WO2010113045A2 - Véhicule à compensation du roulis - Google Patents

Véhicule à compensation du roulis Download PDF

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Publication number
WO2010113045A2
WO2010113045A2 PCT/IB2010/001593 IB2010001593W WO2010113045A2 WO 2010113045 A2 WO2010113045 A2 WO 2010113045A2 IB 2010001593 W IB2010001593 W IB 2010001593W WO 2010113045 A2 WO2010113045 A2 WO 2010113045A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
car body
transverse
roll
compensation device
Prior art date
Application number
PCT/IB2010/001593
Other languages
German (de)
English (en)
Other versions
WO2010113045A3 (fr
Inventor
Richard Schneider
Volker Brundisch
Original Assignee
Bombardier Transportation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102009014866A external-priority patent/DE102009014866A1/de
Priority to RU2011143762/11A priority Critical patent/RU2011143762A/ru
Priority to CN2010800231773A priority patent/CN102448791A/zh
Priority to CA2756399A priority patent/CA2756399A1/fr
Priority to EP10742870.8A priority patent/EP2414208B1/fr
Priority to AU2010230991A priority patent/AU2010230991A1/en
Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to US13/259,476 priority patent/US20120118194A1/en
Priority to JP2012502831A priority patent/JP2012521931A/ja
Publication of WO2010113045A2 publication Critical patent/WO2010113045A2/fr
Publication of WO2010113045A3 publication Critical patent/WO2010113045A3/fr
Priority to IL215277A priority patent/IL215277A0/en
Priority to ZA2011/06991A priority patent/ZA201106991B/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, comprising a vehicle body, a first chassis and a second chassis spaced from the first chassis in the direction of a vehicle longitudinal axis, wherein the vehicle body via a first spring means in the direction of
  • Vehicle vertical axis is supported on the first chassis and the car body is supported via a second spring means in the direction of the vehicle vertical axis on the second chassis.
  • the vehicle body is coupled to the first chassis via a first roll compensation device, while it is coupled to the second chassis via a second roll compensation device.
  • the first roll compensation device and the second roll compensation device counteract roll movements of the car body towards the outside of the bow about a roll axis parallel to the vehicle longitudinal axis.
  • the present invention further relates to a method for adjusting roll angles on a vehicle body of a vehicle.
  • the car body In rail vehicles - but also in other vehicles - the car body is usually resiliently mounted relative to the wheel units, for example, wheel pairs or sets of wheels via one or more spring stages. Due to the comparatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the bow, ie to perform a rolling motion about a roll axis parallel to the vehicle longitudinal axis, thus occurring during the arc run, transverse to the driving movement and thus transversely to the vehicle longitudinal axis.
  • anti-roll devices are usually used in the form of roll stabilizers. Their task is to oppose the rolling motion of the car body to resist them, while the lifting and diving movements of the car body relative to the wheel units should not be hindered.
  • roll stabilizers are known in various hydraulic or purely mechanical embodiments.
  • a torsion shaft extending transversely to the vehicle longitudinal direction is used, as is known, for example, from EP 1 075407 B1.
  • levers extending in the vehicle longitudinal direction.
  • levers are in turn connected to links or the like, which are arranged kinematically parallel to the spring means of the vehicle.
  • links or the like which are arranged kinematically parallel to the spring means of the vehicle.
  • the torsion wave is thus subjected to a torsional moment which, depending on its torsional stiffness, is compensated for at a certain torsion angle by a counter-torque resulting from its elastic deformation and thus prevents further rolling movement.
  • the anti-roll device d. H. between a chassis frame and the car body act.
  • the anti-roll device can also be used in the primary stage, d. H. between the wheel units and a chassis frame or - in the absence of secondary suspension - act a car body.
  • Such roll stabilizers are also used in generic rail vehicles, as they are known for example from EP 1 190925 A1.
  • the upper ends of the two links of the roll stabilizer (in a plane perpendicular to the vehicle longitudinal axis) are offset towards the center of the vehicle.
  • the car body is at a deflection in the vehicle transverse direction (as caused for example by the centrifugal acceleration at Bogenfahrt) performed such that a rolling motion of the car body counteracted to the bow and it is impressed on a bow inside directed rolling motion.
  • this counter-rotating roll movement towards the bow serves to increase the so-called tilt comfort for the passengers of the vehicle.
  • a high tendency to inclination is usually understood the fact that the passengers at bow travel as low as possible lateral acceleration in the transverse direction of her Learn reference system, which is usually defined by the internals of the car body (floor, walls, seats, etc.). Due to the inclination of the car body resulting from the roll motion, the passengers (depending on the degree of inclination) perceive at least part of the lateral acceleration actually acting in the ground reference frame only as increased acceleration in the direction of the vehicle floor, which as a rule is less disturbing or less disturbing . is perceived as unpleasant.
  • the maximum permissible values for the lateral acceleration acting in the reference system of the passenger (and the resulting ultimately resulting values for the inclination angle of the car body) are usually specified by the operators of a rail vehicle. Evidence of this is provided by national and international standards (such as EN 12299).
  • the roll axis or the instantaneous pole of the roll motion must be comparatively far above the center of gravity of the car body.
  • the suspension in the transverse direction must be made relatively soft, in order to achieve the desired deflections alone with the acting centrifugal force.
  • Such a transverse soft suspension also has a positive effect on the so-called vibration comfort in the transverse direction, since shocks in the transverse direction can be absorbed and damped by the soft suspension.
  • the roll motion tuned to the curvature of the currently traversed track curve and the current travel speed can also be actively influenced or adjusted by an actuator connected between the vehicle body and the chassis frame become.
  • a setpoint value for the roll angle of the car body is determined from the current Glei ⁇ krümmung and the current driving speed, which is then used for setting the roll angle on the actuator.
  • WO 90/03906 A1 proposes for a passive system to bring in kinematically in series with the roll compensation device a comparatively short crossover additional spring stage.
  • this solution has the disadvantage that on the one hand by the additional components increases the required space.
  • This side wind force effect causes a so-called yaw movement of the car body (ie, a rotation of the car body about its vertical axis), wherein the leading part of the car body is deflected with the crosswind, while the trailing part is rotated against the crosswind.
  • the deflection goes so far until the restoring forces of the support of the car body on the landing gear compensate for the yaw moment by the side wind load.
  • the present invention is therefore based on the object, a vehicle or a
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the characterizing part of claim 1 specified characteristics. It solves this problem further starting from a method according to the preamble of claim 24 by the features stated in the characterizing part of claim 24.
  • the present invention is based on the technical teaching that achieved in a simple and reliable way a reduced cross-wind sensitivity or an increase in the permissible speed of the vehicle despite the use of rolling compensation devices when a resulting from the torsion of the car body component of the wheel relief, as For example, occurs in crosswind, is at least reduced by an active engagement on one of the two anti-roll devices and / or a coupling of the two anti-roll devices. It has thus been found that a reduction of the torsion of the car body (up to a value of zero) is possible in a simple manner by such an active intervention on one of the Wa ⁇ k spainraumen or a suitable mechanical and / or control technology coupling of the two anti-roll devices.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, comprising a vehicle body, a first chassis and a second chassis arranged at a distance from the first chassis in the direction of a vehicle longitudinal axis, the vehicle body being mounted in the direction of a vehicle vertical axis on the vehicle via a first spring device first chassis is supported, while the car body is supported via a second spring means in the direction of the vehicle vertical axis on the second chassis.
  • the car body is coupled via a first roll compensation device with the first chassis, while the
  • Car body is coupled via a second roll compensation device with the second chassis.
  • the first roll compensation device and the second roll compensation device act in the case of curved roll movements of the car body toward the outside of the bend about a roll axis parallel to the vehicle longitudinal axis opposite.
  • the first roll compensation device is designed such that a torsional load on the car body is counteracted about the vehicle longitudinal axis, which is in particular caused by wind loads acting on the car body. Additionally or alternatively, the first roll compensation device and the second roll compensation device are coupled to one another in such a way that such, in particular due to wind loads, torsional load is counteracted.
  • the torsional load on the vehicle body can in principle be counteracted in any suitable manner by in-vehicle measures in the region of at least one of the two roll compensation devices.
  • the first roll compensation device is configured to impart a first roll angle about the roll axis with respect to the first landing gear in the direction of a vehicle transverse axis to the car body
  • the second roll compensation device is configured to move the car body under a second transverse deflection of the car body relative to the vehicle body second landing gear in the direction of a vehicle transverse axis to impose a second roll angle about the roll axis.
  • the first roll compensation device is then designed to reduce the torsional load on the car body in such a way that a deviation between the first transverse deflection and the second transverse deflection and / or a deviation between the first roll angle and the second roll angle is counteracted. Additionally or alternatively, the first roll compensation device and the second
  • Roll compensation device coupled to each other such that such a deviation between the first transverse deflection and the second transverse deflection and / or a deviation between the first roll angle and the second roll angle is counteracted.
  • the first roll compensation device comprises a first actuator device having at least one Having controlled by a control device first actuator unit.
