WO2007020228A2

WO2007020228A2 - Multiple-unit vehicle with anti-roll devices

Info

Publication number: WO2007020228A2
Application number: PCT/EP2006/065219
Authority: WO
Inventors: Volker Brundisch; Alfred Lohmann
Original assignee: Bombardier Transportation Gmbh
Priority date: 2005-08-16
Filing date: 2006-08-10
Publication date: 2007-02-22
Also published as: AU2006281450B2; EP2292491A2; WO2007020228A3; CA2628588A1; EP1915282B1; RU2008110045A; EP2292491A3; RU2010137512A; RU2416538C2; DE102005041162A1; EP1915282A2; US20110315040A1; AU2006281450A1

Abstract

The invention relates to a vehicle, particularly a rail vehicle, comprising: a vehicle longitudinal axis (101.1); a first railway car body (102); a second railway car body (111) that is adjacent to the first railway car body (102) in the direction of the a vehicle longitudinal axis (101.1); a third railway car body (112) that is adjacent to the first railway car body (102) in the direction of the a vehicle longitudinal axis (101.1); a first anti-roll device (107) that connects the first railway car body (102) and the second railway car body (111), and; a second anti-roll device (108) that connects the first railway car body (102) and the third railway car body (112). The anti-roll device (107, 108) counteract rolling motions between the railway car bodies (102, 111, 112), which are connected via them, about a rolling axis parallel to the vehicle longitudinal axis (101.1), and the first anti-roll device (107) and the second anti-roll device (108) are coupled to one another via a coupling device (109). The anti-roll devices (107, 108) and the coupling device (109) are designed so that at least one first displacement on the first anti-roll device (107) causes at least one second displacement on the second anti-roll device (108).

Description

Vehicle with roll stops

The present invention relates to a vehicle, in particular a rail vehicle, having a vehicle longitudinal axis, a first car body, a second car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis, a third car body, which is adjacent to the first car body in the direction of the vehicle longitudinal axis a first anti-roll device, which connects the first vehicle body and the second vehicle body, and a second anti-roll device, which connects the first vehicle body and the third vehicle body, wherein the anti-roll devices counteract rolling movements between the car bodies connected thereto about a rolling axis parallel to the vehicle longitudinal axis.

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 execute a rolling motion about a roll axis parallel to the vehicle longitudinal axis, thus occurring during the arc run, transverse to the travel movement and thus transversely to the vehicle longitudinal axis. Similar and also undesirable rolling movements can be generated by track position disturbances or other external suggestions.

Such rolling motions above certain limit values are detrimental to ride comfort. On the other hand, they entail the risk of violation of the permissible clearance gauge and with regard to the derailment safety of unilateral unbalanced wheel loadings. In order to prevent this, anti-roll devices are usually used in the form of roll stabilizers. Their task is to resist the Wankbe- movement of the car body to reduce resistance, while the lifting and diving movements of the car body relative to the wheel units should not be hindered.

Such roll stabilizers are known in various hydraulically or purely mechanically acting designs and are used at different points in the vehicle. So they are used partly in or in the immediate vicinity of the chassis or they connect adjacent car bodies. In the chassis area, a torsion shaft extending transversely to the vehicle longitudinal direction is frequently used, as is known, for example, from EP 1 075 407 B1. Likewise, hydraulic solutions have already been proposed for the chassis sector. Thus, for example, from DE 28 39 904 C2 several interconnected hydraulic cylinders known as anti-roll bars in the chassis area of a railway car.

Although these known roll stabilizers lead to the desired increase in the roll rigidity of the entire arrangement, i. to a sufficiently low tilt coefficient of the car body. However, they have the disadvantage that when driving on track sections with a distortion of the track level, as occurs for example in track overhang ramps or the like, by the now mutually inclined track levels in the two wheel units, a high torsional moment in the car body or the chassis frame is initiated. This is due to the fact that the respective anti-roll device acts on an adjustment of the vertical axis of the car body or of the chassis frame, which runs parallel to or corresponds to the rail standard present in the area of the wheel units. Since the track normal in the field of wheel units at a twist of the track level have a different orientation, the torsional load of the car body and the chassis frame described results.

Similar problems with increased torsional loads when passing through track sections with a distortion of the track level also occur in the generic multi-membered vehicles, in which roll movements between adjoining car bodies are prevented by anti-roll devices running transversely to the vehicle longitudinal axis, frequently simple transverse links. These wishbones are usually arranged in the roof area of the car bodies hinged to the two adjacent car bodies. The wishbone allow at finite length a relative pitch of the adjacent car bodies, but may have a length of zero as a special case of a degenerate link, ie the adjacent car bodies are coupled directly to each other in the roof area articulated. In a twisting of the track level between the approaching neighboring car and the following neighboring car whose vertical axes - possibly adjusted by their respective anti-roll devices in the chassis area - approximately parallel to the respective existing track standard. About the rigid anti-roll devices in the roof area while considerable torsional moments are introduced into the middle car body. In order to achieve a compensation of the displacements between the two ends of the middle car body, although it is known from EP 0 718 171 B1, the anti-roll devices in the roof area telescopically and form variable length against a spring resistance. Even with this solution, which has a progressive characteristic of the spring resistance when deflected from the neutral position, but still high torsional moments are introduced into the middle car body.

The present invention is therefore based on the object to provide a vehicle of the type mentioned above, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular in a simple and reliable way a reduction of the torsional load of the car bodies in twisted track sections allows.

