EP2292491A2 - Train articulé avec un dispositif anti-roulis - Google Patents

Train articulé avec un dispositif anti-roulis Download PDF

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Publication number
EP2292491A2
EP2292491A2 EP10174626A EP10174626A EP2292491A2 EP 2292491 A2 EP2292491 A2 EP 2292491A2 EP 10174626 A EP10174626 A EP 10174626A EP 10174626 A EP10174626 A EP 10174626A EP 2292491 A2 EP2292491 A2 EP 2292491A2
Authority
EP
European Patent Office
Prior art keywords
roll
roll device
vehicle
car body
displacement
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.)
Withdrawn
Application number
EP10174626A
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German (de)
English (en)
Other versions
EP2292491A3 (fr
Inventor
Volker Brundisch
Alfred Lohmann
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2292491A2 publication Critical patent/EP2292491A2/fr
Publication of EP2292491A3 publication Critical patent/EP2292491A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first car body, a second car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis, a third car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis, a first anti-roll device, which connects the first vehicle body and the second vehicle body, and a second anti-roll device, which connects the first vehicle body and the third vehicle body, wherein the anti-roll devices counteract rolling movements between the vehicle bodies connected thereto around a rolling axis parallel to the vehicle longitudinal axis.
  • the car body In rail vehicles - but also in other vehicles - the car body is usually resiliently mounted relative to the wheel units, for example, wheel pairs or sets of wheels via one or more spring stages. Due to the comparatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the bow, ie to perform a rolling motion about a roll axis parallel to the vehicle longitudinal axis, thus occurring during the arc run, transverse to the driving movement and thus transversely to the vehicle longitudinal axis. Similar and also undesirable rolling movements can be generated by track position disturbances or other external suggestions.
  • Such roll stabilizers are known in various hydraulically or purely mechanically acting versions and are used at different locations in the vehicle. So they are used partly in or in the immediate vicinity of the chassis or they connect adjacent car bodies. In the chassis area is often a transverse to the vehicle longitudinal direction extending torsion used, as for example from the EP 1 075 407 B1 is known. Likewise, hydraulic solutions have already been proposed for the chassis sector. For example, from the DE 28 39 904 C2 several interconnected hydraulic cylinders known as anti-roll bars in the chassis area of a railway car.
  • 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 in a simple and reliable way, a reduction of the torsional load of the car bodies in twisted track sections allows.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible in a simple and reliable manner to reduce the torsional load on the vehicle bodies in twisted track sections when the anti-rolling devices are designed and coupled at both ends so that the anti-roll devices in a rail vehicle so the track position - in the area of the two adjacent car bodies can take into account and the first car body can thus assume an intermediate position in which the torsional moments introduced into it are at least reduced compared to the known vehicles.
  • the first anti-roll device and the second anti-roll device are therefore coupled to one another via a coupling device, wherein the anti-roll devices and the coupling device are designed such that at least one first displacement on the first anti-roll device causes at least one second shift on the second anti-roll device.
  • the coupling device shifts to the two anti-roll bars, it is possible in a simple manner, at least partially compensate for the different vertical orientation of the second and third car body in the region of the first car body.
  • the above-described advantageous reduction of the torsional load in the first vehicle body can be achieved.
  • the two anti-roll devices are twisted or otherwise deformed Track level course by the shifts achieved thanks to the coupling device may possibly even completely follow the deformed track plane without being actuated, ie without exerting a restoring force acting on the first vehicle component, which could then lead to the described torsional load of the first vehicle component.
  • the anti-roll devices can unfold their rolling motion limiting effect to the full extent. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.
  • the first displacement can be opposite or in the same direction as the second shift in order to achieve the compensating movement described in the region of the first vehicle body.
  • the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on the same side, wherein the first displacement is then opposite to the second displacement.
  • This arrangement of the articulation points of the two anti-roll devices on the first vehicle body on the same side of the vehicle has the advantage that due to the arrangement on the same side of the vehicle, it is also possible to realize particularly simple mechanical coupling devices.
