EP2414207B1 - Fahrzeug mit wankkompensation - Google Patents

Fahrzeug mit wankkompensation Download PDF

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Publication number
EP2414207B1
EP2414207B1 EP10707054.2A EP10707054A EP2414207B1 EP 2414207 B1 EP2414207 B1 EP 2414207B1 EP 10707054 A EP10707054 A EP 10707054A EP 2414207 B1 EP2414207 B1 EP 2414207B1
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EP
European Patent Office
Prior art keywords
vehicle
transverse
rolling
wagon body
deflection
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EP10707054.2A
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German (de)
English (en)
French (fr)
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EP2414207A1 (de
Inventor
Richard Schneider
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Publication of EP2414207A1 publication Critical patent/EP2414207A1/de
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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 present invention relates to a vehicle, in particular a rail vehicle, with a car body, which is supported via a spring device in the direction of a vehicle vertical axis on a chassis, and a roll compensation device which is coupled to the car body and the chassis, wherein the roll compensation device in particular kinematically parallel to the spring device is arranged.
  • the roll compensation device acts in the case of curved roll movements of the car body toward the outside of the bend around a vehicle axis parallel to a roll axis, the roll compensation device is designed to increase the tilt comfort to the car body in a first frequency range under a first transverse deflection of the car body in the direction of a vehicle transverse axis to a first roll angle to impart the roll axis, which corresponds to a current curvature of a currently traversed track section.
  • the present invention further relates to a corresponding method for adjusting a roll angle of a car body of a vehicle.
  • 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.
  • Such roll stabilizers are known in various hydraulic or purely mechanical embodiments.
  • a transversely extending to the vehicle longitudinal direction torsion is used, as for example from the EP 1 075 407 B1 is known.
  • On this torsion shaft sitting on both sides of the vehicle longitudinal axis rotatably mounted levers extending in the vehicle longitudinal direction. These levers are in turn connected to links or the like, which are arranged kinematically parallel to the spring means of the vehicle.
  • the levers seated on the torsion shaft are set into rotary motion via the links connected to them.
  • the torsion wave is thus subjected to a torsional moment which, depending on its torsional rigidity, is compensated for at a certain torsion angle by a counter-torque resulting from its elastic deformation and thus prevents further rolling movement.
  • the anti-roll device d. H. between a chassis frame and the car body act.
  • the anti-roll device can also be used in the primary stage, d. H. between the wheel units and a chassis frame or - in the absence of secondary suspension - act a car body.
  • Such roll stabilizers are also used in generic rail vehicles, as for example from the EP 1 190 925 A1 are known.
  • the upper ends of the two links of the roll stabilizer (in a plane perpendicular to the vehicle longitudinal axis) are offset towards the center of the vehicle.
  • the car body is at a deflection in the vehicle transverse direction (as caused for example by the centrifugal acceleration at Bogenfahrt) performed such that a rolling motion of the car body counteracted to the bow and it is impressed on a bow inside directed rolling motion.
  • this counter-rotating roll movement towards the bow serves to increase the so-called tilt comfort for the passengers of the vehicle.
  • a high tendency to inclination is usually understood the fact that the passengers at bow travel as low as possible lateral acceleration in the transverse direction learn their reference system, which is usually defined by the internals of the car body (floor, walls, seats, etc.). Due to the resulting from the rolling motion inclination of the car body to bow inside take the passengers (depending on the degree of inclination) at least a portion of the Erdfesten reference system actually acting lateral acceleration true only as increased acceleration in the direction of the vehicle floor, which is usually less disturbing or uncomfortable.
  • the maximum permissible values for the lateral acceleration acting in the reference system of the passenger (and the resulting ultimately resulting values for the inclination angle of the car body) are usually specified by the operators of a rail vehicle. Evidence of this is provided by national and international standards (such as EN 12299).
  • the roll axis or the instantaneous pole of the roll motion must be comparatively far above the center of gravity of the car body.
  • the suspension in the transverse direction must be made relatively soft, in order to achieve the desired deflections alone with the acting centrifugal force.
  • Such a transverse soft suspension also has a positive effect on the so-called vibration comfort in the transverse direction, since shocks in the transverse direction can be absorbed and damped by the soft suspension.
  • the on the curvature of the currently traversed track curve and the current driving speed (thus therefore on the currently resulting from lateral acceleration) tuned rolling motion can be in the vehicle from the EP 1 190 925 A1 also actively influenced or adjusted by a switched between the car body and the chassis frame actuator.
  • a setpoint for the roll angle of the car body is determined from the current track curvature and the current driving speed, which is then used for setting the roll angle via the actuator.
  • the present invention is therefore based on the object to provide a vehicle or a method of the type mentioned, which does not have the disadvantages mentioned above, or at least to a lesser extent, and in particular in a simple and reliable way a high level of travel comfort for the passengers allows for high transport capacity of the vehicle.
  • 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. It continues to solve this task on the basis of a procedure according to the preamble of claim 17 by the features stated in the characterizing part of claim 17.
  • the present invention is based on the technical teaching that allows a simple and reliable way a high level of travel comfort for the passengers with high transport capacity of the vehicle, if one chooses an active solution with an active roll compensation, the car body in a second frequency range, the at least partially above the first frequency range, a second transverse deflection (possibly also a second roll angle about the roll axis) imprints.
  • the transverse deflection resulting from the first roll angle the setting of which ultimately represents a quasi-static adaptation of the roll angle and thus the transverse deflection to the current track curvature and the current travel speed, can be superimposed on a second transverse deflection (possibly also a second roll angle) Setting ultimately represents a dynamic adaptation to current, introduced into the car body disorders.
  • the second frequency range (at least partially above the first frequency range) advantageously results in the second transverse deflection (and optionally the second roll angle) achieved an increase in the vibration comfort.
  • the roll compensation device As at least in the second frequency range active system, it is advantageously possible to make the support of the car body on the chassis in the transverse direction of the vehicle relatively stiff, in particular the roll axis or the instantaneous center of the car body comparatively close to the center of gravity to put the car body, so that on the one hand, the desired roll angle associated with comparatively small transverse deflections and on the other hand in case of failure of the active components as far as possible passive provision of the car body is possible in a neutral position.
  • These low transverse deflections in normal operation and the passive provision in the event of a fault make it possible advantageously to realize particularly wide car bodies with a high transport capacity.
  • the second transverse deflections may not necessarily be compatible with one of the (static) kinematics of the roll compensation device associated with the second roll angle, which is superimposed on the first roll angle in the second frequency range.
  • This is due to the fact that, for example, with a comparatively soft, elastic connection of the roll compensation device to the chassis and / or the car body due to the inertial forces in the second frequency range, a kinematic decoupling of the transverse movements of the car body from the (in slow, quasi-static movements) Rolling motion predetermined by the kinematics of the roll compensation device.
