EP2861476B1 - Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie - Google Patents

Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie Download PDF

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Publication number
EP2861476B1
EP2861476B1 EP13730553.8A EP13730553A EP2861476B1 EP 2861476 B1 EP2861476 B1 EP 2861476B1 EP 13730553 A EP13730553 A EP 13730553A EP 2861476 B1 EP2861476 B1 EP 2861476B1
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EP
European Patent Office
Prior art keywords
spring
vehicle
contact element
transverse
contact
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EP13730553.8A
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German (de)
English (en)
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EP2861476A1 (fr
Inventor
Richard Schneider
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Publication of EP2861476A1 publication Critical patent/EP2861476A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • 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
    • B61F5/14—Side bearings
    • 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

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, with a car body and a running gear unit, the car body being supported on the running gear unit via at least one spring device in a vehicle vertical direction.
  • the present invention further relates to a corresponding spring device of such a vehicle according to the invention.
  • the car body In rail vehicles (but also in other vehicles), the car body is generally resiliently mounted in relation to the wheel units (for example wheel pairs or wheel sets) via one or more spring devices in a vehicle vertical direction.
  • Transverse accelerations which act, for example, when driving around curves in a vehicle transverse direction (i.e. transverse to the direction of travel or transverse to a vehicle longitudinal axis), generally cause a transverse deflection of the car body with respect to the wheel units, which must be absorbed by the spring devices.
  • a desired transverse spring characteristic i.e. a desired profile of the resistance of the spring device against the transverse deflection of the car body
  • the transverse spring characteristic is important both with regard to driving comfort for the passengers and also with regard to the driving safety of the vehicle, for example its safety against derailment.
  • the requirements for the available installation space are somewhat relaxed, since the spring unit can, thanks to the hydraulic line, be arranged at a position that is (almost) arbitrarily far away from the hydraulic unit (imparting the supporting force) and at which position sufficient installation space is available.
  • the transverse spring characteristic can only be modified with a similar effort as in the designs described above.
  • one or more spring elements and/or damper elements acting in the transverse direction of the vehicle must also generally be provided here in order to adapt the transverse spring characteristics of the support of the car body to a desired course.
  • the disadvantages already described above with regard to the complexity of their design also arise with these configurations.
  • the absorption of transverse movements or transverse forces by the hydraulic unit is also generally problematic in such configurations.
  • the hydraulic unit from the EP 1 264 750 A1 record only very limited lateral movements or lateral forces, while this is in the hydraulic unit EP 1 029 764 A2 is possible, but is paid for by a comparatively complex and wear-prone design with a rolling bellows.
  • the EP 1610995 B1 discloses a tilting device for a rail vehicle, with rollers on the chassis and roller conveyors on the vehicle body allowing the vehicle body to roll.
  • the GB 2473502A discloses a rail vehicle, wherein the deflection of the vehicle body influences the inclination of the body via a control device.
  • the WO 2010/113045 A2 discloses a rail vehicle with transverse suspension, wherein the inclination of the vehicle body is controlled.
  • the present invention is therefore based on the object of a vehicle or a
  • the present invention solves this problem based on a vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that it is possible to adapt the transverse spring characteristics to a desired course in a simple and space-saving manner if the spring device comprises a first contact element, a second contact element and at least one spring unit which is kinematically connected in series between the car body and the running gear unit are arranged such that the first contact element contacts the second contact element at different contact points of at least one contact point curve when the car body is deflected in a vehicle transverse direction.
  • a coupling device can be implemented via the first and second contact element in the kinematic chain between the car body, the spring device and the running gear unit, which converts a transverse movement of the car body relative to the running gear unit into a deflection of the spring unit in its main direction of action, in which it is used to support the car body acts in the vehicle height direction.
  • the main direction of action is to be understood as meaning the direction in which the spring unit is primarily intended to achieve its spring action.
  • this is the direction of the spring axis (that is, the center axis of the cylinder).
  • the main direction of action of the spring unit can run parallel to the vertical direction of the vehicle, but it can also run inclined to the vertical direction of the vehicle.
  • the adaptation of the lateral spring characteristics to a desired course is easily achieved with a predetermined spring characteristic of the spring device in the vertical direction of the vehicle or a predetermined spring characteristic of the spring unit in its main direction of action via the translation of movement between the transverse movement of the car body and the deflection of the spring unit in the direction defined by the course of the contact point curve Main direction of action take place.
  • a predetermined spring characteristic of the spring device in the vertical direction of the vehicle or a predetermined spring characteristic of the spring unit in its main direction of action via the translation of movement between the transverse movement of the car body and the deflection of the spring unit in the direction defined by the course of the contact point curve Main direction of action take place.
  • the translation of movement realized via the first and second contact element can be realized in any suitable way, so a sliding movement between the first and second contact element can be provided along the contact point curve. Furthermore, the first and second contact element for movement translation can execute purely translatory movements at least in sections.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, with a car body and a chassis unit, the car body being supported on the chassis unit via at least one spring device in a vehicle height direction.
  • the spring device comprises a first contact element, a second contact element and at least one spring unit, the first contact element, the second contact element and the at least one spring unit being arranged kinematically in series between the car body and the chassis unit.
  • the first contact element is arranged and assigned to the second contact element in such a way that when the car body is deflected in a transverse direction of the vehicle, the first contact element contacts the second contact element at different contact points of at least one contact point curve, and is characterized in that the at least one contact point curve when the Car body to the chassis unit in a vehicle transverse direction defines a transverse suspension characteristic of the spring device in the vehicle transverse direction.
  • the first contact element is mounted pivotably about a pivot axis and is assigned to the second contact element in such a way that the first contact element, during a pivoting movement about the pivot axis, causes the second Contact element contacted at different contact points of the at least one contact point curve.
  • the at least one contact point curve can in principle be used to implement any profile of the lateral springing characteristics of the spring device, which is adapted to the specific application, for example the vehicle type and/or the nominal operating speed of the vehicle. In other words, it is possible to adapt the spring device to any vehicle without great effort.
  • the system according to the invention is particularly suitable for vehicles with tilting technology, since the mechanical complexity of the tilting and suspension system can be drastically reduced in this way.
  • constant and/or linear and/or progressive and/or declining curves of the resistance of the spring device against the transverse deflection of the car body can be set at least in sections, adapted to the respective application.
  • the first contact element is pivoted about the pivot axis when the car body is deflected transversely to the chassis unit in the vehicle transverse direction, starting from a neutral position, with the at least one contact point curve defining a transverse spring characteristic of the spring device.
  • the at least one contact point curve is designed in such a way that the spring device provides a resistance to the transverse deflection, at least in a central transverse deflection area adjacent to the neutral position and/or at least in an outer transverse deflection area spaced from the neutral position, with a progressive transverse deflection with at least partially progressive characteristics opposes.
  • This can, for example, achieve a passive self-centering effect in the area of the neutral position (which is assumed when the vehicle is standing on a straight, level stretch of road), as will be explained in more detail below.
  • This increasing resistance can also be used in areas that are further away from the neutral position to implement the function of limiting movement, as is typically provided by lateral stops or buffers in conventional vehicles. Such additional stops or buffers can then be completely omitted, which further simplifies the design of the vehicle.
  • the at least one contact point curve can be designed in such a way that the spring unit exerts a restoring force acting in the transverse direction of the vehicle on the car body, at least in a central area of transverse deflection adjacent to the neutral position, which is caused by the weight acting on the car body and which up to an im Operation of the vehicle maximum expected track cant sufficient to reset the car body at least in the vicinity of the neutral position, preferably substantially in the neutral position.
  • This self-centering effect can be realized via the course of the contact point curve described above with progressive resistance to lateral deflection.
  • the at least one contact point curve is designed in such a way that the spring device, at least in an outer transverse deflection region spaced apart from the neutral position, opposes a progressive transverse deflection with a resistance to the transverse deflection with a degressive characteristic at least in sections. This makes it possible, for example, to even support further transverse deflection in certain areas.