  • the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on different sides, wherein the first displacement is then the same direction to the second displacement.
  • This design in turn has the advantage that the car bodies can then optionally be constructed identically and - in relation to the direction of travel of the respective car body (i.e., driving forwards or backwards) - be coupled in any orientation with each other.
  • the displacements on the respective anti-roll device can be designed in different ways, whereby different variants can also be implemented on the two anti-roll devices.
  • the respective anti-roll device as will be explained in more detail below will be moved, for example, even as a unit accordingly.
  • the shift can also be within the relevant Anti-roll device done.
  • the first displacement and / or the second displacement is a displacement between components of the respective anti-roll device.
  • the first displacement is a change in the distance between the articulation points of the first anti-roll device to the car bodies connected by them.
  • the second displacement is a change in the distance between the articulation points of the second anti-roll device to the car bodies connected by them.
  • Such a change in the distance of the articulation points can be achieved in any way. Preferably, it is achieved simply by a corresponding change in length of a component of the respective anti-roll device.
  • the first displacement is a change in length of a first component of the first anti-roll device and / or the second displacement is a change in length of a second component of the second anti-roll device.
  • the first component comprises a first working cylinder, in particular a first hydraulic cylinder, and / or the second component comprises a second working cylinder, in particular a second hydraulic cylinder.
  • the coupling device therefore preferably comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.
  • an attenuation of the first and second displacements is preferably provided. This can be achieved in that a first damping device is provided for damping the first displacement and / or a second damping device is provided for damping the second displacement.
  • the coupling device preferably connects components of the first anti-roll device and the second anti-roll device, which is the same Have function and / or location within the respective anti-roll device. This makes it possible to achieve particularly simple construction variants with simple kinematics.
  • the motion translation achieved by the coupling device or the corresponding components of the respective anti-roll device can in principle be selected as desired and adapted to the design and design of the anti-roll device connected to the respective side of the coupling device.
  • the first displacement and the second displacement have substantially the same amount but divergent directions, in particular substantially opposite directions.
  • the first anti-roll device is articulated in a first articulation point on the coupling device
  • the second anti-roll device is articulated in a second articulation point on the coupling device
  • the coupling device is designed such that due to a counterforce-free first shift the first anti-roll device is introduced via the first articulation point and the second articulation point an opposite second shift in the second anti-roll device.
  • the coupling device is designed such that a counterforce-free first displacement of the first pivot point causes an opposite second displacement of the second pivot point.
  • the coupling device can be made particularly simple, since such counter-rotating movement of the two articulation points can optionally be realized simply via a single pivotally mounted lever arm with two free ends, on each of which one of the articulation points is located.
  • anti-roll devices of any type can be used and possibly combined with each other as desired.
  • the first articulation point is a support point of the first anti-roll device and / or the second articulation point is a bearing point of the second anti-roll device.
  • the displacement of such a support point of the respective anti-roll device allows In a particularly simple manner, it is possible to achieve the described movement behavior following the deformed track plane course without actuation of the anti-roll devices generating restoring forces. In other words, hereby the entire anti-roll device can follow the deformed track plane course without generating restoring forces.
  • the coupling device preferably comprises at least one first lever arm pivotably connected to the first vehicle component about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device.
  • the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • one of the articulation points can then be arranged in each case.
  • the coupling device connects parts of the first anti-roll device and the second anti-roll device that are located on the same side of the vehicle longitudinal axis.
  • the coupling device comprises at least one first lever arm, which is pivotably connected to the first carriage body about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device.
  • the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device.
  • the coupling device comprises at least one pivotable about a second pivot point on the first carriage body second lever arm, wherein the second pivot point in the kinematic chain between the first anti-roll device and the second anti-roll device is arranged and the second lever arm is connected to the first lever arm via at least one coupling element, in particular a push rod.