  • the first roll angle is thus superimposed in a design with a rigid coupling of a rigid roll compensation device in the second frequency range ultimately a second roll angle.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, with a car body, which is supported by a spring device in the direction of a vehicle vertical axis on a chassis, and a roll compensation device which is coupled to the car body and the chassis.
  • the rolling compensating device may in particular be arranged kinematically parallel to the spring device. In the case of curved travel, the roll compensation device counteracts rolling movements of the car body towards the outside of the bend about a roll axis parallel to a vehicle longitudinal axis.
  • the rolling compensation device is designed to impart to the vehicle body in a first frequency range, under a first transverse deflection of the car body in the direction of a vehicle transverse axis, a first roll angle about the roll axis that corresponds to a curvature of a track section currently being traveled. Furthermore, the roll compensation device is designed to increase the vibration comfort to impart to the car body in a second frequency range one of the first transverse deflection superimposed second transverse deflection, wherein the second frequency range is at least partially, in particular completely, above the first frequency range.
  • the roll compensation device can be designed such that it is active only in the second frequency range, thus actively setting only the second transverse deflection or, if applicable, the second roll angle, while the setting of the first roll angle is purely passive due to the transverse acceleration acting on the car body when cornering the resulting centrifugal force is effected.
  • it can also be provided to realize exclusively the setting of the roll angle or the transverse deflection via the roll compensation device.
  • the rolling compensation device can in principle be designed in any suitable manner.
  • the roll compensation device preferably comprises an actuator device with at least one actuator unit controlled by a control device, the actuator force of which delivers at least a portion to the force for setting the roll angle or the transverse deflection on the car body.
  • the actuator device is designed to at least predominantly contribute to generating the first roll angle in the first frequency range, in particular to substantially generate the first roll angle or the first transverse deflection.
  • the first frequency range is preferably the frequency range in which quasi-static rolling movements corresponding to the current curvature of the track curve passed through and the current driving speed occur.
  • This frequency range can vary depending on the specifications of the route network and / or the operator of the vehicle (for example, due to the use of the vehicle in local traffic, in long-distance traffic, especially in high-speed traffic, etc.).
  • the first frequency range extends from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
  • the bandwidth of the second frequency range which of course is to be expected during operation of the vehicle (possibly periodic, but typically rather singular or statistically scattered) dynamic disturbances, which are perceived by the passengers and perceived as disturbing. Therefore, the second frequency range preferably extends from 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
  • Roll compensation device takes place exclusively in curved path in the curved track, thus the roll compensation device is active only in such a driving situation.
  • the roll compensation device is active even when driving straight ahead, so that the vibration comfort is ensured in an advantageous manner in these driving situations.
  • a limitation of the transverse deflections of the car body ie the deflections in the vehicle transverse direction
  • the neutral position is defined by the position of the car body, which it occupies when the vehicle is in a straight flat track.
  • the limitation of the transverse deflections can be realized by any suitable components of the roll compensation device.
  • an actuator device of the roll compensation device makes the limitation of the transverse deflections available, since in this way a particularly compact, space-saving design can be realized.
  • the limitation of the transverse deflections can be adjusted to the limiting profile specified by the operator of the vehicle.
  • Particularly advantageous designs result when the roll compensation device, in particular an actuator device of the roll compensation device, is designed such that a first maximum transverse transverse deflection of the car body taking place in the vehicle transverse direction in the transverse direction is limited to 80 mm to 150 mm, preferably to 100 mm mm is limited to 120 mm.
  • the limitation of the transverse deflections in vehicles with (in the longitudinal direction of the vehicle) in the middle of the car bodies arranged undercarriages is of particular importance, it is in vehicles with arranged in the end of the car bodies chassis of particular interest, the Querauslenkungen according to bow inside to limit accordingly.
  • the second maximum transverse deflection of the car body from the neutral position is limited to 0 mm to 40 mm, preferably limited to 20 mm.
  • a second maximum transverse deflection of the car body from the neutral position, which takes place during bow travel after bowing, takes place also has a negative value, for example -20 mm.
  • the car body is therefore also deflected on the inside of the sheet to the outside of the bow to be able to realize, for example, compliance with a given clearance gauge with particularly wide car bodies.
  • the limitation of the transverse deflections can preferably be realized by an actuator device of the roll compensation device. It is preferably provided that the actuator device is designed to act as an end stop device for defining at least one end stop for the rolling movement of the car body. For this purpose, a defined by the construction of the actuator device stop (for example, a simple mechanical stop) may be provided. Preferably, the actuator device is designed to define the position of the at least one end stop for the rolling movement of the car body variable.
  • this stop by an active inhibition of the actuator (for example, by appropriate energy supply to the actuator) and / or by a passive inhibition of the actuator (for example, a deactivation of a self-locking actuator) at any point in the travel of the actuator is freely definable.
  • the actuator device of the roll compensation device can basically be designed in any suitable manner.
  • the actuator device in the case of their inactivity of a rolling movement of the car body at most a low resistance, in particular substantially no resistance opposes.
  • the actuator device is therefore preferably not designed to be self-locking, so that in case of failure of the actuator device, among other things, a provision of the car body is ensured towards its neutral position.
  • the roll compensation device is designed so that even if the active components of the roll compensation device nor an emergency operation of the vehicle with possibly deteriorated comfort properties (in particular with regard to inclination comfort and / or the vibration comfort) but in compliance with the predetermined limiting profile is possible.
  • the spring device on inactivity of an actuator of the roll compensation device on the car body Restoring torque to the roll axis exerts the restoring torque is measured at inactive actuator device such that a transverse deflection of the car body from the neutral position at a nominal load of the car body and standing in a maximum allowable track cantilever vehicle is less than 10 mm to 40 mm, preferably less than 20 mm.
  • the spring device (in particular its stiffness in the vehicle transverse direction) is preferably designed such that a vehicle which comes to a halt for such an arbitrary reason (for example due to damage to the vehicle or driving path) at such an unfavorable point still has the predetermined limiting profile comply.
  • the restoring torque is dimensioned with inactive actuator device such that a transverse deflection of the car body from the neutral position at a nominal load of the car body and in a maximum permissible in the direction of a vehicle transverse axis lateral acceleration of the vehicle less than 40 mm to 80 mm, preferably less than less than 60 mm.
  • the spring device in particular its stiffness in the vehicle transverse direction
  • the spring device is preferably designed so that a vehicle in an emergency operation in case of failure of the actuator when driving at normal driving speed still complies with the predetermined limiting profile.