  • tilting systems which set an angle of inclination or a roll angle of the car body about a roll axis parallel to the longitudinal direction of the vehicle, in order to reduce lateral accelerations (as they occur, for example, when cornering) that are perceived as annoying by the passengers of the vehicle.
  • the roll angle is set at least partially via actuators, since the actuators then have to apply less force and can accordingly be designed to be smaller and lighter.
  • the at least one contact point curve can additionally or alternatively be designed in such a way that the spring device offers a substantially constant resistance to a progressive transverse deflection, at least in sections. This can also be desired or advantageous depending on the respective application.
  • the course of the resistance to the transverse deflections can be set as desired.
  • any curves (rising or falling) of the resistance curve can be set at least in sections via the design of the contact point curve.
  • the at least one contact point curve is therefore preferably designed in such a way that the spring device opposes a progressive transverse deflection, at least in sections, with a resistance that runs essentially linearly (increasing or decreasing).
  • the sequence of the two contact elements and the spring unit in the kinematic chain between the car body and the running gear unit can in principle be selected as desired.
  • the available space can play a decisive role here.
  • the assignment of the spring unit and the two contact elements to the car body or to the chassis unit can be selected as desired.
  • the at least one spring unit is connected in series in a kinematic chain between the first contact element and the car body or between the first contact element and the chassis unit, with the first contact element then preferably being mounted displaceably along a main direction of action of the spring unit.
  • the first contact element can be arranged so that it can be displaced in space in any direction. Configurations that are particularly advantageous because they are easy to implement result when the main direction of action runs essentially parallel to the vertical direction of the vehicle. In these cases, the first contact element is then mounted so that it can be displaced in the vehicle height direction.
  • the at least one spring unit is additionally (i.e. if several spring units are provided) or alternatively connected in series in a kinematic chain between the second contact element and the car body or between the second contact element and the running gear unit.
  • the second contact element can be arranged to be displaceable in any direction in space, depending on the alignment of the spring unit.
  • configurations that are particularly advantageous because they are easy to implement result if the main direction of action runs essentially parallel to the vertical direction of the vehicle. In these cases, the second contact element is then mounted so that it can be displaced in the vehicle height direction.
  • spring devices that are spaced apart from one another can, in particular, absorb moments about certain axes of rotation.
  • the car body is supported on the chassis unit via at least one additional spring device in the vertical direction of the vehicle, which is in particular designed essentially identically to the spring device.
  • the two spring devices are offset from one another by a longitudinal distance in a longitudinal direction of the vehicle, so that they can optionally absorb a pitching moment about a pitching axis running in the transverse direction of the vehicle.
  • the two spring devices can be arranged, in particular essentially equidistantly, on both sides of a pivot point of the car body with respect to the running gear around the vehicle height direction, in particular on both sides of a pivot, since this naturally enables a particularly even distribution of the loads to be achieved.
  • the car body is additionally or alternatively supported by at least one further spring device in the vertical direction of the vehicle on the running gear unit, which in particular is configured essentially identically to the spring device.
  • the two spring devices are offset from one another by a transverse distance in a vehicle transverse direction, as a result of which they can absorb a rolling moment about a rolling axis running in the longitudinal direction of the vehicle.
  • the two spring devices can additionally or alternatively, in particular essentially equidistantly, be arranged on both sides of a pivot point of the car body with respect to the running gear around the vehicle height direction, in particular on both sides of a pivot pin, in order to achieve a favorable load distribution.
  • the two spring devices can also be designed in such a way that they cannot generate or absorb any pitching moments about such a pitching axis and/or any rolling moments about such a rolling axis. In this way it can be avoided that such pitching moments or rolling moments may have a negative effect on the safety of the vehicle against derailment.
  • This can be realized via a purely passive coupling of the two spring devices, in which, for example, there is a correspondingly opposing (in particular fluidically communicating) coupling of the two spring devices.
  • an active control of the two spring devices is also possible, which is tuned in such a way that no such pitching moments or rolling moments are generated or absorbed.
  • an active solution can also be selected, in which the two spring devices are controlled by a control device be actively controlled in order to generate a specific predeterminable pitching moment and/or rolling moment.
  • This design can be actively used to increase the protection against derailment of the chassis unit by actively counteracting an impending critical wheel load reduction on the chassis unit through the pitching moment and/or rolling moment.
  • At least one variable can be recorded on the vehicle, which allows conclusions to be drawn about the current safety of the chassis unit against derailment. Depending on the currently recorded value of this at least one variable, the current safety against derailment can then be evaluated and, if necessary, a corresponding counter-reaction can be initiated via the two spring devices.
  • at least one model previously determined for the vehicle can optionally be used both for evaluating the safety of release and for determining the counter-reaction.
  • the active, targeted application of forces and/or moments to the running gear unit by means of at least one active unit connected between the running gear unit and the car body for at least partial compensation of wheel load relief on the running gear unit represents an independently protectable inventive concept which, in particular, is independent of the design of the spring device described above or below, but can be implemented particularly advantageously in combination with such a design.
  • the spring units can be designed as simple passive units.
  • the spring units of the two spring devices are designed as active spring units controlled by a control device.
  • the suspension properties (in particular the rigidity) and/or the damping properties of the spring unit can be actively adjusted.
  • control device can then be designed to control the active spring units for active roll stabilization of the car body.
  • the spring units can be designed in any suitable manner. Simple conventional steel springs, rubber springs or air springs can be used individually or in any combination can be used. Particularly advantageous configurations result when the two spring devices each include a hydraulic spring unit (ie, for example, a hydropneumatic, hydromechanical or electrohydraulic spring unit), since particularly space-saving configurations or flexible configurations with regard to the arrangement of the components can be achieved in this way.
  • a hydraulic spring unit ie, for example, a hydropneumatic, hydromechanical or electrohydraulic spring unit
  • so-called airless systems can be implemented in which pneumatic components (typically complex or large and heavy) can be dispensed with in the area of the chassis unit.
  • the torque support function can be integrated particularly easily into the spring devices or implemented via correspondingly active components.
  • Rotational movements between the car body and the running gear unit can in principle be absorbed by the spring device in any suitable manner.
  • the contact surface of at least one of the two contact elements can be designed in such a way that the contact between the contact surfaces of the two contact elements is maintained even during such an unscrewing movement.
  • the two contact elements can be designed in particular in such a way that such a turning movement between the car body and the running gear unit over the course of the contact point curve (similar to the resistance to a transverse deflection described above) is countered by a turning resistance with any course (over the turning angle).
  • progressive and/or degressive and/or linear and/or constant curves of the twisting resistance can also be implemented here, at least in sections. This makes it possible in an advantageous manner, in particular via one or more spring devices spaced from the axis of rotation of the untwisting movement, to also integrate the function of conventional yaw dampers, untwisting stops or the like in the spring device or spring devices.
  • the resistance to the lateral deflection has an arbitrarily predeterminable profile via a corresponding design of the contact point curve, depending on the rotation angle of the car body with respect to the running gear unit.
  • the profile of the transverse deflection resistance curve ie the profile of the transverse deflection resistance over the transverse deflection
  • the Turning angle remains the same, so essentially the same transverse spring characteristics result, for example when cornering, as when driving on a straight stretch.
  • a design can also be realized in a simple manner in which, when cornering, a transverse spring characteristic that deviates from driving on a straight stretch according to any specifications is achieved.
  • the transverse spring characteristics of the spring system for a specific chassis unit can be defined predominantly or even exclusively by part of the spring devices, in particular a single spring device, while another part of the spring devices for this chassis unit makes a smaller contribution or possibly even makes no contribution. In particular, this makes it possible, among other things, to achieve a desired setting of the car body with respect to the running gear unit when cornering.
  • such a design makes it possible to advantageously adapt the cornering behavior of the vehicle to a specific, specified delimitation profile or to increase the transport capacity of the vehicle by using wider car bodies, which, thanks to the set lateral displacement when driving around curves, still have a specified delimitation profile retain.
  • this can typically be realized by the described displacement to the outside of the curve.
  • the first contact element is mounted pivotably about the vertical direction of the vehicle to at least partially compensate for turning movements between the car body and the running gear.