The present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that it is possible in a simple and reliable manner to reduce the torsional load on the vehicle bodies in twisted track sections when the anti-rolling devices are designed and coupled at both ends so that the anti-roll devices In the case of a rail vehicle, therefore, the tracklay can take into account in the area of the two adjoining car bodies and the first vehicle body can thus assume an intermediate position in which the torsional torques introduced into it are at least reduced in comparison with the known vehicles. According to the invention, the first anti-roll device and the second anti-roll device are therefore coupled to one another via a coupling device, the roll-supporting devices and the coupling device being designed such that at least one first displacement on the first anti-roll device causes at least one second displacement on the second anti-roll device.

By achieved via the coupling device shifts to the two anti-roll bars, it is possible in a simple manner, at least partially compensate for the different vertical orientation of the second and third car body in the region of the first car body. In this way, on the one hand, the above-described advantageous reduction of the torsional load in the first vehicle body can be achieved. This is due to the fact that the two anti-roll devices in the event of a twisted or otherwise Formed track plane course by the achieved thanks to the coupling shifts the deformed track plane course may even completely follow without being actuated, ie without exerting a force acting on the first vehicle component restoring force, which could then lead to the described torsional load of the first vehicle component.

However, if such a counter-displacement due to a non-deformed track plane course does not take place, the anti-roll devices can unfold their rolling motion limiting effect to the full extent. In other words, the effectiveness of the anti-roll devices is not compromised in cases where they are actually to be used.

Depending on the design and arrangement of the anti-roll devices, the first displacement can be opposite or in the same direction as the second shift in order to achieve the compensating movement described in the region of the first vehicle body.

In preferred variants of the vehicle according to the invention, the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on the same side, wherein the first displacement is then opposite to the second displacement. This arrangement of the articulation points of the two anti-roll devices on the first vehicle body on the same side of the vehicle has the advantage that due to the arrangement on the same side of the vehicle also particularly simple mechanical coupling devices can be realized.

In further preferred variants of the vehicle according to the invention, the articulation points of the first anti-roll device and the second anti-roll device are arranged on the first vehicle body with respect to the vehicle longitudinal axis on different sides, wherein the first displacement is then the same direction to the second displacement. This design in turn has the advantage that the car bodies can then optionally be constructed identically and - in relation to the direction of travel of the respective car body (i.e., driving forwards or backwards) - be coupled in any orientation with each other.

The displacements on the respective anti-roll device can be designed in different ways, whereby different variants can also be implemented on the two anti-roll devices. Thus, the respective anti-roll device, as will be explained in more detail below will be moved, for example, even as a unit accordingly. Similarly, the shift can also be within the relevant Anti-roll device done. Thus, in preferred variants of the vehicle according to the invention, the first displacement and / or the second displacement is a displacement between components of the respective anti-roll device.

Preferably, the first displacement is a change in the distance between the articulation points of the first anti-roll device at the car bodies connected by them. Additionally or alternatively, the second displacement is a change in the distance between the articulation points of the second anti-roll device to the car bodies connected by them.

Such a change in the distance of the articulation points can be achieved in any way. Preferably, it is achieved simply by a corresponding change in length of a component of the respective anti-roll device. Preferably, therefore, the first displacement is a change in length of a first component of the first anti-roll device and / or the second displacement is a change in length of a second component of the second anti-roll device.

Such a change in length can be achieved in any way, in particular according to any principles of action. Thus, it can be achieved mechanically, electromechanically, hydraulically, electrohydraulically, etc. or by any combination thereof. In advantageous variants that are particularly simple in design, the first component comprises a first working cylinder, in particular a first hydraulic cylinder, and / or the second component a second working cylinder, in particular a second hydraulic cylinder. These are then preferably connected via a simple connection line to achieve the mutually induced shifts. The coupling device therefore preferably comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.

In order to keep the dynamic loads of the vehicle components low, an attenuation of the first and second displacements is preferably provided. This can be achieved in that a first damping device is provided for damping the first displacement and / or a second damping device is provided for damping the second displacement.

Because of the simple design, the coupling device preferably connects components of the first anti-roll device and the second anti-roll device, which have function and / or location within the respective anti-roll device. This makes it possible to achieve particularly simple construction variants with simple kinematics.

The motion translation achieved by the coupling device or the corresponding components of the respective anti-roll device can in principle be selected as desired and adapted to the design and design of the anti-roll device connected to the respective side of the coupling device. In particularly simple variants of the vehicle according to the invention, in particular in variants with identically designed anti-roll devices, it is provided that the first displacement and the second displacement have substantially the same amount but differing directions, in particular substantially opposite directions.

In advantageous embodiments of the vehicle according to the invention it is provided that the first anti-roll device is articulated in a first articulation point on the coupling device, the second anti-roll device is articulated in a second articulation point on the coupling device, and the coupling device is designed such that due to a counterforce-free first shift the first anti-roll device is introduced via the first articulation point and the second articulation point an opposite second shift in the second anti-roll device. In particularly simple variants of the vehicle according to the invention, the coupling device is designed such that a counterforce-free first displacement of the first pivot point causes an opposite second displacement of the second pivot point. As a result, in particular the coupling device can be made particularly simple, since such counter-rotating movement of the two articulation points can optionally be realized simply via a single pivotally mounted lever arm with two free ends, on each of which one of the articulation points is located.

Another advantage of this solution is that no definition of the design and design of the anti-roll devices is predetermined by the achieved over the pivot points on the coupling device displacement of the anti-rolling devices. Thus, in the solution according to the invention, anti-roll devices of any type (hydraulic, mechanical, etc.) can be used and possibly combined with each other as desired.

Preferably, the first articulation point is a support point of the first anti-roll device and / or the second articulation point is a bearing point of the second anti-roll device. The displacement of such a support point of the respective anti-roll device allows It is in a particularly simple manner, the described the deformed track plane course subsequent movement behavior without restoring forces generating actuation of the anti-roll devices to achieve. In other words, hereby the entire anti-roll device can follow the deformed track plane course without generating restoring forces.