  • the first actuator device is preferably designed to contribute, under control of the control device, to adjust the first transverse deflection in order to at least reduce the deviation between the first transverse extension and the second transverse deflection and / or the deviation between the first roll angle and the second roll angle.
  • the second roll compensation device has a second actuator device with at least one second actuator unit controlled by the control device, wherein the second actuator device is then preferably designed to contribute to setting the second transverse deflection in a controlled manner by the control device in order to determine the deviation between the first transverse deflection and at least reduce the second transverse deflection and / or the deviation between the first roll angle and the second roll angle.
  • control device has at least one detection device for detecting at least one detection variable, which for the voltage applied to the car body
  • Torsion load is representative.
  • the control device is designed to control the first actuator unit and / or the second actuator unit in such a way that the torsional load is reduced, possibly even eliminated substantially completely.
  • control device may be designed to control the first actuator unit and / or the second actuator unit such that a deviation between a first transverse deflection of the car body with respect to the first chassis and a second transverse deflection of the car body with respect to the second chassis is reduced in the direction of a vehicle transverse axis , It goes without saying that, of course, the corresponding roll angle of the car body with respect to the respective chassis can be turned off.
  • the required degree of reduction of the deviation between the transverse deflections or the roll angles depends in particular on the design of the vehicle. Relevant influencing factors here include the torsional rigidity of the car body about the vehicle longitudinal axis and the distance between the two running gears in the direction of the vehicle longitudinal axis. The stiffer the car body is or the smaller the distance between the two running gears, the smaller the deviation between the transverse deflections or the roll angles must be to achieve a predetermined reduction of the torsional load.
  • control device controls the first actuator unit and / or the second actuator unit in dependence on the detection variable such that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm, preferably less than 25 mm, more preferably less than 10 mm.
  • control device can control the first actuator unit and / or the second actuator unit in dependence on the detection variable such that a deviation between a first roll angle of the car body with respect to the first chassis and a second roll angle of the car body with respect to the second chassis less than 2 ° is preferably less than 1 ", more preferably less than 0.5 °, and it is understood that as a rule, of course, the greatest possible reduction of the relevant deviation is advantageous or desirable.
  • any size can be determined as the detection variable, which allows conclusions to be drawn about the current torsional load on the vehicle body and thus ultimately on the wheel relief resulting from this torsional load.
  • the detection device detects, as the at least one detection variable, a variable representative of the first transverse deflection of the carbody and / or a variable representative of the second transverse displacement of the carbody, which then controls the further activation of the active components is used. This is advantageous inasmuch as, if appropriate, the quantity which is to be set anyway via the active components is immediately determined immediately.
  • the detection device can detect, as the at least one detection variable, a variable representative of a deflection of a component of the first roll compensation device and / or detect a variable representative of a deflection of a component of the second roll compensation device, which variable is then used for the further activation of the active components ,
  • an active component in the range of only one of the two rolling compensation devices can be sufficient.
  • the preceding landing gear can be counteracted by the yawing moment on the vehicle body resulting from the wind load, by counteracting the deflection of the vehicle body by a corresponding force action in the area of the rolling compensation device of the leading chassis, while the deflection is permitted on the trailing chassis.
  • control device can be designed by suitable measures to the above-described side wind conditional influences of other dynamic driving influences (eg., The entrance to or exit from track overshoots, changes in the radius of curvature of the same, etc. ) can differ.
  • corresponding filters as well as previously generated models of the
  • Vehicle are used. This can be taken into account in particular the fact that side wind induced influences have a quasi-static character, so therefore come into play in a relatively low frequency range, which is usually below 2 Hz, so in particular a differentiation of higher-frequency dynamic influences usually without Further is possible.
  • a passive reduction of the torsional load on the vehicle body can also be provided. This can be realized via a corresponding mechanical coupling of the two rolling compensation devices.
  • Roll compensation device and the second roll compensation device are mechanically coupled to each other via a passive coupling device, wherein the coupling device for reducing the torsional load on the car body in the direction of Vehicle transverse axis concurrent adjusting movements generated in the region of the first roll compensation device and the second roll compensation device.
  • the mechanical coupling between the two rolling compensation devices can be realized in any suitable manner.
  • any mechanical gear can be used to realize this coupling.
  • the coupling is realized at least in sections via a fluidic action principle, since hereby a particularly simple, space-saving design of the bridging of the distance between the two chassis is possible.
  • the coupling device therefore preferably comprises a fluidic coupling between the first roll compensation device and the second roll compensation device.
  • the desired high travel comfort for the passengers at high transport capacity of the vehicle is made possible by selecting an active solution with an active first roll compensation device, which can be arranged in particular kinematically parallel to the first spring means
  • the first roll compensation device is for Increasing the inclination comfort is designed to impart a first roll angle component of the first roll angle to the car body in a first frequency range under a first transverse deflection of the car body in the direction of the vehicle transverse axis, which corresponds to a current curvature of a track section currently being traveled.
  • the first roll compensation device may be designed to impart to the car body in a second frequency range, which is at least partially above the first frequency range, a second transverse deflection component (possibly also a second roll angle component about the roll axis).
  • a second transverse deflection component possibly also a second roll angle component about the roll axis.
  • Transverse deflection component in the first frequency range an increase in tilt comfort is realized via the second transverse deflection component (and optionally the second roll angle component) in the (at least partially above the first frequency range) second frequency range advantageously a Increased vibration comfort achieved.
  • Due to the design of the roll compensation device as at least in the second frequency range active system it is advantageously possible to make the support of the car body on the chassis in the transverse direction of the vehicle relatively stiff, in particular the roll axis or the instantaneous center of the car body comparatively close to the center of gravity to put the car body, so that on the one hand, the desired roll angle associated with comparatively small transverse deflections and on the other hand in case of failure of the active components as far as possible passive provision of the car body is possible in a neutral position.
  • the active solution has the particular advantage that all functions, thus the reduction of cross-wind sensitivity, increasing the tilt comfort, and increasing the vibration comfort can be realized by appropriately designed, superimposed control algorithms in the controller, which may only a single active Device in the range of at least one of the roll compensation device must control. In other words, this makes it possible to realize a high degree of functional integration or a very compact design, which is particularly advantageous in view of the already cramped space conditions in modern chassis systems.
  • the second roll compensation device may possibly also be designed deviating from the first roll compensation device.
  • the first roll compensation device and the second roll compensation device are designed substantially identical, so that the following statements with regard to the features, functions and advantages of the first roll compensation device can equally be realized in the second roll compensation device.
  • Roll compensation device for increasing the inclination comfort designed to impart a first roll angle component of the first roll angle to the car body in a first frequency range under a first Querauslenkungskompo ⁇ ente the first transverse deflection of the car body, which corresponds to a current curvature of a currently traversed track section. Furthermore, the first roll compensation device is designed to increase the vibration comfort to impart to the car body, in a second frequency range, a second transverse deflection component superimposed on the first transverse deflection component, wherein the second frequency range lies at least partially, in particular completely, above the first frequency range.
  • the first roll compensation device may be designed such that it is active only in the second frequency range, and thus only actively adjusts only the second transverse deflection component or optionally the second roll angle component, while the
  • Adjustment of the first roll angle component purely passive is effected by acting on cornering on the car body lateral acceleration or the resulting centrifugal force.
  • the first roll compensation device can in principle be designed in any suitable manner.
  • the first roll compensation device comprises an actuator device having at least one actuator unit controlled by a control device, the actuator force of which supplies at least a portion to the force for setting the roll angle or the transverse deflection on the car body.
  • the actuator device is designed to at least predominantly contribute to generating the first roll angle component in the first frequency range, in particular to substantially generate the first roll angle component or the first transverse deflection component.
  • the first frequency range is preferably the frequency range in which quasi-static rolling movements corresponding to the current curvature of the track curve passed through and the current driving speed occur.
  • Frequency range may vary depending on the specifications of the route network and / or the operator of the vehicle (for example, due to the use of the vehicle in local traffic, in long-distance traffic, especially in high-speed traffic, etc.).
  • the first frequency range preferably extends from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
  • the active setting of the roll angle or the transverse deflection via the roll compensation device takes place exclusively during curved travel in the curved track, and therefore the first roll compensation device is active only in such a driving situation.
  • the roll compensation device is active even when driving straight ahead, so that the vibration comfort is ensured in an advantageous manner in these driving situations.
  • a limitation of the transverse deflections of the vehicle body ie the deflections in the vehicle transverse direction
  • a neutral position of the vehicle body is realized via the first rolling-contact device.
  • the neutral position is defined by the position of the car body, which it occupies when the vehicle is in a straight flat track. This makes it possible in an advantageous manner to realize particularly wide car bodies with a high transport capacity, which are tuned to the predetermined by the operator of the rail vehicle B ⁇ grenzungsprofil.
  • the limitation of the transverse deflections can be realized by any suitable components of the roll compensation device.
  • An actuator device of the first roll compensation device preferably makes it possible to limit the transverse deflections, since in this way a particularly compact, space-saving design can be realized.