  • the second contact element can be pivoted about the vertical direction of the vehicle to at least partially compensate for turning movements between the car body and the running gear.
  • the contact surfaces between the first and second contact element can be designed in any suitable manner in order to realize the at least one contact point curve.
  • the first contact element typically has a first contact surface
  • the second contact element has a second contact surface, which contacts the first contact surface in the at least one contact point.
  • the first contact surface and the second contact surface are designed and engaged with one another in such a way that the at least one contact point changes during a pivoting movement of the first contact element essentially without slippage between the first contact element and the second contact element in a vehicle transverse direction . This avoidance of slippage in the transverse direction of the vehicle makes it possible in an advantageous manner to implement a particularly precise profile of the transverse spring characteristic over the transverse deflection.
  • first contact surface and the second contact surface are designed in such a way that they engage with one another via two surfaces which essentially engage one another in a form-fitting manner in a vehicle transverse direction, in particular designed in the manner of a tooth system.
  • the choice of material for the two contact elements can also be adapted to the respective application in the area of the contact surfaces. Provision is preferably made for the first contact surface and/or the second contact surface to be formed from a material which comprises a plastic, preferably an elastomer, more preferably polyurethane. In this way, particularly favorable configurations can be achieved with regard to the wear properties and in particular the damping properties (for example the damping of structure-borne noise).
  • the use of a plastic material also has the advantage that relative movements of the two contact elements parallel to the surface of the current contact zone (between the two contact surfaces) can be absorbed by elastic shear deformation of the plastic material in the direction of the relative movement, so that there is no slippage between the two contact elements comes.
  • the longitudinal entrainment of the car body (ie the transmission of longitudinal forces acting in the longitudinal direction of the vehicle between the car body and the running gear unit) can in principle take place in any suitable manner.
  • a conventional entrainment via a corresponding rotary joint between the car body and the running gear unit, for example a pivot, can be provided for this purpose.
  • this longitudinal entrainment function is also at least partially integrated in the spring device.
  • two stop elements arranged in a vehicle longitudinal direction on both sides of the first contact element and the second contact element can be provided, for example, for the transmission of forces in a vehicle longitudinal direction between the first contact element and the second contact element.
  • the spring unit for the transmission of forces in a vehicle longitudinal direction can have at least one entrainment in include the vehicle longitudinal direction trained guide device. This can involve a piston guide of this spring device, particularly in the case of a hydraulic design of the spring device.
  • the spring unit can in principle be designed in any way.
  • the spring unit preferably comprises a hydraulic spring element, in particular a hydropneumatic or an electrohydraulic spring element.
  • this can preferably be supplied by an active hydraulic unit.
  • the hydraulic unit can be arranged at any point in the vehicle. It is preferably arranged on the chassis. However, it is also understood that the hydraulic unit can also be integrated in the suspension device.
  • the spring unit can comprise a passive emergency spring element. In principle, this can also be arranged at any suitable location.
  • the emergency spring element is preferably arranged kinematically in series with another, in particular active, spring element of the spring unit, so that a particularly simple and compact design is achieved.
  • the emergency spring element can also be designed in any suitable manner.
  • the emergency spring element comprises at least one rubber spring.
  • first contact element and/or the second contact element can also comprise a passive emergency spring element.
  • This emergency spring element can in turn also comprise at least one rubber spring.
  • the spring unit is designed as an active spring unit controlled by a control device, the control device then being designed in particular to control the spring unit to modify a spring characteristic of the spring unit.
  • the control device can also be designed to control the spring unit to regulate the level of the spring unit and thus also of the car body.
  • the spring unit can comprise at least one passive damper device and/or at least one active damper device, as a result of which the degree of functional integration and thus the saving in installation space can be advanced even further.
  • a damping device can be implemented simply by means of one or more passive and/or active throttle valves or the like.
  • the control device can then is designed to control the active damping device to modify a damping characteristic of the spring unit.
  • a detection device for detecting at least one detection variable that is representative of the state of the chassis unit.
  • the spring unit can have, for example, a measuring device of the detection device, which can be used in particular for height measurement (thus measuring the height level of the car body) and/or pressure measurement on the spring unit.
  • a control device connected to the detection device can be provided, which processes the signals from the detection device and the spring unit as a function of the signals from the detection device.
  • Level control and/or roll compensation and/or active suspension and/or active damping can be implemented as well as an active increase in protection against derailment, in particular an active increase in protection against derailment by applying a pitching moment that counteracts wheel relief.
  • an anti-roll device is provided, the anti-roll device is arranged kinematically parallel to the spring unit and counteracts rolling movements of the car body about a rolling axis parallel to the longitudinal direction of the vehicle in a conventional and well-known manner.
  • the anti-roll device can comprise two pendulum elements which define an instantaneous center of a rolling movement of the car body (for example by arranging their longitudinal axes at an angle at their point of intersection).
  • the transverse spring characteristic can then be matched to the position of the instantaneous center via the design of the contact point curve in order to achieve a specific rolling behavior (in particular a specific profile of the tilting or rolling angle) of the car body when the car body is laterally deflected.
  • an actuator device which, controlled by a control device, is designed to generate a transverse deflection of the car body with respect to the running gear in a vehicle transverse direction.
  • the transverse spring characteristic can then be matched to the design and performance of the actuator device via the design of the contact point curve. Consequently, the resistance to a transverse deflection of the car body can be adjusted so that a comparatively small actuator device is sufficient to achieve a desired transverse deflection.
  • the present invention can be used in connection with any vehicle for any purpose.
  • the vehicle is preferably designed for high-speed traffic with a nominal operating speed above 250 km/h, in particular above 350 km/h.
  • the present invention also relates to a spring device for a vehicle, in particular a rail vehicle, which has the features and properties described above in connection with the vehicle according to the invention.
  • the vehicle 101 is designed for high-speed traffic with a rated operating speed above 250 km/h, in particular above 350 km/h.
  • the figure 1 shows a schematic sectional view of vehicle 101 in a sectional plane perpendicular to its vehicle longitudinal axis.
  • the vehicle 101 comprises a car body 102 which is supported in the region of its first end on a chassis unit in the form of a bogie 104 and is supported in the region of its second end on a further chassis in the form of a further bogie.
  • the bogie 104 and the other bogie are designed identically, so that only the features of the bogie 104 are discussed below.
  • the present invention can also be used in connection with other configurations in which other running gear designs are used or the car body is supported on a different number of running gears, for example even just one running gear.
  • two car bodies can also be supported on one chassis unit, as is the case, for example, with so-called Jakobs bogies.
  • a coordinate system x,y,z (specified by the wheel contact plane of bogie 104) is indicated in the figures, in which the x coordinate represents the longitudinal direction of rail vehicle 101, the y coordinate represents the transverse direction of rail vehicle 101 and the z-coordinate denote the height direction of the rail vehicle 101 .
  • the bogie 104 includes in a conventional manner two wheel units in the form of wheelsets 104.1, each of which has a primary suspension 103.1 Bogie frame 104.2 supports.
  • the car body 102 is in turn supported on the bogie frame 104.2 via the secondary suspension 103.2.
  • the primary suspension 103.1 is in figure 1 simplified represented by coil springs. However, it goes without saying that the primary suspension 103.1 can be any suitable spring device.
  • the vehicle 101 also includes a roll compensation device 105 in the area of the bogie 104.
  • the 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 roll compensation device 105 includes a well-known roll support 106, which is connected on the one hand to the bogie frame 104.2 and on the other hand to the car body 102.
  • the anti-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 levers 106.1 and 106.2 sit on both sides of the longitudinal center plane (xz plane) of the vehicle 101 in a torque-proof manner on the ends of a torsion shaft 106.3 of the anti-roll bar 106.
  • the torsion shaft 106.3 extends in the transverse direction (y-direction) of the vehicle and can be rotated in Bearing blocks 106.4 stored, which in turn are firmly connected to the bogie frame 104.2.
  • a first link 106.5 is articulated to the free end of the first lever 106.1, while a second link 106.6 is articulated to the free end of the second lever 106.2.