As already mentioned above, because of the particularly simple design, the coupling device preferably comprises at least one first lever arm pivotably connected to the first vehicle component about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device. Preferably, the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device. As stated above, one of the articulation points can then be arranged at the free ends of such a first lever arm.

In preferred variants of the vehicle according to the invention that are particularly easy to design, the coupling device connects parts of the first anti-roll device and the second anti-roll device that are located on the same side of the vehicle longitudinal axis.

In further advantageous variants of the vehicle according to the invention, provision is made for the coupling device to comprise at least one first lever arm, which is pivotably connected to the first carriage body about a first pivot point, wherein the first pivot point is arranged in the kinematic chain between the first anti-roll device and the second anti-roll device. This makes it possible to achieve a particularly simple design. Preferably, the first lever arm comprises a free first end and a free second end, wherein the first end is directly connected to the first anti-roll device and the second end is connected directly or via further intermediate elements with the second anti-roll device. At the free ends of such a first lever arm, as set out above, one of the articulation points can then be arranged in each case.

In further advantageous variants of the vehicle according to the invention it is provided that the coupling device comprises at least one pivotable about a second pivot point on the first carriage body second lever arm, wherein the second pivot point in the kinematic chain between the first anti-roll device and the second anti-roll device is arranged and the second lever arm is connected to the first lever arm via at least one coupling element, in particular a push rod. By means of such an arrangement, favorable motions can advantageously be achieved, so that even larger distances between the anti-roll devices can be bridged without the coupling device having to perform large deflections.

As mentioned, the coupling device can be designed in any suitable manner in order to achieve the abovementioned opposing displacements of the anti-roll devices or on the anti-roll devices. As mentioned, it may be formed purely mechanically by a lever mechanism or the like. Likewise, however, it can also be wholly or partly realized via a fluidic transmission, for example a hydraulic transmission. In further preferred variants of the vehicle according to the invention it is therefore provided that the coupling device comprises at least one first working cylinder connected to the first anti-roll device, in particular a first hydraulic cylinder, the coupling device comprises at least one second working cylinder, in particular a second hydraulic cylinder, connected to the second anti-roll device the coupling device comprises at least one connecting line for a working medium, in particular a hydraulic fluid, connecting the first working cylinder and the second working cylinder.

Particularly advantageously, the invention can be used in connection with so-called wheelless sedan chairs, so car bodies that are not provided with wheels and are suspended between two adjacent car bodies. Preferably, therefore, it is provided that the first car body is formed in the manner of a wheelless litter, being attached to the second car body and the third car body.

In particularly advantageous variants of the vehicle according to the invention, the above-described damping of the first and second displacement in the region of the coupling device is achieved. For this purpose, the coupling device comprises a damping device.

In particularly advantageous variants of the vehicle according to the invention, at least one of the displacements can be actively generated. According to the invention, provision is made here for at least one of the anti-roll devices and / or the coupling device to comprise an adjusting device. Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:

Figure 1 is a schematic plan view of a part of a preferred embodiment of the vehicle according to the invention in neutral position;

FIG. 2 shows a schematic plan view of the part of the vehicle from FIG. 1 in the twisting position;

Figure 3 is a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

FIG. 4 shows a schematic plan view of the part of the vehicle from FIG. 3 in the twisting position;

Figure 5 is a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

FIG. 6 shows a schematic plan view of the part of the vehicle from FIG. 5 in the twisting position;

Figure 7 is a schematic plan view of a part of another preferred embodiment of the vehicle according to the invention in neutral position;

Figure 8 is a schematic plan view of a part of a vehicle according to the prior art in neutral position;

The present invention will be described below with reference to several embodiments in the field of rail vehicles, where it can be used particularly advantageously to avoid excessive torsional stresses due to track distortions within the structure of the car bodies. This task arises in particular for articulated trains such as multipart trams or trainsets, which consist of individual, coupled together segments with intermediate transitions for passengers. In particular, when individual segments are not supported on their own chassis, but rather as so-called "litter boxes" via joint connections in the floor area and possibly Tere coupling elements in the roof area are connected to their neighboring segments, the benefits of the invention can be particularly useful.

First embodiment

Figures 1 and 2 show schematic plan views of a part of a vehicle according to the invention 101 with a vehicle longitudinal axis 101.1. The vehicle 101 comprises a wheelless first carbody 102 which is supported on two adjacent car bodies, namely a second carbody 111 and a third carbody 112 in the manner of such a litter.

The car bodies 111 and 112 are respectively supported in the connection area to the first car body 102 via corresponding spring devices on chassis 104 and 105. The first car body 102 is thus supported via the second car body 111 and the associated spring device on the first chassis 104 and the third car body 112 and the associated spring device on the second chassis 105 from. The car bodies 102, 111 and 112 represent in other words vehicle segments of the multi-unit vehicle 101.

While excessive roll differences between the car bodies 102, 111 and 112 are to be prevented, due to the passage of deformed track sections, in particular track distortions, adjusting staggered inclinations of the successive car bodies 112, 102 and 111 should be allowed around their respective longitudinal axis.

Known solutions, of which a vehicle 1 is shown by way of example in FIG. 8, have for example in the roof area between adjacent car bodies 2, 11 and 12 transversely arranged and articulated connecting rods 3. The supported on trolleys 4, 5 car bodies 2, 11, 12 are further connected, for example, articulated by an articulation 6 in the bottom area. During roll motions of a car body 2, 11, 12, ie a transverse movement in the roof area relative to the lower roll pole, this transverse movement is transmitted via the rigidity of the rods 3 to the adjacent car body of the articulated train 1. The rods 3 thus prevent the rolling of the car bodies 2, 11, 12 relative to each other, while at the same time relative pitching movements of the car bodies 2, 11, 12, as they may occur when driving on track troughs or crests, are allowed. It should be noted here that in addition to this normal case in some known vehicles - usually in combination with the above Normally - a special case is realized in which adjacent car bodies without relative pitch possibility directly - ie in a sense with a length "zero" of the rods 3 - are coupled.

