaufgünstigem center distance, higher allowable speeds than known such rail vehicles, without the instability phenomena occur, so that even for such executed rail vehicles an extension of Range of applications to higher speeds out, in particular so that the driving of light freight trains with the current maximum speed of 120 km / h or even higher speeds is possible.
Die Aufgabe wird durch ein Schienenfahrzeug mit den Merkmalen des Anspruchs 1 gelöst.The object is achieved by a rail vehicle with the features of
Das erfindungsgemässe Schienenfahrzeug kennzeichnet sich dadurch aus, dass eine Schwingungstilgungsvorrichtung vorgesehen ist, die eine oder mehrere Tilgermassen umfasst, wobei die einen oder mehreren Tilgermassen in Fahrzeugquerrichtung elastisch mit dem Lokrahmen verbunden sind, sodass die einen oder mehreren Tilgermassen beim Auftreten von Eigenschwingungen des Schienenfahrzeugs, insbesondere bei Eigenschwingungen in Fahrzeugquerrichtung, im Wesentlichen in Gegenphase zu diesen schwingen. Eine Tilgermasse kann auch als Zusatzmasse bezeichnet werden. Die einen oder mehreren Tilgermassen können mittelbar oder unmittelbar mit dem Lokrahmen verbunden sein.The rail vehicle according to the invention is characterized in that a vibration damping device is provided, which comprises one or more absorber masses, wherein the one or more absorber masses in the vehicle transverse direction are elastically connected to the locomotive frame, so that the one or more absorber masses in the occurrence of natural vibrations of the rail vehicle, in particular with natural vibrations in the vehicle transverse direction, essentially in the opposite phase to these swing. An absorber mass can also be referred to as additional mass. The one or more absorber masses may be directly or indirectly connected to the locomotive frame.
Die einen oder mehreren Tilgermassen sind beispielsweise über Federn und/oder Dämpfer derart mit der insbesondere durch den Lokrahmen gebildeten schwingenden Struktur verbunden, dass sie bei Auftreten von Eigenschwingungen der schwingenden Struktur im Wesentlichen in Gegenphase zu dieser schwingen und auf diese Weise der schwingenden Struktur Schwingungsenergie entziehen und die Schwingung der schwingenden Struktur zumindest teilweise tilgen. Die Massenträgheit bzw. das Massenträgheitsmoment der einen oder mehreren Tilgermassen um die Hochachse (Gierachse) des Schienenfahrzeugs hat quantitativ gesehen vorzugsweise dieselbe Grössenordnung wie die Massenträgheit bzw. das Massenträgheitsmoment der schwingenden Struktur, insbesondere des Lokrahmens, sodass eine möglichst vollständige Tilgung der Eigenschwingung der schwingenden Struktur erzielt werden kann.The one or more absorber masses are connected, for example, via springs and / or dampers with the oscillating structure formed in particular by the locomotive frame, that they oscillate in the opposite phase to the oscillating structure upon occurrence of natural oscillations and in this way withdraw vibrational energy from the oscillating structure and at least partially cancel out the vibration of the vibrating structure. The mass inertia or the mass moment of inertia of the one or more absorber masses about the vertical axis (yaw axis) of the rail vehicle has quantitatively preferably the same order of magnitude as the inertia or the mass moment of inertia of the oscillating structure, in particular of the locomotive frame, so that as complete as possible eradication of the natural vibration of the vibrating structure can be achieved.
Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den abhängigen Ansprüchen und den anhand der Zeichnungen nachfolgend dargestellten Ausführungsbeispielen. Es zeigen:
-
Fig. 1 eine schematische Querschnittsdarstellung zweier Räder eines Schienenfahrzeugs, die jeweils mit ihrem Profil auf einer Schiene aufliegen, -
Fig. 2 eine schematische Draufsicht auf ein eine Schlängelbewegung ausführendes Schienenfahrzeug, -
Fig. 3 eine Längsschnittdarstellung eines ersten Ausführungsbeispiels eines erfindungsgemässen Schienenfahrzeugs, -
Fig. 4 eine Grundrissdarstellung des in gezeigten ersten Ausführungsbeispiels,Figur 3 -
Fig. 5 eine Querschnittdarstellung des in den gezeigten ersten Ausführungsbeispiels,Figuren 3 und 4 -
Fig. 6 eine Grundrissdarstellung des ersten Ausführungsbeispiels des erfindungsgemässen Schienenfahrzeugs, wobei es Schwingungsbewegungen ausführt, -
Fig. 7 eine Querschnittdarstellung des inFigur 6 gezeigten, Schwingungsbewegungen ausführenden ersten Ausführungsbeispiel, -
Fig. 8 eine Querschnittdarstellung eines zweiten Ausführungsbeispiels eines erfindungsgemässen Schienenfahrzeugs und -
Fig. 9 eine Querschnittdarstellung eines dritten Ausführungsbeispiels eines erfindungsgemässen Schienenfahrzeugs mit einer Führung.