  • the anti-roll support 106 is articulated to the car body 102 via the two links 106.5, 106.6.
  • FIG 1 the state in the neutral position of the vehicle 101 is shown, which results when traveling on a straight track 108 that is not twisted.
  • the two links 106.5, 106.6 run in the plane of the drawing figure 1 (yz-plane) in the present example inclined to the vertical axis (z-axis) of the vehicle 101 that their upper ends (articulated to the car body 102) are offset towards the center of the vehicle and their longitudinal axes intersect at a point MP which is in the longitudinal center plane (xz plane) of the vehicle.
  • the links 106.5, 106.6 define a roll axis which runs parallel to the longitudinal axis 101.1 of the vehicle (in the neutral position) and runs through the point MP.
  • the point of intersection MP of the longitudinal axes of the links 106.5, 106.6 forms the instantaneous center of a rolling movement of the car body 102 about this rolling axis.
  • the anti-roll support 106 allows synchronous deflection of the secondary suspension 103.2 on both sides of the vehicle in a well-known manner, while it prevents a pure rolling movement about the rolling axis or the instantaneous center MP. Furthermore, due to the inclined position of the links 106.5, 106.6 by the roll support 106, kinematics with a combined movement of a rolling movement about the rolling axis or the instantaneous center MP and a transverse movement in the direction of the vehicle transverse axis (y-axis) are specified. It goes without saying here that the point of intersection MP and thus the roll axis also generally moves laterally due to the kinematics specified by the links 106.5, 106.6 when the car body 102 is deflected from the neutral position.
  • the centrifugal force F acting in the center of gravity SP of the car body 102 causes a rolling movement on the bogie frame 104.2 to the outside of the curve, which results from greater compression of the primary suspension 103.1 on the outside of the curve.
  • the design of the anti-roll support 106 described causes a compensating movement in the area of the secondary suspension 103.2, which counteracts the rolling movement of the car body 102 to the outside of the curve, as is shown in figure 1 is indicated by the dashed contour 102.1.
  • this compensating movement is partly effected or supported by the centrifugal force F.
  • the instantaneous center MP is placed close to the center of gravity SP, possibly even coinciding with it.
  • the centrifugal force F makes only a small contribution or even no contribution to the deflection of the car body 102.
  • the force for the compensating movement must be applied partially or possibly even completely by an actuator 107 of the roll compensation device 105, which is located between the Bogie frame 104.2 and the car body 102 acts.
  • the inclination comfort for the passengers of the vehicle 101 is increased, since the passengers (in their reference system specified by the car body 102) actually use part of the reference system (x, y, z) fixed to the earth acting transverse acceleration a p or centrifugal force F p only as an increased acceleration component a zp or Perceive the effect of force F zp in the direction of the bottom of the car body 102, which is generally perceived as less annoying or uncomfortable.
  • the transverse acceleration component a yp or centrifugal force component F yp acting in the transverse direction and perceived as disturbing by the passengers in their reference system (x p , y p , z p ) is thus reduced in an advantageous manner.
  • the maximum permissible values for the transverse acceleration a yp,max acting on the passengers in the reference system are generally specified by the operators of the vehicle 101 .
  • National and international standards (such as EN 12299, for example) also provide pointers for this.
  • Lateral spring characteristics of the secondary suspension i.e. the progression of the resistance of the secondary suspension 103.2 against the deflection in the transverse direction of the vehicle (y-direction) that occurs during the compensating movement, represents an important factor for the rolling behavior of the car body.
  • the actuator 107 must therefore be used for a desired setting of the rolling angle of the car body around the instantaneous pole MP, the higher the forces that the greater the resistance to this transverse deflection.
  • the secondary suspension In conventional vehicles, the secondary suspension generally specifies a transverse spring characteristic that can hardly be adapted to a desired rolling behavior or only with comparatively great effort.
  • the present invention enables the transverse spring characteristics to be adapted to a desired course and ultimately also to a desired rolling behavior of the car body 102 in a simple and space-saving manner through the configuration of the secondary suspension 103.2 described below.
  • the secondary suspension 103.2 comprises two identically designed spring devices 108, which are aligned in the longitudinal direction of the vehicle and centrally on both sides in the transverse direction of the vehicle (in figure 1 not shown) swivel joint (typically a pivot pin) are arranged, which defines turning movements between the car body 102 and the bogie 104 about the vertical axis of the vehicle.
  • swivel joint typically a pivot pin
  • each spring device 108 comprises a first contact element 109 with a first contact surface 109.1, a second contact element 110 with a second contact surface 110.1 and a spring unit 111, which are arranged kinematically in series between the car body 102 and the running gear unit 104.
  • the figure 2 shows a section through a plane of symmetry of spring device 108.
  • the spring unit 111 sits with one end on the bogie frame 104.2, while its other end supports a substantially U-shaped beam 112.
  • the carrier 112 sits upside down on the spring unit 111, resulting in a nested arrangement in which part of the spring unit 111 extends between the two legs 112.1 of the carrier 112 and is connected to its base 112.2.
  • the first contact element 109 is articulated via a swivel joint 113 in each case.
  • the common pivot axis 113.1 of the two pivot joints 113 runs in the neutral position of the car body 102 (on a straight, level track) essentially parallel to the longitudinal direction of the vehicle (x-direction).
  • the first contact element 109 is also essentially U-shaped, with a swivel joint 113 acting on the free end of the respective leg 109.2 of the first contact element 109.
  • the first contact element 109 and the carrier 112 are also arranged in a nested manner, with the first contact element 109 receiving the carrier 108.4 in its interior (over the pivot range provided in normal operation) so that it can be freely pivoted about the pivot axis 113.1, resulting in a particularly compact design overall.
  • the first contact element 109 In the area of its base 109.3, the first contact element 109 (on the side facing away from the carrier 112) has the first contact surface 109.1, via which the first contact element 109 contacts a second contact surface 110.1 of the second contact element 110 in at least one contact point 114.1 of a contact point curve 114.
  • both the first contact surface 109.1 and the second contact surface 110.1 are designed as at most simply curved surfaces with parallel main axes of curvature.
  • the first contact surface is designed as a substantially cylindrical surface. Accordingly, there is theoretically (for infinitely stiff contact elements) a line contact along a (in figure 2 perpendicular to the cutting plane) contact line, on which the contact point 114.1 lies.
  • At least one of the two contact surfaces can be designed as a multiply curved surface.
  • a pitching mobility can be introduced into the secondary suspension 103.2, which allows pitching movements (about a pitching axis parallel to the transverse direction of the vehicle).
  • a pitching mobility may also be implemented elsewhere in the secondary suspension 103.2 (for example in the area of the bearings 113 and/or the connection of the second contact element 110 to the car body 102 and/or the connection of the spring unit 111 to the bogie frame 104.2).
  • the pitch mobility can also be realized via a corresponding elasticity of at least one of the contact elements (for example in the area of the contact surface).
  • the second contact element 110 is attached to the underside of the car body 102, so that the kinematic chain or the flow of force when supporting the car body 102 from the car body 102 via the second contact element 110, then the first contact element, then the carrier 112 and finally the spring unit 111 runs into the bogie frame 104.2.
  • a different sequence of the components can be provided in other variants of the invention.
  • a reverse order of the components between the car body 102 and the bogie 104 can be provided.
  • the spring unit 111 can be arranged between the car body 102 and the second contact element 110, in which case the carrier 112 then sits, for example, on the emergency spring 111.1.
  • the first contact surface 109.1 and the second contact surface 110.1 are provided with a (in figure 2 Toothing 116 (not shown for reasons of clarity) is provided in order to avoid slippage in the vehicle transverse direction between the first contact element 109 and the second contact element 110 .
  • the toothing comprises a first groove 116.1 which runs parallel to the pivoting plane of the first contact element 109 and into which a first projection 116.2 of the second contact element 109 engages.
  • the first projection 116.2 engages in the first groove 116.1 with (axial) play in the direction of the pivot axis 113.1, so that the first contact surface 109.1 and the second contact surface 110.1 can roll off one another unhindered.