When driving on track distortions try these rods 3, however, the adjacent car bodies 2, 11, 12 all parallel to each other, in particular in the vertical direction to keep parallel to each other, resulting in the emergence of strong constraining forces in the articulation points of these rods 3 and thus the structure of the car bodies , 11, 12 leads.

To overcome this disadvantage, an inventive decoupling of the dynamic and undesired rolling motion of the by driving on a deformed track sections, z. As a track warp, generated relative bank of successive segments of a articulated train required.

This is achieved in the case of the vehicle 101 shown schematically in FIGS. 1 and 2, wherein FIG. 1 shows the situation on a level track in plan view and FIG. 2 shows the situation on a twisted track:

Between the respective second car body 111, 112 and the first car body 102 a respective rolling support means 107 and 108 is arranged. Thus, a first anti-roll device 107 is provided between the body 111 and the body 102, while between the body 112 and the body 102, a second anti-roll device 108 is provided.

The first anti-roll device is designed in the form of a first hydraulic cylinder 107, which on the one hand is pivotably articulated to a console on the second vehicle body 111. At its end facing the first vehicle body 102, the first hydraulic cylinder 107 is pivotably connected to the first vehicle body 102 at a first articulation point 107.1 at a further console.

In an analogous manner, the second anti-roll device 108 is designed in the form of a second hydraulic cylinder 108, which is articulated on the one hand pivotally connected to a console on the third car body 112 and on the other hand at its first car body 102 end facing in a second pivot point 108.1 pivotally connected to another console the first car body 102 is articulated. The first articulation point 107.1 and the second articulation point 108.1 lie on the same side of the vehicle 101 with respect to the vehicle longitudinal axis 101.1. The arranged on the same side of the vehicle 101 working spaces of the first hydraulic cylinder 107 and the second hydraulic cylinder 108 are connected via a coupling device in the form of a simple hydraulic line 109. The first anti-roll device 107 is thus coupled via the coupling device 109 with the second anti-roll device 108 such that a first displacement on the first hydraulic cylinder 107 causes an opposite second displacement on the second hydraulic cylinder 108.

It goes without saying that this mode of operation is not restricted to the connection of only one of the two working spaces of each hydraulic cylinder shown in FIGS. 1 and 2, but also for each connection of the two working spaces of each hydraulic cylinder with the work spaces of the same each other hydraulic cylinder applies and in particular no preference is given to the car body 102 to or away from working spaces, provided they are on the same side of the vehicle.

If, for example, as shown in FIG. 2, the piston of the first hydraulic cylinder 107 is moved in the direction leading out of its cylinder jacket, the length of the first hydraulic cylinder 107 and thus the distance between its articulation points on the two vehicle bodies 102 and 111 thus increase thanks to the hydraulic line 109 an opposite second displacement of the second hydraulic cylinder 108. The piston of the second hydraulic cylinder 108 is then moved in the leading direction in his cylinder jacket, so therefore therefore the length of the second hydraulic cylinder 108 and thus the distance between its pivot points the two car bodies 102 and 112 reduced. The same applies vice versa.

The first hydraulic cylinder 107 and the second hydraulic cylinder 108 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 102, so that the amount of the first and second displacements is the same while their directions are transverse to each other. It is understood, however, that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinder and any other translations between the first and second displacement can be achieved.

The mode of operation of the coupling device 109 and the first anti-roll device 107 and second anti-roll device 108 coupled via it will be explained below. Does the first car body 102, z. B. due to a rough running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 101.1, then move the first pivot point 107.1 and the second pivot point 108.1 at its two car body ends relative to the adjacent car boxes 111, 112 in the same relative direction. In other words, attempts would be made to simultaneously shorten or lengthen both hydraulic cylinders 107 and 108. As a result, the two hydraulic cylinders 107 and 108 are loaded symmetrically, ie, an axial force of substantially the same magnitude and the same axial effective direction is exerted on them. Due to the extensive incompressibility of the hydraulic fluid, the balls of the two hydraulic cylinders 107 and 108 are prevented from moving relative to their cylinder jackets, so that the arrangement, like the known rods 3, counteracts the rolling movement.

When twisting the track, the car bodies 112, 102, 111, etc. are successively deflected in the direction of travel from the vertical direction. The relative horizontal movement between the first car body 102 and the preceding third car body 112 and between the first car body 102 and the subsequent second car body 111 now takes place in the opposite direction. By the hydraulic line 109, a compensating flow may occur, so that the pistons of the two hydraulic cylinders 107 and 108 can move in opposite directions in their cylinder jackets. As a result, the consoles on the vehicle bodies 112, 102, 111 and the vehicle bodies 112, 102, 111 themselves are not loaded with positive forces as in the conventional case with the rods 3 (see FIG. 8).

In a mixed form of both movements, d. H. with simultaneous rolling of a car body during the crossing over a piece of deformed track, only the actual rolling of a single car body 102 relative to the car bodies 111, 112 corresponding differential forces corresponding forces are received by the consoles of the anti-roll devices 107, 108 while the Track distortion caused increasing skew the car bodies 112, 102, 111 in the transverse direction does not cause undesirable constraining forces.