  • the coupling device can be designed in any suitable manner in order to achieve the abovementioned opposing displacements of the anti-roll devices or on the anti-roll devices. As mentioned, it may be formed purely mechanically by a lever mechanism or the like. Likewise, however, it can also be wholly or partly realized via a fluidic transmission, for example a hydraulic transmission.
  • the coupling device comprises at least one first working cylinder connected to the first anti-roll device, in particular a first hydraulic cylinder
  • the coupling device comprises at least one second working cylinder, in particular a second hydraulic cylinder, connected to the second anti-roll device
  • the coupling device comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.
  • the invention can be used in connection with so-called wheelless sedan chairs, so car bodies that are not provided with wheels and are suspended between two adjacent car bodies.
  • the first car body is formed in the manner of a wheelless litter, being attached to the second car body and the third car body.
  • the coupling device comprises a damping device.
  • At least one of the displacements can be actively generated.
  • the present invention will be described below with reference to several embodiments in the field of rail vehicles, where it can be used particularly advantageously to avoid excessive torsional stresses due to track distortions within the structure of the car bodies.
  • This task arises in particular for articulated trains such as multi-part trams or trainsets, which consist of individual, coupled segments with intermediate transitions for passengers.
  • articulated trains such as multi-part trams or trainsets, which consist of individual, coupled segments with intermediate transitions for passengers.
  • individual segments are not supported on their own chassis, but as so-called “litter” on joints in the floor area and possibly others Coupling elements in the roof area are connected to their neighboring segments, the benefits of the invention can be particularly useful.
  • the Figures 1 and 2 show schematic plan views of a portion of a vehicle 101 according to the invention with a vehicle longitudinal axis 101.1.
  • the vehicle 101 comprises a wheelless first carbody 102 which is supported on two adjacent car bodies, namely a second carbody 111 and a third carbody 112 in the manner of such a litter.
  • the car bodies 111 and 112 are each supported in the connection area to the first car body 102 via corresponding spring devices on trolleys 104 and 105.
  • the first car body 102 is thus supported via the second car body 111 and the associated spring device on the first chassis 104 and the third car body 112 and the associated spring device on the second chassis 105 from.
  • the car bodies 102, 111 and 112 represent in other words vehicle segments of the multi-unit vehicle 101.
  • a vehicle 1 is exemplary in FIG. 8 is shown, for example, in the roof area between adjacent car bodies 2, 11 and 12 arranged in the transverse direction and connecting them articulated rods 3.
  • the supported on trolleys 4, 5 car bodies 2, 11, 12 are further connected, for example, articulated by an articulation 6 in the bottom area.
  • this transverse movement is transmitted via the rigidity of the rods 3 to the adjacent car body of the articulated train 1.
  • the rods 3 thus prevent the rolling of the car bodies 2, 11, 12 relative to each other, while at the same time relative pitching movements of the car bodies 2, 11, 12, as they may occur when driving on track sills or -kuppen be allowed. It should be noted here that in addition to this normal case in some known vehicles - usually in combination with the above Normally - a special case is realized in which adjacent car bodies without relative pitch possibility directly - ie in a sense with a length "zero" of the rods 3 - are coupled.
  • a track warp generated relative bank of successive segments of a articulated train required.
  • FIGS. 1 and 2 schematically illustrated vehicle 101 achieved as follows, wherein the FIG. 1 in plan view the situation on a flat track and the FIG. 2 the situation on a twisted track represents:
  • a respective rolling support means 107 and 108 is arranged between the respective second car body 111, 112 and the first car body 102.
  • a first anti-roll device 107 is provided between the body 111 and the body 102, while between the body 112 and the body 102, a second anti-roll device 108 is provided.
  • the first anti-roll device is designed in the form of a first hydraulic cylinder 107, which on the one hand is pivotably articulated to a console on the second vehicle body 111. At its end facing the first vehicle body 102, the first hydraulic cylinder 107 is pivotably connected to the first vehicle body 102 at a first articulation point 107.1 at a further console.