  • a radial second projection 116.3 of the first contact element 109 is formed centrally in the first groove 116.1 (in the vehicle transverse direction).
  • the second projection 116.3 engages in an axial second groove 116.4 (running in the transverse direction of the vehicle) in the first projection 116.2, with in the present example there being a slight play (in the transverse direction of the vehicle, so that the second projection 116.3 overrides the first projection 116.2 in a state ideally not initially touched by vehicle 101 standing on a straight, level track Accordingly, the first contact surface 109.1 and the second contact surface 110.1 can also roll off one another unhindered.
  • the design of the second projection 116.3 and the associated boundary walls of the second groove 116.4 are coordinated in such a way that the first contact surface 109.1 and the second contact surface 110.1 can roll off one another unhindered, as is shown in figure 3 is indicated by the dashed contour 116.5.
  • the second projection 116.3 is provided with a correspondingly curved surface contour in the pivot plane for this purpose, while the boundary walls of the second groove 116.4 are designed as simple flat walls.
  • the sectional contours of the second projection 116.3 and the boundary walls of the second groove 116.4 are preferably matched to one another in such a way that the positive locking used to prevent slippage is achieved in the transverse direction of the vehicle, while in the vertical direction of the vehicle there is preferably no such form fit, so that the first projection 116.2 and the second projection 116.3 are essentially not involved in the transmission of the supporting force in the vertical direction of the vehicle.
  • the design of the second projection 116.3 and the associated boundary walls of the second groove 116.4 is also such that the second projection 116.3 never protrudes so far out of the second groove 116.4 over the entire pivoting range of the first contact element 109 that is to be expected during operation of the vehicle. that the function of preventing slippage could no longer be fulfilled, and therefore the function of preventing slippage is guaranteed at all times.
  • a plurality of anti-slip pairings spaced apart in the vehicle transverse direction can also be provided, each consisting of a second projection 116.3 and an associated second groove 116.4.
  • These pairings of anti-slip devices are arranged at least in such a way that at any time or in any operating state of the vehicle, at least one of the pairings of anti-slip devices assumes the anti-slip function. There is preferably a certain overlap in the area of which at least two pairings of anti-slip devices are or can be effective.
  • a different design of the two contact surfaces can also be provided, in which such a slip can be prevented via a different form fit in the transverse direction of the vehicle.
  • the two contact surfaces can be essentially completely provided with a corresponding toothing.
  • such a form fit in the vehicle transverse direction between the two contact surfaces can also be absent, so that pure frictional fit between the two contact surfaces can therefore exist in the vehicle transverse direction.
  • the spring unit 111 comprises a hydraulic part and a mechanical part.
  • the hydraulic part includes a hydropneumatic spring 115, while the mechanical part includes an emergency spring 111.1.
  • the emergency spring 111.1 is arranged kinematically in series with the spring 115 in the power flow between the car body 102 and the bogie 104 and ensures certain suspension properties in emergency operation of the vehicle 101 even if the spring 115 fails.
  • the emergency spring 111.1 is designed in the present example in a conventional manner as a rubber layer spring. This has particular advantages with regard to the damping of structure-borne noise. However, it is understood that any other types of springs can in principle also be used for the emergency spring.
  • the hydropneumatic spring 115 comprises a hydraulic force transmission part 115.1 connected in the force flow between the emergency spring 111.1 and the bogie frame 104.2 and a hydropneumatic spring part 115.2 hydraulically coupled thereto, which provides the actual spring action of the hydropneumatic spring 115.
  • the power transmission part 115.1 comprises a piston-cylinder arrangement with a cylinder 115.3 which is connected to the base 112.2 of the carrier 112.
  • a piston 115.4 supported on the emergency spring 111.1 runs in a sealing manner in the cylinder 115.3, so that the cylinder 115.3 and the piston 115.4 define a first working chamber 115.5.
  • a reverse arrangement can also be provided, in which the piston is connected to the base of the carrier 112 and the cylinder is supported on the emergency spring 111.1.
  • the spatial arrangement of the cylinder 115.3 and the piston 115.4 is chosen such that the transmission of force and thus the main direction of action of the spring unit 108 runs parallel to the vertical direction of the vehicle.
  • a different alignment of the main direction of action of the spring unit can also be provided.
  • the working chamber 115.5 is filled with a hydraulic medium and is connected via a hydraulic line 115.6 to the hydropneumatic spring part 115.2, which is arranged on the bogie frame 104 in the present example. It goes without saying here, however, that the hydropneumatic spring part 115.2 can in principle also be arranged at any other point in the vehicle 101 thanks to the simple coupling via the hydraulic line 115.6.
  • an optionally controllable throttle element or the like can be switched into the hydraulic line 115.6 in order to be able to adjust the damping of the hydropneumatic spring part 115.2 and thus ultimately of the spring unit 111 (possibly actively).
  • the hydropneumatic spring part 115.2 comprises, in a conventional manner, a second hydraulic working chamber into which the hydraulic line 115.6 opens.
  • the second working chamber is operatively connected via at least one sealed, movable force-transmitting element to a pneumatic third working chamber, which accommodates a closed volume of gas acting as a gas spring.
  • the compressibility of the gas provides the actual spring effect.
  • any other springs can also be used in addition or as an alternative to the gas spring; in particular, purely mechanical springs, active or passive electromechanical springs, magnetic springs or the like can be used.
  • the figure 5 shows a schematic representation of the sectional plane of the figure 2 resulting course of the contact surfaces 109.1 and 110.1. It should be noted at this point that the contact surfaces 109.1 and 110.1 in figure 5 are shown with a greater curvature than in reality for reasons of clarity.
  • the first contact surface 109.1 has a cylindrical shape
  • the second contact surface 110.1 has a shape (prismatic in the longitudinal direction of the vehicle) with a curvature that changes in sections in the sectional plane shown.
  • the car body 102 (e.g. when driving around curves) performs the compensatory movement about the instantaneous center MP specified by the anti-roll device 105, the car body 102 is deflected, among other things, in the vehicle transverse direction (y-direction) with respect to the bogie 104.
  • the design of the two contact surfaces 109.1, 110.1 requires that the center of gravity SP of the car body 102 via the second contact element 110 by an amount dz is shifted, more precisely raised upwards (therefore the contact point 114.1 moves on the contact point curve 114).
  • the contact point 114.1 also migrates between the two contact surfaces 109.1, 110.1 in the transverse direction of the vehicle, so that the in figure 5 represented decomposition of the contact force K between the two contact elements 109 and 110 in a vertical supporting force S and a transverse deflection resistance Wy (ie a resistance to the transverse deflection of the car body 102) results.
  • a transverse deflection resistance Wy ie a resistance to the transverse deflection of the car body 102
  • the contact elements 109, 110 thus implement a coupling device in the kinematic chain between the car body 102, the spring device 108 and the bogie 104, which converts a transverse movement of the car body 102 relative to the bogie 104 into a deflection of the car body 102 in the vertical direction of the vehicle.
  • the figure 5 shows the course of the transverse deflection resistance Wy of the spring device 108 as a function of the transverse deflection y.
  • the transverse deflection resistance Wy depends on the deflection dz of the car body 102 and the inclination of the contact force K to the vertical direction of the vehicle. The greater this turns out to be, the greater the transverse deflection resistance Wy. It is therefore possible in a simple manner to set the transverse deflection resistance Wy and thus the transverse spring characteristic of the spring device 108 almost as desired via the design of the two contact surfaces 109.1 and 110.1.
  • the design of the two contact surfaces 109.1, 110.1 can in principle be used to implement any profile of the transverse spring characteristics of the spring device 108, which is adapted to the specific application, for example the vehicle type and/or the nominal operating speed of the vehicle 101 is adjusted.
  • the transverse spring characteristics can be adapted to a desired course simply by means of the translation of movement defined by the course of the contact point curve between the transverse movement of the Car body 102 and the deflection of the car body 102 in the vehicle height direction.
  • the contact point curve 114 it is possible in a simple manner to set the transverse spring characteristic without having to accept compromises in the optimization of the spring characteristic of the spring device 108 in the vehicle height direction or the optimization of the spring characteristic of the spring unit 111 in its main direction of action.
