EP2500231B1 - Schienenfahrzeugeinheit mit einer Wankstütze - Google Patents

Schienenfahrzeugeinheit mit einer Wankstütze Download PDF

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Publication number
EP2500231B1
EP2500231B1 EP11158510.5A EP11158510A EP2500231B1 EP 2500231 B1 EP2500231 B1 EP 2500231B1 EP 11158510 A EP11158510 A EP 11158510A EP 2500231 B1 EP2500231 B1 EP 2500231B1
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EP
European Patent Office
Prior art keywords
torsion bar
support
rail vehicle
vehicle unit
vehicle component
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP11158510.5A
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English (en)
French (fr)
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EP2500231A1 (de
Inventor
Detlef Müller
Matthias Kwitniewski
Igor Geiger
Paul Gier
Heiko Mannsbarth
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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.)
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Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP11158510.5A priority Critical patent/EP2500231B1/de
Priority to ES11158510.5T priority patent/ES2547087T3/es
Priority to CN201210069631.XA priority patent/CN102673594B/zh
Publication of EP2500231A1 publication Critical patent/EP2500231A1/de
Application granted granted Critical
Publication of EP2500231B1 publication Critical patent/EP2500231B1/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 rail vehicle unit, comprising a first vehicle component, a second vehicle component and a rolling support device counteracting rolling motion between the first vehicle component and the second vehicle component about a rolling axis.
  • the rolling support device comprises a torsion bar, a first torsion arm and a second torsion arm.
  • the first torsion arm is rotationally rigidly connected to a first end section of the torsion bar and is articulated to the first vehicle component
  • the second torsion arm is rotationally rigidly connected to a second end section the torsion bar and is articulated to the first vehicle component as well.
  • the torsion bar is pivotably mounted to the second vehicle component via a first support element and a second support element, the first support element and the second support element being mutually spaced by a support distance along a longitudinal torsion bar axis of the torsion bar.
  • the present invention further relates to a rail vehicle comprising such a running gear.
  • rolling support devices are used to improve running stability of the rail vehicle by preventing excessive rolling motion about a rolling axis (typically extending substantially parallel to the longitudinal axis of the vehicle) between components of the running gear (for example, between the wheelsets and the running gear frame supported thereon) or between the running gear and the wagon body supported thereon, as it is known e.g. from closest prior art.
  • EP 1 075 407 B1 (Klopfer et al. ), EP 1 915 283 A1 (Brundisch et al. ), EP 0388 999 A2 (Harsy ), EP 0 397 291 A1 (Kelzer ) and GB 471,083 A .
  • the present invention is based on the technical teaching that improvement of the dynamic behavior of the running gear, in particular, at high speeds, maybe achieved with an overall space-saving configuration if the at least one intermediate element located in between the support elements is co-operating with the torsion bar.
  • This intermediate element may serve as further support or as a damper that modifies the bending vibrational modes of the torsion bar. This allows increasing the length of the torsion bar while at the same time nevertheless improving its vibrational behavior, in particular, at high speeds.
  • torsion bar provides the opportunity to place the torsion arms (in the transverse direction of the vehicle) further to the outer side of the running gear where the necessary free space for their motion is more readily available than in a more central area of the running gear.
  • the present invention relates to a rail vehicle unit comprising a first vehicle component, a second vehicle component and a rolling support device, the rolling support device counteracting rolling motion between the first vehicle component and the second vehicle component about a rolling axis.
  • the rolling support device comprises a torsion bar, a first torsion arm and a second torsion arm, the first torsion arm being rotationally rigidly connected to a first end section of the torsion bar and being articulated to the first vehicle component, the second torsion arm being rotationally rigidly connected to a second end section the torsion bar and being articulated to the first vehicle component.
  • the torsion bar is pivotably mounted to the second vehicle component via a first support element and a second support element, the first support element and the second support element being mutually spaced by a support distance along a longitudinal torsion bar axis of the torsion bar. Furthermore, at least one intermediate element is provided, the intermediate element being connected to the second vehicle component and cooperating with the torsion bar, the intermediate element further being located between the first support element and the second support element.
  • the intermediate element may be a further support element substantially rigidly supporting and, in particular, guiding the torsion bar in a substantially rigid manner in a direction transverse to the torsion bar axis.