-
Fig. 1 a schematic cross-sectional view of two wheels of a rail vehicle, each resting with its profile on a rail, -
Fig. 2 FIG. 2 is a schematic plan view of a winder-moving rail vehicle; FIG. -
Fig. 3 a longitudinal sectional view of a first embodiment of a railway vehicle according to the invention, -
Fig. 4 a floor plan of the inFIG. 3 shown first embodiment, -
Fig. 5 a cross-sectional view of the in theFIGS. 3 and 4 shown first embodiment, -
Fig. 6 a plan view of the first embodiment of the inventive rail vehicle, wherein it performs oscillatory movements, -
Fig. 7 a cross-sectional view of the oscillatory movements shown in Figure 6, the first embodiment, -
Fig. 8 a cross-sectional view of a second embodiment of an inventive rail vehicle and -
Fig. 9 a cross-sectional view of a third embodiment of an inventive rail vehicle with a guide.
In den Figuren bezeichnen gleiche Bezugszeichen strukturell- bzw. funktionell gleiche bzw. gleich wirkende Komponenten. Die
Die
Es ist eine Schwingungstilgungsvorrichtung vorgesehen, die zwei Tilgermassen 15 umfasst, die an den beiden Enden (Extremitäten) des Schienenfahrzeugs 10 innerhalb des Lokrahmens 11 vorgesehen sind. In Fahrzeuglängsrichtung gesehen ist jeweils vor dem vorderen Radsatz 12 und nach dem hinteren Radsatz 12 eine Tilgermasse 15 angeordnet. Die Tilgermassen 15 sind beispielhaft quaderförmig dargestellt, sodass der vorhandene Bauraum effizient ausgenutzt wird, und erstrecken sich in Fahrzeugquerrichtung. Sie können jedoch selbstverständlich auch jede andere geeignete Form aufweisen. Auch der Einbauort der Tilgermassen 15 ist nicht zwingend an die Extremitäten des Fahrzeugs gebunden, wenngleich die Extremitäten als Einbauort für die Tilgung von Schwingbewegungen um die Fahrzeughochachse besonders günstig sind. Die
Die Tilgermassen 15 sind in Fahrzeugquerrichtung elastisch am Lokrahmen 11 befestigt, wobei die Befestigungselemente vorzugsweise derart ausgeführt und abgestimmt sind, dass die Quer-Eigenfrequenz (d.h. die Eigenfrequenz mit der die Tilgermassen 15 in Fahrzeugquerrichtung schwingen) der Schlinger-Eigenfrequenz des Lokrahmens 11 und/oder anderer schwingender Komponenten bzw. Massen des Schienenfahrzeugs 10 entsprechen. Die Schlinger-Eigenfrequenz entspricht der Frequenz, mit der der Lokrahmen (bzw. andere schwingende Komponenten/ Massen) schlingert bzw. eine Schlängelbewegung ausführt. Die Schlinger-Eigenfrequenz(en) des Lokrahmens und/oder anderen schwingenden Komponenten/ Massen des Schienenfahrzeugs können beispielsweise mittels Mehrkörpersystemberechnungsprogrammen ermittelt werden. Mittels der Mehrkörpersystemprogramme können auch weitere Aussagen über das Schwingungsverhalten des Schienenfahrzeugs 10 bzw. seines Lokrahmens 11 und über geeignete schwingungstechnische Abstimmungen, z.B. über die Dimensionierung und das Gewicht einer als Tilgermasse 15 geeigneten Masse, getroffen werden.The
Das Massenträgheitsmoment der Tilgermassen 15 um die Hochachse (Gierachse) des Schienenfahrzeugs 10 ist vorzugsweise von ähnlicher Grösse wie das Massenträgheitsmoment der abgefederten Masse des Schienenfahrzeugs 10, damit eine wirkungsvolle Tilgung der lauftechnisch bedingten Schlängelbewegung des Schienenfahrzeugs 10 erreicht werden kann. Dies wird durch entsprechend schwere Tilgermassen 15 erreicht, die an den Extremitäten (Enden) des Schienenfahrzeugs 10 angeordnet sind. Beispielhaft hat jede Tilgermasse 15 ein Gewicht von im Wesentlichen 5 Tonnen und besteht z.B. aus gegossenem Stahl.The mass moment of inertia of the