  • the rigidity, in particular the transverse rigidity in the vehicle transverse direction, the support of the car body on the chassis can have any suitable characteristic as a function of the transverse deflection.
  • a linear or even progressive course of the transverse rigidity in dependence on the transverse deflection can be provided.
  • a degressive course is provided, so that an initial transverse deflection of the car body from the neutral position, a relatively high resistance is opposed, but the resistance decreases with increasing deflection.
  • the spring device defines a return characteristic, wherein the return characteristic reflects the dependence of the restoring torque of the roll angle deflection and the return characteristic has a degressive course.
  • the course of the return characteristic can in principle be adapted in any suitable manner to the present application.
  • the return characteristic has a first pitch in a first roll angle range or first transverse deflection range, and a second pitch which is smaller than the first pitch in a second roll angle range or second transverse deflection range lying above the first roll angle range or the first transverse deflection range, wherein the ratio of second slope to the first slope is in particular in the range of 0 to 1, preferably in the range of 0 to 0.5.
  • the two roll angle ranges or transverse deflection ranges can be selected in any suitable manner.
  • the first transverse deflection range extends from 0 mm to 60 mm, preferably from 0 mm to 40 mm
  • the second transverse deflection range extends in particular from 20 mm to 120 mm, preferably from 40 mm to 100 mm.
  • the roll angle ranges then correspond to the transverse deflection ranges, depending on the given kinematics.
  • the determination of the characteristic of the spring device depends primarily on the transverse deflections, which may still be achieved in the event of failure of active components.
  • the first slope usually defines the residual cross-path in the event of failure of an active component, while the second slope determines the Aktuator structure for larger deflections and if possible selected so that these Aktuator concept can be kept low for larger deflections.
  • the second slope is therefore preferably kept as close to zero as possible. If necessary, even negative values of the second slope may be permissible or provided.
  • the support of the car body on the chassis may have any suitable rigidity.
  • a substantially independent of the transverse deflection stiffness can be provided.
  • the spring device has a transverse rigidity in the direction of a vehicle transverse axis, which is dependent on a transverse deflection of the car body in the direction of the vehicle transverse axis from the neutral position, so that at deflections in the vicinity of the neutral position another stiffness (for example, a higher rigidity) prevails as in the range of larger deflections.
  • the spring device In a first transverse deflection region, the spring device preferably has a first transverse rigidity, while in a second transverse deflection region located above the first transverse deflection region it has a second transverse rigidity, which less than the first transverse stiffness. It is understood that the transverse stiffness can vary within the respective transverse deflection range. In addition, the course of the transverse rigidity as a function of the transverse deflection can in principle be matched in any suitable manner to the present application.
  • the first transverse stiffness is in the range of 100 N / mm to 800 N / mm, more preferably in the range of 300 N / mm to 500 N / mm, while the second transverse rigidity is preferably in the range of 0 N / mm to 300 N / mm is more preferably in the range of 0 N / mm to 100 N / mm.
  • the two transverse deflection ranges can also be selected in any suitable manner adapted to the respective application.
  • the first transverse deflection range extends from 0 mm to 60 mm, preferably from 0 mm to 40 mm, while the second transverse deflection range preferably extends from 20 mm to 120 mm, more preferably extends from 40 mm to 100 mm. This can be achieved with a view to limiting the maximum transverse deflection of the car body with the least possible use of energy particularly favorable designs.
  • the above-described advantageous behavior of the vehicle in the event of failure of one or more of the active components of the roll compensation device can preferably be realized via a corresponding design of the spring device, in particular its transverse rigidity.
  • the spring device in the direction of a vehicle transverse axis has a transverse rigidity, wherein the transverse stiffness of the spring device is dimensioned such that in case of inactivity of an actuator of Wankkompensations adopted at bow travel with a maximum allowable in direction
  • a lateral transverse acceleration of the vehicle acting on a vehicle transverse axis limits a first maximum transverse deflection of the car body from the neutral position to 40 mm to 120 mm in a vehicle transverse direction toward the outside of the vehicle, preferably to 60 mm to 80 mm.
  • a second maximum transverse deflection of the car body taking place in a vehicle transverse direction is limited from 0 to 60 mm, preferably to 20 mm to 40 mm, from the neutral position.
  • the roll angle ranges then correspond to the above transverse deflection ranges, depending on the given kinematics.
  • the transverse stiffness of the spring device is dimensioned such that transverse deflection (and thus a corresponding roll angle deflection) of the car body from the neutral position occurs during inactivity of an actuator device of the roll compensation device the nominal load is less than 10 mm to 40 mm, preferably less than 20 mm, when the vehicle is in a maximum permissible track cant.
  • the active components of the roll compensation device can in principle be designed in any suitable manner.
  • at least one actuator device is provided, which is connected between the car body and the chassis and realizes the adjustment of the roll angle in the second frequency range.
  • linear actuators are preferably used, in which preferably the travel path and / or the actuator forces are suitably limited in order to meet the requirements for the dynamics of the adjustment of the transverse deflection or the roll angle in the second frequency range with satisfactory results to fulfill.
  • the roll compensation device is designed such that an actuator device of the roll compensation device in the first frequency range from the neutral position has a maximum deflection of 60 mm to 110 mm, preferably from 70 mm to 85 mm, while additionally or alternatively in the second frequency range from a starting position, a maximum deflection of 10 mm to 30 mm, preferably from 10 mm to 20 mm.
  • the actuator device in the first frequency range has a maximum actuator force of 10 kN to 40 kN, preferably 15 kN to 30 kN, while in the second frequency range it has a maximum actuator force of 5 kN to 35 kN, preferably from 5 kN to 20 kN.
  • the present (in the neutral position of the car body) distance of the roll axis of the car body to the center of gravity of the car body in the direction of the vehicle vertical axis is matched to the particular application.
  • the center of gravity of the car body usually has a first height (H1) above the track (typically above the rail top edge SOK), while the roll axis in the neutral position in the direction of the vehicle vertical axis a second height (H2) above the track having.
  • the ratio of the difference between the second height and the first height (H2-H1) to the first height (H1) is at most 2.2, preferably at most 1.3, more preferably 0.8 to 1.3.
  • the difference between the second height and the first height (H2-H1) can be between 1.5 m and approximately 4.5 m, preferably approximately 1.8 m. This makes it possible to realize designs that are particularly favorable in terms of the above-mentioned limitation of the transverse deflections and thus the feasibility of wide car bodies with high transport capacity.
  • the roll compensation device can in principle be designed in any suitable manner in order to realize the adjustment of the roll angle of the car body in the two frequency ranges.
