EP0699149B1 - Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale - Google Patents

Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale Download PDF

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Publication number
EP0699149B1
EP0699149B1 EP95913063A EP95913063A EP0699149B1 EP 0699149 B1 EP0699149 B1 EP 0699149B1 EP 95913063 A EP95913063 A EP 95913063A EP 95913063 A EP95913063 A EP 95913063A EP 0699149 B1 EP0699149 B1 EP 0699149B1
Authority
EP
European Patent Office
Prior art keywords
roll support
chassis
support according
supporting part
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95913063A
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German (de)
English (en)
Other versions
EP0699149A1 (fr
Inventor
Johannes Nicolin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Talbot & Co KG GmbH
Original Assignee
Waggonfabrik Talbot GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Waggonfabrik Talbot GmbH and Co KG filed Critical Waggonfabrik Talbot GmbH and Co KG
Publication of EP0699149A1 publication Critical patent/EP0699149A1/fr
Application granted granted Critical
Publication of EP0699149B1 publication Critical patent/EP0699149B1/fr
Anticipated expiration legal-status Critical
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Classifications

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

Definitions

  • the invention relates to a roll support for rail vehicles with the features of the preamble of claim 1.
  • twisting movements of a car body around its longitudinal axis (“swaying”) towards the outside of the bow caused by unilateral deflection, in particular due to centrifugal force when traveling through bends, are undesirable and are suppressed if possible.
  • wheel-rail vehicles usually in the form of a torsion bar arranged transversely to the direction of travel with two crank ends at the end
  • a roll support is pivotally mounted in the undercarriage or on the car body, pendulum supports forming the connection between the crank ends and the car body or the chassis.
  • pendulum supports forming the connection between the crank ends and the car body or the chassis.
  • These roll supports allow the car body to compress in the secondary suspension parallel to itself, but prevent unilateral deflection or roll.
  • Active and passive cross-tilt systems have been developed and are now increasingly being used to better compensate for transverse accelerations that occur in addition to the existing track elevations and to increase the possible travel speeds
  • the pendulum supports In a roll support known from US Pat. No. 5,222,440, the pendulum supports converge upward, as seen in the longitudinal direction of the vehicle, and form a passive tilting device which is built directly on the roll support. Depending on the centrifugal force, they incline an intermediate crossmember, which is spring-loaded on the chassis and supports the car body via an additional transverse suspension. The tilting movement of the intermediate crossmember starts immediately with each transverse shift between the body and the bogie, apart from a slight compensation due to the elasticity of the anti-roll support and the additional cross suspension. Even when driving straight ahead, there are constant transverse displacements due to track position errors and the wave movement of the wheel sets, which should normally be absorbed in the transverse suspension. However, if this is combined with the passive tilting device in the manner described, undesired tilting vibrations can impair the desired improvement.
  • An active tilt control device is known from EP 0 528 783 A1, in which overall three drives between the chassis and the car body tangentially around circular tracks a virtual pivot point located approximately at the center of gravity of the car body are arranged. Two of them are diverging diagonally upwards on both sides of the car body arranged, the third lies horizontally under the car body. However, they build not inclined drives on a roll support.
  • the invention has the task of a passive building on a roll support Tilting device Tilting movements with slight transverse displacements between the car body and chassis, especially when driving in a straight line, without using an additional Avoid cross beams.
  • a roll support of the type described at the outset results in arcing, starting from a neutral position -tilt angle zero-, by erecting the the outside of the arch and the sinking of the inner pendulum support is known to be a passive one Tilt the car body towards the chassis towards the inside of the bend, the can be used for better compensation of centrifugal forces when traveling through bends.
  • the original function of the mechanical anti-roll support is not affected in any way.
  • the advantage of a minimal overall height compared to conventional passive systems is achieved.
  • the effect according to the task is achieved in a simple manner by the transverse displaceability of the support part in its longitudinal axis, starting from its central position centered in the chassis. Possibly. one must additionally support the torsion bar of the anti-roll support by means of thrust bearings or the like against longitudinal forces in a suitable manner.
  • the transitions between the torsion bar and the cranks on the end can be reinforced with stiff corners.
  • the drives have shorter strokes than with vertical pendulum supports to set the desired total incline.
  • the side bolsters 2 extending in the direction of travel are each supported on the outside via primary springs on wheel sets 4 of the chassis.
  • the cross member 3 extends essentially parallel to the roll axis of the wheel sets 4.
  • a car body 5 rests on the chassis via a secondary suspension 6, the z. B. is formed by two via a throttle 6D fluidly communicating air springs with rubber-elastic emergency springs.
  • a mechanical suspension can also be combined with the subject of the application.
  • the secondary suspension 6 also contributes to the horizontal transverse suspension of the car body with a portion with a soft spring constant.
  • Parallel to the cross member 3 extends almost over the entire width of the car, designed as a torsion bar spring and preferably pivotally mounted in the chassis frame in the region of the side bolsters 7 wear an 8G joint at their free ends.
  • Corresponding joints 5G are provided on the car body 5 and are connected in pairs and sides by means of pendulum supports 9 to the joints 8G.