  • the second anti-roll device 108 is designed in the form of a second hydraulic cylinder 108, which is articulated on the one hand pivotally connected to a console on the third car body 112 and on the other hand at its first car body 102 end facing in a second pivot point 108.1 pivotally connected to another console the first car body 102 is articulated.
  • the first articulation point 107.1 and the second articulation point 108.1 lie on the same side of the vehicle 101 with respect to the vehicle longitudinal axis 101.1.
  • the arranged on the same side of the vehicle 101 working spaces of the first hydraulic cylinder 107 and the second hydraulic cylinder 108 are connected via a coupling device in the form of a simple hydraulic line 109.
  • the first anti-roll device 107 is thus coupled via the coupling device 109 with the second anti-roll device 108 such that a first displacement on the first hydraulic cylinder 107 causes an opposite second displacement on the second hydraulic cylinder 108.
  • the piston of the first hydraulic cylinder 107 moves in the direction out of its cylinder jacket out direction, therefore increases so the length of the first hydraulic cylinder 107 and thus the distance between its articulation points on the two car bodies 102 and 111, so thanks to the hydraulic line 109 is a counter-rotating second displacement on the second hydraulic cylinder 108.
  • the piston of the second hydraulic cylinder 108 is then moved in the leading into its cylinder jacket in direction, so therefore therefore the length of the second hydraulic cylinder 108 and thus the distance between its articulation points on the two car bodies 102 and 112 reduced. The same applies vice versa.
  • the first hydraulic cylinder 107 and the second hydraulic cylinder 108 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 102, so that the amount of the first and second displacements is the same while their directions are transverse to each other. However, it is understood that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinders and any other translations between the first and second displacement can be achieved.
  • the two hydraulic cylinders 107 and 108 are loaded symmetrically, ie, an axial force of substantially the same magnitude and the same axial effective direction is exerted on them. Due to the extensive incompressibility of the hydraulic fluid, the pistons of the two hydraulic cylinders 107 and 108 are prevented from moving relative to their cylinder jackets, so that the arrangement, like the known rods 3, counteracts the rolling motion.
  • a control and / or damping device can be provided which actively controls and / or damps the first and second displacement.
  • a control and / or damping device is in FIG. 1 indicated by the contour 113.
  • the control and / or damping device 113 can introduce a corresponding damping elasticity into the hydraulic line.
  • the control and / or damping device 113 can provide a separate or common filling or emptying of the hydraulic cylinders.
  • FIGS. 3 and 4 show schematic plan views of a part of another vehicle according to the invention 201 with a vehicle longitudinal axis 201.1.
  • the vehicle 201 in turn comprises a wheelless first carbody 202, which is supported on two adjacent car bodies, namely a second car body 211 and a third car body 212 in the manner of a litter.
  • the vehicle 201 largely corresponds in function and structure to the vehicle 101 FIG. 1 so that we should focus on the differences here.
  • the car bodies 211 and 212 are each supported in the connection area to the first car body 202 in turn via corresponding spring devices on trolleys 204 and 205.
  • FIGS. 3 and 4 schematically illustrated vehicle 201 achieved as follows, wherein the FIG. 3 in plan view the situation on a flat track and the FIG. 4 the situation on a twisted track represents:
  • a respective rolling support means 207 and 208 is arranged between the respective second car body 211, 212 and the first car body 202.
  • a first anti-roll device 207 is provided between the body 211 and the body 202, while between the body 212 and the body 202, a second anti-roll device 208 is provided.
  • the first anti-roll device is designed in the form of a first hydraulic cylinder 207, which on the one hand is pivotably articulated on a bracket on the second vehicle body 211. At its end facing the first carriage body 202, the first hydraulic cylinder 207 is pivotably articulated to a further bracket on the first carriage body 202 in a first articulation point 207.1.
