EP2870043B1 - Rail vehicle with roll stabiliser - Google Patents
Rail vehicle with roll stabiliser Download PDFInfo
- Publication number
- EP2870043B1 EP2870043B1 EP13734003.0A EP13734003A EP2870043B1 EP 2870043 B1 EP2870043 B1 EP 2870043B1 EP 13734003 A EP13734003 A EP 13734003A EP 2870043 B1 EP2870043 B1 EP 2870043B1
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- European Patent Office
- Prior art keywords
- vehicle
- axis
- push rods
- roll
- train
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- 239000003381 stabilizer Substances 0.000 title claims description 26
- 230000033001 locomotion Effects 0.000 claims description 14
- 238000011068 loading method Methods 0.000 claims description 5
- 239000000725 suspension Substances 0.000 description 10
- 238000005096 rolling process Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000009189 diving Effects 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
Definitions
- Such, known per se rail vehicle usually has at least two running or running gear.
- 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 relatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the outside of the bow, that is, one which occurs when the sheet is traveling, transversely to the travel movement and thus transversely to the vehicle longitudinal axis Rolling motion to execute a parallel to the vehicle longitudinal axis roll axis. Such rolling motions above certain limit values are detrimental to ride comfort. On the other hand, they entail the risk of violation of the permissible clearance gauge and with regard to the derailment safety of unilateral unbalanced wheel loadings.
- anti-roll devices are usually used in the form of so-called roll stabilizers. Their task is to oppose the rolling motion of the car body a resistance to reduce it, while the lifting and diving movements of the car body relative to the wheel units, so the landing gear, should not be hindered.
- roll stabilizers are known in various hydraulic or purely mechanical embodiments.
- a transversely extending to the vehicle longitudinal direction torsion is used, as for example from the EP 1 075 407 B1 or from the DE 24 21 874 A1 is known.
- levers On this torsion shaft sitting on both sides of the vehicle longitudinal axis rotatably mounted levers extending in the vehicle longitudinal direction. These levers are in turn connected to links or the like, which are arranged kinematically parallel to the spring means of the vehicle. During compression of the spring devices of the vehicle, the levers seated on the torsion shaft are set into rotary motion via the links connected to them. If there is a roll movement with different spring travel of the spring devices on the two sides of the vehicle during arc travel, this results in different angles of rotation of the levers sitting on the torsion shaft.
- 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 a further rolling motion prevented.
- the anti-roll device ie act between a chassis frame and the car body.
- the anti-roll device can also be used in the primary stage, ie act between the wheel units and a chassis frame or - in the absence of secondary suspension - a car body.
- the roll stabilizer is suitable for single-wheel drives as well as single-axis, d. H. only provided with a single set of wheels and bogies.
- Running or running gear is the part of a rail vehicle with which the vehicle travels on the rails and is guided.
- a drive with two or more arranged in a frame wheelsets is called.
- the components of a bogie include, among other things, the primary suspension and possibly a secondary suspension.
- the primary suspension is the suspension between the bogie frame and the wheelsets.
- the secondary suspension is used in bogies with two-stage suspension as a second suspension stage for cushioning the vehicle body relative to the bogie frame.
- the Ausfwiderstand is that force that opposes the suspension to a turning out. It is a measure of the freedom of movement of bogies or chassis.
- the axis of rotation of the chassis, around which the chassis can rotate relative to the car body, is parallel to the previously defined z-axis.
- the Ausfwiderstand can be measured by means of a track turntable, which rotates by means of hydraulic cylinders, the chassis to the left and right. In this Ausfvorgang is on a load cell on the hydraulic cylinder of the
- Another rail vehicle with a roll stabilizer is from the DE 28 39 904 C2 known.
- the imaginary extensions of all train push rods in at least one loading state of the vehicle - ideally - intersect at a point which - exactly or approximately - is on the axis of rotation of the Auscardieri of the chassis.
- this axis of rotation lies in the geometric center of the chassis.
- the train push rods are equidistant from removed this point.
- each train push rod more precisely, their central longitudinal axis, thus a portion of a surface line of an imaginary circular cone whose tip is ideally on the axis of rotation of the Ausfrise the chassis lies.
- the train push rods of the roll stabilizers generally include an angle with the vertical not only with respect to a transverse plane normal to the vehicle longitudinal axis (the yz plane as defined above), but also in a vertical plane along the vehicle (the xz plane as defined above).
- the arrangement according to the invention is independent of whether the torsion wave is mounted on the chassis or on the car body, whether the train-pressure rods show up or down, and whether the intersection of the imaginary extension of the train-pressure rods below or above the roll system.
- the torsion waves are arranged in parallel and where the imaginary extensions of all train push rods intersect in at least one loading condition of the vehicle in a point, the approximately on the axis of rotation of the boring movement of the chassis is.