It is understood that instead of the hydraulic principle of action, other principles of action can be provided. For example, an electromechanical solution with ball screw drives or the like may be provided, which are connected to one another via corresponding control lines. Furthermore, it goes without saying that optionally also a control and / or damping device can be provided which actively controls and / or damps the first and second displacement. Such a control and / or damping device is indicated in Figure 1 by the contour 113. To dampen the first and second displacement, the control and / or damping device 113 can introduce a corresponding damping elasticity into the hydraulic line. For active control, the control and / or damping device 113 can provide a separate or common filling or emptying of the hydraulic cylinders.

Second embodiment

FIGS. 3 and 4 show schematic plan views of part of a further vehicle 201 according to the invention with a vehicle longitudinal axis 201.1. The vehicle 201 in turn comprises a wheelless first carbody 202, which is supported on two adjacent car bodies, namely a second car body 211 and a third car body 212 in the manner of a litter. The vehicle 201 largely corresponds in function and structure to the vehicle 101 from FIG. 1, so that the main point here is to discuss the differences.

The car bodies 211 and 212 are each supported in the connection area to the first car body 202 in turn via corresponding spring devices on trolleys 204 and 205.

While excessive roll differences between the car bodies 212, 202 and 211 are to be prevented, staggered gradients of the successive car bodies 212, 202 and 211 should be allowed around their respective longitudinal axis due to the passage of deformed track sections, especially track warps.

In order to overcome the disadvantage of the known solutions (see FIG. 8), a decoupling according to the invention of the dynamically induced and undesired rolling motion from the driving of a deformed track section, for example by means of a drive train, is avoided. As a track warp, generated relative bank of successive segments of a articulated train required. This is achieved in the case of the vehicle 201 shown schematically in FIGS. 3 and 4 as follows, FIG. 3 being a plan view of the situation on a level track and FIG. 4 a situation of a twisted track:

Between the respective second car body 211, 212 and the first car body 202 a respective rolling support means 207 and 208 is arranged. Thus, a first anti-roll device 207 is provided between the body 211 and the body 202, while between the body 212 and the body 202, a second anti-roll device 208 is provided.

The first anti-roll device is designed in the form of a first hydraulic cylinder 207, which on the one hand is pivotably articulated on a bracket on the second vehicle body 211. At its end facing the first carriage body 202, the first hydraulic cylinder 207 is pivotably articulated to a further bracket on the first carriage body 202 in a first articulation point 207.1.

In an analogous manner, the second anti-roll device 208 is designed in the form of a second hydraulic cylinder 208, which is articulated on the one hand pivotally on a console on the third car body 212 and on the other hand at its first carriage body 202 end facing in a second pivot point 208.1 pivotally connected to another Console is hinged to the first car body 202. The first articulation point 207.1 and the second articulation point 208.1 lie on different sides of the vehicle 201 with respect to the vehicle longitudinal axis 201.1.

The work spaces of the first hydraulic cylinder 207 and of the second hydraulic cylinder 208 arranged on different sides of the vehicle 201 or of the respective piston are connected via a coupling device in the form of a simple hydraulic line 209. The first anti-roll device 207 is thus coupled to the second anti-roll device 208 via the coupling device 209 such that a first displacement on the first hydraulic cylinder 207 results in a co-axial second displacement on the second hydraulic cylinder 208.

Again, as in the case of the first embodiment described above, the solution according to the invention is not limited to just one connection of work spaces of the hydraulic cylinders and there is no preference in the choice of the connected work spaces, provided that they are located on different sides of the vehicle. If, for example, as shown in FIG. 4, the piston of the first hydraulic cylinder 207 moves in the direction leading out of its cylinder jacket, the length of the first hydraulic cylinder 207, and thus the distance between its articulation points on the two vehicle bodies 202 and 211, thus increases thanks to the hydraulic line 209 a co-rotating second displacement of the second hydraulic cylinder 208. The piston of the second hydraulic cylinder 208 is then also moved in the direction out of its cylinder jacket out direction, so therefore therefore the length of the second hydraulic cylinder 208 and thus the distance between its pivot points on the two car bodies 202 and 212 also increased. The same applies vice versa.

The first hydraulic cylinder 207 and the second hydraulic cylinder 208 are arranged symmetrically to the center of the first car body 202 and have dimensions matched to each other such that the amounts of the first and second displacements and their directions are equal. However, it should also be understood that by appropriate choice of the dimensions and / or the arrangement of the first and second hydraulic cylinders, any other ratios between the first and second displacements can be achieved.

The mode of operation of the coupling device 209 and the first anti-roll device 207 and second anti-roll device 208 coupled via it will be explained below.

Does the first car body 202, z. B. due to rough running and its high-lying center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 201.1, then move the first pivot point 207.1 and the second pivot point 208.1 at its two car body ends opposite the adjacent car bodies 211, 212 in the same relative direction. In other words, z. B. tries to extend the first hydraulic cylinder 207 and at the same time to shorten the second hydraulic cylinder 208 and vice versa. As a result, the two hydraulic cylinders 207 and 208 are loaded symmetrically, that is, they are each exerted on an axial force substantially equal amount and opposite axial effective direction. Due to the extensive incompressibility of the hydraulic fluid and the hydraulically coupled working spaces arranged on different sides of the piston, the pistons of the two hydraulic cylinders 207 and 208 are prevented from moving relative to their cylinder jackets, so that the arrangement is similar to the known rods 3 (see FIG. 8). counteracts the rolling motion. When twisting the track, the car bodies 212, 202, 211, etc. are successively deflected in the direction of travel from the vertical direction. The relative horizontal movement between the first car body 202 and the preceding third car body 212 and between the first car body 202 and the subsequent second car body 211 now takes place in the opposite direction. Due to the hydraulic line 209, a compensating flow can occur, so that the pistons of the two hydraulic cylinders 207 and 208 can move in the same direction in their cylinder jackets. As a result, the brackets on the car bodies 212, 202, 211 as well as the car bodies 212, 202, 211 themselves are not subjected to constraining forces as in the conventional case with the rods 3 (see FIG. 8).