  • the rolling compensation device in particularly simple variants of the vehicle according to the invention, provision is made here for the rolling compensation device to comprise an anti-roll device, which is arranged kinematically parallel to the spring device and designed to counteract rolling movements of the car body about the roll axis when driving straight ahead.
  • anti-roll devices are well known, so it should not be discussed in detail here.
  • they can be based on different principles of action. So they can be based on a purely mechanical action principle. But there are also fluid (hydraulic) solutions, electromechanical solutions or any combinations of all these principles of action possible.
  • the anti-roll device comprises two links, which are articulated at one of their ends in each case articulated to the car body and at its other end in each case hingedly at opposite ends of a torsion element which is mounted on the chassis, as has already been described ,
  • the roll compensation device may also comprise a guide device, which is arranged kinematically in series with the spring device.
  • the guide device comprises a guide element which is arranged between the chassis and the car body, and is designed to define a movement of the guide element with respect to the car body or the chassis during rolling movements of the car body.
  • the guide device can in turn be designed in any suitable manner to realize the described guide. For example, it can be realized by sliding and / or unrolling the guide element on a guideway.
  • the guide device comprises in particular at least one laminated spring device.
  • the laminated spring device can be realized as a simple rubber layer spring whose layers are arranged inclined to the vehicle vertical axis and the vehicle transverse axis, so that they define the roll axis of the car body.
  • the design of the roll compensation device with such a laminated spring device for defining the rolling axis of the car body is an independently protectable inventive idea, which is in particular independent of the above-described setting of the roll angle in the first frequency range and the second frequency range.
  • the present invention can be used in conjunction with any configuration of the support of the car body on the chassis.
  • it can be used in conjunction with a single-stage suspension, which supports the car body directly on a wheel unit.
  • the chassis accordingly preferably comprises a chassis frame and at least one wheel unit, while the spring device has a primary suspension and a secondary suspension.
  • the chassis frame is supported by the primary suspension on the wheel unit, while the car body is supported on the chassis frame via the, in particular designed as air suspension, secondary suspension.
  • the roll compensation device is then preferably arranged kinematically parallel to the secondary suspension between the chassis frame and the car body. This integration into a majority of the vehicles typically used is possible.
  • the stiffness of the spring device may optionally be determined solely by the primary suspension and the secondary suspension.
  • the spring device preferably comprises a transverse spring device, which advantageously serves to adapt or optimize the transverse rigidity of the spring device for the respective application. This simplifies the design of the spring device considerably despite the simple optimization of the transverse rigidity.
  • the transverse spring device may be connected on the one hand to the chassis frame and on the other hand to the car body. Additionally or alternatively, the transverse spring means may also be connected on the one hand to the chassis frame or to the car body and on the other hand to be connected to the roll compensation device.
  • the transverse spring device is designed to increase the rigidity of the spring device in the direction of the vehicle transverse axis. In this case, it can have any characteristic adapted to the respective application.
  • the transverse spring device preferably has a degressive stiffness characteristic in order to achieve overall a degressive stiffness characteristic of the spring device.
  • the spring device has an emergency spring device, which is arranged centrally on the chassis in order to enable an emergency operation of the vehicle even in case of failure of the supporting components of the spring device.
  • the emergency spring device can in principle be designed in any suitable manner.
  • the emergency spring device is designed such that it supports the compensation effect of the roll compensation device.
  • the emergency spring device may comprise a sliding and / or rolling guide, which follows the compensation movement.
  • the present invention further relates to a method for setting a roll angle of a vehicle body, in particular a rail vehicle, supported by a spring device in the direction of a vehicle vertical axis on a chassis, about a roll axis parallel to a vehicle longitudinal axis of the vehicle, in which the roll angle is actively set.
  • a first roll angle is impressed about the roll axis of a current Curvature of a currently traversed track section corresponds.
  • the vehicle body is impressed with a second transverse deflection superimposed on the first transverse deflection, wherein the second frequency range lies at least partially, in particular completely, above the first frequency range.
  • FIGS. 1 to 5 a first preferred embodiment of the vehicle according to the invention described in the form of a rail vehicle 101, which has a vehicle longitudinal axis 101.1.
  • FIG. 1 shows a schematic sectional view of the vehicle 101 in a sectional plane perpendicular to the vehicle longitudinal axis 101.1.
  • the vehicle 101 comprises a car body 102, which is supported in the region of its two ends in each case via a spring device 103 on a chassis in the form of a bogie 104.
  • a spring device 103 on a chassis in the form of a bogie 104.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • a vehicle coordinate system x (given by the wheel-uplift plane of the bogie 104) x f. , y f , z f , in which the x f coordinate is the longitudinal direction of the Rail vehicle 101, the y f coordinate, the transverse direction of the rail vehicle 101 and the z f coordinate, the height direction of the rail vehicle 101.
  • an absolute coordinate system (given by the direction of gravitational force) x, y, z and a passenger coordinate system (given by the body 102) are x p. , y p , z p defined.
  • the bogie 104 comprises two wheel units in the form of wheelsets 104.1, on each of which a bogie frame 104.2 is supported via a primary suspension 103.1 of the spring device 103.
  • the car body 102 is in turn supported by a secondary suspension 103.2 on the bogie frame 104.2.
  • the primary suspension 103.1 and the secondary suspension 103.2 are in FIG. 1 simplified as coil springs shown. It is understood, however, that the primary suspension 103.1 or secondary suspension 103.2 can be any suitable spring device.
  • the secondary suspension 103.2 is preferably a well-known air suspension or the like.
  • the vehicle 101 further comprises in the region of each bogie 104 a roll compensation device 105, which acts kinematically parallel to the secondary suspension 103.2 between the bogie frame 104.2 and the wagon body 102 in the manner described in more detail below.
  • the rolling compensation device 105 includes a well-known roll support 106 which is connected on the one hand to the bogie frame 104.2 and on the other hand to the car body 102.
  • FIG. 4 shows a perspective view of this roll support 106.
  • the roll support 106 comprises a torsion in the form of a first lever 106.1 and a second torsion in the form of a second lever 106.2.
  • the two levers 106.1 and 106.2 sit on both sides of the longitudinal center plane (x f z r plane) of the vehicle 101 respectively rotationally fixed on the ends of a torsion shaft 106.3 of the roll support 106.
  • the torsion 106.3 extends in the transverse direction (y f direction) of the vehicle and is rotatably mounted in bearing blocks 106.4, which in turn are fixedly connected to the bogie frame 104.2.
  • a first link 106.5 is articulated, while at the free end of the second lever 106.2, a second link 106.6 is articulated.
  • the roll support 106 is pivotally connected to the car body 102.
  • FIGS. 1 and 4 is the state in the neutral position of the vehicle 101 shown, which results in a ride in a straight and not twisted track 108.
