• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a rail vehicle with at least one chassis and at least one roll stabilizer, which is connected to two different vehicle parts of the rail vehicle, wherein the roll stabilizer comprises - a torsion shaft (1) arranged transversely to the vehicle longitudinal direction on a vehicle part, - lever rotatably mounted on both sides of the vehicle longitudinal axis ( 2) - one pull-push rod (3) for each lever (2), each lever being hinged to one end of the push-pull bar and articulated to the other end (5) of the other vehicle part. To apply the dynamic forces To reduce the train push rods in their oblique arrangement, it is provided that the imaginary extensions of the pull push rods (3) intersect at a point approximately on the axis of rotation of the Ausdrehbewegung the chassis.
    公开号:AT513549A1
    申请号:T50275/2012
    申请日:2012-07-09
    公开日:2014-05-15
    发明作者:Christian Mag Brandstätter；Gerhard Dipl Ing Kaserer；Christian Plankensteiner；Michael Dipl Ing Sumnitsch
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    1 201101985
    description
    Rail vehicle with roll stabilizer Technical area
    The invention relates to a rail vehicle with at least one chassis and with at least one roll stabilizer, which is in communication with two different vehicle parts of the rail vehicle, wherein the roll stabilizer comprises - a transverse to the vehicle longitudinal direction on a vehicle part arranged torsion shaft, rotatably on this on both sides of the vehicle longitudinal axis mounted levers, -je one pull-push rod for each lever, each lever is pivotally connected to one end of the train push rod and this is hinged at its other end to the other vehicle part.
    The one vehicle part is usually the running or chassis, such as a bogie or the bogie frame, the other part of the vehicle is the car body. A rail vehicle usually has at least two running or running gear.
    State of the art
    In rail vehicles - but also in other vehicles - the car body is usually resiliently mounted relative to the wheel units, for example, wheel pairs or sets of wheels via one or more spring stages. Due to the comparatively high center of gravity of the car body, the tendency of the car body occurring at bow travel, acting transversely to the driving movement and thus transversely to the vehicle longitudinal axis, tends to tilt towards the outside of the wheel units, thus, in other respects
    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.
    To prevent this, are usually
    Anti-roll devices 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. Such roll stabilizers are known in various hydraulic or purely mechanical embodiments. Frequently, a torsion shaft extending transversely to the vehicle longitudinal direction is used, as is known, for example, from EP 1 075 407 B1 or from DE 24 21 874 A1.
    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 rigidity - compensates for a given torsion angle by a counter-torque resulting from its elastic deformation and thus prevents further rolling movement. It may be provided for both the secondary spring stage in bogie-equipped rail vehicles, the anti-roll device, d. H. between a chassis frame and the car body act. Likewise, the anti-roll device can also be used in the primary stage, d. H. between the wheel units and a chassis frame or - in the absence of secondary suspension - act a car body.
    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.
    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 an unfavorable arrangement but also to higher dynamic forces in the train 4/19 4 201101985
    Push rods when cornering and to higher Ausdrehwiderständen the landing gear.
    The 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 measured by a load cell on the hydraulic cylinder, the Ausdrehwiderstand, depending on the Ausdrehwinkel.
    Presentation of the invention
    It is therefore an object of the present invention to provide a roll stabilizer, which leads 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.
    This object is achieved by a rail vehicle with anti-roll bar with the features of claim 1. Advantageous embodiments of the invention are defined in the respective dependent claims.
    It is provided that the imaginary extensions of the two train push rods in at least one loading state of the vehicle - ideally - intersect at a point that - exactly or approximately - is on the axis of rotation of the Ausdrehbewegung the chassis. Usually, this axis of rotation lies in the geometric center of the chassis. Normally the pull push rods are equidistant from this point. 5/19 5 201101985
    Most of the vehicle part with which the roll stabilizer is connected, the chassis, and the other vehicle part of the car body.
    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.
    In the present invention, the train pressure bars of the fuel stabilizer 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).
    It has been found that in the 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 result 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.
    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 inventive arrangement is not limited to a roll system. It can be several rolling systems, so several 6/19 6 201101985
    Roll stabilizers, are available per chassis, all roll stabilizers of a chassis can be arranged on a car body, or even on separate car bodies. The imaginary extensions of the train-push rods of various roll stabilizers may not have a common as defined above intersection with the axis of rotation of the Ausdrehbewegung of the chassis.
    In one possible embodiment of 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 in at least one loading condition of the vehicle in one point cut, which is approximately on the axis of rotation of the Ausdrehbewegung the chassis. 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.
    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. 7/19 7 201101985
    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.
    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 reducing the forces in the
    Secondary vertical dampers is not so important.