  • the intermediate support element comprises a damping element, the damping element cooperating with the torsion bar to damp bending vibrations of the torsion bar about a bending axis running transverse to the torsion bar axis.
  • the damping element may, in principle, be of any suitable design providing the desired damping properties.
  • the damping element comprises a polymeric element, thereby providing good damping properties while at the same time achieving sufficient lifetime.
  • any suitable polymers providing the appropriate damping and lifetime properties may be used.
  • the polymeric element is made of a readily compressible polymer, thereby providing good vibration energy absorption properties.
  • the compressible polymer upon compression in a direction of compression, shows a relative elongation in a direction transverse to the direction of compression of less than 10%, preferably less than 5%, more preferably substantially 0%.
  • a material has the advantage that the damping element during operation largely keeps its outer shape interfacing with its holder such that, if at all, only very moderate stresses and/or motion occurs at the outer interface area of the damping element and its holder. This is highly beneficial in terms of the lifetime of the intermediate element.
  • Such a material is a cellular polyurethane elastomer material sold under the trade name Vufcocell® by P+S Polyurethan-Elastomere GmbH & Co. KG, 49356 Diepholz, DE.
  • the damping properties of the damping element may be constantly available irrespective of the frequency of the vibration.
  • the damping effect may vary as a function of the frequency of the vibration.
  • the damping element is adapted to be effective at a frequency of the bending vibrations above 1 Hz, preferably from 1 Hz to 15 Hz, more preferably from 3 Hz to 10 Hz, these frequencies being particularly relevant in terms of the running stability of high-speed rail vehicles.
  • the intermediate element may, in principle, be of any suitable design providing the desired support and/or damping functionality as outlined above.
  • the intermediate element comprises a holding element and a bush element, the holding element being connected to the second vehicle component and the bush element surrounding the torsion bar and being held, at its outer circumference, in a receptacle of the holding element.
  • the bush element is under compressive pre-stress in an unloaded state of the rolling support device (as is the case, for example, at a standstill of the vehicle on a straight level track).
  • a pre-stress has the advantage that the damping properties of the bush element may already become effective at very low bending deflections of the torsion bar.
  • the intermediate elements may be placed at any suitable and available location in between the first and second support element.
  • the intermediate element is in an area where, otherwise (i.e. in a configuration without such an intermediate element) maximum deflection of the torsion bar is to be expected during operation of the rail vehicle. By this means, maximum effectiveness of the intermediate element may be achieved.
  • the torsion bar in a reference configuration during an operational state of the rail vehicle unit, has a mode of bending vibration showing at least one relative maximum of bending deflection at a bending maximum location.
  • the intermediate element is located, along the torsion bar axis, at a distance from the bending maximum location which is less than 10% of the support distance, preferably less than 5% of the support distance, more preferably 3% to 0% of the support distance.
  • the reference state configuration is a configuration wherein, under omission of the at least one intermediate element, the torsion bar is exclusively connected to the second vehicle component via the first support element and the second support element.
  • the operational state of the rail vehicle may be any operational state where a correspondingly intense bending vibration of the torsion bar is to be expected.
  • this may be an operational state wherein the frequency of the excitation of torsion bar lies in the range of a natural bending frequency of the torsion bar.
  • the operational state of the rail vehicle unit may be a state wherein the rail vehicle unit is operated at its nominal operating speed.
  • the damping effect of the intermediate element may be chosen as a function of the negative impact of the bending vibration of the torsion bar on either one of the running stability and the passenger comfort level achieved in the respective rail vehicle.
  • the intermediate element is adapted to provide, compared to the reference configuration, a reduction of a maximum amplitude of the bending vibrations by at least 80%, preferably by at least 90%, more preferably by at least 95%.
  • particularly beneficial improvements of running stability and/or passenger comfort may be achieved.
  • intermediate elements may be provided. These intermediate elements may, at least partially, vary in their design and/or their dynamic properties, in particular, their damping properties. However, particularly simple configurations show substantially identical intermediate elements.
  • two intermediate elements are provided, each of the intermediate elements being located, along the torsion bar axis, at an intermediate element distance from the respective closer one of the first support element and the second support element.
  • the intermediate element distance is 25% to 45% of the support distance, preferably 30% to 40% of the support distance, more preferably 33% to 37% of the support distance.
  • the two intermediate elements may be the sole intermediate elements present in the rail vehicle unit. However, with other embodiments of the invention, further intermediate elements located at different locations may be added.