  • the contact point curve 114 is formed in the central transverse deflection region 117.1 adjoining the neutral position in such a way that a progressive characteristic of the transverse deflection resistance Wy results.
  • This is selected in such a way that the spring unit 108 exerts a transverse deflection resistance Wy and thus a restoring force acting in the vehicle transverse direction on the car body 102 solely through the weight force acting on the car body 102 .
  • the restoring force on the car body 102 is dimensioned so large that it is sufficient, even with a maximum track cant to be expected during operation of the vehicle, to reset the car body at least in the vicinity of the neutral position, preferably essentially in the neutral position.
  • the self-centering effect of the secondary suspension 103.2 achieved in this way is advantageous in that it ensures that even if the actuator 107 fails and the vehicle comes to a standstill at a point on the route traveled with such a maximum track cant, the limiting profile of the route will not be injured.
  • the actuator 107 Due to the only slight increase in the transverse deflection resistance Wy achieved during the further transverse deflection outside of the central transverse deflection region 117.1, i.e. the at least initially degressive characteristic of the transverse deflection resistance Wy, it is achieved that the actuator 107 has to apply less and less additional force in order to achieve a desired roll angle of the car body 102 set.
  • the actuator 107 used can then be designed to be smaller and lighter. This is particularly advantageous for cases in which the instantaneous center MP is close to the center of gravity SP, so that the centrifugal force cannot make any significant contribution to setting the roll angle.
  • Such configurations with an instantaneous center MP that is low and therefore close to the center of gravity SP can be particularly desirable when comparatively large roll angles (e.g. of up to 8° to 10°) are to be set without violating the limiting profile of the route through large lateral deflections.
  • comparatively large roll angles e.g. of up to 8° to 10°
  • the spring unit 111 can be designed as a simple passive unit.
  • the spring unit 111 is designed to be active insofar as a control device 122 is provided which, possibly as a function of the signals from a corresponding sensor system 123 or a higher-level vehicle control, activates the above-mentioned throttle device (for setting the damping) and/or a supply device 124 which in turn supplies the hydropneumatic spring part 115.2.
  • the supply device 124 can be designed in such a way that it modifies the pressure in the gas spring and thus its characteristics. This can be done, for example, by directly adjusting the pressure in the gas spring. Additionally or alternatively, the supply device 124 can vary the filling of the hydraulic part of the hydropneumatic spring part 115.2 with the hydraulic medium. This makes it possible, among other things, to raise or lower the car body 102 or to keep it at a certain level, regardless of the load.
  • the force-transmitting part 115.1 and thus the spring device 108 are able to absorb or compensate for turning movements between the car body 102 and the bogie 104 (about an axis of rotation running in the vertical direction of the vehicle). .
  • the second contact element 110 could be mounted in a correspondingly displaceable manner in the longitudinal direction of the car body. This is also possible without any problems. In addition or as an alternative, this equalization can also take place in the longitudinal direction of the car body via an elastic shear deformation of at least one of the contact elements 109, 110.
  • the two contact elements 109, 110 for variants with two spaced-apart spring devices 108 can optionally be designed in such a way that such a turning-out movement between the car body 102 and the bogie 104 is opposed by a turning-out resistance with any desired course (over the turning-out angle). .
  • the choice of material for the two contact elements 109, 110 can also be adapted to the respective application in the area of the contact surfaces 109.1, 110.1.
  • the first contact surface 109.1 and the second contact surface 110.1 are made of a plastic. This is preferably an elastomer such as polyurethane. In this way, a design that is particularly favorable in terms of wear and the damping of structure-borne noise in the spring device 108 is achieved.
  • a separate emergency spring 111.1 is provided, on which the force-transmitting part 115.1 of the spring unit 111 is seated.
  • the emergency spring can also be arranged at a different location in other variants of the invention.
  • the emergency spring can be arranged between the second contact element 110 and the car body 102 .
  • a correspondingly elastic part of the carrier 112 and/or the bearing 113 and/or the first contact element 109 can form at least part of such an emergency spring.
  • the vehicle 201 corresponds to the vehicle 101 in its basic design and mode of operation Figure 1 to 5 , so that only the differences will be discussed here.
  • identical components are provided with identical reference symbols, while components of the same type are provided with reference symbols increased by the value 100.
  • reference is made to the above statements in connection with the first exemplary embodiment with regard to the features, functions and advantages of these components.
  • the vehicle 201 is a regional vehicle or subway vehicle which has a nominal operating speed in the lower or medium speed range between 60 km/h and 160 km/h. This is reflected in the design of the anti-roll support 206 and the design of the second contact element 210 .
  • the links 206.5 and 206.6 of the roll support 206 are aligned essentially parallel to the vertical direction of the vehicle or at best only slightly inclined to it, so that the instantaneous center MP is at infinity or far above the car body.
  • FIG. 7 shows similar to figure 5 a schematic representation of in the sectional plane of figure 6 resulting course of the contact surfaces 209.1 and 210.1. It should be noted at this point that the contact surfaces 209.1 and 210.1 in figure 7 are again shown with a greater curvature than in reality for reasons of clarity.
  • first contact surface 209.1 has a cylindrical shape
  • second contact surface 210.1 has a shape (prismatic in the longitudinal direction of the vehicle) with a curvature that changes in sections in the sectional plane shown.
  • the two spring devices in the vehicle transverse direction in particular essentially equidistantly, on both sides of a pivot point of the car body 102 with respect to the running gear 104 around the vehicle vertical direction, in particular towards both sides of a pivot (not shown).
  • the two spring devices 227 can absorb a rolling moment about a rolling axis running in the longitudinal direction of the vehicle.
  • the spring devices are then preferably not supported directly on the underside of the car body 102, but on a cross member 228, on which the car body 102 is supported via sliding elements 229. In this way, it can be ensured in a simple manner that a twisting movement between the car body 102 and the running gear 104 can simply be absorbed by a sliding movement in the area of the sliding elements 229, so that the spring devices do not have to make any significant contribution to this and their design is simplified in this respect.
  • an arrangement of more than two spring devices, in particular three spring devices can be provided, which can absorb both pitching moments and rolling moments in particular (for example by arranging the spring devices not in a line).
  • the figure 8 eventually shows similar to figure 5 and 7 for a further exemplary embodiment of the vehicle 301 according to the invention, a schematic representation of the sectional plane similar to that in FIG figure 2 resulting course of the contact surfaces 109.1 and 310.1.
  • the vehicle 301 corresponds to the vehicle 101 in its basic design and mode of operation Figure 1 to 5 , so that only the differences will be discussed here.
  • identical components are provided with identical reference symbols, while similar components are provided with reference symbols increased by 200. Unless otherwise stated below, reference is made to the above statements in connection with the first exemplary embodiment with regard to the features, functions and advantages of these components.
  • the vehicle 301 differs from the vehicle 101 only in the design of the second contact surface 310.1. It should be noted at this point that the contact surfaces 309.1 and 310.1 in figure 8 are again shown with a greater curvature than in reality for reasons of clarity.
  • the second contact surface 310.1 has a shape (prismatic in the longitudinal direction of the vehicle) with a curvature that changes in sections in the section plane shown.
  • transverse spring characteristic described in connection with the first exemplary embodiment with the self-centering in the transverse central area can be supplemented by an external movement limitation, as is typically provided by lateral stops or buffers in conventional vehicles. Such additional stops or buffers can then be completely omitted, which further simplifies the design of the vehicle.
  • the transverse deflection resistance Wy to increase initially progressively, then linearly and finally degressively along the contact point curve up to a point with a maximum deflection dz1 of the first contact element in the central area of transverse deflection.
  • the deflection dz des Car body decreases again to a further point with a value dz2, resulting in a gradually progressive, then linear and finally degressive drop in the transverse deflection resistance Wy, as shown in figure 8 is indicated by the dash-two-dotted contour 319. In other words, it may even be possible to achieve a drop in the transverse deflection resistance Wy in sections.