  • the limitation of the transverse deflections can be adjusted to the limiting profile specified by the operator of the vehicle.
  • Particularly advantageous designs result when the first roll compensation device, in particular an actuator device of the first roll compensation device, is designed such that a first maximum transverse width of the car body from the neutral position is limited to 80 mm to 150 mm in the transverse direction of the vehicle in the transverse direction of the vehicle limited to 100 mm to 120 mm.
  • a second maximum transverse deflection of the car body from the neutral position which occurs during bow travel after bowing, also has a negative value, for example -20 mm.
  • the car body is therefore also deflected on the inside of the sheet to the outside of the bow to be able to realize, for example, compliance with a given clearance gauge with particularly wide car bodies.
  • the limitation of the transverse deflections can preferably be realized by an actuator device of the first roll compensation device. It is preferably provided that the actuator device is designed to act as an end stop device for defining at least one end stop for the rolling movement of the car body. For this purpose, a defined by the construction of the actuator device stop (for example, a simple mechanical stop) may be provided. Preferably, the actuator device is designed to variably define the position of the at least one end stop for the rolling movement of the car body.
  • this stop by an active inhibition of the actuator (for example, by appropriate energy supply to the actuator) and / or by a passive inhibition of the actuator (for example, a deactivation of a self-locking actuator device) at any point in the travel of the actuator is freely definable.
  • the actuator device of the first roll compensation device can basically be designed in any suitable manner.
  • the actuator device in the case of their inactivity of a rolling movement of the car body at most a low resistance, in particular substantially no resistance opposes.
  • the actuator device is therefore preferably not designed to be self-locking, so that in case of failure of the actuator device, among other things, a provision of the car body is ensured towards its neutral position.
  • the first roll compensation device is designed so that even if the active components of the first roll compensation device nor an emergency operation of the vehicle with possibly deteriorated comfort properties (in particular with regard to the inclination comfort and / or the vibration comfort) but in compliance with the predetermined limiting profile possible is.
  • the spring device in the inactivity of an actuator of the first roll compensation device on the car body exerts a restoring moment about the roll axis
  • the return torque is measured at inactive actuator such that a transverse deflection of the car body from the neutral position at a nominal load of the car body and at is less than 10 mm to 40 mm, preferably less than 20 mm in a maximum allowable track cantilever vehicle.
  • the spring device (In particular, the stiffness in the vehicle transverse direction) preferably designed so that a vehicle, which for any reason (for example, due to damage to the vehicle or track) comes to a halt at such an unfavorable place, still complies with the predetermined limiting profile.
  • the restoring torque is dimensioned with inactive actuator device such that a transverse deflection of the car body from the neutral position at a nominal load of the car body and in a maximum permissible in the direction of a vehicle transverse axis lateral acceleration of the vehicle less than 40 mm to 80 mm, preferably less than less than 60 mm.
  • the Federein direction (in particular their stiffness in the vehicle transverse direction) is preferably designed so that a vehicle in an emergency operation in case of failure of the actuator when driving at normal driving speed still complies with the predetermined limiting profile.
  • the rigidity, in particular the transverse stiffness in the vehicle transverse direction, the support of the car body on the respective chassis can have any suitable characteristic as a function of the transverse deflection.
  • a linear or even progressive course of the transverse rigidity in dependence on the transverse deflection can be provided.
  • a degressive course is provided, so that an initial transverse deflection of the car body from the neutral position, a relatively high resistance is opposed, but the resistance decreases with increasing deflection.
  • the spring device defines a return characteristic, wherein the return characteristic reflects the dependence of the restoring torque of the roll angle deflection and the return characteristic has a degressive course.
  • the course of the return characteristic can in principle be adapted in any suitable manner to the present application.
  • the return characteristic curve preferably has a first gradient in a first roll angle range or first transverse deflection range, and in one above the first roll angle range or of the first one that the deviation between the roll angle range and the second transverse deflection range has a second slope that is less than the first slope wherein the ratio of the second slope to the first slope is in particular in the range of 0 to 1, Range is 0 to 1, preferably in the range of 0 to 0.5.
  • the two roll angle ranges or transverse deflection ranges can be selected in any suitable manner.
  • the first transverse deflection range extends from 0 mm to 60 mm, preferably from 0 mm to 40 mm
  • the second transverse deflection range extends in particular from 20 mm to 120 mm, preferably from 40 mm to 100 mm.
  • the roll angle ranges then correspond to the transverse deflection ranges, depending on the given kinematics.
  • the determination of the characteristic of the spring device depends primarily on the transverse deflections, which may still be achieved in the event of failure of active components.
  • the first slope usually defines the residual cross-path in the event of failure of an active component, while the second slope determines the Aktuator structure for larger deflections and if possible selected so that these Aktuator concept can be kept low for larger deflections.
  • the second slope is therefore preferably kept as close to zero as possible. If necessary, even negative values of the second slope may be permissible or provided.
  • the support of the car body on the chassis may have any suitable rigidity.
  • a substantially independent of the transverse deflection stiffness can be provided.
  • the respective spring device has a transverse rigidity in the direction of a
  • Vehicle transverse axis which is dependent on a transverse deflection of the car body in the direction of the vehicle transverse axis from the neutral position, so that at deflections in the vicinity of the neutral position, a different stiffness (for example, a higher stiffness) prevails than in the region of greater deflections.
  • a different stiffness for example, a higher stiffness
  • the respective spring device preferably has a first transverse rigidity in a first transverse deflection region, while in a second transverse deflection region located above the first transverse deflection region it has a second transverse rigidity which is less than the first transverse rigidity. It is understood that the transverse stiffness can vary within the respective transverse deflection range. In addition, the course of the transverse rigidity as a function of the transverse deflection can in principle be matched in any suitable manner to the present application.
  • the first transverse stiffness is in the range of 100 N / mm to 800 N / mm, more preferably in the range of 300 N / mm to 500 N / mm, while the two transverse stiffness is preferably in the range of 0 N / mm to 300 N / mm is more preferably in the range of 0 N / mm to 100 N / mm.
  • the two transverse deflection ranges can also be selected in any suitable manner adapted to the respective application.
  • the first transverse deflection range extends from 0 mm to 60 mm, preferably from 0 mm to 40 mm, while the second transverse deflection range preferably extends from 20 mm to 120 mm, more preferably extends from 40 mm to 100 mm. This can be achieved with a view to limiting the maximum transverse deflection of the car body with the least possible use of energy particularly favorable designs.
  • the above-described advantageous behavior of the vehicle in the event of failure of one or more of the active components of the roll compensation device can preferably be realized via a corresponding design of the respective spring device, in particular its transverse rigidity.
  • the respective spring device in the direction of a vehicle transverse axis has a transverse rigidity, wherein the transverse stiffness of the spring device is dimensioned such that in case of inactivity of an actuator device of the rolling compensation device at bow travel with a maximum allowable in Direction of a vehicle transverse axis acting lateral acceleration of the vehicle in a vehicle transverse direction to bow out first outside transverse deflection of the car body from the neutral position is limited to 40 mm to 120 mm, preferably limited to 60 mm to 80 mm.
  • a second maximum transverse deflection of the car body taking place in a vehicle transverse direction is limited from 0 to 60 mm, preferably to 20 mm to 40 mm, from the neutral position.
  • the roll angle ranges then correspond to the above transverse deflection ranges, depending on the given kinematics
  • the transverse rigidity of the spring device is dimensioned such that, in the event of inactivity of an actuator device of the respective roll compensation device, a transverse deflection (and thus a corresponding horizontal deflection) of the vehicle body from the neutral position at the nominal load and is less than 10 mm to 40 mm, preferably less than 20 mm, when the vehicle is in a maximum permissible track cant.
  • the active components of the respective roll compensation device can in principle be designed in any suitable manner.
  • at least one actuator device is provided, which is connected between the car body and the chassis and realizes the adjustment of the roll angle in the second frequency range.
  • linear actuators are preferably used, in which preferably the travel path and / or the actuator forces are suitably limited in order to meet the requirements for the dynamics of the adjustment of the transverse deflection or the roll angle in the second frequency range with satisfactory results to fulfill.
  • the roll compensation device is designed such that an actuator device of the respective roll compensation device in the first frequency range from the neutral position has a maximum deflection of 60 mm to 110 mm, preferably from 70 mm to 85 mm, while it additionally or alternatively in the second frequency range from a starting position, a maximum deflection of 10 mm to 30 mm, preferably from 10 mm to 20 mm.
  • the actuator device in the first frequency range has a maximum actuator force of 10 kN to 40 kN, preferably 15 kN to 30 kN, while in the second frequency range it has a maximum actuator force of 5 kN to 35 kN, preferably from 5 kN to 20 kN.
  • the present (in the neutral position of the car body) distance of the roll axis of the car body to the center of gravity of the car body in the direction of the vehicle vertical axis is matched to the particular application.