  • the first and second vehicle component may be any components of the rail vehicle which are prone to execute an undesired mutual rolling motion.
  • These may be, for example, a wheel unit (such as a wheel set or a wheel pair) and a running gear frame supported thereon via a primary spring device (one of both forming the first vehicle component and the other one forming the second vehicle component).
  • a primary spring device one of both forming the first vehicle component and the other one forming the second vehicle component.
  • one of a running gear and a wagon body typically supported thereon via a secondary spring device
  • Certain preferred embodiments of the rail vehicle unit according to the invention comprise a running gear, the first vehicle component being a running gear frame of the running gear and the second vehicle component a bolster or a wagon body supported on the running gear frame via a secondary spring device.
  • Such configurations typically, providing the advantage that the bolster or the wagon body allows simpler integration of the torsion bar (extending in the transverse direction of the rail vehicle and spanning a major fraction of the total width of the running gear in this transverse direction) provide a more readily available interface space for the mounting of the torsion bar.
  • the second vehicle component is a bolster extending in a transverse direction of the rail vehicle unit, the first support element and the second support element being located in the region of transversally opposite ends of the bolster.
  • Such a configuration has the advantage that the ends of the torsion bar with the torsion arms mounted thereon are located comparatively far laterally outside from the center of the running gear where free building space for integrating the linkage to the first vehicle component is more readily available.
  • the lateral position of the support elements may be selected as a function of the free building space available for integration of the rolling support device.
  • the rail vehicle unit comprises a wheel unit defining a track width and the support distance is at least 120% of the track width, preferably at least 150% of the track width, more preferably 160% to 180% of the track width.
  • the present invention may be used for any desired rail vehicle operating at any desired nominal operating speed.
  • the beneficial effect of the present invention or a particularly visible in the high-speed operations preferably, the running gear it is adapted for a nominal operating speed above 250 km/h, preferably above 300 km/h, more preferably above 350 km/h.
  • the present invention furthermore relates to a rail vehicle with a rail vehicle unit according to the invention as it has been outlined above.
  • a preferred embodiment of a rail vehicle 101 according to the present invention comprising a preferred embodiment of a rail vehicle unit in the form of a running gear 102 according to the invention will now be described in greater detail.
  • the x-axis designates the longitudinal direction of the running gear 102
  • the y-axis designates the transverse direction of the running gear 102
  • the z-axis designates the height direction of the running gear 102.
  • the vehicle 101 is a high-speed rail vehicle with a nominal operating speed above 250 km/h, more precisely above 300 km/h to 380 km/h.
  • the vehicle 101 comprises a wagon body (not shown) supported by a suspension system on the running gear 102.
  • the running gear 102 comprises two wheel units in the form of wheel sets 103 supporting a running gear frame unit 104 via a primary spring unit 105.
  • the running gear frame unit 104 supports the wagon body via a secondary spring unit 106.
  • the drive unit 107 comprises a motor unit 108 (suspended to the running gear frame unit 104) and a gearing 109 (sitting on the shaft of the wheel set 103) connected via a motor shaft 110. Both drive units 107 are of substantially identical design and arranged substantially symmetrically with respect to the center of the running gear frame unit 104.
  • the running gear frame unit 104 is of generally H-shaped design with a middle section in the form of a transverse beam 104.1 located between the wheel sets 103.
  • the interface of the running gear 102 to the wagon body (not shown) is formed by a bolster 111 rigidly connected to the wagon body and supported on the running gear frame unit 104 via the secondary spring unit 106.
  • a rolling support device 112 acts between the running gear frame unit 104 (forming a first vehicle component in the sense of the present invention) and the bolster 111 (forming a second vehicle component in the sense of the present invention).
  • the rolling support device 112 comprises a torsion bar 112.1, a first torsion arm 112.2 and a second torsion arm 112.3.
  • One end of the first torsion arm 112.2 is rotationally rigidly connected to a first end section of the torsion bar 112.1.
  • the other end of the first torsion arm 112.2 is articulated to the running gear frame unit 104 via a first linkage element 112.4.
  • the second torsion arm 112.3 is rotationally rigidly connected to a second end section the torsion bar 112.1.
  • the other end of the second torsion 112.3 is articulated to the running gear frame unit 104 via a second linkage element 112.5.