Als Befestigungselemente sind vorzugsweise Abstützelemente 16 zur Abstützung jeder der Tilgermassen 15 vorgesehen, die vorzugsweise als Federn (z.B. als Gummischichtfedern) ausgebildet sind und die jeweilige Tilgermasse 15 mit der Struktur des Lokrahmens 11 verbinden, wobei vorzugsweise an jeder bodenseitigen Ecke einer Tilgermasse 15 ein Abstützelement 16 befestigt ist. Die Abstützelemente 16 sind der Einfachheit halber unterhalb der ihnen zugeordneten Tilgermasse 15 angeordnet. Bei einer quaderförmigen Tilgermasse 15 sind vier Abstützelemente 16 vorgesehen.As fasteners preferably supporting
Die Abstützelemente 16 einer Tilgermasse 15 sind bevorzugt derart ausgerichtet bzw. orientiert, dass sich ihre Längsachsen bzw. ihre Wirkungslinien im Wesentlichen auf der Höhe des Schwerpunkts der jeweiligen Tilgermasse 15 schneiden (in Seitenansicht des Schienenfahrzeugs 10 gesehen). Die Abstützelemente 16 sind also vorzugsweise schräggestellt angeordnet, wobei jedes Abstützelement 16 sich in Seitenansicht gesehen zum Schwerpunkt der dem jeweiligen Abstützelement 16 zugeordneten Tilgermasse 15 neigt. Dadurch wird erreicht, dass bei Beschleunigungen oder Verzögerungen des Schienenfahrzeugs 10 in Fahrzeuglängsrichtung auch bei unterhalb des Schwerpunkts der jeweiligen Tilgermasse 15 angeordneten Abstützelementen 16 die jeweilige Tilgermasse 15 durch die ihr zugeordneten Abstützelemente 16 daran gehindert wird, grosse (Pendel-)Bewegungen in Fahrzeuglängsrichtungen auszuführen, da durch die Abstützelemente 16 eine Längskraft in etwa auf Schwerpunkthöhe der jeweiligen Tilgermasse 15 angreift.The
Wie in
Bei dem Dämpfer 18 handelt es sich beispielsweise um einen hydraulischen Dämpfer. Der Dämpfer 18 ist zwischen der Tilgermasse 15 und dem Lokrahmen 11 angeordnet und vorzugsweise in Schwingrichtung der Tilgermasse 15 mit beiden verbunden. Der Dämpfer 18 kann beispielsweise einen ölbefüllten Zylinder und einen Kolben umfassen, der sich in dem im Zylinder enthaltenen Öl axial hin- und herbewegt, wobei mit zunehmender Geschwindigkeit der Kolbenbewegung der Strömungswiderstand und somit die Dämpfungswirkung steigen. Selbstverständlich können auch andere Dämpfer eingesetzt werden z.B. mechanische Reibungsdämpfer, die beispielsweise geschichtete Blattfedern aufweisen. Es kann auch eine aktive Dämpfungseinrichtung eingesetzt werden, bei der die Dämpfungskennlinie einstellbar ist bzw. sich selbst an die jeweiligen Verhältnisse adaptiert.The
Zusätzlich oder alternativ zu der Dämpfungseinrichtung kann ein aktives Stellglied (nicht dargestellt) zwischen Tilgermasse(n) 15 und Lokrahmen 11 vorgesehen sein, das derart ausgeführt ist, dass es in Abhängigkeit von der Bewegung des Lokrahmens 11 angesteuert wird (beispielsweise über ein oder mehrere hydraulische Stellglieder, die Kräfte zwischen Lokrahmen 11 und Tilgermasse(n) 15 aufbauen können), sodass Gierbewegungen des Lokrahmens 11 minimiert werden. Diese gezielte Ansteuerung des Lokrahmens 11 stellt eine Gegensteuerung in Bezug auf die Gierbewegungen des Lokrahmens 11 dar, wobei die Tilgermassen 15 als inerte Massen fungieren, an denen sich das aktive Stellglied abstützt. Selbstverständlich kann sich das aktive Stellglied hierfür auch nur an einer der Tilgermassen 15 abstützen. Das aktive Stellglied ist insbesondere derart ausgebildet, dass auch anderen Frequenzen als der Gier- bzw. Schlinger-Eigenfrequenz entgegengewirkt werden kann, indem es entsprechende Gegenkräfte erzeugt und beispielsweise über ein hydraulisches Stellglied oder zum Beispiel über ein aktiv angesteuertes hydropneumatisches Element auf den Lokrahmen 11 überträgt (aktive Federung).Additionally or alternatively to the damping device, an active actuator (not shown) between absorber mass (s) 15 and