  • the center of gravity of the car body usually has a first height (H1) above the track (typically above the rail top edge SOK), while the roll axis in the neutral position in the direction of the vehicle vertical axis has a second height (H2) above the track.
  • the ratio of the difference between the second height and the first height (H2-H1) to the first height (H1) is at most 2.2, preferably at most 1.3, more preferably 0.8 to 1.3.
  • the difference between the second height and the first height (H2-H1) can be between 1.5 m and approximately 4.5 m, preferably approximately 1.8 m.
  • H2-H1 the difference between the second height and the first height
  • the respective roll compensation device can in principle be designed in any suitable manner in order to realize the adjustment of the roll angle of the car body in the two frequency ranges.
  • the respective roll compensation device comprises an anti-roll device which is arranged kinematically parallel to the spring device and is designed to counteract rolling movements of the car body about the roll axis when driving straight ahead.
  • anti-roll devices are well known, so it should not be discussed in detail here.
  • they can be based on different principles of action. So they can be based on a purely mechanical action principle. But there are also fluid (hydraulic) solutions, electromechanical solutions or any combinations of all these principles of action possible.
  • the anti-roll device comprises two links which are articulated at one of their ends respectively articulated to the car body and at the other end at each articulated at opposite ends of a torsion element, which is mounted on the chassis, as has already been described ,
  • the respective roll compensation device may also comprise a guide device, which is arranged kinematically in series with the spring device.
  • the guide device comprises a guide element which is arranged between the chassis and the car body, and is designed to define a movement of the guide element with respect to the car body or the chassis during rolling movements of the car body.
  • the guide device can in turn be designed in any suitable manner to realize the described guide. For example, it can be realized by sliding and / or unrolling the guide element on a guideway.
  • the guide device comprises in particular at least one
  • the laminated spring device can be realized as a simple rubber layer spring whose layers are arranged inclined to the vehicle vertical axis and the vehicle transverse axis, so that they define the roll axis of the car body. It should be noted at this point that the design of the respective roll compensation device with such a laminated spring device for defining the rolling axis of the car body is an independently protectable idea of the invention, which is in particular independent of the above-described adjustment of the roll angle in the first frequency range and the second frequency range.
  • the present invention can be used in conjunction with any configuration of the support of the car body on the chassis.
  • it can be used in conjunction with a single-stage suspension, which supports the car body directly on a wheel unit.
  • the chassis accordingly preferably comprises a chassis frame and at least one wheel unit, while the spring device has a primary suspension and a secondary suspension.
  • the chassis frame is supported by the primary suspension on the wheel unit, while the car body is supported on the chassis frame via the, in particular designed as air suspension, secondary suspension.
  • the roll compensation device is then preferably arranged kinematically parallel to the secondary suspension between the chassis frame and the car body. This integration into a majority of the vehicles typically used is possible.
  • the rigidity of the respective spring device may optionally be determined solely by the primary suspension and the secondary suspension.
  • the spring device preferably comprises a transverse spring device, which advantageously serves to adapt or optimize the transverse rigidity of the spring device for the respective application. This simplifies the design of the spring device considerably despite the simple optimization of the transverse rigidity.
  • the transverse spring device may be connected on the one hand to the chassis frame and on the other hand to the car body. Additionally or alternatively, the transverse spring means may also be connected on the one hand to the chassis frame or to the car body and on the other hand to be connected to the roll compensation device.
  • the transverse spring device is designed to increase the rigidity of the respective spring device in the direction of the transverse axis of the vehicle. In this case, it can have any characteristic adapted to the respective application.
  • the transverse spring device preferably has a degressive stiffness characteristic in order to achieve overall a degressive stiffness characteristic of the spring device.
  • the respective spring device has an emergency spring device, which is arranged centrally on the chassis in order to enable emergency operation of the vehicle even in the event of failure of the supporting components of the spring device.
  • the emergency spring device can in principle be designed in any suitable manner.
  • the emergency spring device is designed such that it supports the compensation effect of the roll compensation device.
  • the emergency spring device may comprise a sliding and / or rolling guide, which follows the compensation movement.
  • the present invention further relates to a method for adjusting roll angles on a vehicle body of a vehicle, in particular a rail vehicle, about a roll axis parallel to a vehicle longitudinal axis of the vehicle, wherein a first roll angle and / or a first transverse deflection of the car body is adjusted with respect to a first landing gear and a second roll angle and / or a second transverse deflection of the car body with respect to a second chassis is adjusted, which is arranged spaced in the direction of a vehicle longitudinal axis of the first chassis.
  • Car body is coupled via a first roll compensation device with the first chassis, while the car body is coupled via a second roll compensation device with the second chassis.
  • the first roll compensation device and the second roll compensation device counteract roll movements of the car body towards the outside of the bow about a roll axis parallel to the vehicle longitudinal axis.
  • the first roll angle and / or the second roll angle are coupled to one another in such a way that a torsional load on the car body is counteracted about the vehicle longitudinal axis.
  • the first transverse deflection and / or the second transverse deflection are coupled to one another in such a way that a torsional load on the body about the vehicle longitudinal axis is counteracted.
  • Figure 1 is a schematic sectional view of a preferred embodiment of the vehicle according to the invention in neutral position (along the line II of Figure 3);
  • Figure 2 is a schematic sectional view of the vehicle of Figure 1 at Bogenfahrt;
  • Figure 3 is a schematic side view of the vehicle of Figure 1;
  • Figure 4 is a schematic perspective view of a part of the vehicle of Figure 1;
  • Figure 5 is a transverse force-displacement characteristic of the spring device of the vehicle of Figure 1;
  • Figure 6 is a schematic sectional view of another preferred embodiment of the vehicle according to the invention in neutral position
  • Figure 7 is a schematic sectional view of another preferred embodiment of the vehicle according to the invention in neutral position
  • Figure 8 is a schematic view of part of another preferred embodiment of the vehicle according to the invention.
  • a first preferred exemplary embodiment of the vehicle according to the invention in the form of a rail vehicle 101, which has a vehicle longitudinal axis 101.1, will be described below with reference to FIGS. 1 to 5.
  • the vehicle 101 comprises a car body 102, which is supported in the region of its first end via a first spring device 103 on a first chassis in the form of a first bogie 104 and in the region of its second end via a second spring device 113 on a second chassis in the form of a second Bogie 114 is supported.
  • the first bogie 104 and the second bogie 114 are designed identically so that the features of the first bogie 104 are primarily discussed below. The same applies to the first spring device 103 and the second spring device 113.
  • an absolute coordinate system (given by the direction of the gravitational force G) x, y, z and a passenger coordinate system X p , y p , Zp (predefined by the vehicle body 102) are defined.
  • the bogie 104 comprises two wheel units in the form of wheelsets 104.1, on each of which a bogie frame 104.2 is supported via a primary suspension 103.1 of the first spring device 103.
  • the car body 102 is in turn supported by a secondary suspension 103.2 on the bogie frame 104.2.
  • the primary suspension 103.1 and the secondary suspension 103.2 are simplified in FIG. 1 as coil springs. It is understood, however, that the primary suspension 103.1 or secondary suspension 103.2 can be any suitable spring device.
  • the secondary suspension 103.2 is preferably a well-known air suspension or the like.
  • the vehicle 101 further comprises a first roll compensation device 105 in the region of the first bogie 104 and a second roll compensation device 115 in the region of the second bogie 114.
  • the first roll compensation device 105 and the second roll compensation device 115 are again designed identically, so that the following is primarily based on the features of the first Roll compensation device 105 is received.
  • the first roll compensation device 105 acts kinematically parallel to the secondary suspension 103.2 between the bogie frame 104.2 and the car body 102 in the manner described in more detail below.
  • the first roll compensation device 105 comprises a well-known roll support 106, which is connected on the one hand to the bogie frame 104.2 and on the other hand to the car body 102.
  • 4 shows a perspective view of this roll support 106.
  • the roll support 106 comprises a torsion arm in the form of a first lever 106.1 and a second torsion arm in the form of a second lever 106.2.
  • the two lifting! 106.1 and 106.2 sit on both sides of the longitudinal center plane (x f z r plane) of the vehicle 101 respectively rotationally fixed on the ends of a torsion shaft 106.3 of the roll support 106.
  • the torsion 106.3 extends in the transverse direction (y r direction) of the Vehicle and is rotatably mounted in bearing blocks 106.4, which in turn are firmly connected to the bogie frame 104.2.
  • a first link 106.5 is articulated, while at the free end of the second lever 106.2, a second link 106.6 is articulated.
  • the roll support 106 is pivotally connected to the car body 102.
  • the roll support 106 allows a well-known on both sides of the vehicle synchronous compression of the secondary suspension 103.2, while preventing a pure rolling motion about the roll axis or the instantaneous pole MP. Furthermore, as can be seen in particular Figure 2, due to the inclination of the handlebars 106.5, 106.6 by the roll support 106 kinematics with a combined movement of a rolling motion about the roll axis or the instantaneous pole MP and a transverse movement in the direction of the vehicle transverse axis (y r Axis). It is understood that the intersection MP and thus the roll axis due to the predetermined by the handlebars 106.5, 106.6 kinematics at a deflection of the car body 102 from the neutral position usually also sideways emigrated.