  • the torsion bar 112.1 is mounted to the bolster 111 via a first support element 113.1 and a second support element 113.2, the first support element 113.1 and the second support element 113.2 being mutually spaced by a support distance SD along the longitudinal torsion bar axis 112.6 of the torsion bar 112.1.
  • the first support element 113.1 and the second support element 113.2 hold the torsion bar 112.1 such that it is pivotable about the torsion bar axis 112.6.
  • the rolling support device 112 in a generally known manner (which, consequently, will not be described in further detail), counteracts an undesired rolling motion between the running gear frame unit 104 and the bolster 111 (and, hence, the wagon body) by an elastic torsion of the torsion bar 112.1 generating a corresponding counteracting moment about the rolling axis.
  • a first intermediate element 114.1 and a second intermediate element 114.2 are mounted to the bolster 111.
  • the first intermediate element 114.1 is located closer to the first support element 113.1 at an intermediate element distance IED (along the torsion bar axis 112.6), while the second intermediate element 114.2 is located closer to the second support element 113.2 at substantially the same intermediate element distance IED (along the torsion bar axis 112.6).
  • the first and second intermediate element 114.1 and 114.2 are formed as damping units co-operating with the torsion bar 112.1 to damp and reduce bending vibrations of the torsion bar 112.1 about a bending axis running transverse to the torsion bar axis 112.6.
  • This improvement is achieved since the intermediate elements 114.1, 114.2, on the one hand, modify the bending vibrational modes of the torsion bar 112.1 and, on the other hand, absorb vibration energy. Compared to conventional rolling supports, this allows increasing the length of the torsion bar 112.1 (along its torsion bar axis 112.6) while at the same time nevertheless improving its vibrational behavior, in particular, at high speeds. This increased length of the torsion bar 112.6, on the other hand, provides the opportunity to place the torsion arms 112.2, 112.3 (in the transverse direction of the vehicle) further to the outer side of the running gear 102 where the necessary free space for their motion is more readily available than in a more central area of the running gear 102.
  • the lateral position of the support elements 113.1, 113.2 (in the transverse direction of the rail vehicle) is selected to be comparatively far laterally outside, namely in the region of opposite ends of the transversally extending bolster 111. More precisely, in the present example, the support distance SD is about 170% of the track width TW defined by the wheel sets 103.
  • the intermediate element distance IED is about 35% of the support distance SD.
  • each of the intermediate elements 114.1, 114.2 comprises a polymeric bush element 114.3 received and held in a receptacle of a holding element 114.4.
  • the holding element 114.4 is rigidly mounted to the bolster 111.
  • the bush element 114.3 surrounds the torsion bar 112.1 and is under compressive pre-stress in an unloaded state of the rolling support device 112 (as is the case, for example, at a standstill of the vehicle on a straight level track).
  • a pre-stress has the advantage that the damping properties of the bush element 114.3 may already become effective at very low bending deflections of the torsion bar 112.1. It will be appreciated that, with certain other embodiments of the invention, a certain (eventually only very slight) radial play may be provided between the bush element 114.3 and the torsion bar 112.1.
  • the bush element 114.3 generally, any suitable polymers providing the appropriate damping and lifetime properties may be used.
  • the polymeric element forming the bush element 114.3 is made of a readily compressible polymer, thereby providing good vibration energy absorption properties.
  • the compressible polymer upon compression in a direction of compression, shows a relative elongation in a direction transverse to the direction of compression which is substantially 0%.
  • a material has the advantage that the damping element 114.3 during operation largely keeps its outer shape interfacing with its holder 114.4 such that, if at all, only very moderate stress and/or motion occurs at the outer interface area of the damping bush 114.3 and its holder 114.4. This is highly beneficial in terms of the lifetime of the respective intermediate element 114.1, 114.2, in particular, in terms of the lifetime of the damping bush 114.3.
  • the polymeric material used for the bush 114.3 is a cellular polyurethane elastomer material sold under the trade name Vulcocell® by P+S Polyurethan-Elastomere GmbH & Co. KG, 49356 Diepholz, DE, showing these properties.
  • damping element does not necessarily have to be formed as one single bush made from one single material.
  • damping elements comprising a plurality of layers, eventually made of different materials, may also be used.
  • not all of the layers used need to show corresponding damping properties.
  • one or more carrier layers or the like may be used to provide structural stability of the damping element.