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Claims (14)

  1. Véhicule, en particulier véhicule ferroviaire, avec
    - une carrosserie (102) et
    - une unité de train roulant (104), dans lequel
    - la carrosserie (102) est supporté sur l'unité de train roulant (104) dans le sens de la hauteur du véhicule via au moins un dispositif à ressort (108),
    - le dispositif à ressort (108; 208) comprend un premier élément de contact (109), un second élément de contact (110; 210; 310) et au moins une unité de ressort (111), dans lequel
    - le premier élément de contact (109), le second élément de contact (110; 210; 310) et l'au moins une unité de ressort (111) sont disposés cinématiquement en série entre la carrosserie (102) et l'unité de train roulant (104) et
    - le premier élément de contact (109) est agencé, en particulier, est monté pivotant autour d' un axe de pivotement (113.1), et associé au deuxième élément de contact (110; 210; 310) de telle manière que le premier élément de contact (109), dans une déviation de la carrosserie (102) dans une direction transversale du véhicule, notamment sous un mouvement de pivotement autour de l'axe de pivotement (113.1), fait contact avec le deuxième élément de contact (110 ; 210 ; 310) à différents points de contact (114.1 ; 214.1 ; 314.1) d'au moins une courbe de point de contact (114 ; 214 ; 314).
    caractérisé en ce que
    - la au moins une courbe de point de contact (114; 214; 314), dans une déviation de la carrosserie (102) par rapport à l'unité de train roulant (104) dans une direction transversale du véhicule, définit une caractéristique d'élasticité transversale du dispositif à ressort (108; 208) dans direction transversale du véhicule.
  2. Véhicule selon la revendication 1, caractérisé en ce que
    - le premier élément de contact (109) est déplacé, en particulier pivote autour de l'axe de pivotement (113.1), lorsque la carrosserie (102) est déviée transversalement par rapport à l'unité de train roulant (104) dans une direction transversale du véhicule à partir d'une position neutre,
    dans lequel
    - l'au moins une courbe de point de contact (114 ; 214; 314) est conçu de telle sorte que le dispositif à ressort (108; 208) au moins dans une zone centrale de déviation transversale (117.1; 317.1) adjacente à la position neutre et/ou au moins dans une zone de déviation transversale externe (217,3; 317,3) à distance de la position neutre est opposée à une déviation transversale progressive avec une résistance à la déviation transversale avec au moins des caractéristiques partiellement progressives,
    et/ou
    - l'au moins une courbe de point de contact e (114 ; 214 ; 314) est conçu de telle sorte que l'unité de ressort (111) exerce une force de rappel agissant dans la direction transversale du véhicule sur la carrosserie (102) au moins dans une zone centrale de déviation transversale (117.1 ; 317.1) adjacente à la position neutre, qui est causée par la force de poids agissant sur la carrosserie du véhicule (102) et qui est suffisante, jusqu'à une élévation maximale de la voie qui peut être prévu pendant le fonctionnement du véhicule, afin de réinitialiser la caisse de voiture (102) au moins au voisinage de la position neutre, de préférence essentiellement dans la position neutre,
    et/ou
    - l'au moins une courbe de point de contact (114; 214; 314) est conçu de telle sorte que le dispositif à ressort (108; 208), au moins dans une zone de déviation transversale externe (117.3) qui est espacée de la position neutre, est opposé à une déviation transversale progressive avec une résistance à la déviation transversale avec au moins partiellement des caractéristiques dégressives,
    et/ou
    - l'au moins une courbe de point de contact (114; 214 ; 314) est conçu de telle sorte que le dispositif à ressort (108 ; 208) est opposé à une déviation transversale progressive au moins dans des sections avec une résistance sensiblement constante,
    et/ou
    - l'au moins une courbe de point de contact (114 ; 214 ; 314) est conçu de manière telle que le dispositif à ressort (108; 208) est opposée à une déviation transversale progressive, au moins par sections, avec une résistance essentiellement linéaire.
  3. Véhicule selon la revendication 1 ou 2, caractérisé en ce que
    - l'au moins une unité de ressort (111) est située dans une chaîne cinématique en série entre le premier élément de contact (109) et la carrosserie (102) ou entre le premier élément de contact (109) et l'unité de train roulant (104), le premier élément de contact (109) étant monté coulissant le long d'une direction principale d'action de l'unité de ressort (111), en particulier dans le sens de la hauteur du véhicule,
    et/ou
    - l'au moins une unité de ressort (111) est située dans une chaîne cinématique en série entre le deuxième élément de contact (110; 210; 310) et la carrosserie (102) ou entre le deuxième élément de contact (110; 210; 310) et l'unité de train roulant (104), le second élément de contact (110; 210; 310) étant monté coulissant le long d'une direction principale d'action de l'unité de ressort (111), en particulier dans le sens de la hauteur du véhicule.
  4. Véhicule selon l'une des revendications 1 à 3, caractérisé en ce que
    - la carrosserie (102) est supportée sur l'unité de train roulant (104) via au moins un autre dispositif à ressort (108; 208) dans le sens de la hauteur du véhicule, qui en particulier est essentiellement identique au dispositif à ressort (108; 208),
    - les deux dispositifs à ressort (108; 208) étant disposés décalés les uns des autres par une distance longitudinale dans une direction longitudinale du véhicule et/ou étant disposés, en particulier essentiellement de façon équidistante, aux deux cotés d'un point de pivotement autour de la direction de hauteur du véhicule de la carrosserie (102) par rapport à l'unité de train roulant (104), et/ou sont couplés les uns aux autres, en particulier de manière contre-courante, et/ou ont des caractéristiques de ressort transversales mutuellement différentes.
  5. Véhicule selon l'une des revendications 1 à 4, caractérisé en ce que
    - la carrosserie (102) est supportée sur l'unité de train roulant (104) via au moins un autre dispositif à ressort (108; 208) dans le sens de la hauteur du véhicule, qui est en particulier essentiellement identique au dispositif à ressort (108; 208), dans lequel
    - les deux dispositifs à ressort (108; 208) sont disposées de manière décalée les unes des autres par une distance transversale dans une direction transversale du véhicule et/ou sont disposés, en particulier essentiellement de façon équidistante, sur les deux côtés d'un point de pivotement autour de la direction verticale du véhicule de la caisse de voiture (102) par rapport à l'unité de train roulant (104), et/ou sont couplés les uns aux autres, en particulier de manière contre-courante.
  6. Véhicule selon la revendication 4 ou 5, caractérisé en ce que
    - les unités à ressort (111) des deux dispositifs à ressort (108; 208) sont réalisés sous forme de ressorts actifs (111) commandés par un dispositif de commande (122), le dispositif de commande (122), en particulier, est conçu pour contrôler les unités de ressort (111) pour la stabilisation de roulis active de la carrosserie (102) et/ou
    - les deux dispositifs à ressort (108; 208) comprennent chacun une unité de ressort hydraulique (111).
  7. Véhicule selon l'une des revendications 1 à 6, caractérisé en ce que
    - le premier élément de contact (109) est monté pivotant autour de la direction de la hauteur du véhicule pour compenser au moins partiellement les mouvements de rotation entre la carrosserie (102) et l'unité de train roulant (104)
    et/ou
    - le deuxième élément de contact (110; 210; 310) est monté pivotant autour de la direction de la hauteur du véhicule pour compenser au moins partiellement les mouvements de rotation entre la carrosserie (102) et l'unité de train roulant (104).
  8. Véhicule selon l'une des revendications 1 à 7, caractérisé en ce que
    - le premier élément de contact (109) présente une première surface de contact (109.1) et le deuxième élément de contact (110 ; 210 ; 310) présente une deuxième surface de contact (110.1 ; 210.1 ; 310.1), qui contacte la première surface de contact (109.1) dans l'au moins un point de contact,
    dans lequel
    - la première surface de contact (109.1) et la deuxième surface de contact (110,1; 210,1; 310,1) sont conçus et en prise mutuelle de telle façon qu'un changement dans l'au moins un point de contact qui se produit au cours d'un mouvement de pivotement du premier élément de contact (109) a lieu essentiellement sans glissement entre le premier élément de contact (109) et le second élément de contact (110; 210; 310) dans une direction transversale du véhicule,
    et/ou
    - la première surface de contact (109.1) et la deuxième surface de contact (110,1; 210,1; 310,1) sont en prise mutuelle essentiellement positive dans une direction transversale du véhicule par l'intermédiaire de deux surfaces, en particulier en forme à la manière d'un engrenage, et/ou
    - la première surface de contact (109.1) et/ou la deuxième surface de contact (110.1 ; 210.1 ; 310.1) est formé à partir d'un matériau qui comprend un plastique, de préférence un élastomère, plus préférablement du polyuréthane.