  • FIG. 2 shows the vehicle 101 when traveling on a curve in a track cant.
  • the centrifugal force F y acting on the bogie frame 104. 2 at the center of gravity SP of the vehicle body 102 causes a rolling movement towards the bow which results from a greater compression of the primary suspension 103. 1 on the outside of the bow.
  • the described design of the roll support 106 causes a bow travel of the vehicle 101 in the area of the secondary suspension 103.2 Compensating movement, which counteracts the roll movement of the car body 102 (compared to the dashed contour 102.1 indicated neutral position in a straight flat track) outward in the absence of the roll support 106 due to acting in the center of gravity SP of the car body 102 centrifugal force (analogous to non-uniform compression of the primary suspension 103.1) would be caused by a stronger compression of the secondary suspension 103.2 on the outside of the bow.
  • the maximum permissible values for the transverse acceleration ayp, ma ⁇ acting in the reference system (x p , y p , Z p ) of the passengers are generally specified by the operators of the vehicle 101. Evidence of this is provided by national and international standards (such as EN 12299).
  • the lateral acceleration a yp acting in the reference system (x p , y p , z ") of the passengers (in the direction of the y p axis) is composed of two components, namely a first acceleration component a 1 and a second acceleration component a ypd according to the equation :
  • the current value of the first acceleration component a ⁇ results from traversing the current track curve with the current vehicle speed, while the current value of the second acceleration component a ⁇ o resulting from current (periodic or mostly singular) events (such as driving over an impurity in the track, such as a switch or the like). Since the curvature of the track curve and the current driving speed of the vehicle 101 change only comparatively slowly in normal operation, this first acceleration component ayp S is a quasi-static component. By contrast, the second acceleration component ayp d (occurring mostly as a result of impacts) is a dynamic component.
  • ay p From the current lateral acceleration ay p can be according to the present invention ultimately determine a minimum target value for a Querauslenkung dy « , « * ⁇ «of the car body 102 to the vehicle vertical axis (z r axis). This is the transverse deflection (and thus possibly the corresponding roll angle), which is at least necessary in order to fall below the maximum permissible transverse gradient a yp ma) ⁇ .
  • a target value for the transverse deflection dy Wso n of the car body 102 in the direction the vehicle transverse axis (y r axis) are given, which corresponds to the current driving condition.
  • This setpoint is set for the transverse deflection dyw, «*! of the car body 102 in turn from a quasi-static component dy Ws, soi ⁇ and a dynamic component dy W ( j, soi ⁇ together, where:
  • the quasi-static component dyws.soii is the quasi-static setpoint value for the lateral deflection (and thus the roll angle) which is relevant for the inclination comfort, which results from the current quasi-static lateral acceleration a m (which in turn depends on the curvature of the track curve and the current driving speed v depends).
  • this is thus the setpoint for the transverse deflection, as it is used in the known from the prior art vehicles with active adjustment of Wa ⁇ kwinkels for controlling the roll angle.
  • the First roll compensation device 105 in the present example further comprises an actuator 107, which in turn comprises an actuator 107.1 and a control device 107.2 connected thereto.
  • the actuator 107.1 is on the one hand hingedly connected to the bogie frame 104.2 and on the other hand articulated to the car body 102.
  • the actuator 107.1 is designed as an electro-hydraulic actuator.
  • an actuator can be used, which operates on any other suitable action principle.
  • hydraulic, pneumatic, electrical and eiektromechanische Wirk fingerien alone or in any combination can be used.
  • the actuator 107.1 is arranged so that the actuator force exerted by it between the bogie frame 104.2 and the body 102 acts (in the neutral position) parallel to the vehicle transverse direction (yr direction). It is understood, however, that in other variants of the invention, a different arrangement of the actuator may be provided, as long as the force exerted by him between the chassis and the car body actuator force has a component in the vehicle transverse direction.
  • the control device 107.2 controls or regulates the actuator force and / or the deflection of the actuator 107.1 according to the present invention such that a quasi-static first transverse deflection component dyws of the car body 102 and a dynamic second transverse deflection component dy Wd of the car body 102 are superimposed, so that a total of Transverse deflection dy w of the car body 102 results, for which applies:
  • the adjustment of the transverse deflection dy w is carried out according to the invention using the desired value for the transverse deflection dy WiSoB of the car body 102, which is composed of the quasi-static component dyws, so ⁇ and the dynamic component dyw d .soii, as defined for example in equation (2) is.
  • the setting of the first transverse deflection component dy W ⁇ (supported by the centrifugal force F y ) takes place in the present example in a first frequency range F1 which extends from 0 Hz to 1.0 Hz.
  • the first frequency range is thus the frequency range in which quasi-static, the current curvature of the traversed curve and the current rolling speed corresponding rolling movements of the car body 102 done.
  • the second frequency range is a frequency range which is tuned to the dynamic disturbances to be expected during operation of the vehicle (possibly periodic, but typically rather singular or statistically scattered), which are perceived by passengers as disturbing.
  • the first frequency range and / or the second frequency range also vary depending on the specifications of the route network and / or the operator of the vehicle (for example, due to the use of the vehicle in local traffic, in long-distance traffic, especially in high-speed traffic, etc.) can.
  • the first transverse deflection component dyws of the car body 102 whose setting ultimately represents a quasi-static adaptation of the transverse deflection (and thus the roll angle) to the current track curvature and the current vehicle speed, thus superimposing a second transverse deflection component dywd of the car body 102, their attitude ultimately represents a dynamic adaptation to current, introduced into the car body disturbances, so that a total of high comfort for the passengers can be achieved.
  • the control device 107.2 realizes the actuation of the actuator 107.1 as a function of a series of input variables which are supplied to it by a higher-level vehicle control and / or by separate sensors (such as the sensor 107.3) or the like.
  • the input variables taken into account during the control include, for example, variables which correspond to the current driving speed v of the vehicle 101, the curvature x of the track section currently being traveled, the track cant angle Y of the track section currently being traveled, and the magnitude and frequency of disturbances (for example track position disturbances). of the currently traversed track section are representative.
  • These quantities processed by the control device 107.2 can be determined in any suitable manner.
  • the disturbances or the resulting lateral accelerations a y whose impact on the passengers on the dynamic portion dywa are at least to be mitigated, sufficiently accurate and with a sufficient range to determine (ie, for example, to measure directly and / or via suitable pre-established models of the vehicle 101 and / or the track).
  • the control device 107.2 can be realized in any suitable manner, provided that it meets the appropriate safety requirements imposed by the operator of the rail vehicle.
  • it can be constructed from a single, processor-based system; in the present example, different control circuits or control circuits are specified for the control in the first frequency range F1 and the control in the second frequency range F2.
  • the actuator 107.1 in the first frequency range F1 from the neutral position to a maximum deflection of 80 mm to 95 mm, while in the second frequency range from a starting position has a maximum Ausle ⁇ kung of 15 mm to 25 mm. Furthermore, in the first frequency range F1, the actuator 107.1 exerts a maximum actuator force of 15 kN to 30 kN, while in the second frequency range it exerts a maximum actuator force of 10 kN to 30 kN. As a result, a particularly favorable configuration is achieved under static and dynamic aspects.
  • the roll compensation device 105 By designing the roll compensation device 105 as an active system, it is also advantageously possible to make the support of the car body 102 on the bogie 104 relatively stiff in the transverse direction of the vehicle 101. In particular, it is possible to place the roll axis or the instantaneous pole MP of the car body 102 comparatively close to the center of gravity SP of the car body 102.
  • the secondary suspension 103.2 is designed such that it has a restoring force transverse deflection characteristic curve 108, as shown in FIG.
  • the force characteristic curve 108 indicates the dependence of the restoring force Fy exerted by the secondary suspension 103.2 on the vehicle body 102, which acts on a transverse deflection y f of the vehicle body 102 relative to the bogie frame 104.2.
  • a return characteristic in the form of a torque characteristic can also be specified, which determines the dependence of the secondary suspension 103.2 on the Car body 102 exerted restoring torque M * of the Wankwinkela ⁇ slenkung ⁇ w from the neutral position reproduces.
  • the secondary suspension 103.2 has a first transverse rigidity R1 in a first transverse deflection region Q1, while it is located in a second transverse stiffness R1 above the first transverse deflection region Q1
  • Transverse deflection region Q2 has a second transverse rigidity R2, which is less than the first transverse rigidity R1.
  • the transverse rigidity (as can also be seen from FIG. 5 with reference to the dashed force characteristics 109.1 109.2 of other exemplary embodiments) within the respective transverse deflection range Q1 or Q2 (possibly also strongly) can vary.
  • the respective transverse rigidity R1 or R2 is selected such that the level of the first transverse rigidity R1 is at least partially, preferably substantially completely, above the level of the second transverse rigidity R2.