- the pull-push rods are thus arranged mirror-symmetrically with respect to the initially defined y-z plane and x-z plane. There are therefore all four train push rods on a common train all push rods cone sheath, wherein the height axis of the cone coincides with the axis of rotation of the Austaxterrorism the landing gear.
- the arrangement of the train push rods according to the invention is given in practice, during operation of the rail vehicle, usually only at a certain load on the rail vehicle. Because depending on the load, there is a different deflection and thus a different inclination of the train-push rods. Since the largest forces in the train push rods usually occur at full load, this state offers itself for the inventive geometric arrangement of the train push rods. But it could just as another state, such as the empty state of the car body are chosen, where the train push rods occupy the position of the invention.
- the inclination of the train push rods so their inclination relative to the axis of rotation of the Ausfieri, will usually be between 2 ° and 10 °.
- a pull-push rod is projected into the y-z plane and / or x-z plane, it encloses an angle between 2 ° and 10 ° with the z direction.
- the arrangement of the train push rods according to the invention also serves its purpose if the arrangement differs slightly from the described ideal arrangement, i. If the imaginary extensions of the train push rods of a roll stabilizer do not meet exactly at one point or this point of intersection is not exactly on the axis of rotation.
- the arrangement of the train push rods according to the invention can also be applied to secondary vertical damper, even if there the reduction of forces in the Sekundärvertikaldämpfern does not have such great importance.
- Fig. 1 two roll stabilizers according to the invention are shown, which are installed in a rail vehicle. For a better description of the invention, the remaining parts of the rail vehicle are not shown.
- Each roll stabilizer has a torsion shaft 1, at the ends of which a lever 2 is arranged in each case.
- the torsion shaft 1 is arranged parallel to the y-axis, while the levers 2 are parallel to the x axis.
- Axis lie.
- the four pull-push rods 3 are connected by means of a respective ball joint 4 at one end hingedly connected to the free end of the lever 2. At the other end of the train push rods 3 are each connected via another ball joint 8 with the car body or the chassis, not shown.
- the pull push rods 3 enclose an angle with the z-direction in both the y-direction and in the x-direction, in that - here upper end - it is inclined away from the lever 2.
- the inclination of the train push rods 3 must be set so that the dashed represent extensions of the four train Push rods 3 - here in the case of Fig. 1 under the roll stabilizers - cut at a common point on the z-axis. Because of the arrangement which is mirror-symmetrical with respect to the yz plane and xz plane, the tension push rods 3 thus rest on the mantle of a straight circular cone, which thus has a circular base surface and an axis normal thereon. The axis of the circular cone lies on the z-axis, its tip under the push-push rods 3rd
- the train push rods 3 are inclined at their ends facing away from the lever 2 to the z-axis, so that the tip of the circular cone is above the roll stabilizers.
- a chassis 6 with roll stabilizers according to the invention Fig. 1 shown.
- the chassis 6 includes, among other things, the bearings for the wheels 9.
- the torsion shafts 1 are attached to the car body 7, they extend in the vehicle transverse direction (parallel to the y-axis).
- the two roll stabilizers are arranged in mirror image with respect to the yz plane, each roll stabilizer is additionally formed in mirror image with respect to the xz plane.
- the roll stabilizers are connected to the chassis 6 on the one hand and to the car body 7 on the other.
- Fig. 3 is the top view of the roll stabilizers Fig. 1 shown along the z-axis.
- the z-axis is the point where the dashed x-axis intersects with the y-axis.
- the z-axis corresponds to the axis of rotation of the boring movement of the chassis 6.
- ball joints 8 and other joints at the end 5 of the train push rods 3 can also attack other devices, such as spring or damper devices on the car body.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Description
Die Erfindung betrifft ein Schienenfahrzeug mit zumindest einem Fahrwerk und mit zumindest zwei Wankstabilisatoren pro Fahrwerk, die mit dem Fahrwerk und dem Wagenkasten in Verbindung stehen, wobei jeder Wankstabilisator umfasst
- eine quer zur Fahrzeuglängsrichtung an einem Fahrzeugteil angeordnete Torsionswelle,
- an dieser zu beiden Seiten der Fahrzeuglängsachse drehfest angebrachte Hebel,
- je eine Zug-Druckstange für jeden Hebel, wobei jeder Hebel gelenkig mit einem Ende der Zug-Druckstange verbunden ist und diese mit ihrem anderen Ende mit dem Wagenkasten gelenkig verbunden ist.
- a transverse to the vehicle longitudinal direction on a vehicle part arranged torsion,
- on this on both sides of the vehicle longitudinal axis rotatably mounted lever,
- each one pull-push rod for each lever, each lever is pivotally connected to one end of the train-push rod and this is hingedly connected at its other end to the car body.
