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EP0641702A1 - Stabilisateur de rotation hydraulique pour véhicules ferroviaires - Google Patents

Stabilisateur de rotation hydraulique pour véhicules ferroviaires Download PDF

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Publication number
EP0641702A1
EP0641702A1 EP94112671A EP94112671A EP0641702A1 EP 0641702 A1 EP0641702 A1 EP 0641702A1 EP 94112671 A EP94112671 A EP 94112671A EP 94112671 A EP94112671 A EP 94112671A EP 0641702 A1 EP0641702 A1 EP 0641702A1
Authority
EP
European Patent Office
Prior art keywords
axis
hydraulic
levers
car body
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.)
Withdrawn
Application number
EP94112671A
Other languages
German (de)
English (en)
Inventor
Ulrich Dr. Ing. Hachmann
Hans-Peter Lang
Wolfgang-Dieter Dipl.-Ing. Richter
Uwe Dipl.-Ing. Schüller
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.)
AEG Schienenfahrzeuge GmbH
Original Assignee
AEG Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AEG Schienenfahrzeuge GmbH filed Critical AEG Schienenfahrzeuge GmbH
Publication of EP0641702A1 publication Critical patent/EP0641702A1/fr
Withdrawn legal-status Critical Current

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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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the invention relates to hydraulic rotation stabilization with the features of the preamble of claim 1.
  • Trolleys which are provided with a hydraulic rotation stabilization for a quiet and wheel / rail force-reduced running in the track are known.
  • Rotary or roll damping elements are usually arranged directly between the bogie frame and the body. The task of these hydraulic dampers is to prevent the so-called shaft running of the wheel sets, which occurs at high driving speeds.
  • a cradle is non-rotatably connected to the bogie frame.
  • a friction pairing between the cradle and the body ensures that the chassis is stabilized, even at high speeds. Relative movements between the slide and the slide plate are only possible after the maximum torque has been overcome.
  • the cradle is not directly connected to the chassis frame. Rather, the trailing arms (anti-rotation linkage) engage on a torsionally rigid shaft, which enables relative longitudinal movements to be opposed only by a small amount, relative rotations, on the other hand, by a very high resistance (rigidity).
  • a roll damping arrangement for bogie rail vehicles is known from CH-A-659 803.
  • dampers are arranged between the body and the bogie frame. These are fixed on the car body, on the bogie frame via swivel levers. The swivel levers are connected by a shaft. A rigid connecting rod is articulated in the middle of this shaft to apply forces to the car body.
  • the invention has for its object to achieve the rotation stabilization with hydraulic damping elements on the chassis and to do without heavy additional parts the cradle or spring support and to ensure that no resulting longitudinal forces from the rotation stabilization are transmitted from the chassis to the car body (non-reactive transmission of the stabilizing moments around the vertical axis), as well as the longitudinal and pitching movements of the To decouple the bogie from the car body and to ensure reliability even with only two damping elements per chassis.
  • a hydraulic torsional stabilization for rail vehicles for damping the rolling movement of undercarriages with one or more axles while simultaneously decoupling the forces and movements in the longitudinal direction of the vehicle characterized in that one or more sufficiently rigid torsion bars on the car body in the horizontal direction transversely to the longitudinal axis of the vehicle (y-axis) are rotatably mounted about the y-axis at at least two bearing points, at both ends of which the forces resulting from the rotary movement to be stabilized via levers which are or hang in the vertical direction (z-axis) and suitable joints of the undercarriage originate, be introduced via a hydraulic damping element or a link rod from the undercarriage frame into the torsion bar as a moment, whereby on each individual torsion bar at most one lever a link rod can be arranged as a connection to the undercarriage frame while the assembly of the levers with hydraulic damping elements can be carried out as a connection to the chassis frame with any number and arrangement