  • a transition region between the first transverse deflection region Q1 and the second transverse deflection region Q2 may also be provided, in which an overlap or overlap of the rigidity levels occurs.
  • the course of the transverse rigidity depending on the transverse deflection can be matched in any suitable manner to the present application.
  • a second gradient in the second transverse deflection region Q2, can also be provided at least close to the value zero, preferably equal to zero, as indicated in FIG. 5 by the contour 109.3.
  • a negative second gradient may also be provided in the second transverse deflection region Q2, as indicated by the contour 109.4 in FIG.
  • the Aktuator technique can be kept particularly low for larger transverse deflections in an advantageous manner.
  • the rigidity level in the first lateral displacement range Q1 is set so that the first lateral rigidity R1 is in the range of 100 N / mm to 800 N / mm, while the rigidity level in the second transverse displacement range Q2 is selected to be the second transverse stiffness R2 is in the range of 0 N / mm to 300 N / mm.
  • the two transverse deflection ranges Q1 and Q2 can likewise be selected in any suitable manner adapted to the respective application.
  • the first transverse deflection range Q1 extends from 0 mm to 40 mm
  • the second transverse deflection range Q2 extends from 40 mm to 100 mm.
  • a torque characteristic curve can be defined for the vehicle 101 analogously to the force line 108.
  • the return characteristic in a first roll angle range W1 has a first slope S1 and in a second roll angle range W2 lying above the first roll angle range W1 a second slope which is less than the first slope.
  • the first roll angle range W1 then extends, for example, from 0 ° to 1.3 °, depending on the given kinematics, while the second roll angle range W2 extends from 1.0 ° to 4.0 ".
  • a degressive profile of the transverse stiffness of the secondary suspension 103.2 is provided in the present example, so that an initial transverse deflection of the car body 102 from the neutral position is opposed to a comparatively high resistance.
  • the initial high resistance to a transverse deflection has the advantage that in case of failure of the active components (for example, the actuator 107.1 or the control 107.2) even in curved drive (depending on the currently present lateral acceleration a y or centrifugal force F x ) a far-reaching passive Resetting the car body 102 is at least possible in the vicinity of the neutral position.
  • This passive recovery in the event of a fault makes it possible advantageously to realize particularly wide car bodies 102 and consequently a high transport capacity for the vehicle 101.
  • the actuator 107.1 in the present example is designed such that in the case of its Inactivity of a rolling motion of the car body 102 substantially no resistance opposes.
  • the actuator 107.1 is therefore not designed to be self-locking.
  • the degressive characteristic curve 108 Thanks to the degressive characteristic curve 108, the increase in the resistance to the transverse deflection decreases with increasing deflection (in the case of a negative gradient, even the resistance itself can decrease). This is advantageous in view of the dynamic adjustment of the second transverse deflection dyw d in the second frequency range F2 when the vehicle 101 is driven, since the roll compensation device 105 must then provide comparatively small forces for these dynamic deflections in the second frequency range F2.
  • the degressive characteristic of the secondary suspension can be achieved in any suitable manner.
  • the springs, over which the car body 102 is truncated on the bogie frame 104.2 be designed according to realize this characteristic out of itself.
  • this can be done for example by a suitable design of the support of the bellows of the respective air spring.
  • the spring device 103 can have one or more additional transverse springs, as indicated by the dashed contour 110 in FIG.
  • the cross spring 110 is used to adapt or optimize the Quersteif technik the secondary suspension 103.2 for the particular application.
  • the design of the secondary suspension 103.2 is considerably simplified despite the simple optimization of the transverse rigidity.
  • the cross spring 110 may be connected as shown in the present example, on the one hand with the chassis frame and on the other hand with the car body. Additionally or alternatively, such a cross spring may also be connected on the one hand to the chassis frame or to the car body, while on the other hand with the
  • Roll compensation device 105 (for example, with one of the links 106.5, 106.6) is connected.
  • the transverse spring can also act exclusively within the roll compensation device 105, for example between one of the links 106.5, 106.6 and the associated lever 106.1 or 106.2 or the torsion bar 106.3.
  • the transverse spring 110 can be designed to increase the rigidity of the spring device in the direction of the vehicle transverse axis. In this case, it can have any characteristic adapted to the respective application.
  • the cross spring 110 itself a degressive stiffness characteristic in order to achieve a total degressive stiffness techniks characterizing the secondary suspension 103.2.
  • the cross spring 110 can be designed in any suitable manner and work according to any suitable principles of action. Thus, tension springs, compression springs, torsion springs or any combinations thereof can be used. Furthermore, it may be a purely mechanical spring, an electromechanical spring, a pneumatic spring, a hydraulic spring or any combinations thereof.
  • the secondary suspension 103.2 is designed in such a way that the vehicle 101, if it comes to a standstill for such an arbitrary reason (for example because of a damage to the vehicle or the travel path) at such an unfavorable position, still fulfills a predetermined limiting profile.
  • Vehicle is less than 2 °.
  • first maximum transverse deflection dy a, notmax (m m ⁇ x ; ayf.max) of the car body 102 from the neutral position to the outside of the bend in the present example, this is limited to 60 mm.
  • second maximum transverse deflection dy ⁇ , not, max (m m s ⁇ ; ayfmax) of the car body 102 from the neutral position to the inside of the bow it applies here that this is limited to 20 mm.
  • the spring device in particular its stiffness in the vehicle transverse direction
  • Another advantageous aspect of the design according to the invention which is advantageous in view of the high width of the car bodies 102 and thus with regard to the high transport capacity, in the present example is that the design and arrangement of the links 106.5, 106.6 (in the neutral position of the car body 102 present) distance .DELTA.H of the roll axis of the car body 102 and the instantaneous center MP to the center of gravity SP of the car body 102 in the direction of the vehicle vertical axis (z r direction) is selected to be comparatively small.
  • the comparatively small distance .DELTA.H of the instantaneous pole MP to the center of gravity SP on the one hand has the advantage that even with comparatively small transverse deflections of the Wagenkastens 102 a comparatively large roll angle ⁇ w is achieved.
  • a relatively small transverse deflections of the car body 102 are required to realize the quasi-static component ⁇ ws the roll angle ⁇ w or the quasi-static component dy Ws of the transverse deflection dy w even at high speeds v and high track curvature.
  • even strong transverse joints can be compensated by comparatively small transverse deflections of the car body 102 with which the dynamic component ⁇ W d of the roll angle ⁇ w is realized.
  • the centrifugal force F y acting in the center of gravity SP has to the instantaneous pole MP.
  • the centrifugal force F y thus exerts a lower roll moment on the vehicle body 102 during travel (as a function of the currently present lateral acceleration a y), so that a far-reaching passive provision of the car body 102 at least in the vicinity of the neutral position by the secondary suspension 103.2 is possible.
  • the roll axis or the instantaneous MP of the car body on or close to the center of gravity of the SP Car body is so that the centrifugal force F y no (or at least no notable) contribution to the generation of rolling motion.
  • the setting of the roll angle ⁇ w then takes place exclusively actively via the actuator 107.1.
  • Vehicle provided limit profile tuned limitation of the transverse deflections, which comes in borderline situations of operation of the vehicle 101 for engagement. It is understood, however, that in other variants of the vehicle according to the invention such a limitation can already be used during normal operation. Likewise, however, it may also be provided that such a limitation is also missing, that is to say that no such limitation becomes effective under all possible driving situations or load situations of the vehicle.
  • transverse deflections can be realized by any suitable measures, such as corresponding stops between the car body 102 and the bogie 104, in particular the bogie frame 104.2.
  • a corresponding design of the roll compensation device 105 may be provided.
  • corresponding stops for the handlebars 106.5, 106.6 may be provided.
  • the actuator 107.1 is designed in such a way that a first maximum transverse deflection dya max of the car body 102 in the vehicle transverse direction (y r axis) takes place from the neutral position to 120 mm when the sheet is curved. Since the bogies 104 are arranged in the vehicle 101 in the end region of the car body 102, it is of particular interest to limit the transverse deflections according to arc inside accordingly. Therefore, the actuator 107.1 limited additionally in the vehicle transverse direction takes place during arc drive to bow inwardly second maximum transverse deflection dy, TM ,, of the car body 102 of the car body from the neutral position to 20 mm.
  • control device 107.2 controls the actuator 107.1 for this purpose (depending on the direction of the currently traversed curve) such that it on reaching the respective maximum transverse deflection (dyi, max or dy a, max), a further transverse deflection beyond the maximum value prevented.
  • control device 107.2 varies the maximum transverse deflection to the inside of the bow dy i mai ⁇ (P) and / or to the bow outer dy ⁇ imax (P) as a function of the current position P of the vehicle 101 on the traveled route network.
  • a smaller maximum transverse deflection of the car body 102 may be permitted in certain sections according to the inside and / or outside of the bow than in other sections. It goes without saying that the control device 107.2 then has to have corresponding information about the current position P.
