EP2165910B1 - Véhicule sur rail - Google Patents

Véhicule sur rail Download PDF

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Publication number
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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EP
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.)
Active
Application number
EP08016343A
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German (de)
English (en)
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EP2165910B2 (fr
EP2165910A1 (fr
Inventor
Alberto Cortesi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Stadler Winterthur AG
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Stadler Winterthur AG
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Publication date
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Application filed by Stadler Winterthur AG filed Critical Stadler Winterthur AG
Priority to EP08016343.9A priority Critical patent/EP2165910B2/fr
Priority to AT08016343T priority patent/ATE506238T1/de
Priority to DE502008003291T priority patent/DE502008003291D1/de
Publication of EP2165910A1 publication Critical patent/EP2165910A1/fr
Application granted granted Critical
Publication of EP2165910B1 publication Critical patent/EP2165910B1/fr
Publication of EP2165910B2 publication Critical patent/EP2165910B2/fr
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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
    • 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.

Claims (8)

  1. Véhicule sur rails avec deux ou plusieurs essieux (12) et un châssis de locomotive (11), un dispositif d'amortissement des vibrations étant prévu, caractérisé en ce que le dispositif d'amortissement des vibrations comporte une ou plusieurs masses d'amortissement (15) qui sont connectées de manière élastique avec le châssis de locomotive (11) dans une direction transversale par rapport au véhicule, de sorte que, lors d'une apparition des auto-oscillations, elles vibrent essentiellement en opposition de phase par rapport aux auto-oscillations.
  2. Véhicule sur rails selon la revendication 1, caractérisé en ce que l'une ou les plusieurs masses d'amortissement (15) sont connectées avec le châssis de locomotive (11) par un ou plusieurs composants du véhicule.
  3. Véhicule sur rails selon la revendication 1 ou 2, caractérisé en ce qu'une installation d'amortissement (18), particulièrement un ou plusieurs amortisseurs, est prévue pour amortir le mouvement de l'une ou des plusieurs masses d'amortissement (15).
  4. Véhicule sur rails selon la revendication 1 ou 2, caractérisé en ce qu'un actionneur active est prévu, qui est formé de sorte qu'il commande une ou plusieurs masses-d'amortissement (15) dépendant du mouvement du châssis de locomotive (11) et/ou d'autres masses vibrantes, de sorte que des mouvements de lacet du châssis de locomotive (11) et/ou autres formes de vibrations perturbantes soient minimisées.
  5. Véhicule sur rails selon l'une des revendications précédentes, caractérisé en ce que l'inertie de l'une ou des plusieurs masses d'amortissement (15) est essentiellement du même ordre de grandeur que l'inertie du châssis de locomotive (11).
  6. Véhicule sur rails selon l'une des revendications précédentes, caractérisé en ce que l'une ou les plusieurs masses d'amortissement (15) sont suspendues à des pendules (22).
  7. Véhicule sur rails selon l'une des revendications précédentes, caractérisé en ce qu'un ou plusieurs guidages (32) sont prévus, sur lesquels l'une ou les plusieurs masses d'amortissement (15) roulent et/ou glissent.
  8. Véhicule sur rails selon l'une des revendications précédentes, caractérisé en ce que des éléments de support (16) pour supporter l'une ou les plusieurs masses d'amortissement (15) sont prévus, les éléments de support (16) associés à une masse d'amortissement (15) étant particulièrement alignés de sorte que leurs axes longitudinaux se croisent essentiellement au niveau du centré de gravité de ladite masse d'amortissement (16) associée.
EP08016343.9A 2008-09-17 2008-09-17 Véhicule sur rail Active EP2165910B2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP08016343.9A EP2165910B2 (fr) 2008-09-17 2008-09-17 Véhicule sur rail
AT08016343T ATE506238T1 (de) 2008-09-17 2008-09-17 Schienenfahrzeug
DE502008003291T DE502008003291D1 (de) 2008-09-17 2008-09-17 Schienenfahrzeug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08016343.9A EP2165910B2 (fr) 2008-09-17 2008-09-17 Véhicule sur rail

Publications (3)

Publication Number Publication Date
EP2165910A1 EP2165910A1 (fr) 2010-03-24
EP2165910B1 true EP2165910B1 (fr) 2011-04-20
EP2165910B2 EP2165910B2 (fr) 2017-08-16

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ID=40428177

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08016343.9A Active EP2165910B2 (fr) 2008-09-17 2008-09-17 Véhicule sur rail

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EP (1) EP2165910B2 (fr)
AT (1) ATE506238T1 (fr)
DE (1) DE502008003291D1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017213253B3 (de) * 2017-08-01 2018-11-15 Siemens Aktiengesellschaft Fahrzeug mit einem in einer Schwingrichtung schwingbaren Fahrzeugaufbau
DE102017214140A1 (de) 2017-08-14 2019-02-14 Siemens Aktiengesellschaft Ballastanordnung für ein Schienenfahrzeug und Verfahren zum Herstellen einer Ballastvorrichtung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3866540A (en) † 1969-02-27 1975-02-18 Sven E Camph Roll stabilized railway car
WO1998046467A1 (fr) † 1997-04-15 1998-10-22 Abb Daimler-Benz Transportation (Technology) Gmbh Masse partielle separee d'une carrosserie
WO2000078588A1 (fr) † 1999-06-18 2000-12-28 Bombardier Transportation Gmbh Vehicule ferroviaire
WO2001034996A1 (fr) † 1999-11-11 2001-05-17 Raytheon Company Suspension de vehicule
JP6249284B2 (ja) † 2014-03-14 2017-12-20 フジテック株式会社 エレベータのドア開閉装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB908886A (en) * 1959-11-30 1962-10-24 Rolls Royce Underframe for rail vehicles
SU1463589A1 (ru) * 1987-05-06 1989-03-07 Волгоградский Политехнический Институт Устройство дл уменьшени колебаний кузова транспортного средства
JP2005132127A (ja) * 2003-10-28 2005-05-26 Hitachi Ltd 鉄道車両および鉄道車両用台車

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3866540A (en) † 1969-02-27 1975-02-18 Sven E Camph Roll stabilized railway car
WO1998046467A1 (fr) † 1997-04-15 1998-10-22 Abb Daimler-Benz Transportation (Technology) Gmbh Masse partielle separee d'une carrosserie
WO2000078588A1 (fr) † 1999-06-18 2000-12-28 Bombardier Transportation Gmbh Vehicule ferroviaire
WO2001034996A1 (fr) † 1999-11-11 2001-05-17 Raytheon Company Suspension de vehicule
JP6249284B2 (ja) † 2014-03-14 2017-12-20 フジテック株式会社 エレベータのドア開閉装置

Also Published As

Publication number Publication date
EP2165910B2 (fr) 2017-08-16
EP2165910A1 (fr) 2010-03-24
ATE506238T1 (de) 2011-05-15
DE502008003291D1 (de) 2011-06-01

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