Ein solches, an sich bekanntes Schienenfahrzeug verfügt in der Regel über zumindest zwei Lauf- oder Fahrwerke.Such, known per se rail vehicle usually has at least two running or running gear.
Bei Schienenfahrzeugen - aber auch bei anderen Fahrzeugen - ist der Wagenkasten in der Regel gegenüber den Radeinheiten, beispielsweise Radpaaren oder Radsätzen, über eine oder mehrere Federstufen federnd gelagert. Die bei Bogenfahrt auftretende, quer zur Fahrbewegung und damit quer zur Fahrzeuglängsachse wirkende Zentrifugalbeschleunigung bedingt wegen des vergleichsweise hoch liegenden Schwerpunkts des Wagenkastens die Tendenz des Wagenkastens, sich gegenüber den Radeinheiten nach bogenaußen zu neigen, mithin also eine Wankbewegung um eine zur Fahrzeuglängsachse parallele Wankachse auszuführen. Solche Wankbewegungen sind oberhalb bestimmter Grenzwerte zum einen dem Fahrkomfort abträglich. Zum anderen bringen sie die Gefahr einer Verletzung des zulässigen Lichtraumprofils sowie im Hinblick auf die Entgleisungssicherheit unzulässiger einseitiger Radentlastungen mit sich.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 relatively high center of gravity of the car body, the tendency of the car body to tilt towards the wheel units towards the outside of the bow, that is, one which occurs when the sheet is traveling, transversely to the travel movement and thus transversely to the vehicle longitudinal axis Rolling motion to execute a parallel to the vehicle longitudinal axis roll axis. Such rolling motions above certain limit values are detrimental to ride comfort. On the other hand, they entail the risk of violation of the permissible clearance gauge and with regard to the derailment safety of unilateral unbalanced wheel loadings.
Um dies zu verhindern, werden in der Regel Wankstützeinrichtungen in Form sogenannter Wankstabilisatoren eingesetzt. Deren Aufgabe ist es, der Wankbewegung des Wagenkastens einen Widerstand entgegenzusetzen, um sie zu mindern, während die Hub- und Tauchbewegungen des Wagenkastens gegenüber den Radeinheiten, also dem Fahrwerk, nicht behindert werden sollen. Solche Wankstabilisatoren sind in verschiedenen hydraulisch oder rein mechanisch wirkenden Ausführungen bekannt. Häufig kommt eine sich quer zur Fahrzeuglängsrichtung erstreckende Torsionswelle zum Einsatz, wie sie beispielsweise aus der
Auf dieser Torsionswelle sitzen zu beiden Seiten der Fahrzeuglängsachse drehfest angebrachte Hebel, die sich in Fahrzeuglängsrichtung erstrecken. Diese Hebel sind wiederum mit Lenkern oder dergleichen verbunden, welche kinematisch parallel zu den Federeinrichtungen des Fahrzeugs angeordnet sind. Beim Einfedern der Federeinrichtungen des Fahrzeugs werden die auf der Torsionswelle sitzenden Hebel über die mit ihnen verbundenen Lenker in eine Drehbewegung versetzt. Kommt es bei der Bogenfahrt zu einer Wankbewegung mit unterschiedlichen Federwegen der Federeinrichtungen auf den beiden Seiten des Fahrzeugs, ergeben sich hieraus unterschiedliche Drehwinkel der auf der Torsionswelle sitzenden Hebel. Die Torsionswelle wird demgemäß mit einem Torsionsmoment beaufschlagt, welches sie - je nach ihrer Torsionssteifigkeit - bei einem bestimmten Torsionswinkel durch ein aus ihrer elastischen Verformung resultierendes Gegenmoment ausgleicht und so eine weitere Wankbewegung verhindert. Dabei kann bei mit Drehgestellen ausgestatteten Schienenfahrzeugen die Wankstützeinrichtung sowohl für die Sekundärfederstufe vorgesehen sein, d. h. zwischen einem Fahrwerksrahmen und dem Wagenkasten wirken. Ebenso kann die Wankstützeinrichtung auch in der Primärstufe eingesetzt werden, d. h. zwischen den Radeinheiten und einem Fahrwerksrahmen oder - bei fehlender Sekundärfederung - einem Wagenkasten wirken.On this torsion shaft sitting on both sides of the vehicle longitudinal axis rotatably mounted levers extending in the vehicle longitudinal direction. These levers are in turn connected to links or the like, which are arranged kinematically parallel to the spring means of the vehicle. During compression of the spring devices of the vehicle, the levers seated on the torsion shaft are set into rotary motion via the links connected to them. If there is a roll movement with different spring travel of the spring devices on the two sides of the vehicle during arc travel, this results in different angles of rotation of the levers sitting on the torsion shaft. 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 a further rolling motion prevented. It can be provided for both the secondary spring stage in bogie-equipped rail vehicles, the anti-roll device, ie act between a chassis frame and the car body. Likewise, the anti-roll device can also be used in the primary stage, ie act between the wheel units and a chassis frame or - in the absence of secondary suspension - a car body.
