KR20010030653A - Anti-roll device for the bogie frame of a railway vehicle - Google Patents

Abstract

The invention relates to an anti-roll device for the bogie (1) frame (2) of a railway vehicle, whereby said device acts upon a longitudinal axis when the body of said vehicle rolls to the side and rests directly on at least one bogie (1) or is supported thereon by a secondary suspension, whereby said bogie is respectively supported by a primary spring (9) on at least two track wheels (20) that are located opposite each other inside the frame (2). The anti-roll device consists of a torsion bar (10) connected to the frame (2) and two oscillating levers (12, 13) that are individually and respectively coupled to the frame (2) at a lateral distance from the longitudinal axis and to a non-rotating bearing housing (8) on the track wheels (20).

Description

Anti-roll device for the bogie frame of a railway vehicle

European patent application 0 388 999 A2-D1 discloses a "mechanical support device on a rail vehicle". Known anti-roll devices are arranged directly between the two wheel sets of the (car) bodywork and bogie bogies. In this arrangement, the two support levers in each case are suspended up and down on their upper joint points (see D1, column 2, lines 43 to 49). By virtue of the vertical arrangement of the support levers, the movement of the known anti-roll device is equivalent to direct anti-roll support between the body and the wheel sets. In this arrangement, the sub (spring) stage and the main (spring) stages are connected (see D1, column 3, rows 2 to 8). The known anti-roll device can be understood as a link, by means of which the at least one pair of wheels change its position in relation to at least one of the wheel sets, in particular with respect to its roll behavior, and which wheel is generated. Direct connection to the car body for the purpose of considering load reduction (see D1, columns 4, lines 14 to 21). Therefore, the known anti-roll device forms a flexible connection that takes effect directly between the vehicle body and the wheel set. A known anti-roll device is a torsion spring (see D1, column 3, line 21). In addition, the anti-roll apparatus used for bogie bogies does not matter whether the conventional wheel set has fitted or individual wheels or freely rotating wheels (see D1, column 3, row 56 to column 4, row 1).

The anti-roll device is prepared for the individual wheel running gears and for the single axis running gears, ie for the running gear with only one single wheel and also for bogie bogies. The term running gear is used to refer to a part of a rail vehicle that drives a vehicle and is guided on rails (Anneforce, Fischer: Running Gear, Transpress, VEB Publishing for Transportation, Berlin 1986, p. 8, Preface). The semi-assembly of the bogie bogie is

-Main suspension and

Include an in-situ suspension, which, if appropriate, may not be present in a good car (see quote above, chapter 3.2.2., Page 43). Note The suspension is used to quote the suspension between the bogie frame and the wheel sets (see quote above, chapter 3.2.3., Page 48). In the case of a bogie bogie with two stage suspensions, the subsuspension is used as a second suspension stage to cushion the body in relation to the bogie bogie frame (see quote above, chapter 3.2.6., Page 53). ). In the case of a bogie bogie with two suspension stages, the sharing rate of the main suspension for the entire suspension is 10-30% (see quote above, chapter 3.2.3., Page 48).

However, in addition to running gears embodied as bogie bogies, there are already modern running gears, such as longitudinal running gears with main and secondary suspension devices. Running gears of this kind are disclosed, for example, in PCT patent application WO 95 / 29085-D2-. Known longitudinal running gears have both a main suspension and an auxiliary suspension (see D2, abstract, sentence 2).

In addition, French patent application 2 434 739 -D3- discloses an anti-roll device acting between the vehicle body and the running gear. The anti-roll device known from D3 comprises a pair of cylinders which can be supplied with a pressure medium and which are pivotally connected between the frame of the running gear and the vehicle body (D3, see FIG. 11). Diagonally connected conduit connections are between the working cylinders. Assuming the working fluid is incompressible, this provides a relatively rigid anti-roll device.

For example, the first known anti-roll device introduces track level fluctuations acting on the wheels directly into the vehicle body without energy absorption by the suspension system, for example, and has an adverse effect on running characteristics and noise phenomenon on the vehicle body. Has its drawbacks. The second known anti-roll device provides only adequate support between the pair of wheels and the bodywork, allowing the necessary support torque to be produced even when bending starts since the main suspension device is particularly rigid. However, the greater the design stiffness of the main spring, the more track level fluctuations in the wheels are transmitted to the frame of the running gear. This, in turn, results in greater stress on the parts of the frame, which in turn leads to a lower vibration ride on the body itself.