  • the second anti-roll device 208 is in the form of a second hydraulic cylinder 208, which is articulated on the one hand pivotally connected to a console on the third car body 212 and on the other hand at its first carriage body 202 facing end in a second pivot point 208.1 pivotally connected to another console the first car body 202 is hinged.
  • the first articulation point 207.1 and the second articulation point 208.1 lie on different sides of the vehicle 201 with respect to the vehicle longitudinal axis 201.1.
  • the work spaces of the first hydraulic cylinder 207 and of the second hydraulic cylinder 208 arranged on different sides of the vehicle 201 or of the respective piston are connected via a coupling device in the form of a simple hydraulic line 209.
  • the first anti-roll device 207 is thus coupled to the second anti-roll device 208 via the coupling device 209 such that a first displacement on the first hydraulic cylinder 207 results in a co-axial second displacement on the second hydraulic cylinder 208.
  • the solution according to the invention is not limited to just one connection of work spaces of the hydraulic cylinders and there is no preference in the choice of the connected work spaces, provided that they are located on different sides of the vehicle.
  • the piston of the first hydraulic cylinder 207 moves in the leading out of its cylinder jacket out direction, therefore increases so the length of the first hydraulic cylinder 207 and thus the distance between its articulation points on the two car bodies 202 and 211, so takes place thanks to the hydraulic line 209 a gleichête second displacement on the second hydraulic cylinder 208.
  • the piston of the second hydraulic cylinder 208 is then also moved in the leading out of its cylinder jacket out direction, so therefore therefore the length of the second hydraulic cylinder 208 and thus the distance between its articulation points on the two car bodies 202 and 212 also increased. The same applies vice versa.
  • the first hydraulic cylinder 207 and the second hydraulic cylinder 208 are arranged symmetrically to the center of the first car body 202 and have dimensions matched to each other such that the amounts of the first and second displacements and their directions are equal. Again, it is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.
  • the pistons of the two hydraulic cylinders 207 and 208 are prevented from moving relative to their cylinder jackets, so that the arrangement as the known rods 3 (see FIG. 8 ) Counteracts the rolling motion.
  • the car bodies 212, 202, 211, etc. are successively deflected in the direction of travel from the vertical direction.
  • the relative horizontal movement between the first car body 202 and the preceding third car body 212 and between the first car body 202 and the subsequent second car body 211 now takes place in the opposite direction.
  • Due to the hydraulic line 209 a compensating flow can occur, so that the pistons of the two hydraulic cylinders 207 and 208 can move in the same direction in their cylinder jackets.
  • the brackets on the car bodies 212, 202, 211 as well as the car bodies 212, 202, 211 themselves not, as in the conventional case with the rods 3 (see FIG. 8 ) charged with Forcing.
  • the variants described above are not limited to the application in wheelless litter, but can also be used between each wheeled car segments.
  • the second embodiment with its arrangement of the center point symmetrical arrangement of the articulation points on the first car body has the advantage that the first car body in any orientation, so driving forward or backward driving between the second and third car body can be arranged.
  • FIGS. 5 and 6 show schematic plan views of a part of another vehicle according to the invention 301 with a vehicle longitudinal axis 301.1.
  • the vehicle 301 comprises a first vehicle component in the form of a wheelless first carbody 302, which is supported on two adjacent second vehicle components in the form of a second carbody 311 and a third carbody 312 in the manner of such a litter.
  • the car bodies 311 and 312 are each supported in the connection area to the first car body 302 via corresponding spring devices on trolleys 304 and 305.
  • the first car body 302 is thus supported on the second carriage 305 via the second car body 311 and the associated spring device on the first carriage 304 and via the third car body 312 and the associated spring device on the second carriage 305.
  • the car bodies 302, 311 and 312 in other words represent vehicle segments of the multi-unit vehicle 301.