Der Wankstabilisator ist sowohl für Einzelrad-Laufwerke als auch für einachsige, d. h. nur einen einzelnen Radsatz aufweisende Laufwerke und auch für Drehgestelle vorgesehen. Als Lauf- oder Fahrwerk wird der Teil eines Schienenfahrzeugs bezeichnet, mit dem das Fahrzeug auf den Schienen fährt und geführt wird. Als Drehgestell wird ein Laufwerk mit zwei oder mehr in einem Rahmen angeordneten Radsätzen bezeichnet. Zu den Baugruppen eines Drehgestells gehören unter anderem die Primärfederung und gegebenenfalls eine Sekundärfederung. Als Primärfederung wird die Federung zwischen dem Drehgestellrahmen und den Radsätzen bezeichnet. Die Sekundärfederung dient bei Drehgestellen mit zweistufiger Federung als zweite Federungsstufe zum Abfedern des Fahrzeugkastens gegenüber dem Drehgestellrahmen.The roll stabilizer is suitable for single-wheel drives as well as single-axis, d. H. only provided with a single set of wheels and bogies. Running or running gear is the part of a rail vehicle with which the vehicle travels on the rails and is guided. As bogie a drive with two or more arranged in a frame wheelsets is called. The components of a bogie include, among other things, the primary suspension and possibly a secondary suspension. The primary suspension is the suspension between the bogie frame and the wheelsets. The secondary suspension is used in bogies with two-stage suspension as a second suspension stage for cushioning the vehicle body relative to the bogie frame.
Bei den genannten Veröffentlichungen sind die Zug-Druckstangen bzw. Lenker zur möglichst vollständigen Entkoppelung der Bewegungen senkrecht angeordnet. Manchmal ist eine solche vertikale Anordnung aber aus konstruktiven Gründen nicht möglich oder nicht erwünscht. Definiert man die Fahrzeuglängsachse als x-Achse eines rechtwinkeligen Koordinatensystems, die Querrichtung des Fahrzeugs als y-Achse und die Vertikalrichtung des Fahrzeugs als z-Achse, so könnten die Zug-Druckstangen so gegenüber der Vertikalrichtung verkippt werden, dass sie - als Projektion in die y-z-Ebene oder x-z-Ebene betrachtet - in zumindest einer Projektion gekippt erscheinen. Dies führt allerdings neben einer Verkoppelung von Bewegungen bei ungünstiger Anordnung auch zu höheren dynamischen Kräften in den Zug-Druckstangen bei Bogenfahrten und zu höheren Ausdrehwiderständen des Fahrwerks.In the publications mentioned the train push rods or handlebars for the fullest possible decoupling of the movements are arranged vertically. Sometimes, however, such a vertical arrangement is not possible or desirable for design reasons. Defining the vehicle longitudinal axis as the x-axis of a rectangular coordinate system, the transverse direction of the vehicle as the y-axis and the vertical direction of the vehicle as the z-axis, the train push rods could be tilted relative to the vertical direction that they - as a projection into the yz plane or xz plane - appear tilted in at least one projection. However, this leads not only to a coupling of movements in unfavorable arrangement but also to higher dynamic forces in the train push rods during bow trips and higher Ausdrehwiderständen the landing gear.
Der Ausdrehwiderstand ist jene Kraft, die das Fahrwerk einem Ausdrehen entgegensetzt. Sie ist ein Maß für die Freigängigkeit von Drehgestellen bzw. Fahrwerken. Die Drehachse des Fahrwerks, um welche sich das Fahrwerk relativ zum Wagenaufbau drehen kann, ist parallel zur zuvor definierten z-Achse. Der Ausdrehwiderstand kann mittels eines Gleisdrehkranzes gemessen werden, der mittels Hydraulikzylindern das Fahrwerk nach links und rechts ausdreht. Bei diesem Ausdrehvorgang wird über eine Kraftmessdose auf dem Hydraulikzylinder derThe Ausdrehwiderstand is that force that opposes the suspension to a turning out. It is a measure of the freedom of movement of bogies or chassis. The axis of rotation of the chassis, around which the chassis can rotate relative to the car body, is parallel to the previously defined z-axis. The Ausdrehwiderstand can be measured by means of a track turntable, which rotates by means of hydraulic cylinders, the chassis to the left and right. In this Ausdrehvorgang is on a load cell on the hydraulic cylinder of the
Ausdrehwiderstand, abhängig vom Ausdrehwinkel, gemessen.Boring resistance, depending on the angle of turn, measured.