  • the damping properties of the damping element 114.3 may be constantly available irrespective of the frequency of the vibration. However, with certain embodiments of the invention, the damping effect may vary as a function of the frequency of the vibration.
  • the damping element 114.3 is adapted to be effective at a frequency of the bending vibrations above 1 Hz, preferably from 1 Hz to 15 Hz, more preferably from 3 Hz to 10 Hz, these frequencies being particularly relevant in terms of the running stability of high-speed rail vehicles.
  • each of the intermediate elements 113.1, 113.2 is located in an area where, otherwise (i.e. in a reference configuration without such an intermediate element, wherein the torsion bar 112.1 is exclusively connected to the bolster 111 via the first and second support element 113.1, 113.2) a maximum deflection of the torsion bar 112.1 is to be expected during operation of the rail vehicle 101.
  • maximum effectiveness of the intermediate elements 113.1, 113.2 is achieved.
  • the torsion bar 112.1 in the above reference configuration during a given operational state of the rail vehicle unit, has a sinusoidal mode of bending vibration showing at least two relative maxima of bending deflection, each at a relative bending maximum location.
  • Each one of the intermediate elements 113.1 and 113.2 is located, along the torsion bar axis 112.6 in the area of one of these bending maxima, at a distance from the respective bending maximum location which is less than 10% of the support distance SD.
  • this slight distance from the respective bending maximum has the advantage that the connection between respective intermediate element 114.1, 114.2 and the bolster 111 may be formed in a very simple manner due to the given shape of the bolster 111. It will be appreciated that, with other embodiments of the invention, another distance to be respective bending maximum may be chosen. Furthermore, it may also be provided that the location of the respective intermediate element may coincide with the bending maximum.
  • the above operational state of the rail vehicle 101 and, hence, the running year 102 may be any operational state where a correspondingly intense bending vibration of the torsion bar 112.1 is to be expected.
  • this may be an operational state wherein the frequency of the excitation of torsion bar 112.1 lies in the range of a natural bending frequency of the torsion bar 112.1.
  • the operational state of the rail vehicle unit may be a state wherein the rail vehicle unit is operated at its nominal operating speed.
  • the two is substantially identically designed intermediate elements 114.1, 114.2 provide (compared to the reference configuration as outlined above) a reduction of a maximum amplitude of the bending vibrations by about 95% such that particularly beneficial improvements of running stability and/or passenger comfort are achieved in a very simple manner.
  • the lateral position of the support elements may be selected as a function of the free building space available for integration of the rolling support device.
  • the rail vehicle unit comprises a wheel unit defining a track width and the support distance is at least 120% of the track width, preferably at least 150% of the track width, more preferably 160% to 180% of the track width.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Vibration Prevention Devices (AREA)

Claims (12)

  1. Schienenfahrzeugeinheit, umfassend
    - eine erste Fahrzeugkomponente (104),
    - eine zweite Fahrzeugkomponente (111) und
    - eine Wankstützeinrichtung (112), wobei
    - die Wankstützeinrichtung (112) der Wankbewegung zwischen der ersten Fahrzeugkomponente (104) und der zweiten Fahrzeugkomponente (111) um eine Wankachse entgegenwirkt,
    - die Wankstützeinrichtung (112) einen Torsionsstab (112.1), einen ersten Torsionsarm (112.2) und einen zweiten Torsionsarm (112.3) aufweist,
    - der erste Torsionsarm (112.2) drehsteif mit einem ersten Endabschnitt des Torsionsstabes (112.1) verbunden ist und an der ersten Fahrzeugkomponente (104) angelenkt ist,
    - der zweite Torsionsarm (112.3) drehsteif mit einem zweiten Endabschnitt des Torsionsstabes (112.1) verbunden ist und an der ersten Fahrzeugkomponente (104) angelenkt ist,
    - die Torsionsstab (112.1) über ein erstes Stützelement (113.1) und ein zweites Stützelement (113.2) schwenkbar an der zweiten Fahrzeugkomponente (111) montiert ist, wobei das erste Stützelement (113.1) und das zweite Stützelement (113.2) um einen Stützabstand entlang einer Torsionsstablängsachse (112.6) des Torsionsstabes (112.1) voneinander beabstandet sind,
    dadurch gekennzeichnet, dass
    - wenigstens ein Zwischenelement (114.1, 114.2) vorgesehen ist,
    - das Zwischenelement (114.1, 114.2) mit der zweiten Fahrzeugkomponente (111) verbunden ist und mit dem Torsionsstab (112.1) zusammenwirkt,
    - das Zwischenelement (114.1, 114.2) zwischen dem ersten Stützelement (113.1) und dem zweiten Stützelement (113.2) angeordnet ist,
    - das Zwischenelement (114.1, 114.2) ein Dämpfungselement (114.3) aufweist,
    - das Dämpfungselement (114.3) mit der Torsionsstab (112.1) zusammenwirkt, um Biegeschwingungen des Torsionsstabes (112.1) um eine Biegeachse zu dämpfen, die quer zu der Torsionsstabachse (112.6) verläuft.