  • FIGS. 5 and 6 schematically illustrated vehicle 301 achieved as follows, wherein the FIG. 5 in plan view the situation on a flat track and the FIG. 6 the situation on a twisted track represents:
  • a respective rolling support device 307 or 308 is arranged between the respective second car body 311, 312 and the first car body 302, a respective rolling support device 307 or 308 is arranged.
  • a first anti-roll device 307 is provided between the car body 311 and the car body 302, while between the car body 312 and the car body 302, a second anti-roll device 308 is provided.
  • the first anti-roll device is designed in the form of a first pull-push rod 307, which on the one hand is pivotably articulated to a bracket on the second vehicle body 311. At its end facing the first carriage body 302, the first rod 307 is rotatably mounted in a first articulation point 307.1 in a first free end of a first lever arm 309.1 of a coupling device 309, the function of which will be explained in more detail below.
  • the second anti-roll device 308 is designed in the form of a second pull-push rod 308, which is articulated on the one hand pivotably on a bracket on the third car body 312. At its end facing the first carriage body 302, the second rod 308 is rotatably mounted in a second articulation point 308.1 in a first free end of a second lever arm 309.4 of the coupling device 309.
  • the first lever arm 309.1 and the second lever arm 309.4 are mechanically connected via a coupling rod 309.5, so that the first anti-roll device 307 is mechanically coupled via the coupling device 309 to the second anti-roll device 308.
  • the first lever arm 309.1 designed as a short angle lever is pivotably connected to the first carriage body 302 in the vicinity of the first anti-roll device 307 about a first pivot point 309.2 with a first pivot axis.
  • the first pivot axis is located in the region of the bend of the first lever arm 309.1 and is stationarily connected to the first carriage body 302.
  • At the first free end of the first lever arm 309.1 is the first pivot point 307.1 of the first anti-roll device 307, while at the second free end of the first lever arm 309.1 the coupling rod 309.5 is articulated.
  • the second lever arm 309.4 which is likewise designed as a short angle lever, is pivotably connected to the first carriage body 302 in the vicinity of the second anti-roll device 308 about a second pivot point 309.6 with a second pivot axis.
  • the second pivot axis 309.6 is in the range of the bend of the second lever arm 309.4 and is fixedly connected to the car body 302.
  • the first lever arm 309.1 and the second lever arm 309.4 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 302.
  • the coupling rod 309.5 extends continuously on one side of the connecting straight lines of the pivot points 309.2 and 309.6, so that a counterforce-free deflection of the first free end of the first lever arm 309.1 generates an opposite deflection of the first free end of the second lever arm 309.4 and vice versa.
  • any other translations between the first and second displacement can be achieved.
  • the coupling device 309 is analogous to the coupling device 109 FIG. 2 opposing deflections of the first pivot point 307.1 and the second pivot point 308.1 of the respective anti-roll device 307 and 308. The amount of the deflections is the same, while the directions are respectively opposite.
  • the car bodies 312, 302, 311, etc. When twisting the track, the car bodies 312, 302, 311, etc. are successively deflected in the direction of travel from the vertical direction.
  • the relative horizontal movement between the first car body 302 and the preceding third car body 312 and between the first car body 302 and the subsequent second car body 311 now takes place in the opposite direction.
  • the two angle levers 309.1 and 309.4 can rotate in the same direction about their respective pivot point 309.2 or 309.6.
  • the coupling rod 309.5 learns here no significant force, but also moves almost without resistance in the vehicle longitudinal direction 301.1
  • the brackets on the car bodies 312, 302, 311 and the car bodies 312, 302, 311 itself not as in the conventional case with the rods 3 with constraining forces loaded.
  • the invention is not limited to the case of a finite length of the roll supports 307, 308, but can be used in the same way even in the special case described above a length "zero" of the roll supports.
  • the first articulation point of the first lever arm and the second articulation point of the second lever arm is articulated directly on the console of the respectively adjacent car body. This then goes as mentioned with the loss of the possibility of mutual pitching of the adjacent car bodies.