In a mixed form of both movements, d. H. with simultaneous rolling of a car body during the crossing over a piece of deformed track, only the actual rolling of a single car body relative to the car bodies adjacent him differential forces are absorbed by the brackets of the anti-roll devices 207, 208, while caused by the track distortion increasing inclination of the car bodies 212, 202, 211 in the transverse direction causes no undesirable constraining forces.

It is understood that the variants described above are not limited to the use in wheelless sedan chairs, but can also be used between each wheeled car segments. In particular, the second embodiment with its arrangement of the center point symmetrical arrangement of the Anlenk- points on the first car body has the advantage that the first car body in any orientation, so driving forward or backward driving between the second and third car body can be arranged.

Third embodiment

As will be explained below, purely mechanical couplings between the roll supports can be realized with the invention. FIGS. 5 and 6 show schematic plan views of part of a further vehicle 301 according to the invention with a vehicle longitudinal axis 301. The vehicle 301 comprises a first vehicle component in the form of a wheelless first carbody 302, which is supported on two adjacent second vehicle components in the form of a second carbody 311 and a third carbody 312 in the manner of such a litter. The car bodies 311 and 312 are each supported in the connection area to the first car body 302 via corresponding spring devices on trolleys 304 and 305. The first car body 302 is thus supported via the second car body 311 and the associated spring device on the first carriage 304 and via the third car body 312 and the associated spring device on the second carriage 305. The car bodies 302, 311 and 312 in other words represent vehicle segments of the multi-unit vehicle 301.

While excessive roll differences between the car bodies 312, 302, and 311 are to be prevented, staggered inclinations of the successive car bodies 312, 302, and 311 about their respective longitudinal axis are due to traversing the deformed track sections described in detail above, particularly track warps be allowed.

In order to overcome the above-described disadvantages of the known vehicles (see FIG. 8), as mentioned, a decoupling according to the invention of the dynamically induced and undesired rolling motion from the driving of a deformed track section, for example by means of a vehicle. As a track warp, generated relative bank of successive segments of a articulated train required.

This is achieved in the case of the vehicle 301 shown schematically in FIGS. 5 and 6 as follows, FIG. 5 being a plan view of the situation on a level track and FIG. 6 a situation of a twisted track:

Between the respective second car body 311, 312 and the first car body 302, a respective rolling support device 307 or 308 is arranged. Thus, a first anti-roll device 307 is provided between the car body 311 and the car body 302, while between the car body 312 and the car body 302, a second anti-roll device 308 is provided.

The first anti-roll device is designed in the form of a first pull-push rod 307, which on the one hand is pivotably articulated to a bracket on the second vehicle body 311. At its end facing the first carriage body 302, the first rod 307 is rotatably mounted in a first articulation point 307.1 in a first free end of a first lever arm 309.1 of a coupling device 309, the function of which will be explained in more detail below. In an analogous manner, the second anti-roll device 308 is designed in the form of a second pull-push rod 308 which, on the one hand, is pivotably articulated to a console on the third body 312. At its end facing the first carriage body 302, the second rod 308 is rotatably mounted in a second articulation point 308.1 in a first free end of a second lever arm 309.4 of the coupling device 309. The first lever arm 309.1 and the second lever arm 309.4 are mechanically connected via a coupling rod 309.5, so that the first anti-roll device 307 is mechanically coupled via the coupling device 309 to the second anti-roll device 308.

The first lever arm 309.1 designed as a short angle lever is pivotably connected to the first carriage body 302 in the vicinity of the first anti-roll device 307 about a first pivot point 309.2 with a first pivot axis. The first pivot axis is located in the region of the bend of the first lever arm 309.1 and is stationarily connected to the first carriage body 302.

At the first free end of the first lever arm 309.1 is the first pivot point 307.1 of the first anti-roll device 307, while at the second free end of the first lever arm 309.1 the coupling rod 309.5 is articulated.

The second lever arm 309.4, which is likewise designed as a short angle lever, is pivotably connected to the first carriage body 302 in the vicinity of the second anti-roll device 308 about a second pivot point 309.6 with a second pivot axis. The second pivot axis 309.7 is located in the region of the bend of the second lever arm 309.4 and is fixedly connected to the carriage body 302.

At the first free end of the second lever arm 309.4 is the second pivot point 308.1 of the second anti-roll device 308, while at the second free end of the second lever arm 309.1 the coupling rod 309.5 is articulated.

The first lever arm 309.1 and the second lever arm 309.4 have identical dimensions and are arranged symmetrically to the transverse center plane of the first car body 302. In this case, the coupling rod 309.5 extends continuously on one side of the connecting straight lines of the pivot points 309.2 and 309.6, so that a counterforce-free deflection of the first free end of the first lever arm 309.1 generates an opposite deflection of the first free end of the second lever arm 309.4 and vice versa. However, it is understood that by appropriate choice of the dimensions and / or the arrangement of the first and second lever arm also any other translations between the first and second displacement can be achieved.

Because of the position of the first articulation point 307.1 at the first free end of the first lever arm 309.1 and the position of the second articulation point 308.1 at the first free end of the second lever arm 309.4, the coupling device 309 requires analogous to the coupling device 109 of Figure 2 opposite deflections of the first Anchor point 307.1 and the second pivot point 308.1 of the respective anti-roll device 307 or 308. The amount of the deflections is the same, while the directions are respectively opposite.