  2. Schienenfahrzeugeinheit nach Anspruch 1, wobei
    - das Dämpfungselement (114.3) ein polymeres Element umfasst, wobei
    - das polymere Element insbesondere aus einem komprimierbaren Polymer, insbesondere einem porigen Polyurethan-Elastomer, hergestellt ist,
    - das komprimierbare Polymer bei Komprimierung in einer Komprimierungsrichtung in einer Richtung, die quer zur Komprimierungsdichtung verläuft, insbesondere eine relative Längenänderung von weniger als 10%, vorzugsweise weniger als 5%, weiter vorzugsweise von im Wesentlichen 0%, aufweist.
  3. Schienenfahrzeugeinheit nach einem der Ansprüche 1 oder 2, wobei das Dämpfungselement (114.3) dazu ausgebildet ist, seine Wirkung bei einer Frequenz der Biegeschwingungen von über 1 Hz, vorzugsweise von 1 Hz bis 15 Hz, weiter vorzugsweise von 3 Hz bis 10 Hz, zu entfalten.
  4. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 3, wobei
    - das Zwischenelement (114.1, 114.2) ein Halteelement (114.4) und ein Buchsenelement (114.3) aufweist,
    - das Halteelement (114.4) mit der zweiten Fahrzeugkomponente (111) verbunden ist,
    - das Buchsenelement (114.3) den Torsionsstab (112.1) umgibt und an seinem äußeren Umfang in einer Aufnahme des Halteelements (114.4) gehalten wird,
    - das Buchsenelement (114.3) in einem unbelasteten Zustand der Wankstützeinrichtung (112) insbesondere unter Druckvorspannung ist.
  5. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 4, wobei
    - die Torsionsstab (112.1) in einer Referenzkonfiguration während eines Betriebszustands der Schienenfahrzeugeinheit einen Biegeschwingungsmodus hat, der wenigstens ein relatives Maximum der Biegeauslenkung an einer Biegemaximumposition aufweist,
    - das Zwischenelement (114.1, 114.2) entlang der Torsionsstabachse (112.6) in einem Abstand von der Biegemaximumposition liegt, der weniger als 10% des Stützabstands, vorzugsweise weniger als 5% des Stützabstands, weiter vorzugsweise 3% bis 0% des Stützabstands, beträgt,
    - die Referenzzustandskonfiguration eine Konfiguration ist, bei welcher der Torsionsstab (112.1) unter Weglassen des wenigstens einen Zwischenelements (114.1, 114.2) ausschließlich über das erste Stützelement (113.1) und das zweite Stützelement (113.2) mit der zweiten Fahrzeugkomponente (111) verbunden ist,
    - der Betriebszustand der Schienenfahrzeugeinheit insbesondere ein Zustand ist, in dem die Schienenfahrzeugeinheit mit ihrer Nennbetriebsgeschwindigkeit betrieben wird.
  6. Schienenfahrzeugeinheit nach Anspruch 5, wobei das Zwischenelement (114.1, 114.2) dazu ausgebildet ist, bezüglich der Referenzkonfiguration eine Verringerung einer maximalen Amplitude der Biegeschwingungen um wenigstens 80%, vorzugsweise wenigstens 90%, weiter vorzugsweise wenigstens 95%, bereitzustellen.
  7. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 6, wobei
    - zwei Zwischenelemente (114.1, 114.2) vorgesehen sind,
    - jedes der Zwischenelemente (114.1, 114.2) entlang der Torsionsstabachse (112.6) in einem Zwischenelementabstand von dem jeweils Näheren des ersten Stützelements (113.1) und des zweiten Stützelements (113.2) angeordnet ist,
    - der Zwischenelementabstand (114.1, 114.2) 25% bis 45% des Stützabstands, vorzugsweise 30% bis 40% des Stützabstands, weiter vorzugsweise 33% bis 37% des Stützabstands, beträgt.