Therefore, the known anti-roll device takes the effect between the vehicle body and the wheels (see D1) or between the vehicle body and the running gear (see D3). These represent a connection between the body and the running gear, which is very unsuitable for high speed rail vehicles, which may each have to cope with speed ranges over 200 km / h. In contrast, in this case, it is important for the high speed wheel to have a connection that is caused by the track and which adapts as well as enables all the irregularities and other fluctuations acting on the wheel. Therefore, the prior art did not disclose a connection which takes effect between the running gears and the wheels when rolling around the bodywork and its longitudinal centerline.

FIELD OF THE INVENTION The present invention relates to an anti-roll device for a running gear frame of a railroad car, which is effective during the side rolling of the body around its longitudinal direction, the body being placed directly or in support of the running gear of the running gear. In each case the subsuspension is supported via one main spring on at least two track wheels which are located opposite each other in the running gear.

1 is a plan view of a bogie bogie,

2 is a sectional view of a bogie bogie according to line II-II,

3 is a front view of a bogie bogie,

4 is a perspective view of a bogie bogie, and

5 shows a hydraulic anti-roll device,

Each figure is shown to be reduced.

It is therefore an object of the present invention to provide a running gear for a rail vehicle which provides maximum ride comfort and maximum safety against derailment even at a speed range of 200 km / h or more, and at the same time the parts are less weared.

In order to achieve this object according to claim 1, the present invention comprises an elastic torsion bar having two vibration levers connected side by side to the running gear frame and having a push rod, each vibration lever of the running gear. A mechanical anti-roll device is connected that pivots to a non-rotating bearing housing of track wheels that are laterally spaced a distance from the longitudinal axis of the frame and rail vehicle. This makes it possible to further reduce the stiffness of the main suspension. In this arrangement, the dynamic forces transmitted by the main suspension to the running gear frame are smaller, and hence acceleration follows from them. At the same time, in particular the occurrence of high speed in bending is limited to the rolling of the vehicle body and the accelerated unloading reduction on the wheels during high speed lateral acceleration; On the other hand, bending of the suspension device is not hindered. However, noise development in the bodywork is also reduced.

As is known from D3, an anti-roll device of this kind may comprise a system in which a pressure medium is supplied and forms a circuit, the ends of the system being designed as working cylinders. In one case, the system can be supplied with compressed air, while in other cases, hydraulic fluid can be supplied. In particular, when using hydraulic fluid, the accumulator is additionally prepared for insertion into the circuit. Accumulators of this kind comprise a closed container, for example divided into two spaces by a diaphragm, one of which is filled with hydraulic fluid and the other is supplied with hydraulic fluid. When the pressure is increased, the essentially incompressible fluid compresses the gas cushion. Depending on the precompression of the gas cushion, this gives the desired rigidity of the anti-roll device.

At least one torsion bar arranged transverse to the longitudinal axis of the vehicle is mounted to or on the frame of the running gear in a rotatable manner around the longitudinal axis of the rail vehicle and connected in a fixed manner to be rotated to the torsion bar. Both ends are pivotally connected to one of the bearing housings of the track wheels which are laterally separated from the longitudinal axis of the torsion bar by means of a vibrating lever of an extremely simple and advantageous configuration to design the anti-roll device. Could know. The bearing housing may be the wheel bearing housing itself, which is also a preferred choice in most exemplary embodiments. However, this may be a track wheel or wheel set, for example a gear case, a housing of the main spring, a radial ground contact or the like. The torsion bar may also extend in the longitudinal axis of the rail vehicle at an angle other than at right angles, and may even be of eccentric design if environmental or spatial conditions require this.

The commonality of the configuration of the anti-roll device as a system to which pressure fluid can be supplied and the design of the anti-roll device as a torsion bar under no load in the unbended state is that the running gear is connected to the track alone through the main suspension. It is supported. This applies to diving and pitching of the play gear's play. Therefore, a relatively soft main suspension device causes the track wheels to follow the imbalance and irregularity of the track in a simple way. At the same time, the force transmitted to the running gear by the track wheels is small.