In the following, the mode of operation of the coupling device 309 and the first anti-roll device 307 and second anti-roll device 308 coupled thereto will be explained.

Does the first car body 302, z. B. due to rough running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 301.1, so the first pivot point 307.1 and the second pivot point 308.1 move at its two car body ends relative to the adjacent car bodies 311, 312 in the same direction. As a result, symmetrically loaded on the first free ends of the two angle levers 309.1 and 309.4, d. H. they each have a force of substantially the same direction and amount. Due to their own rigidity and the rigidity of the coupling rod 309.5, the angle levers 309.1 and 309.4 are prevented from rotating, so that the arrangement, like the known rods 3, counteracts the rolling motion.

When twisting the track, the car bodies 312, 302, 311, etc. are successively deflected in the direction of travel from the vertical direction. The relative horizontal movement between the first car body 302 and the preceding third car body 312 and between the first car body 302 and the subsequent second car body 311 now takes place in the opposite direction. As a result, the two angle levers 309.1 and 309.4 can rotate in the same direction about their respective pivot point 309.2 or 309.6. The coupling rod 309.5 undergoes no appreciable force, but also moves almost without resistance in the vehicle longitudinal direction 301.1 Thus, the consoles len to the car bodies 312, 302, 311 and the car bodies 312, 302, 311 itself not as in the conventional case with the rods burdened with compulsive forces. In a mixed form of both movements, ie with simultaneous rolling of a car body during the crossing over a piece of deformed track, only the actual rolling of a single car body relative to the car bodies adjacent thereto differential forces are absorbed by the consoles of Wankstützeinrichtungen 307, 308, while by the track distortion caused increasing skew the car bodies 312, 302, 311 in the transverse direction does not cause undesirable constraining forces.

The invention is not limited to the case of a finite length of the roll supports 307, 308, but can be used in the same way even in the special case described above a length "zero" of the roll supports. In this case, the first articulation point of the first lever arm and the second articulation point of the second lever arm is articulated directly on the console of the respectively adjacent car body. This then goes as mentioned with the loss of the possibility of mutual pitching of the adjacent car bodies.

Furthermore, the invention is not restricted to the illustrated mounting of the first and second angle levers 309.1 and 309.4 on the first carriage body 302. Rather, the angle lever can also be arranged at a corresponding hinge point of the adjacent second or third car body, while the two anti-roll devices are then each articulated directly on the first car body.

Fourth embodiment

A further advantageous embodiment of the vehicle 401 according to the invention with the car bodies 402, 411, 412 is shown in FIG. The vehicle 401 corresponds in its basic design and mode of operation to the vehicle 301 from FIG. 5, so that only the differences are to be discussed here.

The only difference to the embodiment of Figure 5 is the design of the coupling device 409, via which the two anti-roll devices 407 and 408 are coupled together. Instead of the coupling rod 309.5, the coupling device 409 comprises a hydraulic coupling 409.5 with hydraulic cylinders 409.8 and 409.9, whose working spaces are connected via a hydraulic line 409.10.

The hydraulic cylinders 409.8 and 409.9 are each pivoted at one end to the first car body 402. At the other end is the first hydraulic cylinder the 409.8 pivotally hinged to the first lever arm 409.1, while the second hydraulic cylinder 409.9 pivotally hinged to the and a second lever arm 409.4.

It is understood that in other variants of the vehicle according to the invention, the hydraulic coupling device described above can also be provided with an active Stelleinrich- device and / or a damping device. Thus, for example, a corresponding pump and control unit or the like may be provided, which modifies the degree of filling of the working spaces of the hydraulic cylinders in accordance with the specifications of a control device.

It is understood that in other variants of the vehicle according to the invention, the above-described or other coupling mechanisms can be used individually or in combination in order to realize the inventive coupling between the anti-rolling devices.

The present invention has been described above solely by means of examples of rail vehicles. Finally, it goes without saying that the invention can also be used in conjunction with any other vehicles.

Claims

claims

1. vehicle, in particular rail vehicle, with

a vehicle longitudinal axis (101.1, 201.1, 301.1),

- a first car body (102; 202; 302; 402), - a second car body (111; 211; 311; 411) corresponding to the first car body

(102; 202; 302; 402) is adjacent in the direction of the vehicle longitudinal axis (101.1; 201.1; 301.1),

a third carbody (112; 212; 312; 412) adjacent to the first carbody (102; 202; 302; 402) in the direction of the vehicle longitudinal axis (101.1; 201.1; 301.1),

a first anti-roll device (107; 207; 307; 407) connecting the first body (102; 202; 302; 402) and the second body (111; 211; 311; 411), and

- a second anti-roll device (108; 208; 308; 408) which connects the first car body (102; 202; 302; 402) and the third vehicle body (112; 212; 312; 412), wherein

rolling control devices (107, 108, 207, 208, 307, 308, 407, 408) each have rolling movements between the car bodies (102, 111, 112, 202, 211, 212, 302, 311, 312, 402, 411 , 412) counteract a roll axis parallel to the vehicle longitudinal axis (101.1, 201.1, 301.1), characterized in that

- the first anti-roll device (107; 207; 307; 407) and the second anti-roll device (108; 208; 308; 408) are coupled to one another via a coupling device (109; 209; 309; 409), wherein - the anti-roll devices (107, 108 ; 207, 208; 307, 308; 407, 408) and the coupling device (109; 209; 309; 409) are formed such that at least a first displacement on the first anti-roll device (107; 207; 307; 407) at least one second Displacement on the second anti-roll device (108; 208; 308; 408) conditionally.

2. Vehicle according to claim 1, characterized in that the first displacement is opposite or parallel to the second displacement.