  • one or more sufficiently rigid torsion bars are mounted on the chassis frame in the direction horizontally-transversely to the vehicle's longitudinal axis (y-axis) at at least two bearing points for rotation about the y-axis, at both ends of which in the vertical direction ( z-axis) standing or hanging levers and suitable joints, the forces resulting from the rotational movement of the running gear to be stabilized are introduced as a moment via a hydraulic damping element or a link rod from the car body into the torsion bar, whereby a link rod can be arranged on each individual torsion bar on at most one lever as a connection to the car body , while the levers can be equipped with hydraulic damping elements as a connection to the car body with any number and arrangement.
  • one or more sufficiently rigid torsion bars on the chassis frame and on the body in the direction horizontally-transversely to the longitudinal axis of the vehicle (y-axis) are rotatably supported at least two bearing points about the y-axis.
  • Fig. 1 shows an arrangement with a torsion bar (2), mounted on the car body at two bearing points (1) with two hanging levers (3) firmly connected to the pipe ends.
  • the connection to the chassis frame (7a) is made on one side with a damping element (5) between two joints (4, 7).
  • On the other side there is a link rod (6) in the same place, which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion rod (2).
  • Fig. 2 shows an arrangement analogous to Fig. 1 with the difference that here a second damper (5) is arranged instead of the link rod.
  • the positioning of the levers (3) and the rotation of the torsion bar (2) can be carried out here, among other things, by the torsional rigidity of the bearing points (1).
  • Fig. 3 shows an arrangement analogous to Fig. 2 with the difference that here two damping elements (5) are arranged on each lever (3).
  • the failure of a damping element leads to a symmetrical reduction of the total damping by 50%.
  • Fig. 4 shows an arrangement analogous to Fig. 1 with the difference that here two damping elements (5) are arranged on a lever (3).
  • the failure of a damping element leads to a symmetrical reduction of the total damping by 50%.
  • Fig. 5 shows an arrangement analogous to Fig. 1 with the difference that here a damping element is arranged on one side of a lever (3) and a torsion bar (2). On the other hand is in the same place each a linkage rod (6) which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion bar (2).
  • the failure of a damping element leads to a symmetrical reduction of the total damping by 50%.
  • the failure of a torsion bar (2), a lever (3), a bearing (1), a link rod (6) or a joint (4, 7) leads to a symmetrical reduction of the total damping by 50%.
  • FIG. 6 shows an arrangement analogous to FIG. 2 with the advantages of FIG. 5.
  • Fig. 7 shows the arrangement of Fig. 6, but the torsion bars (2) are arranged on the outside. Advantages with this arrangement arise under appropriate kinematic conditions.
  • Fig. 8 shows an arrangement like Fig. 1 with the difference that the torsion bar (2) is mounted on the chassis frame (7a) at two bearing points (7) with two fixed levers (3) connected to the pipe ends.
  • the connection to the car body (1a) is carried out on one side with a damping element (5) between two joints (4, 1).
  • On the other side there is a link rod (6) in the same place, which at the same time takes over the positioning of the levers (3) and thus the rotation of the torsion rods (2).
  • Fig. 9 shows an arrangement analogous to Fig. 8 with the properties corresponding to Fig. 2 with the difference that here a second damper (5) is arranged instead of the link rod.
  • the positioning of the levers (3) and the rotation of the torsion bars (2) can be carried out here, among other things, by the torsional rigidity of the bearing points (7).
  • Fig. 10 shows an arrangement similar to Fig. 5 with the difference that here a torsion bar (2) on the car body (1a) via two bearing points (1) and a torsion bar (2) via two bearing points (7a) on the chassis frame (7) is stored.
  • FIGS. 3 to 7 analogous to FIGS. 8, 9 and 10 and other different mounting configurations are conceivable.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP94112671A 1993-08-31 1994-08-13 Stabilisateur de rotation hydraulique pour véhicules ferroviaires Withdrawn EP0641702A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4329299 1993-08-31
DE19934329299 DE4329299C2 (de) 1993-08-31 1993-08-31 Hydraulische Drehstabilisierung für Schienenfahrzeuge

Publications (1)