    Brief description of the figures
    To further explain the invention, reference is made in the following part of the description to the figures, from the further advantageous embodiments, details and further developments of the invention can be found. Show it:
    1 shows two roll stabilizers according to the invention for a chassis in perspective view,
    2 is a side view of a chassis in the transverse direction with two roll stabilizers according to the invention,
    3 is a plan view of the chassis of FIG. 2,
    Fig. 4 is a side view of the chassis of FIG. 2 in the longitudinal direction. 8/19 8 201101985
    Embodiment of the invention
    In 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. In a rectangular coordinate system with an x-axis parallel to the vehicle longitudinal axis, with a y-axis in the transverse direction of the vehicle and a z-axis in the vertical direction of the vehicle, the torsion shaft 1 is arranged parallel to the y-axis, while the lever 2 parallel to x 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 the x-direction by tilting their upper end away from the lever 2. If the z-axis of the rectangular coordinate system is set so that it intersects the vehicle longitudinal axis exactly midway between the two torsional shafts 1, then the inclination of the train push rods 3 according to the invention must be set so that the dashed represent extensions of the four train -Print rods 3 - here in the case of Fig. 1 under the roll stabilizers - cut in a common point on the z-axis. Due to the mirror-symmetrical arrangement with respect to the y-z plane and the x-z plane, the tension-push rods 3 thus lie 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 3. 9/19 9 201101985
    It would also be possible that with the same arrangement of the torsion waves 1 and the lever 2, 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.
    In FIGS. 2-4, a chassis 6 with roll stabilizers according to the invention according to FIG. 1 is 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 y-z plane, and each roll stabilizer is additionally designed in mirror image with respect to the x-z 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 shows the plan view of the roll stabilizers from FIG. 1 along the z-axis. Here, 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.
    However, the chassis of FIGS. 2-4 could also have further roll stabilizers between chassis 6 and car body 7. The imaginary extensions of the two train push rods of another roll stabilizer could then intersect at a different point on the axis of rotation than those of the two roll stabilizers shown.
    Of course, other joints can be used as ball joints for carrying out the invention. The 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. 10/19 10 201101985
    LIST OF REFERENCES: 1 torsion shaft 2 lever 5 3 pull-push rod 4 ball joint between lever 2 and pull-push rod 3 5 end of push-pull rod 3 6 chassis 7 car body 10 8 ball joint at end 5 of push-pull rod 3 9 wheel x vehicle longitudinal axis (x-) Axis) y transverse direction (y-axis) z vertical direction (z-axis) 11/19
    权利要求:
    Claims (6)
    [1]
    1. Rail vehicle with at least one chassis and at least one roll stabilizer, which is in communication with two different vehicle parts (6, 7) of the rail vehicle, wherein the roll stabilizer comprises - a transversely to the vehicle longitudinal direction on a vehicle part (6) arranged torsion (1 ), - at this on both sides of the vehicle longitudinal axis rotatably mounted lever (2) - one pull-push rod (3) for each lever (2), wherein each lever is pivotally connected to one end of the push-push rod and this with their other End (5) with the other vehicle part (7) is hingedly connected, characterized in that the imaginary extensions of the two train push rods (3) intersect in at least one loading state of the vehicle at a point on the axis of rotation of the Ausdrehbewegung of the chassis (6) lies.
    [2]
    2. Rail vehicle according to claim 1, characterized in that a vehicle part with which the roll stabilizer is in communication, the chassis (6) and the other vehicle part of the car body (7). 12/19 12 201101985
    [3]
    3. Rail vehicle according to claim 1 or 2, characterized in that per chassis several roll stabilizers are provided, wherein the imaginary extensions of the train push rods (3) different roll stabilizers intersect the axis of rotation of the Ausdrehbewegung the chassis (6) in different points.
    [4]
    4. Rail vehicle according to one of claims 1 to 3, characterized in that at least two roll stabilizers per chassis are provided, the torsion waves (1) are arranged in parallel, and where the imaginary extensions of all train push rods (3) in at least one loading state of Vehicle at a point that lies on the axis of rotation of the Ausdrehbewegung the chassis (6).
    [5]