3. Vehicle according to claim 2, characterized in that

- The articulation points (107.1, 108.1; 307.1, 308.1) of the first anti-roll device (107; 307) and the second anti-roll device (108; 308) are arranged on the first vehicle body (102; 302) with respect to the vehicle longitudinal axis (101.1; 301.1) on the same side are and the first displacement in opposite directions to the second displacement or - the articulation points (207.1, 208.1) of the first anti-roll device (207) and the second anti-roll device (208) on the first car body (202) with respect to the vehicle longitudinal axis (201.1) are arranged on different sides and the first shift is the same as the second shift.

4. Vehicle according to one of the preceding claims, characterized in that the first displacement and / or the second displacement is a displacement between components of the respective anti-roll device (107, 108, 207, 208).

5. Vehicle according to one of the preceding claims, characterized in that

the first displacement is a change in the distance between the articulation points (107.1; 207.1) of the first anti-roll device (107; 207) at the car bodies (102, 111; 202, 211) connected thereto and / or

the second displacement is a change in the distance between the articulation points (108.1, 208.1) of the second anti-roll device (108; 208) at the car bodies (102, 112; 202, 212) connected thereto.

6. Vehicle according to one of the preceding claims, characterized in that

the first displacement is a change in length of a first component of the first anti-roll device (107, 207) and / or - The second displacement is a change in length of a second component of the second anti-roll device (108; 208).

7. Vehicle according to claim 6, characterized in that

- The first component (107, 207) comprises a first working cylinder, in particular a first hydraulic cylinder, and / or

- The second component (108; 208) comprises a second working cylinder, in particular a second hydraulic cylinder.

8. Vehicle according to claim 7, characterized in that the coupling device (109; 209) at least one of the first working cylinder (107; 207) and the second

Working cylinder (108; 208) connecting connecting line for a working fluid, in particular a hydraulic fluid comprises.

9. Vehicle according to one of the preceding claims, characterized in that - a first damping device (113) is provided for damping the first displacement and / or

- A second damping device (113) is provided for damping the second shift.

10. Vehicle according to one of the preceding claims, characterized in that the coupling device (109; 209; 309; 409) components of the first anti-roll device (107; 207; 307; 407) and the second anti-roll device (108; 208; 308; 408) connects, which have the same function and / or location within the respective anti-roll device.

11. Vehicle according to one of the preceding claims, characterized in that the first displacement and the second displacement substantially the same amount but divergent direction, in particular substantially opposite direction, have.

12. Vehicle according to one of the preceding claims, characterized in that

the first anti-roll device (307, 407) is articulated to the coupling device (309, 409) in a first articulation point (307.1), the second anti-roll device (308, 408) is connected to the coupling device (309, 409) in a second articulation point (308.1) ) is hinged, and

- The coupling device (309; 409) is designed such that due to a counterforce-free first displacement of the first anti-roll device (307; 407) via the first articulation point (307.1) and the second articulation point (308.1) an opposite second shift in the second anti-roll device ( 308, 408) is initiated.

13. Vehicle according to claim 12, characterized in that the coupling device (309; 409) is designed such that a counterforce-free first displacement of the first linkage point (307.1) causes an opposite second shift of the second linkage point (308.1).

14. Vehicle according to claim 12 or 13, characterized in that the coupling device (309; 409) on the same side of the vehicle longitudinal axis (301.1) parts of the first anti-roll device (307; 407) and the second anti-roll device (308; 408) connects.

15. Vehicle according to one of claims 12 to 14, characterized in that

- The coupling device (309; 409) comprises at least one about a first pivot point (309.2) pivotally mounted on the first carriage body (302; 402) hinged first lever arm (309.1, 409.1), wherein

- The first pivot point (309.2) in the kinematic chain between the first anti-roll device (307; 407) and the second anti-roll device (308; 408) is arranged.

16. Vehicle according to claim 15, characterized in that

- The first lever arm (309.1, 409.1) comprises a free first end and a free second end, wherein - The first end is directly connected to the first anti-roll device (307, 407) and

- The second end is connected directly or via further intermediate elements with the second anti-roll device (308; 408).

17. Vehicle according to claim 15 or 16, characterized in that

- the coupling device (309; 409) comprises at least one about a second pivot point (309.6) pivotally mounted on the first carriage body (302; 402) hinged second lever arm (309.4; 409.4), wherein

- The second pivot point (309.6) in the kinematic chain between the first anti-roll device (307; 407) and the second anti-roll device (308; 408) is arranged and

- the second lever arm (309.4; 409.4) is connected to the first lever arm (309.1; 409.1) via at least one coupling element (309.5; 409.5), in particular a push rod.

18. Vehicle according to one of the preceding claims, characterized in that

- the coupling device (409) comprises at least one first working cylinder (409.8), in particular a first hydraulic cylinder, connected to the first anti-roll device (407), - the coupling device (409) at least one second working cylinder (409.9) connected to the second anti-roll device (408) , in particular a second hydraulic cylinder, comprises and

- The coupling device (409) at least one of the first working cylinder (409.8) and the second working cylinder (409.9) connecting connecting line (409.10) for a working fluid, in particular a hydraulic fluid comprises.

19. Vehicle according to one of the preceding claims, characterized in that the first car body (102; 202; 302; 402) is designed in the manner of a wheelless litter, wherein it on the second car body (111; 211; 311; 411) and third carbody (112; 212; 312; 412).

20. Vehicle according to one of the preceding claims, characterized in that the coupling device (109) comprises a damping device (113).

21. Vehicle according to one of the preceding claims, characterized in that at least one of the anti-roll devices and / or the coupling device (107, 108, 109) comprises an adjusting device (113).

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