  • the two arms 106.5, 106.6 extend in the plane of the drawing FIG. 1 (y f z f plane) inclined in this example to the vertical axis (z f axis) of the vehicle 101 that their upper (articulated to the car body 102) ends are offset towards the vehicle center and their longitudinal axes intersect at a point MP, which lies in the longitudinal center plane (x f z f plane) of the vehicle.
  • handlebars 106.5, 106.6 is defined in a well-known manner (in the neutral position) to the vehicle longitudinal axis 101.1 parallel Wankachse, which runs through the point MP.
  • the point of intersection MP of the longitudinal axes of the links 106.5, 106.6 forms the instantaneous pole of a rolling movement of the car body 102 about this roll axis.
  • the roll support 106 allows a well-known on both sides of the vehicle synchronous compression of the secondary suspension 103.2, while preventing a pure rolling motion about the roll axis or the instantaneous pole MP. Furthermore, as in particular FIG. 2 can be seen, due to the inclination of the handlebars 106.5, 106.6 by the roll support 106 a kinematics with a combined movement of a rolling motion about the roll axis or the instantaneous pole MP and a transverse movement in the direction of the vehicle transverse axis (y f -axis) specified. It is understood that the intersection MP and thus the roll axis due to the predetermined by the handlebars 106.5, 106.6 kinematics at a deflection of the car body 102 from the neutral position usually also sideways emigrated.
  • FIG. 2 shows the vehicle 101 at Bogenfahrt in a track cant.
  • FIG. 2 it can be seen causes the arc at the center of gravity SP of the car body 102 (due to the prevailing acceleration in the vehicle transverse direction) attacking centrifugal force F y on the bogie frame 104.2 a bowing movement to the bow, resulting from a stronger compression of the primary suspension 103.1 on the outside of the bow.
  • FIG. 2 can still be seen causes the described design of the roll support 106 at a curved travel of the vehicle 101 in the region of the secondary suspension 103.2 a compensation movement, which counteracts the roll movement of the car body 102 (compared to the dashed contour 102.1 indicated neutral position in a straight flat track) to the outside in the absence of the roll support 106 due to the attacking in the center of gravity SP of the car body 102 centrifugal force (Analogous to the uneven compression of the primary suspension 103.1) would arise by a stronger compression of the secondary suspension 103.2 on the outside of the bow.
  • the maximum permissible values for the lateral acceleration a yp, max acting in the reference system (x p , y p , z p ) of the passengers are generally specified by the operators of the vehicle 101. Evidence of this is provided by national and international standards (such as EN 12299).
  • the current value of the first acceleration component a yps results from traversing the current track curve with the current vehicle speed, while the current value of the second acceleration component a ypd results from current (periodic or mostly singular) events (such as, for example, driving over a fault in the track, such as for example, a switch or the like).
  • this first acceleration component a yps is a quasi-static component.
  • the second acceleration component a ypd (which usually occurs as a result of impacts) is a dynamic component.
  • a yp From the current lateral acceleration a yp can be according to the present invention ultimately determine a minimum target value for a transverse deflection dy N, Soll, min of the car body 102 to the vehicle vertical axis (z f axis). This is the transverse deflection (and thus possibly the corresponding roll angle), which is at least necessary in order to undercut the maximum permissible lateral acceleration a yp, max .
  • a desired value for the transverse deflection dy W is given, which corresponds to the current driving condition.
  • this is the quasi-static setpoint value for the lateral deflection (and thus the roll angle) which is relevant for the inclination comfort , which results from the current quasi-static lateral acceleration a yps (which in turn depends on the curvature of the curve and the current driving speed v depends).
  • this is therefore the setpoint for the transverse deflection, as it is used in the known from the prior art vehicles with active adjustment of the roll angle for controlling the roll angle.
  • the roll compensation device 105 in the present example further comprises an actuator 107, which in turn comprises an actuator 107.1 and a control device 107.2 connected thereto.
  • the actuator 107.1 is on the one hand hingedly connected to the bogie frame 104.2 and on the other hand articulated to the car body 102.
  • the actuator 107.1 is designed as an electro-hydraulic actuator.
  • an actuator can be used, which operates on any other suitable action principle.
  • hydraulic, pneumatic, electrical and electromechanical principles of action can be used alone or in any combination.
  • the actuator 107.1 is arranged in the present example that the actuator force exerted by it between the bogie frame and the car body 104.2 102 acts parallel to the vehicle transverse direction (y f direction) (in the neutral position). It is understood, however, that in other variants of the invention, a different arrangement of the actuator may be provided, as long as the force exerted by him between the chassis and the car body actuator force has a component in the vehicle transverse direction.
  • the setting of the transverse deflection dy W is carried out according to the invention using the desired value for the transverse deflection dy W, should the car body 102, which is composed of the quasi-static component dy Ws, should and the dynamic component dy Wd, is composed, as for example in equation ( 2) is defined.
  • the setting of the first lateral deflection dy Ws (assisted by the centrifugal force F y ) in the present example takes place in a first frequency range F1 which extends from 0 Hz to 1.0 Hz.
  • the first frequency range is therefore the frequency range in which quasi-static roll movements of the car body 102, which correspond to the current curvature of the track curve passed through and the current driving speed, take place.
  • the setting of the second transverse deflection dy Wd takes place in the present Example according to the invention in a second frequency range F2, which extends from 1.0 Hz to 6.0 Hz.
  • the second frequency range is a frequency range which is tuned to the dynamic disturbances to be expected during operation of the vehicle (possibly periodic, but typically rather singular or statistically scattered), which are perceived by passengers as disturbing.
  • the first frequency range and / or the second frequency range also vary depending on the specifications of the route network and / or the operator of the vehicle (for example, due to the use of the vehicle in local traffic, in long-distance traffic, especially in high-speed traffic, etc.) can.
  • the first transverse deflection dy Ws of the car body 102 the setting ultimately represents a quasi-static adjustment of the transverse deflection (and thus the roll angle) to the current track curvature and the current vehicle speed, thus therefore a second transverse deflection dy Wd of the car body 102nd superimposed, the setting ultimately represents a dynamic adaptation to current, introduced into the car body disturbances, so that overall a high level of passenger comfort can be achieved.
  • the control device 107.2 realizes the actuation of the actuator 107.1 as a function of a series of input variables which are supplied to it by a higher-level vehicle control and / or by separate sensors (such as the sensor 107.3) or the like.
  • the input variables taken into account during the control include, for example, variables which correspond to the current driving speed v of the vehicle 101, the curvature X of the track section currently being traveled, the track cant angle ⁇ of the track section currently being traveled, and the magnitude and frequency of disturbances (for example track position disturbances). of the currently traversed track section are representative.