Die
Bei dem in
Bei dem in den Figuren dargestellten zweiachsigen Schienenfahrzeug 11, 21, 31 können als Tilgermassen 15 vorteilhafterweise im Schienenfahrzeug bereits vorgesehene Ballastmassen eingesetzt werden, die der Erreichung des Traktionsgewichts dienen. Ferner können als Tilgermassen 15 auch bereits im Schienenfahrzeug vorgesehene Massen wie Transformatoren, Dieselöltanks oder ähnliches eingesetzt werden. Die bei der Schwingungstilgung auftretende Querauslenkung der als Tilgermassen 15 eingesetzten Komponenten beträgt circa ±10-20 mm. Das Vorsehen von Tilgermassen 15 führt somit nicht notwendig zu einer Gewichtserhöhung.In the
Bei dem erfindungsgemässen Schienenfahrzeug kann es sich selbstverständlich zum Beispiel auch um ein vierachsiges Schienenfahrzeug mit Drehgestellen handeln. Bei einem solchen Drehgestellfahrzeug werden zur Tilgung von Schlingerbewegungen des Drehgestellrahmens vorzugsweise bereits vorhandene schwere Einbaukomponenten wie z.B. Fahrmotoren als Tilgermassen eingesetzt, sodass das Gewicht des Schienenfahrzeugs nicht unnötig erhöht wird. Zur Tilgung von Kastenschwingungsmoden können sinngemäss bereits vorhandene Massen im Fahrzeugkasten eingesetzt werden.The rail vehicle according to the invention may of course also be, for example, a four-axle rail vehicle with bogies. In such a bogie vehicle, for pre-empting rocking movements of the bogie frame, it is preferable to have already installed heavy built-in components such as e.g. Traction motors used as absorber masses, so that the weight of the rail vehicle is not unnecessarily increased. To extinguish box vibration modes, existing masses can be used analogously in the vehicle body.
Bei dem erfindungsgemässen Schienenfahrzeug mit der Schwingungstilgungsvorrichtung bestehend aus einer oder mehreren querelastischen Tilgermassen lassen sich vorteilhafterweise nicht nur die Laufstabilität betreffende Schwingungen tilgen, sondern auch andere störende Schwingungsformen.In the inventive rail vehicle with the Schwingungstilgungsvorrichtung consisting of one or more transverse elastic damping masses can be advantageously not only pay attention to the running stability oscillations, but also other disturbing waveforms.
Claims (8)
- Rail vehicle with two or more wheel axles (12) and a locomotive frame (11), wherein a vibration cancellation apparatus is provided, characterized in that the vibration cancellation apparatus comprises one or more cancellation masses (15), that are resiliently connected with the locomotive frame (11) in the transverse direction of the vehicle, such that they at the occurrence of natural vibrations of the rail vehicle (10; 21; 31) basically swing in opposite phase to these.
- Rail vehicle according to claim 1, characterized in that the one or more cancellation masses (15) are connected with the locomotive frame (11) by way of one or more vehicle components.
- Rail vehicle according to claim 1 or 2, characterized in that for damping of the movement of the one or more cancellation masses (15) a damping device (18), in particular one or more hydraulic dampers, is provided.
- Rail vehicle according to claim 1 or 2, characterized in that an active control element is provided, which is designed such that it controls one or more cancellation masses (15) in dependence on the movement of the locomotive frame (11) and/or other vibrating masses such that yawing movements of the locomotive frame (11) and/or other disturbing modes of vibration are minimised.