  • the assembly consisting of the support part, cranks and pendulum supports together with the associated bearings and joints is referred to as a roll support.
  • the two pendulum supports 9 are seen in the longitudinal or driving direction of the vehicle slanted so that they converge upwards to the median longitudinal plane.
  • center lines of the two pendulum supports should not be opposite Car body turned chassis- span one level so that their imaginary extensions in the room, preferably inside the car body at passenger seat height cut at a point P or P '. This point is always above the Center of gravity of the car body S or S '.
  • the support member 7 is also, in contrast to conventional solutions, from one in the chassis 1 Center position preferably centered by spring force (springs 7F) after both Pages can be shifted along its longitudinal axis by a certain path, i. H. with game Mistake.
  • the weight of the car body 5 is borne by the secondary suspension 6; due to the swivel bearing of the support part in the chassis sets the anti-roll support to a symmetrical one or parallel compression of the secondary suspension 6 and therefore the due to Vibrations unevenness of path, apart from bearing friction forces, no appreciable resistance.
  • parallel is meant the cases in which the car body remains parallel to itself during compression.
  • the straight-ahead position of the car body 5 is indicated here by dash-dotted lines. Is the car body opposite the chassis by centrifugal force - as symbolized by arrow F - z. B. shifted to the right in the left-hand bend, the right pendulum support 9 of the anti-roll support stands up after the transverse displacement of the support part against the force of the spring 7F, while the left pendulum support 9 is tilted further down from the vertical (movement from the respective dash-dotted lines in the solid positions). As a result, the car body 5 on the base of the support part 7 tilts around the current roll pole P — which lies upward at the intersection of the imaginary extensions of the pendulum supports — to the left toward the inside of the arch, as indicated by the solid line here.
  • the middle position of the two compression springs 7F, which center the support 7, is through vertical dash-dotted lines indicated.
  • the springs 7F itself are only here in the shown transversely deflected position of the support member 7, in which the right spring compresses and the left one is extended. At the opposite car body inclination to the right (Left bow) the left spring is compressed and the right one is slightly extended.
  • a passive car body tilting device is thus realized, which has a particularly low overall height stressed and possibly retrofitted to existing vehicles relatively inexpensive can be.
  • the side view according to FIG. 2 serves to illustrate this, in which the dash-dotted lines again indicate the normal position and the solid lines indicate the laterally inclined position of the car body 5 and the (left) pendulum support 9.
  • the anti-roll device with passive tilting device is a spatial structure in which the support part 7 and the cranks 8 span a first level and the inclined pendulum supports 9 span the second level, which intersect in the imaginary connecting line between the joints 8G , wherein the angles between the planes in the parallel compression in the secondary suspension 6 are variable.
  • each pendulum support can be rubber-elastic stored articulated eyes and / or attached via crosshead or ball joints.
  • the expression "joint” is therefore not to be understood here exclusively as meaning that the spherical Mobility like at a ball joint should be present at one point.
  • the pivot bearing of the support member 7 in the chassis 1, the transitions between the Support part 7 and the cranks 8 and the cranks themselves must be those of the secondary suspension 6 transverse forces not absorbed or Take up axial forces safely in the support part 7- can.
  • These can e.g. B. be formed by a guide, in which the free ends of the Cranks are sliding or rolling, and which absorbs all lateral forces in this area.
  • the cross-game of the roll support or its support part 7 discussed above must be but can be absorbed by these management tools.
  • Pendulum support a controllable drive so that the distance between the two pivot axes of the pendulum supports can be actively changed. That would mean, that the car body 5 is based directly on the passive tilting properties mechanical roll support by changing the length of the pendulum supports is also actively tiltable around the roll pole. The angle of inclination is then excluded due to the passive tilting properties of the inclined pendulum supports the difference in length between the two pendulum supports can be determined.
  • the torsional rigidity of the support member 7 is so high that neither the passive Car body inclination a deliberately caused uneven length of the pendulum supports 9 can be completely balanced by twisting the support part.
  • controllable drives are designed as hydraulic lifting cylinders can be used instead of the longitudinally rigid pendulum supports.
  • the lifting cylinder drive elements are driven from a middle position controlled, d. H. when extending one drive element, the opposite one be retracted.
  • the anti-roll connection between the body and the Chassis also includes a fluid column in the active system. Special facilities may have to be used for an emergency operation - failure of the hydraulics or the electronic Regulation- to be provided.
  • both drive elements are preferably in one of the two end positions - so both pendulum supports are set to the same length - blocked. This can be done, for example, hydraulically via valves or mechanically Clamps or a positive locking happen. If both drive elements are blocked in the same position, the vehicle can easily with fully functional Roll support and with the passive tilt system even over longer distances be continued.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Footwear And Its Accessory, Manufacturing Method And Apparatuses (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vibration Prevention Devices (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Load-Engaging Elements For Cranes (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Fluid-Damping Devices (AREA)