  • These quantities processed by the control device 107.2 can be determined in any suitable manner.
  • the disturbances or the resulting lateral accelerations a y whose effects on the passengers are at least to be mitigated via the dynamic component dy Wd , sufficiently accurate and with a to determine sufficient bandwidth (for example, to measure directly and / or via suitable pre-established models of the vehicle 101 and / or the track).
  • the control device 107.2 can be realized in any suitable manner, provided that it meets the appropriate safety requirements imposed by the operator of the rail vehicle.
  • it can be constructed from a single, processor-based system.
  • different control circuits or control circuits are specified for the control in the first frequency range F1 and the control in the second frequency range F2.
  • the actuator 107.1 in the first frequency range F1 from the neutral position has a maximum deflection of 80 mm to 95 mm, while in the second frequency range from a starting position has a maximum deflection of 15 mm to 25 mm. Furthermore, in the first frequency range F1, the actuator 107.1 exerts a maximum actuator force of 15 kN to 30 kN, while in the second frequency range it exerts a maximum actuator force of 10 kN to 30 kN. As a result, a particularly favorable configuration is achieved under static and dynamic aspects.
  • the roll compensation device 105 Due to the design of the roll compensation device 105 as an active system, it is also advantageously possible to make the support of the car body 102 on the bogie 104 relatively stiff in the transverse direction of the vehicle 101. In particular, it is possible to place the roll axis or the instantaneous pole MP of the car body 102 comparatively close to the center of gravity SP of the car body 102.
  • the secondary suspension 103.2 is designed such that it has a restoring force transverse deflection characteristic 108 as shown in FIG. 5 is shown.
  • the force characteristic curve 108 indicates the dependence of the restoring force F yf exerted by the secondary suspension 103.2 on the vehicle body 102, which acts on a transverse deflection y f of the vehicle body 102 relative to the bogie frame 104.2.
  • a return characteristic in the form of a torque characteristic can also be specified for the secondary suspension 103.2, which reproduces the dependence of the restoring torque M xf exerted by the secondary suspension 103.2 on the vehicle body 102 from the roll angle deflection ⁇ W from the neutral position.
  • the secondary suspension 103.2 has a first transverse rigidity R1 in a first transverse deflection region Q1, while in a second transverse deflection region Q2 located above the first transverse deflection region Q1 it has a second transverse rigidity R2 which is less than the first transverse stiffness R1.
  • the transverse rigidity (as well as from FIG. 5 can be seen within the respective Querlenklenk Schemes Q1 and Q2 (possibly also strong) can vary with the dashed force curves 109.1, 109.2 other embodiments.
  • the respective transverse rigidity R1 or R2 is selected such that the level of the first transverse rigidity R1 is at least partially, preferably substantially completely, above the level of the second transverse rigidity R2.
  • a transition region between the first transverse deflection region Q1 and the second transverse deflection region Q2 may also be provided, in which an overlap or overlap of the rigidity levels occurs.
  • the course of the transverse rigidity depending on the transverse deflection can be matched in any suitable manner to the present application.
  • a second gradient can also be provided at least close to the value zero, preferably equal to zero, as shown in FIG FIG. 5 is indicated by the contour 109.3.
  • a negative second gradient may also be provided in the second transverse deflection region Q2, as shown in FIG FIG. 5 is indicated by the contour 109.4.
  • the Aktuator technique can be kept particularly low for larger transverse deflections in an advantageous manner.
  • the rigidity level in the first lateral displacement range Q1 is set so that the first lateral rigidity R1 is in the range of 100 N / mm to 800 N / mm, while the rigidity level in the second transverse displacement range Q2 is selected to be the second transverse stiffness R2 is in the range of 0 N / mm to 300 N / mm.
  • the ratio V S2 / S1 of the second slope S2 to the first Slope S1 is in the range of 0 to 3. It is understood, however, that in other variants of the invention other values for the ratio V may be chosen.
  • the two transverse deflection ranges Q1 and Q2 can likewise be selected in any suitable manner adapted to the respective application.
  • the first transverse deflection range Q1 extends from 0 mm to 40 mm
  • the second transverse deflection range Q2 extends from 40 mm to 100 mm.
  • a torque characteristic curve can be defined for the vehicle 101 analogously to the force characteristic curve 108.
  • the return characteristic in a first roll angle range W1 has a first slope S1 and in a second roll angle range W2 lying above the first roll angle range W1 a second slope which is less than the first slope.
  • the first roll angle range W1 then extends, for example, from 0 ° to 1.3 °, depending on the predetermined kinematics, while the second roll angle range W2 extends from 1.0 ° to 4.0 °.
  • a degressive profile of the transverse stiffness of the secondary suspension 103.2 is provided in the present example, so that an initial transverse deflection of the car body 102 from the neutral position is opposed to a comparatively high resistance.
  • the initial high resistance to a transverse deflection has the advantage that in case of failure of the active components (for example, the actuator 107.1 or the controller 107.2) even in curved drive (depending on the currently present lateral acceleration a y or centrifugal force F y ) a far-reaching passive Resetting the car body 102 is at least possible in the vicinity of the neutral position.
  • This passive recovery in the event of a fault makes it possible advantageously to realize particularly wide car bodies 102 and consequently a high transport capacity for the vehicle 101.
  • the actuator 107.1 in the present example is designed such that, in the event of its inactivity, a rolling movement of the car body 102 is substantially nonexistent Resists resistance.
  • the actuator 107.1 is therefore not designed to be self-locking.
  • the degressive characteristic curve 108 Thanks to the degressive characteristic curve 108, the increase in the resistance to the transverse deflection decreases with increasing deflection (in the case of a negative gradient, even the resistance itself can decrease). This is advantageous in view of the dynamic adjustment of the second transverse deflection dy Wd in the second frequency range F2 when the vehicle 101 is turning around, since the roll compensation device 105 then has to provide comparatively small forces for these dynamic deflections in the second frequency range F2.
  • the degressive characteristic of the secondary suspension can be achieved in any suitable manner.
  • the springs, over which the car body 102 is supported on the bogie frame 104.2 be designed accordingly to realize on its own this characteristic.
  • this can be done for example by a suitable design of the support of the bellows of the respective air spring.
  • the spring device 103 can have one or more additional transverse springs, as shown in FIG. 1 indicated by the dashed contour 110.
  • the transverse spring 110 is used to adapt or optimize the transverse stiffness of the secondary suspension 103.2 for the particular application. As a result, the design of the secondary suspension 103.2 is considerably simplified despite the simple optimization of the transverse rigidity.