Another advantageous configuration is to distribute a push rod jointly connected to one of the bearing housings of the track wheel and the free end of the vibration lever to each of the vibration levers of the torsion bar. The two ends of the torsion bar are generally at the same lateral distance from the longitudinal axis of the rail vehicle. However, for spatial reasons, it may be necessary to vary the distance. In this case, if appropriate, the difference in distance can be compensated for by the extended vibration lever. When using working cylinders to which pressure fluid can be supplied, this compensation can be made by means of different cylinder diameters.

The lateral distance between each end of the torsion bar and the longitudinal centerline of the rail vehicle should be 0.1 to 1.5 times the respective gauge of the rail vehicle. Finally, it was determined that it is desirable to maintain the spring stiffness of each main spring as low as possible, especially at high speeds. As many points as possible will become apparent from the dependent claims.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

The running gear comprises a bogie bogie 1 with an H-shaped frame 2. The vehicle body 3 is supported on the viewing frame 2 via the side suspension device. The suspension system comprises two coil springs 4 and 5. One wheel set 6, 7 is rotatably mounted to a bearing housing 8 at each end of the bogie frame 2, respectively. The bearing housings 8 do not rotate and the bogie frame 2 is supported in each of the bearing housings 8 via the main spring 9. In the simplified example under consideration, the main springs 9 also comprise coil springs, each of which has approximately the same spring stiffness.

According to FIGS. 1 to 4, a torsion bar 10 is provided at each end of the bogie frame 2, which torsion bar extends transversely across the bogie frame in parallel with the respective wheel set 6 or 7. do. At its outer end, the torsion bar 10 is movably mounted to mounts 11 which are fixed to the bogie frame 2. Each of the vibration levers 12, 13 provided adjacent thereto, ie, a short distance from the mount 11, is in the torsion bar 10, and each vibration lever is fixed to be rotatable to the torsion bar 10. Connected in a way. The push rod 14 is also articulated to the vibration levers 12 and 13.

As can be seen from FIG. 1, the vibration levers 12, 13 are located at a distance 15 from the longitudinal center line II-II of the running gear and the vehicle body 3. In the example under consideration, the two distances 15 are identical. These distances range from 0.1 to 0.5 of the gauge 16 of the wheel sets 6, 7.

The longitudinal axes 17 of the two torsion bars 10 are each at lateral distance 18 from the position where the torsion bars are fixed to the bearing housing 8. This distance 18 is connected by vibration levers 12, 13.

During normal driving of the rail vehicle, that is, when the vehicle body 3 does not tilt to one side or the other with respect to the longitudinal center line II-II, the torsion bar 1 is not loaded. However, as soon as the body 3 tilts, i.e., rolls to one side or the other, the torsion bar 10 has one vibrating lever 12 rising and the other vibrating lever 13 being equal in the opposite direction from its rest position. Rotation by a positive load takes the load from both ends, since, of course, the frame 2 of the bogie 1 follows a certain rolling movement of the vehicle body 3. By virtue of the opposite rotational movement of the vibration levers 12, 13, the torsion bar 10 acts against the rolling movement of the vehicle body 3.

In the exemplary embodiment shown in FIGS. 1 to 4, the running gear is that the wheel sets 7, 8 are mounted inside. However, while also within the scope of the present invention, there is also the possibility of running gears in which the wheel sets are mounted in a known manner to the shaft stubs themselves located outside of the wheel discs 20. However, in particular in the case of a running gear with individual wheels, it is possible to plan the wheels 20 which are not aligned with the common axis 19. Here, it is completely possible for the place to be laterally displaced. In this case, too, the anti-roll device according to the invention takes the effect that the difference between the distances 8 can be compensated for by the difference in the length of the vibration lever 12 or 13. As a result, if appropriate, an appropriate difference will be selected between the distances 15.

In the illustrative example shown in FIG. 5, the respective hydraulic cylinders 21, 22 are arranged between the bogie frame 2 and the non-rotating bearing housing 8. The piston 23 is mounted in a longitudinally displaceable manner in each hydraulic cylinder 21, 22, and two piston rods 24, 25 jointly connected to the bogie frame 2 and the bearing housing 8, respectively. ) The annular chambers 28, 29 facing each other of the hydraulic cylinders 21, 22 are connected to each other diagonally by lines 30, 31. Two lines 30, 31 are supplied from a common pressure medium source 34 by branch lines 32, 33. In the simplest case, the pressure medium source 34 comprises a reservoir 53 for hydraulic oil, a pump 36, a pressure reducing valve 37, two check valves 38, two accumulators 39 and a connecting line ( 40). Each accumulator 39 has a diaphragm 41 that separates hydraulic oil from the gas cushion 42. The gas cushion 42 is compressed, ie compressed under excess pressure.