  • the first roll compensation device 105 and the second roll compensation device 115 are coupled to each other in terms of control technology in order to reduce crosswind sensitivity or to increase the permissible speed of the vehicle 101 by virtue of the control device 107.2 selecting both the actuator 107.1 of the first roll compensation device 105 and the corresponding one Actuator 117.1 of the second roll compensation device 115 controls such that, for example, upon the action of a side wind load SW, a reduction of the torsional moment MTx acting on the car body 102 (possibly up to a value of zero) is realized.
  • a resulting side wind load SW usually offset towards the head end and above with respect to the (usually) in the vehicle longitudinal direction approximately centrally arranged vehicle center of gravity SP of the vehicle center of gravity SP on the vehicle body 102 (as shown in Figure 1).
  • the controller 107.2 controls the actuator 107.1 of the first roll compensation device 105 and the corresponding actuator 117.1 of the second roll compensation device 115 such that they reduce the deviation dy, so as to reduce the torsional moment MTx acting on the car body 102 (possibly up to a value of zero ) to realize. This makes it possible, at least to reduce a possibly resulting from the torsion of the car body 102 component of Radentlastung, possibly even completely eliminate.
  • the active reduction or elimination of the torsional load MTx is realized in the present example in that the control device 107.2 has at least one detection device for detecting at least one detection variable which is representative of the torsional load MTx applied to the vehicle body 102.
  • the control device 107.2 is configured to control the actuator 107.1 of the first roll compensation device 105 and the corresponding actuator 117.1 of the second roll compensation device 115 in such a way that the torsional load MTx is reduced, if necessary, even eliminated substantially completely.
  • control device 107.2 is designed to control the first actuator 107.1 and the second actuator 117.1 in such a way that both the first transverse deflection and the second transverse deflection are reduced, so that overall a reduction of the deviation dy results.
  • control device controls the first actuator 107.1 and the second actuator 117.1 as a function of the detection variable such that the deviation dy between the first transverse deflection and the second transverse deflection is less than 10 mm.
  • any size can be determined as the detection variable, which allows conclusions to be drawn about the current torsion load MTx on the vehicle body 102 and thus ultimately on the wheel relief resulting from this torsion load MTx.
  • the detection device of the control device 107.2 detects, as the at least one detection variable, a variable representative of the first transverse deflection of the car body 102 and a variable representative of the second transverse deflection of the car body 102, which then controls the further activation of the first actuator 107.1 and the second actuator 117.1 is used.
  • the detection device can thereby be realized by an integrated in the respective actuator 107.1, 117.1 displacement sensor or the like.
  • an active component in the range of only one of the two rolling compensation devices can be sufficient.
  • control device 107.2 can be embodied by suitable measures for influencing the above-described side-wind influences from other dynamic driving influences (eg entry into or exit from track cant, changes in the radius of curvature of the same, etc.).
  • corresponding filters as well as previously generated models of the vehicle can be used. This can be taken into account in particular the fact that side wind induced influences have a quasi-static character, so therefore come into play in a relatively low frequency range, which is usually below 2 Hz, so in particular a differentiation of higher-frequency dynamic influences usually without Further is possible.
  • control device 107.2 the difference
  • a passive reduction of the torsional load on the body 102 can also be provided, as shown schematically in FIG. This can be realized via a corresponding mechanical coupling of the two roll compensation devices 105 and 115.
  • FIG. 8 it is provided for this purpose that the first roll compensation device 105 and the second roll compensation device 115 are mechanically coupled to one another via a passive coupling device 120, wherein the coupling device 120 for adjusting the torsional load MTx on the car body 102 in the direction of a vehicle transverse axis concurrent positioning movements in the first Roll compensation device 105 and the second roll compensation device 115 generates.
  • the mechanical coupling between the two rolling compensation devices can be realized in any suitable manner.
  • any mechanical gear can be used to realize this coupling.
  • the coupling is realized in sections via a fluidic action principle, since hereby a particularly simple, space-saving design of the bridging of the distance between the two chassis is possible.
  • the coupling device 120 each comprises a hydraulic cylinder 120.1, 120.2, with the car body 102 and the respective link 106.6 and 116.6 of the first roll compensation device 105 and the second
  • Roll compensation device 115 are coupled.
  • the working chambers of the hydraulic cylinders 120.1, 120.2 are coupled in opposite directions via a Hydraulikieitung to achieve the desired concurrent positioning movements.
  • the spring device 103 furthermore comprises a
  • the emergency spring device 103.3 which is arranged in the vehicle transverse direction centered on the bogie frame 104.2, even in case of failure of the secondary suspension 103.2 an emergency operation of the Vehicle 101 to allow.
  • the emergency spring device 103.3 can in principle be designed in any suitable manner.
  • the emergency spring device 103.3 is designed such that it supports the compensation effect of the roll compensation device 105.
  • the emergency spring device 103.3 may comprise a sliding and / or rolling guide, which (in the case of its use, and thus therefore in emergency operation) may follow the compensation movement of the roll compensation device 105.
  • Transverse deflection via the roll compensation device 105 takes place exclusively in the case of curved travel in the curved track, and therefore the roll compensation device 105 is active only in such a driving situation.
  • the roll compensation device 105 is active only in such a driving situation.
  • Roll compensation device 105 is active even when driving straight ahead of the vehicle 101, so that in each driving situation at least one adjustment of the transverse deflection dy w or optionally of the roll angle ⁇ w in the second frequency range F2 and thus the vibration comfort is ensured in an advantageous manner in these driving situations.
  • FIG. 1 A further advantageous embodiment of the vehicle 201 according to the invention is shown in FIG.
  • the vehicle 201 corresponds in its basic design and operation of the vehicle 101 of Figure 1 to 5, so here only on the
  • the roll compensation device 205 comprises a guide device 211, which is arranged kinematically in series with the spring device 103.
  • the guide device 211 comprises two guide elements 211.1, which are supported on the one hand on a support 211.2 and on the other hand on the car body 102.
  • the carrier 211.2 extends in the vehicle transverse direction and in turn is supported on the bogie frame 104.2 via the secondary suspension 103.2.
  • the guide elements 211.1 define during rolling movements of the car body 102, the movement of the carrier 211.2 with respect to the car body 102.
  • the respective guide element 211.1 is designed as a simple Schichtfeder ⁇ inutter comprising a multi-layer rubber layer spring 211.3.
  • the rubber layer spring 211.3 is composed of several layers, wherein, for example, metallic layers and rubber layers are different.
  • Rubber-layer spring 211.3 is pressure-rigid in one direction perpendicular to its layers (so that the layer thickness does not appreciably change under load in this direction) while being shovel-soft in one direction parallel to its layers (so that significant deformation results under shear loading in that direction).
  • the layers of the rubber layer spring 211.3 are inclined in the present example to the vehicle vertical axis and the vehicle transverse axis, so that they define the roll axis or the instantaneous MP of the car body 102.
  • the layers of the rubber layer spring 211.3 are designed as simple planar layers and in such a way that the point of intersection of their center verticals 211.4 defines the roll axis or instantaneous pole MP of the car body 102.
  • another simple or multiple curved design of these layers can be provided.
  • it may be concentric cylinder jacket segments whose centers of curvature lie in the instantaneous pole MP.
  • the center verticals 211.4 lie in the present example in a common plane which is perpendicular to the vehicle longitudinal axis (x r axis). Accordingly, the arrangement of the two rubber-layer springs 211.3 in the vehicle transverse direction can transmit comparatively high forces even without additional aids, while they can transmit forces only to a limited extent or under considerable shear deformation in the direction of the vehicle's longitudinal axis. Accordingly, is usually between the car body 102 and the
  • Bogie frame 104.2 provided a longitudinal articulation, which allows a corresponding transmission of forces of the direction of the vehicle longitudinal axis. It is understood, however, that in other variants of the invention, a design of the two rubber layer springs 211.3 may be provided, which allows the transmission of such longitudinal forces. For example, two-fold curved layers can be provided. Likewise, however, more than two rubber layer springs can be provided, which are not collinear and distributed in space so that their center verticals or their radii of curvature intersect in the instantaneous pole MP of the car body.
  • the roll compensation device 205 in turn comprises an actuator device 207 with an actuator 207.1 and a control device 207.2 connected thereto.
  • the actuator 207.1 acts in the vehicle transverse direction between the carrier 211.2 and the vehicle body 102.
  • the roll angle ⁇ w or the transverse deflection dy w is adjusted via the actuator 207.1 (as indicated by the dashed contour 102.2 in FIG. 6).
  • the control device 207.2 operates analogously to the control device 107.2 in the present example.
  • the control device 207.2 controls or regulates the actuator force and / or the deflection of the actuator 207.1 according to the present invention such that a quasi-static first transverse deflection dy Ws of the car body 102 and a dynamic second transverse deflection dy W d of the car body 102 are superimposed, so that a total of one
  • Transverse deflection dy w w of the car body 102 results, for which the above equation (2) applies. Again, the quasi-static first transverse deflection dy W9 is again set in the first frequency range F1, while the dynamic second transverse deflection dywo is set in the second frequency range F2.