  • the invention is not restricted to the illustrated mounting of the first and second angle levers 309.1 and 309.4 on the first carriage body 302. Rather, the angle lever can also be arranged at a corresponding hinge point of the adjacent second or third car body, while the two anti-roll devices are then each articulated directly on the first car body.
  • FIG. 7 A further advantageous embodiment of the vehicle 401 according to the invention with the car bodies 402, 411, 412 is shown in FIG FIG. 7 shown.
  • the vehicle 401 corresponds in its basic design and operation of the vehicle 301 from FIG. 5 , so that only the differences should be discussed here.
  • the coupling device 409 comprises a hydraulic coupling 409.5 with hydraulic cylinders 409.8 and 409.9, whose working spaces are connected via a hydraulic line 409.10.
  • the hydraulic cylinders 409.8 and 409.9 are each pivoted at one end to the first car body 402. At its other end is the first hydraulic cylinder 409.8 pivotally hinged to the first lever arm 409.1, while the second hydraulic cylinder 409.9 pivotally hinged to the and a second lever arm 409.4.
  • the hydraulic coupling device described above may also be provided with an active actuating device and / or a damping device.
  • a corresponding pump and control unit or the like may be provided, which modifies the degree of filling of the working spaces of the hydraulic cylinders in accordance with the specifications of a control device.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
EP10174626A 2005-08-16 2006-08-10 Train articulé avec un dispositif anti-roulis Withdrawn EP2292491A3 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102005038945 2005-08-16
DE102005041162A DE102005041162A1 (de) 2005-08-16 2005-08-30 Fahrzeug mit Wankstützen
EP06778216A EP1915282B1 (fr) 2005-08-16 2006-08-10 Vehicule dote de dispositifs antiroulis

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP06778216.9 Division 2006-08-10

Publications (2)

Publication Number Publication Date
EP2292491A2 true EP2292491A2 (fr) 2011-03-09
EP2292491A3 EP2292491A3 (fr) 2013-01-30

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Application Number Title Priority Date Filing Date
EP10174626A Withdrawn EP2292491A3 (fr) 2005-08-16 2006-08-10 Train articulé avec un dispositif anti-roulis
EP06778216A Active EP1915282B1 (fr) 2005-08-16 2006-08-10 Vehicule dote de dispositifs antiroulis

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP06778216A Active EP1915282B1 (fr) 2005-08-16 2006-08-10 Vehicule dote de dispositifs antiroulis

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US (1) US20110315040A1 (fr)
EP (2) EP2292491A3 (fr)
AU (1) AU2006281450B2 (fr)
CA (1) CA2628588A1 (fr)
DE (1) DE102005041162A1 (fr)
RU (2) RU2416538C2 (fr)
WO (1) WO2007020228A2 (fr)

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DE102022207371B4 (de) 2022-07-19 2024-02-08 Siemens Mobility GmbH Schienenfahrzeug mit erhöhter Seitenwindstabilität

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EP0718171B1 (fr) 1994-12-23 1999-05-26 ABB Daimler-Benz Transportation (Technology) GmbH Limiteur d'inclinaison
EP1075407B1 (fr) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Dispositif anti-roulis pour chassis de bogie d'un vehicule ferroviaire

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WO2007020228A3 (fr) 2007-05-18
WO2007020228A2 (fr) 2007-02-22
EP1915282A2 (fr) 2008-04-30
DE102005041162A1 (de) 2007-02-22
RU2010137512A (ru) 2012-03-20
RU2416538C2 (ru) 2011-04-20
AU2006281450B2 (en) 2012-11-01
RU2008110045A (ru) 2009-09-27
US20110315040A1 (en) 2011-12-29
EP2292491A3 (fr) 2013-01-30
EP1915282B1 (fr) 2012-10-31
CA2628588A1 (fr) 2007-02-22
AU2006281450A1 (en) 2007-02-22

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