The mode of operation of the systems 21 to 34 described above, to which compressed pressure media can be supplied, is familiar to those skilled in the art. Pneumatic control systems in which air or gas is supplied as the pressure medium have a similar structure and operate in a similar manner, which is not specifically described herein.

In this case, the rolling of the vehicle body 3 about its longitudinal center line II-II is the size of the two annular chambers 28, 29 in the two hydraulic cylinders 21, 22 facing each other. A decrease in follows. In this process, the pressure in one of the two accumulators 39 simultaneously increases, while the pressure in the other accumulator 39 drops. Therefore, in each case, pressure and volume compensation occurs by means of two accumulators 39, and the gas spaces 42 of the accumulators are compressed appropriately. Compression of the gas spaces 42 determines the stiffness of the anti-roll device. Any leakage that occurs is compensated by the pressure medium source 34 and can be arranged in the vehicle body 3 or the bogie frame 2 for parts of the pressure medium source.

Reference list

1 view bogie or running gear

View frame of 2H geometry

3 body

4 coil spring

5 coil spring

6 wheel set

7 wheel set

8 bearing housing

9 week spring

10 torsion bar

11 mount

12 vibration lever

13 vibration lever

14 push rod

15th Street

16 gauge

17 longitudinal axis

18th Street

19 longitudinal axes, wheel set

20 track wheel

21 hydraulic cylinder

22 hydraulic cylinder

23 piston

24 piston rod

25 piston rod

26 ends

27 ends

28 annular chamber

29 annular chamber

30 lines

31 lines

32 branch lines

33 branch lines

34 Pressure medium source

35 store

36 pumps

37 Pressure Reducing Valve

38 check valve

39 accumulator

40 connecting lines

41 diaphragm

42 gas cushion

Claims (9)

An effect is produced during lateral rolling of the body around its longitudinal direction, the body of which lies directly or in support on the running gear of the running gear, in each case at least in which the side suspensions are located opposite each other in the running gear. In an anti-roll device for a running gear frame of a railway vehicle supported on one track spring on two track wheels, it is connected to the running gear 1 and has two ends (vibration levers 12 and 13, push rod 14). Anti-rotational bearing housing 8 and track 2 of the track wheels 2, each of which has a lateral distance 15 away from the longitudinal axis II-II, pivotally connected to the frame 2. -Roll device. 2. The system according to claim 1, wherein the pressure medium can be supplied and the ends are designed as actuating cylinders 21, 22 connected to pivot between the frame 2 and the non-rotating bearing housing 8 of the track wheels 2. Anti-roll device comprising (34 to 42). The anti-roll apparatus according to claim 2, wherein the system can be supplied with compressed air. 3. An anti-roll device according to claim 2, wherein the system (34 to 42) can be supplied with compressed fluid. The anti-roll apparatus according to claim 4, wherein at least one accumulator (39) to which the pressure medium is supplied is provided to the system (34 to 42). The method of claim 1, wherein the torsion bar 10, Arranged transversely with respect to the longitudinal axis (II-II) of the rail vehicle, Both ends 11 are mounted on or on the frame 2 of the running gear 1 in such a way that it can be rotated about the longitudinal axis 17, In each case a certain distance from the longitudinal axis 17 of the torsion bar 10 by means of at least one vibration lever 12, 13 connected in a fixed manner so as to be rotatable to the torsion bar 10. An anti-roll device connected in a pivot to the bearing housing (8). The anti-slip device according to claim 6, wherein at least one vibration lever (12, 13) distributes a push rod (14) articulatedly connected to both the free ends of the vibration levers (12, 13) and the bearing housing (8). Roll device. 7. Anti-roll device according to claim 6, wherein the two ends (11) of the torsion bar (10) are each at the same or different side distances (15) from the longitudinal axis (II-II) of the rail vehicle. 9. An anti-roll apparatus according to claim 8, wherein the lateral distance (15) is 0.1 to 1 times the respective gauge (16) of the rail vehicle.