  • the rubber layer springs 211.3 can be designed such that they have a similar characteristic as the secondary suspension 103.2 from the first exemplary embodiment, so that reference is made in this respect to the above statements.
  • a conventional roll support 206 with mutually parallel arms 206.5, 206.6 is provided counteracts an uneven deflection of the secondary suspension 103.2.
  • another actuator 212 of the roll compensation device 205 acts between the bogie frame 104.2 and the carrier 211.2 in the vehicle transverse direction, via which the transverse deflection of the carrier 211.2 and thus of the car body 102 with respect to the bogie frame 104.2 can be influenced. It is understood, however, that in other variants of the invention, on the one hand, such a further actuator may possibly also be absent and, on the other hand, an inclined arrangement of the links may also be provided.
  • the actuator 212 is likewise triggered by the control device 207.2, so that the control device 207.2 via the activation of the actuators 207.1 and 212 a
  • Operating behavior of the roll compensation device 205 can produce, as described above in connection with the first embodiment of the roll compensation device 105.
  • FIG. 3 A further advantageous embodiment of the vehicle 301 according to the invention is shown in FIG.
  • the vehicle 301 corresponds in its basic design and mode of operation to the vehicle 201 from FIG. 6, so that only the differences should be discussed here.
  • identical components are provided with the identical reference numerals, while similar components are provided with reference numbers increased by the value 100.
  • the roll compensation device 305 in turn comprises a guide device 311 with two guide elements 311.1, which are respectively supported on the one hand on a support 311.2 and on the other hand on the bogie frame 104.2.
  • a support 311.2 which extends in the vehicle transverse direction, the car body 102 is truncated on the secondary suspension 103.2.
  • the guide elements 311.1 are designed like the guide elements 211.1 and define during rolling movements of the car body 102, the movement of the carrier 311.2 with respect to the bogie frame 104.2.
  • the respective guide element 311.1 is in turn designed as a simple laminated spring device which comprises a multi-layer rubber layer spring 311.3, which is designed analogously to the rubber layer spring 211.3.
  • the roll compensation device 305 in turn comprises an actuator device 307 with an actuator 307.1 and a control device 307.2 connected thereto, which operate in an analogous manner to the actuator 207.1 and the control device 207.2.
  • the actuator 312 is likewise actuated by the control device 307.2, so that the control device 307.2 can produce an operating behavior of the roll compensation device 305 via the actuation of the actuators 307.1 and 312, as described above in connection with the first and second exemplary embodiments.
  • the present invention has been described above solely by means of examples of rail vehicles. It goes without saying that the invention can also be used in conjunction with any other vehicles.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un véhicule, notamment un véhicule sur rails, comportant une caisse (102), un premier châssis (104) et un deuxième châssis (114) disposé à distance du premier (104) dans la direction de l'axe longitudinal du véhicule, la caisse (102) s'appuyant sur le premier châssis (104) au moyen d'un premier dispositif ressort (103) dans la direction d'un axe vertical du véhicule, et sur le deuxième châssis (114) au moyen d'un deuxième dispositif ressort (113) dans la direction de l'axe vertical du véhicule. La caisse (102) est accouplée au premier châssis (104) au moyen d'un premier dispositif de compensation du roulis (105), et au deuxième châssis (114) au moyen d'un deuxième dispositif de compensation du roulis (115). En courbe, le premier et le deuxième dispositif de compensation du roulis (105, 115) agissent contre des mouvements de roulis de la caisse vers l'extérieur de la courbe, autour d'un axe de roulis parallèle à l'axe longitudinal du véhicule. Le premier dispositif de compensation du roulis (105) est conçu de telle manière et/ou le premier dispositif de compensation du roulis (105) et le deuxième dispositif de compensation du roulis (115) sont accouplés mutuellement de telle manière qu'une contrainte de torsion sur la caisse (102) autour de l'axe longitudinal du véhicule, notamment due à des contraintes du vent agissant sur la caisse (102), est compensée.
PCT/IB2010/001593 2009-03-30 2010-03-30 Véhicule à compensation du roulis WO2010113045A2 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
JP2012502831A JP2012521931A (ja) 2009-03-30 2010-03-30 横揺れ補償を有する車両
CN2010800231773A CN102448791A (zh) 2009-03-30 2010-03-30 具有侧倾补偿功能的车辆
CA2756399A CA2756399A1 (fr) 2009-03-30 2010-03-30 Vehicule a compensation du roulis
EP10742870.8A EP2414208B1 (fr) 2009-03-30 2010-03-30 Véhicule à compensation du roulis
AU2010230991A AU2010230991A1 (en) 2009-03-30 2010-03-30 Vehicle having rolling compensation
RU2011143762/11A RU2011143762A (ru) 2009-03-30 2010-03-30 Транспортное средство с компенсацией поперечных колебаний
US13/259,476 US20120118194A1 (en) 2009-03-30 2010-03-30 Vehicle Having Rolling Compensation
IL215277A IL215277A0 (en) 2009-03-30 2011-09-21 Vehicle having rolling compensation
ZA2011/06991A ZA201106991B (en) 2009-03-30 2011-09-23 Vehicle having pitch compensation

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE102009014866.3 2009-03-30
DE102009014866A DE102009014866A1 (de) 2009-03-30 2009-03-30 Fahrzeug mit Wankkompensation
DE202009015736.9 2009-11-18
DE202009015736U DE202009015736U1 (de) 2009-03-30 2009-11-18 Fahrzeug mit Wankkompensation
IT000372U ITMI20090372U1 (it) 2009-03-30 2009-11-19 Veicolo con compensazione delle oscillazioni
ITMI2009U000372 2009-11-19
AT20073309U AT11080U8 (de) 2009-03-30 2009-11-19 Fahrzeug, insbesondere schienenfahrzeug
ATGM733/2009 2009-11-19

Publications (2)

Publication Number Publication Date
WO2010113045A2 true WO2010113045A2 (fr) 2010-10-07
WO2010113045A3 WO2010113045A3 (fr) 2010-11-25

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WO2014009142A1 (fr) * 2012-07-09 2014-01-16 Siemens Ag Österreich Véhicule ferroviaire doté d'un stabilisateur anti-roulis
EP2842826A1 (fr) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Véhicule avec compensation de l'effet du vent latéral
EP2842827A1 (fr) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Véhicule avec compensation de l'effet du vent latéral
WO2015067726A1 (fr) * 2013-11-07 2015-05-14 Bombardier Transportation Gmbh Procédé de stabilisation vis-à-vis du vent latéral et véhicule ferroviaire associé
US10765393B2 (en) 2016-03-23 2020-09-08 Siemens Healthcare Gmbh Method and image data system for generating a combined contrast medium and blood vessel representation of breast tissue to be examined, computer program product and computer-readable medium
EP2861476B1 (fr) * 2012-06-19 2022-08-03 Bombardier Transportation GmbH Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie
US11857145B2 (en) 2019-03-29 2024-01-02 Siemens Healthcare Gmbh Method for providing image data of a hollow organ

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EP1075407B1 (fr) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Dispositif anti-roulis pour chassis de bogie d'un vehicule ferroviaire
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WO1990003906A1 (fr) 1988-10-13 1990-04-19 Sig Schweizerische Industrie-Gesellschaft Compensateur de l'inclinaison de vehicules rapides, notamment de vehicules sur rails
EP1075407B1 (fr) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Dispositif anti-roulis pour chassis de bogie d'un vehicule ferroviaire
EP1190925A1 (fr) 2000-09-26 2002-03-27 Hitachi, Ltd. Dispositif d'inclinaison transversale pour véhicule ferroviaire

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EP2861476B1 (fr) * 2012-06-19 2022-08-03 Bombardier Transportation GmbH Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie
WO2014009142A1 (fr) * 2012-07-09 2014-01-16 Siemens Ag Österreich Véhicule ferroviaire doté d'un stabilisateur anti-roulis
US9637145B2 (en) 2012-07-09 2017-05-02 Siemens Ag Oesterreich Rail vehicle with roll stabilizer
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RU2632035C2 (ru) * 2012-07-09 2017-10-02 Сименс Аг Эстеррайх Рельсовое транспортное средство со стабилизатором боковой качки
EP2842826A1 (fr) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Véhicule avec compensation de l'effet du vent latéral
EP2842827A1 (fr) 2013-08-28 2015-03-04 Bombardier Transportation GmbH Véhicule avec compensation de l'effet du vent latéral
WO2015067726A1 (fr) * 2013-11-07 2015-05-14 Bombardier Transportation Gmbh Procédé de stabilisation vis-à-vis du vent latéral et véhicule ferroviaire associé
US10765393B2 (en) 2016-03-23 2020-09-08 Siemens Healthcare Gmbh Method and image data system for generating a combined contrast medium and blood vessel representation of breast tissue to be examined, computer program product and computer-readable medium
US11857145B2 (en) 2019-03-29 2024-01-02 Siemens Healthcare Gmbh Method for providing image data of a hollow organ

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