  9. Véhicule selon l'une des revendications 1 à 8, caractérisé en ce que
    - deux éléments de butée (125, 126) sont agencés sur les deux côtés du premier élément de contact (109) et du second élément de contact (110; 210; 310) pour la transmission de forces dans une direction longitudinale du véhicule entre le premier élément de contact (109) et le deuxième élément de contact (110; 210; 310),
    et/ou
    - l'unité de ressort (111), pour transmettre des forces dans un direction longitudinale du véhicule, comprend au moins un dispositif de guidage destiné à être entraînée dans le dans la direction longitudinale du véhicule, en particulier un guidage de piston.
  10. Véhicule selon l'une des revendications 1 à 9, caractérisé en ce que
    - l'unité de ressort (111) comprend un élément ressort (115) hydraulique, notamment hydropneumatique, électromagnétique ou électrohydraulique, qui est alimenté notamment par un bloc hydraulique actif, qui est, en particulier, situé sur l'unité de train roulant (104),
    et/ou
    - l'unité de ressort (111) comprend un élément de ressort d'urgence passif (111.1), qui est disposé, en particulier, cinématiquement en série avec un autre élément de ressort, en particulier actif, de l'unité de ressort (111), l'élément de ressort d'urgence (111,1) comprenant notamment au moins un ressort en caoutchouc,
    et/ou
    - le premier élément de contact (109) et/ou le deuxième élément de contact (110; 210; 310) comprend un élément de ressort d'urgence passif (111.1), qui comprend notamment au moins un ressort en caoutchouc,
    et/ou
    - l'unité de ressort (111) est conçu comme une unité de ressort active (111) commandé par un dispositif de commande (122), dans lequel le dispositif de commande (122) est conçu notamment pour commander l'unité à ressort (111) pour modifier une caractéristique de ressort de l'unité de ressort (111) et/ou pour réguler le niveau de l'unité à ressort (111),
    et/ou
    - l'unité de ressort (111) comprend au moins un dispositif amortisseur passif et/ou au moins un dispositif amortisseur actif.
  11. Véhicule selon l'une des revendications 1 à 10, caractérisé en ce que
    - un dispositif de détection est prévu pour détecter au moins une grandeur de détection représentative de l'état de l'unité de train roulant (104), dans lequel
    - l'unité de ressort (111) comprend un dispositif de mesure du dispositif de détection, en particulier pour la mesure de la hauteur et/ou la mesure de la pression sur l'unité de ressort (111),
    et/ou
    - un dispositif de commande (122) connecté au dispositif de détection est prévu, qui traite des signaux provenant du dispositif de détection et contrôle l'unité de ressort (111) en fonction des signaux provenant du dispositif de détection, en particulier pour la régulation du niveau et/ou pour la suspension active et/ou pour un amortissement actif et/ou pour la compensation de roulis et/ou pour accroître la sécurité contre le déraillement, en particulier, pour accroître la sécurité contre le déraillement en appliquant un moment de tangage.
  12. Véhicule selon l'une des revendications 1 à 11, caractérisé en ce que
    - un dispositif anti-roulis (106; 206) est prévu,
    - le dispositif anti-roulis (106; 206) étant disposé cinématiquement parallèle à l'unité à ressort (111)
    et/ou
    - le dispositif anti-roulis (106; 206) comprenant deux éléments pendulaires (106,5, 106,6, 206,5, 206,6) qui définissent un pôle momentané d'un mouvement de roulis de la caisse de voiture (102).
  13. Véhicule selon l'une des revendications 1 à 12, caractérisé en ce que
    - un dispositif d'actionnement (107) est prévu,
    - un dispositif d'actionnement (107) étant configuré pour déclencher un braquage transversal de la carrosserie (102) par rapport au châssis, commandé par un dispositif de commande (122) pour générer un déplacement dans une direction transversale du véhicule.
  14. Véhicule selon l'une des revendications 1 à 13, caractérisé en ce qu'il est conçu comme un véhicule pour trafic à grande vitesse avec une vitesse nominale de fonctionnement supérieure à 250 km/h, notamment supérieure à 350 km/h.
EP13730553.8A 2012-06-19 2013-06-19 Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie Active EP2861476B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012105310A DE102012105310A1 (de) 2012-06-19 2012-06-19 Fahrzeug mit einer Federeinrichtung mit vorgebbarer Querfedercharakteristik
PCT/EP2013/062773 WO2013189999A1 (fr) 2012-06-19 2013-06-19 Véhicule pourvu d'un système à ressort présentant une caractéristique de ressort transversal pouvant être prédéfinie

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EP2861476A1 EP2861476A1 (fr) 2015-04-22
EP2861476B1 true EP2861476B1 (fr) 2022-08-03

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Country Status (5)

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EP (1) EP2861476B1 (fr)
DE (1) DE102012105310A1 (fr)
ES (1) ES2929307T3 (fr)
HU (1) HUE060066T2 (fr)
WO (1) WO2013189999A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102014117047B4 (de) 2014-11-21 2017-12-14 Lothar Thoni Traverse für Schienenfahrzeuge zur Anlenkung eines Wagenkastens eines Schienenfahrzeugs an dessenDrehgestell
DE102015205085B3 (de) * 2015-03-20 2016-06-23 Bombardier Transportation Gmbh Drehgestell für Schienenfahrzeug
DE102015205531B3 (de) * 2015-03-26 2016-07-21 Siemens Aktiengesellschaft Wiegendrehgestell für ein Schienenfahrzeug und Schienenfahrzeug
DE102020109599A1 (de) 2020-04-07 2021-10-07 Liebherr-Transportation Systems Gmbh & Co Kg Hydropneumatische Federung für ein Fahrzeug

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WO2010113045A2 (fr) * 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Véhicule à compensation du roulis
GB2473502A (en) * 2009-09-15 2011-03-16 Bombardier Transp Gmbh Rail vehicle suspension system with malfunction sensor

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DE4444540B4 (de) * 1994-06-16 2015-08-06 Josef Nusser Schienenfahrzeug mit Drehvorrichtung
AT407032B (de) 1999-02-19 2000-11-27 Siemens Sgp Verkehrstech Gmbh Federung für ein schienenfahrzeug
JP2002104183A (ja) * 2000-09-26 2002-04-10 Hitachi Ltd 鉄道車両
DE10128003A1 (de) 2001-06-08 2002-12-12 Alstom Lhb Gmbh Sekundärfedersystem für Fahrwerke an Niederflurfahrzeugen
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
JP2005132127A (ja) * 2003-10-28 2005-05-26 Hitachi Ltd 鉄道車両および鉄道車両用台車
DE102010000125A1 (de) * 2010-01-19 2011-07-21 Claas, Benedikt, 37154 Aufhängevorrichtung für einen Eisenbahnwaggon
DE102010011211A1 (de) * 2010-03-08 2011-09-08 Siemens Aktiengesellschaft Vorrichtung zum Begrenzen einer Nickbewegung bei Schienenfahrzeugen

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WO2010113045A2 (fr) * 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Véhicule à compensation du roulis
GB2473502A (en) * 2009-09-15 2011-03-16 Bombardier Transp Gmbh Rail vehicle suspension system with malfunction sensor

Also Published As

Publication number Publication date
HUE060066T2 (hu) 2023-01-28
EP2861476A1 (fr) 2015-04-22
WO2013189999A1 (fr) 2013-12-27
ES2929307T3 (es) 2022-11-28
DE102012105310A1 (de) 2013-12-19

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