Ein weiteres Schienenfahrzeug mit einem Wankstabilisator ist aus der
Es ist daher eine Aufgabe der vorliegenden Erfindung, Wankstabilisatoren zur Verfügung zu stellen, welche zu einer Reduktion der dynamischen Kräfte auf die Zug-Druckstangen bei deren schräger Anordnung und der Vermeidung einer Erhöhung des Ausdrehwiderstandes des Fahrwerkes führen.It is therefore an object of the present invention to provide roll stabilizers, which lead to a reduction of the dynamic forces on the train push rods in their oblique arrangement and the avoidance of an increase in the Ausdrehwiderstandes of the chassis.
Diese Aufgabe wird durch ein Schienenfahrzeug mit Wankstabilisatoren mit den Merkmalen des Patentanspruchs 1 gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen definiert.This object is achieved by a rail vehicle with roll stabilizers having the features of patent claim 1. Advantageous embodiments of the invention are defined in the dependent claims.
Erfindungsgemäss ist vorgesehen, dass sich die gedachten Verlängerungen aller Zug-Druckstangen in zumindest einem Beladezustand des Fahrzeuges - idealerweise - in einem Punkt schneiden, der - genau oder näherungsweise - auf der Drehachse der Ausdrehbewegung des Fahrwerkes liegt. Üblicherweise liegt diese Drehachse im geometrischen Zentrum des Fahrwerkes. Normalerweise sind die Zug-Druckstangen gleich weit von diesem Punkt entfernt.According to the invention it is provided that the imaginary extensions of all train push rods in at least one loading state of the vehicle - ideally - intersect at a point which - exactly or approximately - is on the axis of rotation of the Ausdrehbewegung of the chassis. Usually, this axis of rotation lies in the geometric center of the chassis. Normally, the train push rods are equidistant from removed this point.
Im speziellen, aber üblichen Fall einer bezüglich der x-z-Ebene spiegelsymmetrischen Anordnung der Zug-Druckstangen ist jede Zug-Druckstange, genauer gesagt, ihre zentrale Längsachse, somit ein Teilabschnitt einer Mantellinie eines gedachten Kreiskegels, dessen Spitze idealerweise auf der Drehachse der Ausdrehbewegung des Fahrwerkes liegt.In particular, but usual case with respect to the xz-plane mirror symmetric arrangement of train push rods is each train push rod, more precisely, their central longitudinal axis, thus a portion of a surface line of an imaginary circular cone whose tip is ideally on the axis of rotation of the Ausdrehbewegung the chassis lies.
Die Zug-Druckstangen der Wankstabilisatoren schließen bei der vorliegenden Erfindung in der Regel nicht nur bezüglich einer Querebene, welche normal zur Fahrzeuglängsachse verläuft (der y-z-Ebene gemäß voriger Definition) einen Winkel mit der Vertikalen ein, sondern auch in einer senkrechten Ebene längs des Fahrzeugs (der x-z-Ebene gemäß voriger Definition).In the present invention, the train push rods of the roll stabilizers generally include an angle with the vertical not only with respect to a transverse plane normal to the vehicle longitudinal axis (the yz plane as defined above), but also in a vertical plane along the vehicle (the xz plane as defined above).
Es hat sich gezeigt, dass bei erfindungsgemäßer Anordnung der Zug-Druckstangen eine Reduktion der maximalen dynamischen Kräfte in den Zug-Druckstangen auf das Niveau von Zug-Druckstangen bei herkömmlicher vertikaler Anordnung möglich ist, wenn die maximalen Kräfte aus Szenarien resultieren, die eine Ausdrehung des Fahrwerkes beinhalten. Die Zug-Druckstangen und deren Gelenke erreichen dadurch eine höhere Lebensdauer und müssen eventuell weniger oft ausgetauscht werden.It has been found that with inventive arrangement of the train push rods, a reduction of the maximum dynamic forces in the train push rods to the level of train push rods in conventional vertical arrangement is possible if the maximum forces resulting from scenarios that a rotation of the Suspension include. The push rods and their joints thereby achieve a longer life and may need to be replaced less often.
Die erfindungsmäßige Anordnung ist unabhängig davon, ob die Torsionswelle am Fahrwerk oder am Wagenkasten gelagert ist, ob die Zug-Druck Stangen nach oben oder nach unten zeigen, und ob der Schnittpunkt der gedachten Verlängerung der Zug-Druck Stangen unterhalb oder oberhalb des Wanksystems liegt.The arrangement according to the invention is independent of whether the torsion wave is mounted on the chassis or on the car body, whether the train-pressure rods show up or down, and whether the intersection of the imaginary extension of the train-pressure rods below or above the roll system.