  • the cross spring 110 may be connected as shown in the present example, on the one hand with the chassis frame and on the other hand with the car body. Additionally or alternatively, such a transverse spring can also be connected on the one hand to the chassis frame or to the vehicle body, while on the other hand it is connected to the roll compensation device 105 (for example with one of the links 106.5, 106.6). Likewise, the transverse spring can also act exclusively within the roll compensation device 105, for example between one of the links 106.5, 106.6 and the associated lever 106.1 or 106.2 or the torsion bar 106.3.
  • the transverse spring 110 can be designed to increase the rigidity of the spring device in the direction of the vehicle transverse axis. In this case, it can have any characteristic adapted to the respective application. Preferably, the Transverse spring 110 itself a degressive stiffness characteristic in order to achieve a total degressive stiffness characteristic of the secondary suspension 103.2.
  • the cross spring 110 can be designed in any suitable manner and work according to any suitable principles of action. Thus tension springs, compression springs, torsion springs or any combinations thereof can be used. Furthermore, it may be a purely mechanical spring, an electromechanical spring, a pneumatic spring, a hydraulic spring or any combinations thereof.
  • the first maximum transverse deflection dy a not, max (m max ; v 0 ; ⁇ max ) of the car body 102 from the neutral position to the outside of the bend, in the present example it is limited to 60 mm.
  • max (m max ; v 0 ; ⁇ max ) of the car body 102 from the neutral position to the inside of the bow it applies here that this is limited to 20 mm.
  • the secondary suspension 103.2 is designed in such a way that the vehicle 101, if it comes to a standstill for such an arbitrary reason (for example because of a damage to the vehicle or the travel path) at such an unfavorable position, still fulfills a predetermined limiting profile.
  • the spring device (in particular its stiffness in the vehicle transverse direction) is preferably designed so that a vehicle in an emergency operation in case of failure of the actuator when driving at normal driving speed still complies with the predetermined limiting profile.
  • Another advantageous aspect of the design according to the invention which is advantageous in view of the high width of the car bodies 102 and thus with regard to the high transport capacity, in the present example is that the design and arrangement of the links 106.5, 106.6 (in the neutral position of the car body 102 present) distance .DELTA.H of the roll axis of the car body 102 and the instantaneous pole MP to the center of gravity SP of the car body 102 in the direction of the vehicle vertical axis (z f direction) is chosen comparatively small.
  • a ratio results VH H 2 - H 1 H 1 . which represents the ratio of the difference between the second height H2 and the first height H1 to the first height H1, and which is in the range of about 0.8 to about 1.3.
  • the comparatively small distance .DELTA.H of the instantaneous pole MP to the center of gravity SP on the one hand has the advantage that even with comparatively small Transverse deflections of the car body 102 a comparatively large roll angle ⁇ W is achieved.
  • a relatively small transverse deflections of the car body 102 are required to realize the quasi-static component ⁇ Ws of the roll angle ⁇ W or the quasi-static component dy Ws the transverse deflection dy W even at high speeds v or high track bends.
  • even strong transverse joints can be compensated by comparatively small transverse deflections of the car body 102 with which the dynamic component ⁇ Wd of the roll angle ⁇ W is realized.
  • the roll axis or the instantaneous MP of the car body on or close to the center of gravity of the SP Car body is so that the centrifugal force F y no (or at least no notable) contribution to the generation of rolling motion.
  • the setting of the roll angle ⁇ W then takes place exclusively actively via the actuator 107.1.
  • a limitation of the transverse deflections coordinated with the limiting profile provided by the operator of the vehicle is provided, which engages in limit situations of the operation of the vehicle 101. It is understood, however, that in other variants of the vehicle according to the invention such a limitation can already be used in normal operation. Likewise, however, it may also be provided that such a limitation is also missing, that is to say that no such limitation becomes effective under all possible driving situations or load situations of the vehicle.
  • transverse deflections can be realized by any suitable measures, such as corresponding stops between the car body 102 and the bogie 104, in particular the bogie frame 104.2.
  • a corresponding design of the roll compensation device 105 may be provided.
  • corresponding stops for the handlebars 106.5, 106.6 may be provided.
  • the actuator 107.1 is formed such that in the vehicle transverse direction (y f axis) is limited during travel to outside of the curve taking place first maximum transverse deflection dy a, max of the car body 102 from the neutral position to 120 mm. Since the bogies 104 are arranged in the vehicle 101 in the end region of the car body 102, it is of particular interest to limit the transverse deflections according to arc inside accordingly.
  • the actuator 107.1 therefore additionally limits a second maximum transverse deflection dy i, max of the car body 102 of the car body from the neutral position to 20 mm in the transverse direction of the vehicle when traveling around the bend.
  • control device 107.2 controls the actuator 107.1 for this purpose (depending on the direction of the currently traversed curve) such that it on reaching the respective maximum transverse deflection (dy i, max or dy a, max ) a further transverse deflection of the maximum value prevented.
  • control device 107.2 varies the maximum transverse deflection to bow inner dy i, max (P) and / or to bow outer dy a, max (P) as a function of the current position P of the vehicle 101 on the traveled route network.
  • a smaller maximum transverse deflection of the car body 102 may be permitted in certain sections according to the inside and / or outside of the bow than in other sections. It goes without saying that the control device 107.2 then has to have corresponding information about the current position P.
  • a similar active setting of the limitation which is possibly dependent on the current route section and / or other variables (such as, for example, the speed of rolling in the region of the respective bogie 104), can be set.
  • the spring means 103 further comprises an emergency spring 103.3, which is arranged centrally in the vehicle transverse direction of the bogie frame 104.2 to enable an emergency operation of the vehicle 101 even in case of failure of the secondary suspension 103.2.
  • the emergency spring device 103.3 can in principle be designed in any suitable manner.
  • the emergency spring device 103.3 is designed such that it has the compensation effect of Roll compensation device 105 is supported.
  • the emergency spring device 103.3 may comprise a sliding and / or rolling guide, which (in the case of its use, and thus therefore in emergency operation) may follow the compensation movement of the roll compensation device 105.
  • the active adjustment of the roll angle or the transverse deflection via the roll compensation device 105 takes place exclusively when the curved track is curved, and consequently the roll compensation device 105 is only active in such a driving situation.
  • the roll compensation device 105 is also active when the vehicle 101 is traveling straight ahead, so that at least one adjustment of the transverse deflection dy W or possibly the roll angle ⁇ W takes place in the second frequency range F2 in each driving situation and thus the vibration comfort advantageously also in these driving situations is guaranteed.
  • FIG. 6 A further advantageous embodiment of the vehicle 201 according to the invention is shown in FIG FIG. 6 shown.
  • the vehicle 201 corresponds in its basic design and mode of operation to the vehicle 101 Figure 1 to 5 , so that only the differences should be discussed here.
  • identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100.
  • the roll compensation device 205 comprises a guide device 211, which is arranged kinematically in series with the spring device 103.
  • the guide device 211 comprises two guide elements 211.1, which are each supported on the one hand on a carrier 211.2 and on the other hand on the car body 102.
  • the carrier 211.2 extends in the vehicle transverse direction and in turn is supported on the bogie frame 104.2 via the secondary suspension 103.2.
  • the guide elements 211.1 define during rolling movements of the car body 102, the movement of the carrier 211.2 with respect to the car body 102.
  • the respective guide element 211.1 is designed as a simple laminated spring device comprising a multi-layer rubber layer spring 211.3.
  • the rubber layer spring 211.3 is made up of several layers, alternating, for example, metallic layers and rubber layers.
  • the rubber layer spring 211.3 is pressure-resistant in a direction perpendicular to its layers (so that the layer thickness does not appreciably change under load in this direction) while being shovel-soft in one direction parallel to its layers (so that significant deformation results under shear loading in that direction).
  • the layers of the rubber layer spring 211.3 are inclined in the present example to the vehicle vertical axis and the vehicle transverse axis, so that they define the roll axis or the instantaneous MP of the car body 102.
  • the layers of the rubber layer spring 211.3 are designed as simple planar layers and in such a way that the point of intersection of their center verticals 211.4 defines the roll axis or instantaneous pole MP of the car body 102.
  • another simple or multiple curved design of these layers can be provided.
  • it may be concentric cylinder jacket segments whose centers of curvature lie in the instantaneous pole MP.
  • the center vertical line 211.4 are in the present example in a common plane perpendicular to the vehicle longitudinal axis (x-axis f) extends. Accordingly, the arrangement of the two rubber-layer springs 211.3 in the vehicle transverse direction can transmit comparatively high forces even without additional aids, while they can transmit forces only to a limited extent or under considerable shear deformation in the direction of the vehicle's longitudinal axis. Accordingly, a longitudinal articulation is usually provided between the car body 102 and the bogie frame 104.2, which allows a corresponding transmission of forces of the direction of the vehicle longitudinal axis.
  • a design of the two rubber layer springs 211.3 may be provided, which is the transmission allows such longitudinal forces.
  • two-fold curved layers can be provided.
  • more than two rubber layer springs can be provided, which are not collinear and distributed in space so that their center verticals or their radii of curvature intersect in the instantaneous pole MP of the car body.
  • the rolling compensation device 205 in turn comprises an actuator device 207 with an actuator 207.1 and an associated control device 207.2.
  • the actuator 207.1 acts in the vehicle transverse direction between the carrier 211.2 and the vehicle body 102.
  • the roll angle ⁇ W or the transverse deflection dy W is set via the actuator 207.1 (as shown in FIG. 6 is indicated by the dashed contour 102.2).
  • the control device 207.2 operates analogously to the control device 107.2 in the present example.
  • the control device 207.2 controls or regulates the actuator force and / or the deflection of the actuator 207.1 according to the present invention such that a quasi-static first transverse deflection dy Ws of the car body 102 and a dynamic second transverse deflection dy Wd of the car body 102 are superimposed, so that total results in a transverse deflection dy W of the car body 102, for which the above equation (2) applies.
  • the quasi-static first transverse deflection dy Ws is again set in the first frequency range F1
  • the dynamic second transverse deflection dy Wd is set in the second frequency range F2.
  • the rubber layer springs 211.3 can be designed so that they have a similar characteristic as the secondary suspension 103.2 from the first embodiment, so far as reference is made to the above statements.
  • a conventional anti-roll bar 206 provided with mutually parallel arms 206.5, 206.6, which counteracts an uneven deflection of the secondary suspension 103.2.
  • a further actuator 212 of the roll compensation device 205 acts between the bogie frame 104.2 and the carrier 211.2 in Vehicle transverse direction, a further actuator 212 of the roll compensation device 205, via which the transverse deflection of the carrier 211.2 and thus also of the car body 102 with respect to the bogie frame 104.2 can be influenced.
  • a further actuator may possibly also be absent and, on the other hand, an inclined arrangement of the links may also be provided.
  • the actuator 212 is likewise actuated by the control device 207.2, so that the control device 207.2 can produce an operating behavior of the roll compensation device 205 via the actuation of the actuators 207.1 and 212, as described above in connection with the first exemplary embodiment for the roll compensation device 105.
  • FIG. 7 A further advantageous embodiment of the vehicle 301 according to the invention is shown in FIG. 7 shown.
  • the vehicle 301 corresponds to the vehicle 201 in its basic design and mode of operation FIG. 6 , so that only the differences should be discussed here.
  • identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment.
  • the roll compensation device 305 in turn comprises a guide device 311 with two guide elements 311.1, which are respectively supported on the one hand on a support 311.2 and on the other hand on the bogie frame 104.2.
  • the carrier 311.2 which extends in the vehicle transverse direction, the carbody 102 is supported via the secondary suspension 103.2.
  • the guide elements 311.1 are designed like the guide elements 211.1 and define during rolling movements of the car body 102, the movement of the carrier 311.2 with respect to the bogie frame 104.2.
  • the respective guide element 311.1 is in turn designed as a simple laminated spring device which comprises a multi-layer rubber layer spring 311.3, which is designed analogously to the rubber layer spring 211.3.
  • the rolling compensation device 305 again comprises an actuator device 307 having an actuator 307.1 and a control device 307.2 connected thereto, which operate in an analogous manner to the actuator 207.1 and the control device 207.2.
  • a conventional roll support 306 provided with mutually parallel arms 306.5, 306.6, which counteracts an uneven compression of the secondary suspension 103.2. Furthermore acts between the car body 102 and the support 311.2 in the vehicle transverse direction, another actuator 312 of the roll compensation device 305, via which the transverse deflection of the car body 102 with respect to the support 311.2 and thus also with respect to the bogie frame 104.2 can be influenced.
  • the actuator 312 is likewise actuated by the control device 307.2, so that the control device 307.2 can produce an operating behavior of the roll compensation device 305 via the actuation of the actuators 307.1 and 312, as described above in connection with the first and second exemplary embodiments.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
EP10707054.2A 2009-03-30 2010-03-09 Fahrzeug mit wankkompensation Active EP2414207B1 (de)

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AT510492A1 (de) * 2010-09-21 2012-04-15 Siemens Ag Oesterreich Gewichtsoptimierte anbindung des fahrwerks eines schienenfahrzeuges an einen wagenkasten
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JP5486624B2 (ja) * 2012-03-14 2014-05-07 カヤバ工業株式会社 鉄道車両用制振装置
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