Claims (9)

  1. Support antiroulis pour véhicules sur rails avec une caisse de wagon (5) reposant sur un bogie (1) par le biais d'une suspension (6), comprenant:
    au moins une pièce d'appui (7) supportée de façon oscillante dans le bogie ou dans la caisse de wagon, s'étendant essentiellement transversalement à l'axe longitudinal du véhicule,
    deux supports pendulaires (9) articulés des deux côtés de façon oscillante à des manivelles (8) reliées à la pièce d'appui et à la caisse de wagon ou au bogie, approximativement verticaux vus en direction transversale du véhicule, par le biais desquels le bogie et la caisse de wagon sont couplés l'un à l'autre de façon articulée et par le biais desquels, au moins lors de l'affaissement parallèlement à elle-même de la caisse de wagon dans la suspension, on impose un mouvement oscillant, n'empêchant pas l'affaissement, de la pièce d'appui prévue pour supporter la caisse de wagon par rapport au bogie, s'opposant à un affaissement unilatéral avec roulis autour d'un axe situé dans la direction de la marche,
    dans lequel les deux supports pendulaires (9) sont inclinés en convergeant vers le haut par rapport à la verticale, vus en direction longitudinale du véhicule, pour former un dispositif d'inclinaison passif, et sont reliés par le biais d'assemblages à mobilité sphérique (5G, 8G) à la caisse de wagon (5) ou au bogie (1) d'une part et aux manivelles (8) d'autre part,
    caractérisé en ce que la pièce d'appui (7) est en outre supportée de façon à coulisser transversalement à la direction longitudinale du véhicule, avec une course limitée axialement vers les deux côtés, depuis une position médiane centrée dans le bogie (1).
  2. Dispositif antiroulis suivant la revendication 1, caractérisé en ce qu'il est prévu des ressorts (7F) centrant la pièce d'appui (7) dans la position médiane de la course limitée.
  3. Dispositif antiroulis suivant la revendication 1 ou 2, caractérisé en ce que la pièce d'appui (7) est réalisée comme une barre de torsion avec deux manivelles d'extrémité (8), dont chacune est reliée de façon articulée par le biais d'un des supports pendulaires (9) à des côtés extérieurs opposés l'un à l'autre de la caisse de wagon (5).
  4. Dispositif antiroulis suivant la revendication 1 ou 3, caractérisé en ce qu'il est prévu aux extrémités libres des manivelles (8), un dispositif de guidage pour la reprise d'efforts transversaux introduits en ces points par les supports pendulaires (9) se trouvant en position oblique, dispositif qui est déformable dans le cadre de la mobilité transversale limitée de la pièce d'appui.
  5. Dispositif antiroulis suivant la revendication 4, caractérisé en ce que le dispositif de guidage est réalisé comme un guidage à coulisse.
  6. Dispositif antiroulis suivant l'une quelconque des revendications précédentes, caractérisé en ce que les supports pendulaires (9), vus en direction longitudinale du véhicule, sont disposés dans un angle s'écartant de 10° à 60° par rapport à la verticale.
  7. Dispositif antiroulis suivant l'une quelconque des revendications précédentes, caractérisé en ce que les deux supports pendulaires (9) sont réglables en longueur, indépendamment l'un de l'autre, au moyen d'un élément de commande réglable respectif.
  8. Dispositif antiroulis suivant la revendication 7, caractérisé en ce qu'il est prévu un dispositif pour bloquer l'élément de commande dans une position déterminée.
  9. Dispositif antiroulis suivant l'une quelconque des revendications précédentes, caractérisé en ce qu'il est prévu un dispositif de commande agissant entre la caisse de wagon (5) et le bogie (1) pour introduire, renforcer et/ou régler la composante transversale du mouvement d'inclinaison.
EP95913063A 1994-03-29 1995-03-08 Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale Expired - Lifetime EP0699149B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4410970A DE4410970C1 (de) 1994-03-29 1994-03-29 Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
DE4410970 1994-03-29
PCT/EP1995/000849 WO1995026291A1 (fr) 1994-03-29 1995-03-08 Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale

Publications (2)

Publication Number Publication Date
EP0699149A1 EP0699149A1 (fr) 1996-03-06
EP0699149B1 true EP0699149B1 (fr) 1998-08-26

Family

ID=6514200

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95913063A Expired - Lifetime EP0699149B1 (fr) 1994-03-29 1995-03-08 Support antiroulis pour vehicules sur rails avec un dispositif d'inclinaison transversale

Country Status (9)

Country Link
EP (1) EP0699149B1 (fr)
AT (1) ATE170141T1 (fr)
DE (1) DE4410970C1 (fr)
ES (1) ES2120737T3 (fr)
FI (1) FI955689A0 (fr)
HU (1) HUT73400A (fr)
NO (1) NO304364B1 (fr)
PL (1) PL311761A1 (fr)
WO (1) WO1995026291A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816920C1 (de) * 1998-04-16 1999-10-14 Knorr Bremse Systeme Pendelstütze
GB9827727D0 (en) 1998-12-16 1999-02-10 Pfizer Ltd Antiparasitic formulations
JP2002104183A (ja) * 2000-09-26 2002-04-10 Hitachi Ltd 鉄道車両
ES2638874T3 (es) * 2009-03-06 2017-10-24 Construcciones Y Auxiliar De Ferrocarriles, S.A. Sistema de control de basculación de vehículos ferroviarios
DE102009041109A1 (de) 2009-09-15 2011-03-24 Bombardier Transportation Gmbh Fahrzeug mit querweicher Ankopplung des Wagenkastens am Fahrwerk
AT513549B1 (de) * 2012-07-09 2014-07-15 Siemens Ag Oesterreich Schienenfahrzeug mit Wankstabilisator
DE102014216965A1 (de) * 2014-08-26 2016-03-03 Siemens Aktiengesellschaft Fahrwerk für ein Schienenfahrzeug
DE102016204828B4 (de) 2016-03-23 2022-09-15 Siemens Healthcare Gmbh Erzeugen einer kombinierten Kontrastmittel- und Gefäßdarstellung von zu untersuchendem Brustgewebe
CN109238773B (zh) * 2018-12-06 2024-05-24 长沙开元仪器有限公司 一种防旋装置及采样系统
EP3662837B1 (fr) 2019-03-29 2025-04-30 Siemens Healthineers AG Procédé de fourniture de données d'image d'un organe creux
DE102020109930A1 (de) 2020-04-09 2021-10-14 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Drehgestell für ein Schienenfahrzeug mit Wankstütze

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3711907A1 (de) * 1987-04-08 1988-11-10 Gutehoffnungshuette Man Gleisbogenabhaengige wagenkastenneigungssteuerung fuer luftfeder-drehgestelle
DE3713615A1 (de) * 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh Schienenfahrzeug mit querneigungseinrichtung
US5255611A (en) * 1988-10-13 1993-10-26 Sig Schweizerische Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
DE58906319D1 (de) * 1988-10-13 1994-01-13 Sig Schweiz Industrieges Neigungskompensator für schnellfahrende fahrzeuge, insbesondere schienenfahrzeuge.
CH677763A5 (en) * 1988-12-12 1991-06-28 Inventio Ag Anti-rocking suspension for rail vehicle - has torsion bar end levers acting against opposite ends of damper
AT396096B (de) * 1990-02-22 1993-05-25 Sgp Verkehrstechnik Sekundaerfederung fuer ein drehgestell eines schienenfahrzeuges
DE4037672A1 (de) * 1990-11-27 1992-06-04 Man Ghh Schienenverkehr Schienenfahrzeug
AT401913B (de) * 1991-08-16 1996-12-27 Sgp Verkehrstechnik Einrichtung zur abstützung eines wagenkastens auf einem laufwerk, insbesondere für ein schienenfahrzeug
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge

Also Published As

Publication number Publication date
NO954723D0 (no) 1995-11-22
PL311761A1 (en) 1996-03-18
FI955689A7 (fi) 1995-11-24
FI955689L (fi) 1995-11-24
WO1995026291A1 (fr) 1995-10-05
FI955689A0 (fi) 1995-11-24
HUT73400A (en) 1996-07-29
ATE170141T1 (de) 1998-09-15
HU9503399D0 (en) 1996-02-28
ES2120737T3 (es) 1998-11-01
NO304364B1 (no) 1998-12-07
EP0699149A1 (fr) 1996-03-06
DE4410970C1 (de) 1995-07-20
NO954723L (no) 1995-11-22

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