Erfindungsgemäss sind pro Fahrwerk zumindest zwei Wankstabilisatoren vorgesehen (es könnten aber auch mehrere Paare von Wankstabilisatoren vorgesehen sein), deren Torsionswellen parallel angeordnet sind und wo die gedachten Verlängerungen aller Zug-Druckstangen sich in zumindest einem Beladezustand des Fahrzeuges in einem Punkt schneiden, der näherungsweise auf der Drehachse der Ausdrehbewegung des Fahrwerkes liegt. Die Zug-Druckstangen sind somit spiegelsymmetrisch bezüglich der eingangs definierten y-z-Ebene und x-z-Ebene angeordnet. Es liegen somit alle vier Zug-Druckstangen auf einem allen Zug-Druckstangen gemeinsamen Kegelmantel, wobei die Höhenachse des Kegels mit der Drehachse der Ausdrehbewegung des Fahrwerks zusammenfällt.According to the invention per chassis at least two roll stabilizers are provided (but it could also be provided several pairs of roll stabilizers), the torsion waves are arranged in parallel and where the imaginary extensions of all train push rods intersect in at least one loading condition of the vehicle in a point, the approximately on the axis of rotation of the boring movement of the chassis is. The pull-push rods are thus arranged mirror-symmetrically with respect to the initially defined y-z plane and x-z plane. There are therefore all four train push rods on a common train all push rods cone sheath, wherein the height axis of the cone coincides with the axis of rotation of the Ausdrehbewegung the landing gear.
Die erfindungsgemäße Anordnung der Zug-Druckstangen ist in der Praxis, beim Betrieb des Schienenfahrzeugs, normalerweise nur bei einer bestimmten Belastung des Schienenfahrzeugs gegeben. Denn je nach Beladung kommt es zu einer unterschiedlichen Einfederung und dadurch zu einer unterschiedlichen Schrägstellung der Zug-Druckstangen. Da die größten Kräfte in den Zug-Druckstangen üblicherweise bei voller Beladung auftreten, bietet sich dieser Zustand für die erfindungsgemäße geometrische Anordnung der Zug-Druckstangen an. Es könnte aber genauso ein anderer Zustand, etwa der leere Zustand des Wagenkastens gewählt werden, wo die Zug-Druckstangen die erfindungsgemäße Position einnehmen.The arrangement of the train push rods according to the invention is given in practice, during operation of the rail vehicle, usually only at a certain load on the rail vehicle. Because depending on the load, there is a different deflection and thus a different inclination of the train-push rods. Since the largest forces in the train push rods usually occur at full load, this state offers itself for the inventive geometric arrangement of the train push rods. But it could just as another state, such as the empty state of the car body are chosen, where the train push rods occupy the position of the invention.
Die Schrägstellung der Zug-Druckstangen, also deren Neigung gegenüber der Drehachse der Ausdrehbewegung, wird in der Regel zwischen 2° und 10° liegen. Wird also eine Zug-Druckstange in die y-z-Ebene und/oder x-z-Ebene projiziert, so schließt sie mit der z-Richtung einen Winkel zwischen 2° und 10° ein.The inclination of the train push rods, so their inclination relative to the axis of rotation of the Ausdrehbewegung, will usually be between 2 ° and 10 °. Thus, if a pull-push rod is projected into the y-z plane and / or x-z plane, it encloses an angle between 2 ° and 10 ° with the z direction.
Die erfindungsmäßige Anordnung der Zug-Druckstangen erfüllt ihren Zweck auch, wenn die Anordnung von der beschrieben Idealanordnung geringfügig abweicht, d.h. wenn sich die gedachten Verlängerungen der Zug-Druckstangen eines Wankstabilisators nicht exakt in einem Punkt treffen bzw. dieser Schnittpunkt nicht exakt auf der Drehachse liegt.The arrangement of the train push rods according to the invention also serves its purpose if the arrangement differs slightly from the described ideal arrangement, i. If the imaginary extensions of the train push rods of a roll stabilizer do not meet exactly at one point or this point of intersection is not exactly on the axis of rotation.
Die erfindungsgemäße Anordnung der Zug-Druckstangen lässt sich auch auf Sekundärvertikaldämpfer anwenden, auch wenn dort die Verringerung der Kräfte in den Sekundärvertikaldämpfern nicht eine so große Bedeutung hat.The arrangement of the train push rods according to the invention can also be applied to secondary vertical damper, even if there the reduction of forces in the Sekundärvertikaldämpfern does not have such great importance.
Zur weiteren Erläuterung der Erfindung wird im nachfolgenden Teil der Beschreibung auf die Figuren Bezug genommen, aus der weitere vorteilhafte Ausgestaltungen, Einzelheiten und Weiterbildungen der Erfindung zu entnehmen sind. Es zeigen:
-
Fig. 1 zwei erfindungsgemäße Wankstabilisatoren für ein Fahrwerk in perspektivischer Darstellung, -
Fig. 2 die Seitenansicht eines Fahrwerks in Querrichtung mit zwei erfindungsgemäßen Wankstabilisatoren, -
Fig. 3 eine Draufsicht auf das Fahrwerk ausFig. 2 , -
Fig. 4 die Seitenansicht des Fahrwerks ausFig. 2 in Längsrichtung.