    5. Rail vehicle according to one of claims 1 to 4, characterized in that the loading state is used at full load.
    [6]
    6. Rail vehicle according to one of claims 1 to 5, characterized in that the inclination of the train push rods (3) is between 2 ° and 10 °.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2414207B1|2019-10-23|Vehicle having roll compensation
    EP1580093B1|2008-12-31|Vehicle, especially rail guided vehicle, comprising articulated interconnected bodies
    EP1915283B1|2010-06-02|Vehicle with anti-roll devices
    DE102009041109A1|2011-03-24|Vehicle with transverse soft coupling of the car body to the chassis
    DD287446A5|1991-02-28|ROTATING FRAME FOR QUICK-DRIVEN RAIL VEHICLES
    EP2991883B1|2020-03-04|Wheelset bearing for the wheelset of a rail vehicle having internally mounted truck
    EP0547188B1|1995-07-26|Bogie for high-speed railway vehicles
    EP2870043B1|2016-10-19|Rail vehicle with roll stabiliser
    EP0649782B1|1999-11-17|Railway vehicle and railway train for such a vehicle
    AT409843B|2002-11-25|CHASSIS FOR A RAIL VEHICLE
    EP2121406B1|2013-10-02|Vehicle having a jakobs bogie and an anti-roll support
    EP2386454B1|2014-01-01|Bogie
    EP1915282B1|2012-10-31|Vehicle with anti-roll devices
    DE4344469C1|1995-02-09|Individual bogie for rail vehicles
    DE102007027592A1|2008-12-18|Vehicle with articulated car bodies
    EP2955079A1|2015-12-16|Bogie or rail vehicle using the same
    DE202019102084U1|2019-06-28|Active steering of a rail-bound two-axle work vehicle
    EP2991882A1|2016-03-09|Chassis frame for a rail vehicle
    EP2948359B1|2020-06-24|Rail vehicle having tilting technology
    EP2619065B1|2018-09-26|Rail vehicle having a weight-optimized connection of the chassis to a wagon body
    DE10054203A1|2001-05-23|Bogie for rail vehicles, has transverse wheel-set axles supporting cross-bar through springs and guided laterally and longitudinally by at least three coupling rods or guide leaves
    同族专利:
    公开号 | 公开日
    CN104411562A|2015-03-11|
    EP2870043A1|2015-05-13|
    WO2014009142A1|2014-01-16|
    AT513549B1|2014-07-15|
    CA2878476A1|2014-01-16|
    US9637145B2|2017-05-02|
    RU2014152322A|2016-08-27|
    AU2013289496B2|2017-06-15|
    CN104411562B|2017-08-08|
    RU2632035C2|2017-10-02|
    EP2870043B1|2016-10-19|
    AU2013289496A1|2015-01-22|
    PL2870043T3|2017-03-31|
    US20150135985A1|2015-05-21|
    CA2878476C|2020-05-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4410970C1|1994-03-29|1995-07-20|Talbot Waggonfab|Tilting support for rail vehicle on bogie|
    EP1190925A1|2000-09-26|2002-03-27|Hitachi, Ltd.|Transverse tilting mechanism for railway vehicle|
    DE202009015736U1|2009-03-30|2010-04-29|Bombardier Transportation Gmbh|Vehicle with roll compensation|
    DE202009015735U1|2009-09-15|2010-04-22|Bombardier Transportation Gmbh|Rail vehicle with cross-soft connection of the car body to the chassis|
    DE2421874C3|1974-05-06|1978-06-15|Maschinenfabrik Augsburg-Nuernberg Ag, 8500 Nuernberg|Running stabilizer for a high-speed rail vehicle|
    CH632199A5|1978-09-04|1982-09-30|Schweizerische Lokomotiv|RAIL VEHICLE.|
    DE19819412C1|1998-04-30|1999-10-07|Talbot Gmbh & Co Kg|Stabilizing frame for railway vehicle bogie|
    RU2376181C2|2008-02-04|2009-12-20|Открытое акционерное общество "Крюковский вагоностроительный завод" |Passenger car bogie|
    WO2010113045A2|2009-03-30|2010-10-07|Bombardier Transportation Gmbh|Vehicle having pitch compensation|US11040591B2|2015-12-07|2021-06-22|Multihog R&D Limited|Wheeled work vehicle and a suspension unit for a wheeled work vehicle|
    AT522647A1|2019-06-13|2020-12-15|Siemens Mobility Austria Gmbh|Method and device for determining the operational inclination of vehicles|
    RU200948U1|2020-08-03|2020-11-20|Общество с ограниченной ответственностью "ПетроРемСтрой" |Torsion bar assembly of the anti-roll bar of the vehicle body|
    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190814 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50275/2012A|AT513549B1|2012-07-09|2012-07-09|Rail vehicle with roll stabilizer|ATA50275/2012A| AT513549B1|2012-07-09|2012-07-09|Rail vehicle with roll stabilizer|
    EP13734003.0A| EP2870043B1|2012-07-09|2013-06-25|Rail vehicle with roll stabiliser|
    PL13734003T| PL2870043T3|2012-07-09|2013-06-25|Rail vehicle with roll stabiliser|
    CA2878476A| CA2878476C|2012-07-09|2013-06-25|Rail vehicle with roll stabilizer|
    AU2013289496A| AU2013289496B2|2012-07-09|2013-06-25|Rail vehicle with roll stabiliser|
    CN201380036699.0A| CN104411562B|2012-07-09|2013-06-25|Rail vehicle with roll stabilizer|
    RU2014152322A| RU2632035C2|2012-07-09|2013-06-25|Rail vehicle with antiroll bar|
    PCT/EP2013/063231| WO2014009142A1|2012-07-09|2013-06-25|Rail vehicle with roll stabiliser|
    US14/413,599| US9637145B2|2012-07-09|2013-06-25|Rail vehicle with roll stabilizer|
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