Publication Number Publication Date
EP0641702A1 true EP0641702A1 (fr) 1995-03-08

Family

ID=6496450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94112671A Withdrawn EP0641702A1 (fr) 1993-08-31 1994-08-13 Stabilisateur de rotation hydraulique pour véhicules ferroviaires

Country Status (2)

Country Link
EP (1) EP0641702A1 (fr)
DE (1) DE4329299C2 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2361222A (en) * 2000-04-15 2001-10-17 Powell Duffryn Rail Ltd Bogie damping arrangement
CN106314469A (zh) * 2015-07-03 2017-01-11 株洲时代新材料科技股份有限公司 一种改善轨道车辆转向架整体性能的方法及悬挂减振系统
CN108216286A (zh) * 2017-10-12 2018-06-29 中车株洲电力机车有限公司 一种横向安装的抗蛇行装置及转向架

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008037889A1 (de) * 2008-08-15 2010-02-25 Bombardier Transportation Gmbh Schienenfahrzeug
CN112960007A (zh) * 2021-02-04 2021-06-15 中车青岛四方车辆研究所有限公司 主动倾摆装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2106088A5 (fr) * 1970-08-27 1972-04-28 Wegmann & Co
CH659803A5 (de) * 1982-07-16 1987-02-27 Sig Schweiz Industrieges Schlingerdaempfungsanordnung fuer drehgestell-schienenfahrzeuge.
EP0289482A2 (fr) * 1987-04-30 1988-11-02 Simmering-Graz-Pauker Aktiengesellschaft Bogie pour véhicules ferroviaires pour grandes vitesses
WO1990002068A1 (fr) * 1988-08-30 1990-03-08 Sig Schweizerische Industrie-Gesellschaft Bogie pour vehicules sur rails a haute vitesse

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH638732A5 (de) * 1979-07-06 1983-10-14 Schweizerische Lokomotiv Schienenfahrzeug mit einem fahrzeugkasten und zwei drehgestellen.
US4735149A (en) * 1985-04-04 1988-04-05 South African Inventions Development Corporation Of Administration Building Railway vehicle suspension
DE3528506A1 (de) * 1985-08-08 1987-02-19 Boge Gmbh Hydraulischer schwingungsdaempfer zum hemmen eines drehgestells fuer ein schnell lauffaehiges schienenfahrzeug
CH684075A5 (de) * 1991-05-23 1994-07-15 Sig Schweiz Industrieges Drehgestell.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2106088A5 (fr) * 1970-08-27 1972-04-28 Wegmann & Co
CH659803A5 (de) * 1982-07-16 1987-02-27 Sig Schweiz Industrieges Schlingerdaempfungsanordnung fuer drehgestell-schienenfahrzeuge.
EP0289482A2 (fr) * 1987-04-30 1988-11-02 Simmering-Graz-Pauker Aktiengesellschaft Bogie pour véhicules ferroviaires pour grandes vitesses
WO1990002068A1 (fr) * 1988-08-30 1990-03-08 Sig Schweizerische Industrie-Gesellschaft Bogie pour vehicules sur rails a haute vitesse

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2361222A (en) * 2000-04-15 2001-10-17 Powell Duffryn Rail Ltd Bogie damping arrangement
GB2361222B (en) * 2000-04-15 2003-06-25 Powell Duffryn Rail Ltd Three piece bogie arrangement
CN106314469A (zh) * 2015-07-03 2017-01-11 株洲时代新材料科技股份有限公司 一种改善轨道车辆转向架整体性能的方法及悬挂减振系统
CN106314469B (zh) * 2015-07-03 2018-06-05 株洲时代新材料科技股份有限公司 一种改善轨道车辆转向架整体性能的方法及悬挂减振系统
CN108216286A (zh) * 2017-10-12 2018-06-29 中车株洲电力机车有限公司 一种横向安装的抗蛇行装置及转向架

Also Published As

Publication number Publication date
DE4329299A1 (de) 1995-03-02
DE4329299C2 (de) 1998-02-12

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