-
Fig. 1 two roll stabilizers according to the invention for a chassis in perspective view, -
Fig. 2 the side view of a chassis in the transverse direction with two roll stabilizers according to the invention, -
Fig. 3 a plan view of the chassisFig. 2 . -
Fig. 4 the side view of the chassisFig. 2 longitudinal.
In
Jeder Wankstabilisator weist eine Torsionswelle 1 auf, an deren Enden jeweils ein Hebel 2 angeordnet ist. In einem rechtwinkeligen Koordinatensystem mit einer x-Achse parallel zur Fahrzeuglängsachse, mit einer y-Achse in Querrichtung des Fahrzeugs und einer z-Achse in Vertikalrichtung des Fahrzeugs ist die Torsionswelle 1 parallel zur y-Achse angeordnet, währen die Hebel 2 parallel zur x-Achse liegen.Each roll stabilizer has a torsion shaft 1, at the ends of which a
Die vier Zug-Druckstangen 3 sind mittels je eines Kugelgelenks 4 an einem Ende gelenkig mit dem freien Ende des Hebels 2 verbunden. Am anderen Ende sind die Zug-Druckstangen 3 jeweils über ein weiteres Kugelgelenk 8 mit dem nicht dargestellten Wagenkasten oder dem Fahrwerk verbunden. Die Zug-Druckstangen 3 schließen sowohl in y-Richtung als auch in x-Richtung einen Winkel mit der z-Richtung ein, indem ihr - hier oberes - Ende vom Hebel 2 weg geneigt ist. Wenn die z-Achse des rechtwinkeligen Koordinatensystems so festgelegt ist, dass sie die Fahrzeuglängsachse genau in der Mitte zwischen den beiden Torsionswellen 1 schneidet, dann muss die Neigung der Zug-Druckstangen 3 erfindungsgemäß so eingestellt sein, dass sich die strichliert dargestellten Verlängerungen der vier Zug-Druckstangen 3 - hier im Fall der
Es wäre auch möglich, dass bei gleicher Anordnung der Torsionswellen 1 und der Hebel 2 die Zug-Druckstangen 3 an ihren vom Hebel 2 abgewandten Enden zur z-Achse hin geneigt sind, sodass sich die Spitze des Kreiskegels oberhalb der Wankstabilisatoren befindet.It would also be possible that with the same arrangement of the torsion waves 1 and the
In den
Selbstverständlich können zur Ausführung der Erfindung auch andere Gelenke als Kugelgelenke zur Anwendung kommen. Die Kugelgelenke 8 bzw. andere Gelenke am Ende 5 der Zug-Druckstangen 3 können auch über andere Vorrichtungen, wie Feder- oder Dämpfereinrichtungen am Wagenkasten angreifen.Of course, other joints can be used as ball joints for carrying out the invention. The ball joints 8 and other joints at the
- 11
- Torsionswelletorsion
- 22
- Hebellever
- 33
- Zug-DruckstangeTrain-push rod
- 44
-
Kugelgelenk zwischen Hebel 2 und Zug-Druckstange 3Ball joint between
lever 2 and pull-push rod 3 - 55
-
Ende der Zug-Druckstange 3End of the
pull push rod 3 - 66
- Fahrwerklanding gear
- 77
- Wagenkastencar body
- 88th
-
Kugelgelenk am Ende 5 der Zug-Druckstange 3Ball joint at the
end 5 of the train-push rod. 3 - 99
- Radwheel
- xx
- Fahrzeuglängsachse (x-Achse)Vehicle longitudinal axis (x-axis)
- yy
- Querrichtung (y-Achse)Transverse direction (y-axis)
- zz
- Vertikalrichtung (z-Achse)Vertical direction (z-axis)
Claims (3)
- Rail vehicle having at least one running gear and at least two anti-roll stabilisers per running gear which is connected to the running gear (6) and the vehicle body (7), wherein each anti-roll stabiliser comprises- a torsion shaft (1) disposed on a vehicle part (6) transversely to the vehicle's longitudinal direction- levers (2) anti-rotationally mounted thereon on both sides of the vehicle's longitudinal axis- a draw/push bar (3) for each lever (2), wherein each lever is articulately connected to one end of the draw/push bar, the other end (5) of which is articulately connected to the vehicle body (7)characterised in that, in at least one loading state of the vehicle, the imaginary extensions of the two draw/push bars (3) intersect at a point which lies on the axis of rotation of the outward rotational movement of the running gear (6).