  8. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 7, wobei
    - sie ein Fahrwerk (102) umfasst,
    - die erste Fahrzeugkomponente insbesondere ein Fahrwerksrahmen (104) des Fahrwerks ist,
    - die zweite Fahrzeugkomponente insbesondere eine Wiege (111) oder ein Wagenkasten ist, die/der über eine Sekundärfedereinrichtung (106) auf dem Fahrwerksrahmen abgestützt ist.
  9. Schienenfahrzeugeinheit nach Anspruch 8, wobei
    - die zweite Fahrzeugkomponente eine Wiege (111) ist, die sich in einer Querrichtung der Schienenfahrzeugeinheit erstreckt, wobei
    - das erste Stützelement (113.1) und das zweite Stützelement (113.2) im Bereich voneinander transversal entgegengesetzter Enden der Wiege (111) angeordnet sind.
  10. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 9, wobei
    - sie eine Radeinheit (103) umfasst, die eine Spurweite definiert,
    - der Stützabstand wenigstens 120% der Spurweite, vorzugsweise wenigstens 150% der Spurweite, weiter vorzugsweise wenigstens 160% bis 180% der Spurweite, beträgt.
  11. Schienenfahrzeugeinheit nach einem der Ansprüche 1 bis 10, wobei sie für eine Nennbetriebsgeschwindigkeit von über 250 km/h, vorzugsweise über 300 km/h, weiter vorzugsweise über 350 km/h ausgelegt ist.
  12. Schienenfahrzeug mit einer Schienenfahrzeugeinheit (102) nach einem der Ansprüche 1 bis 11.
EP11158510.5A 2011-03-16 2011-03-16 Schienenfahrzeugeinheit mit einer Wankstütze Active EP2500231B1 (de)

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EP11158510.5A EP2500231B1 (de) 2011-03-16 2011-03-16 Schienenfahrzeugeinheit mit einer Wankstütze
ES11158510.5T ES2547087T3 (es) 2011-03-16 2011-03-16 Unidad de vehículo ferroviario con soporte de rodamiento
CN201210069631.XA CN102673594B (zh) 2011-03-16 2012-03-15 具有滚动支撑的轨道车辆单元

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EP11158510.5A EP2500231B1 (de) 2011-03-16 2011-03-16 Schienenfahrzeugeinheit mit einer Wankstütze

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CN107323478B (zh) * 2017-07-07 2019-07-09 中车株洲电力机车有限公司 一种轨道交通车辆转向架用抗侧滚装置及获取抗侧滚刚度的方法
JP6837182B2 (ja) * 2018-10-11 2021-03-03 株式会社日立製作所 軌条車両の台枠構造及び軌条車両
WO2021033405A1 (ja) * 2019-08-21 2021-02-25 株式会社日立製作所 軌条車両
JP7177954B2 (ja) 2020-07-06 2022-11-24 株式会社日立製作所 鉄道車両の枕梁構造及び鉄道車両
EP4137382A4 (de) 2021-07-05 2023-11-22 Hitachi, Ltd. Schienenfahrzeug und verfahren zu dessen herstellung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB471083A (en) * 1935-11-18 1937-08-27 Siam An improved bogie
CH680996A5 (de) 1986-07-11 1992-12-31 Sig Schweiz Industrieges
NL8700924A (nl) * 1987-04-16 1988-11-16 Werkspoor Services Bv Railvoertuig en draaistel daarvoor.
DE19819412C1 (de) 1998-04-30 1999-10-07 Talbot Gmbh & Co Kg Wankstützeinrichtung für den Rahmen des Laufwerks eines Schienenfahrzeugs
DE102005041163A1 (de) 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
CN100402358C (zh) * 2006-11-24 2008-07-16 株洲时代新材料科技股份有限公司 一种轨道车辆用抗侧滚扭杆弹簧制作方法及产品
CN201183492Y (zh) * 2008-08-15 2009-01-21 铁道部运输局 高速动车组拖车转向架

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EP2500231A1 (de) 2012-09-19
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CN102673594A (zh) 2012-09-19

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