- Rail vehicle according to one of the preceding claims, characterized in that the mass inertia of the one or more cancellation masses (15) basically has the same order of magnitude as the mass inertia of the locomotive frame (11).
- Rail vehicle according to one of the preceding claims, characterized in that the one or more cancellation masses (15) are suspended from pendulums (22).
- Rail vehicle according to one of the preceding claims, characterized in that one or more guides (32) are provided, on which the one or more cancellation masses (15) can roll and/or slide.
- Rail vehicle according to one of the preceding claims, characterized in that support elements (16) for supporting the one or more cancellation masses (15) are provided, wherein the support elements (16) that are assigned to a cancellation mass (15) are in particular arranged such that their longitudinal axes intersect basically at the height of the centre of gravity of that cancellation mass (16), to which they are assigned.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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AT08016343T ATE506238T1 (en) | 2008-09-17 | 2008-09-17 | RAIL VEHICLE |
EP08016343.9A EP2165910B2 (en) | 2008-09-17 | 2008-09-17 | Rail vehicle |
DE502008003291T DE502008003291D1 (en) | 2008-09-17 | 2008-09-17 | track vehicle |
Applications Claiming Priority (1)
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EP08016343.9A EP2165910B2 (en) | 2008-09-17 | 2008-09-17 | Rail vehicle |
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EP2165910A1 EP2165910A1 (en) | 2010-03-24 |
EP2165910B1 true EP2165910B1 (en) | 2011-04-20 |
EP2165910B2 EP2165910B2 (en) | 2017-08-16 |
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EP08016343.9A Active EP2165910B2 (en) | 2008-09-17 | 2008-09-17 | Rail vehicle |
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AT (1) | ATE506238T1 (en) |
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DE102017213253B3 (en) * | 2017-08-01 | 2018-11-15 | Siemens Aktiengesellschaft | Vehicle with a swingable in a swing direction vehicle body |
DE102017214140A1 (en) * | 2017-08-14 | 2019-02-14 | Siemens Aktiengesellschaft | Ballast arrangement for a rail vehicle and method for producing a ballast device |
Citations (5)
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US3866540A (en) † | 1969-02-27 | 1975-02-18 | Sven E Camph | Roll stabilized railway car |
WO1998046467A1 (en) † | 1997-04-15 | 1998-10-22 | Abb Daimler-Benz Transportation (Technology) Gmbh | Part mass separated from carbody |
WO2000078588A1 (en) † | 1999-06-18 | 2000-12-28 | Bombardier Transportation Gmbh | Rail vehicle |
WO2001034996A1 (en) † | 1999-11-11 | 2001-05-17 | Raytheon Company | Vehicle suspension system |
JP6249284B2 (en) † | 2014-03-14 | 2017-12-20 | フジテック株式会社 | Elevator door opening and closing device |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB908886A (en) * | 1959-11-30 | 1962-10-24 | Rolls Royce | Underframe for rail vehicles |
SU1463589A1 (en) * | 1987-05-06 | 1989-03-07 | Волгоградский Политехнический Институт | Arrangement for decreasing vibrations of vehicle body |
JP2005132127A (en) * | 2003-10-28 | 2005-05-26 | Hitachi Ltd | Rolling stock, and bogie therefor |
-
2008
- 2008-09-17 DE DE502008003291T patent/DE502008003291D1/en active Active
- 2008-09-17 EP EP08016343.9A patent/EP2165910B2/en active Active
- 2008-09-17 AT AT08016343T patent/ATE506238T1/en active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3866540A (en) † | 1969-02-27 | 1975-02-18 | Sven E Camph | Roll stabilized railway car |
WO1998046467A1 (en) † | 1997-04-15 | 1998-10-22 | Abb Daimler-Benz Transportation (Technology) Gmbh | Part mass separated from carbody |
WO2000078588A1 (en) † | 1999-06-18 | 2000-12-28 | Bombardier Transportation Gmbh | Rail vehicle |
WO2001034996A1 (en) † | 1999-11-11 | 2001-05-17 | Raytheon Company | Vehicle suspension system |
JP6249284B2 (en) † | 2014-03-14 | 2017-12-20 | フジテック株式会社 | Elevator door opening and closing device |
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EP2165910A1 (en) | 2010-03-24 |
EP2165910B2 (en) | 2017-08-16 |
DE502008003291D1 (en) | 2011-06-01 |
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