- Rail vehicle according to claim 1,
characterised in that the loading state is used at full load. - Rail vehicle according to one of claims 1 or 2,
characterised in that the draw/push bars (3) are angled at between 2° and 10°.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA50275/2012A AT513549B1 (en) | 2012-07-09 | 2012-07-09 | Rail vehicle with roll stabilizer |
PCT/EP2013/063231 WO2014009142A1 (en) | 2012-07-09 | 2013-06-25 | Rail vehicle with roll stabiliser |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2870043A1 EP2870043A1 (en) | 2015-05-13 |
EP2870043B1 true EP2870043B1 (en) | 2016-10-19 |
Family
ID=48746462
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13734003.0A Active EP2870043B1 (en) | 2012-07-09 | 2013-06-25 | Rail vehicle with roll stabiliser |
Country Status (9)
Country | Link |
---|---|
US (1) | US9637145B2 (en) |
EP (1) | EP2870043B1 (en) |
CN (1) | CN104411562B (en) |
AT (1) | AT513549B1 (en) |
AU (1) | AU2013289496B2 (en) |
CA (1) | CA2878476C (en) |
PL (1) | PL2870043T3 (en) |
RU (1) | RU2632035C2 (en) |
WO (1) | WO2014009142A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CA3007329C (en) * | 2015-12-07 | 2024-02-06 | Multihog R&D Limited | A wheeled work vehicle and a suspension unit for a wheeled work vehicle |
AT522647A1 (en) | 2019-06-13 | 2020-12-15 | Siemens Mobility Austria Gmbh | Method and device for determining the operational inclination of vehicles |
RU200948U1 (en) * | 2020-08-03 | 2020-11-20 | Общество с ограниченной ответственностью "ПетроРемСтрой" (ООО "ПРС") | Torsion bar assembly of the anti-roll bar of the vehicle body |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2421874C3 (en) | 1974-05-06 | 1978-06-15 | Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg | Running stabilizer for a high-speed rail vehicle |
CH632199A5 (en) | 1978-09-04 | 1982-09-30 | Schweizerische Lokomotiv | RAIL VEHICLE. |
DE4410970C1 (en) | 1994-03-29 | 1995-07-20 | Talbot Waggonfab | Tilting support for rail vehicle on bogie |
DE19819412C1 (en) | 1998-04-30 | 1999-10-07 | Talbot Gmbh & Co Kg | Stabilizing frame for railway vehicle bogie |
JP2002104183A (en) * | 2000-09-26 | 2002-04-10 | Hitachi Ltd | Rolling stock |
RU2376181C2 (en) | 2008-02-04 | 2009-12-20 | Открытое акционерное общество "Крюковский вагоностроительный завод" (ОАО "КВСЗ") | Passenger car bogie |
WO2010113045A2 (en) | 2009-03-30 | 2010-10-07 | Bombardier Transportation Gmbh | Vehicle having pitch compensation |
DE102009014866A1 (en) | 2009-03-30 | 2010-10-28 | Bombardier Transportation Gmbh | Vehicle with roll compensation |
DE202009015735U1 (en) | 2009-09-15 | 2010-04-22 | Bombardier Transportation Gmbh | Rail vehicle with cross-soft connection of the car body to the chassis |
-
2012
- 2012-07-09 AT ATA50275/2012A patent/AT513549B1/en active
-
2013
- 2013-06-25 EP EP13734003.0A patent/EP2870043B1/en active Active
- 2013-06-25 US US14/413,599 patent/US9637145B2/en active Active
- 2013-06-25 PL PL13734003T patent/PL2870043T3/en unknown
- 2013-06-25 WO PCT/EP2013/063231 patent/WO2014009142A1/en active Application Filing
- 2013-06-25 AU AU2013289496A patent/AU2013289496B2/en active Active
- 2013-06-25 RU RU2014152322A patent/RU2632035C2/en active
- 2013-06-25 CN CN201380036699.0A patent/CN104411562B/en active Active
- 2013-06-25 CA CA2878476A patent/CA2878476C/en active Active
Also Published As
Publication number | Publication date |
---|---|
US9637145B2 (en) | 2017-05-02 |
EP2870043A1 (en) | 2015-05-13 |
CN104411562A (en) | 2015-03-11 |
RU2632035C2 (en) | 2017-10-02 |
AU2013289496A1 (en) | 2015-01-22 |
AT513549A1 (en) | 2014-05-15 |
RU2014152322A (en) | 2016-08-27 |
CN104411562B (en) | 2017-08-08 |
PL2870043T3 (en) | 2017-03-31 |
CA2878476C (en) | 2020-05-12 |
US20150135985A1 (en) | 2015-05-21 |
AT513549B1 (en) | 2014-07-15 |
WO2014009142A1 (en) | 2014-01-16 |
CA2878476A1 (en) | 2014-01-16 |
AU2013289496B2 (en) | 2017-06-15 |
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