Rail vehicle with roll stabilizer

Abstract

A rail vehicle includes at least one running gear and at least one anti-roll stabilizer which is connected to two different vehicle parts of the rail vehicle. The anti-roll stabilizer includes a torsion shaft disposed on a vehicle part transversally to the longitudinal direction of the vehicle, levers anti-rotationally disposed on the torsion shaft at both sides of the longitudinal axis of the vehicle and a respective draw/push rod for each lever. Each lever is articulatingly connected to one end of the draw/push rod and the draw/push rod is articulatingly connected at its other end to the other vehicle part. In order to reduce the dynamic forces on the draw/push rods in the oblique configuration thereof, imaginary extensions of the draw/push rods intersect at a point which lies approximately on the axis of rotation of the outward rotational movement of the running gear.

Claims

1. A rail vehicle, comprising: a vehicle body; a longitudinal vehicle axis and a longitudinal vehicle direction; at least one running gear experiencing an outward rotational movement having an axis of rotation; and at least two anti-roll stabilizers connected to said running gear and said vehicle body, each of said at least two anti-roll stabilizers including: a torsion shaft disposed on one of said running gear or said vehicle body and extending transverse to said longitudinal vehicle direction; levers anti-rotationally mounted on said torsion shaft along said longitudinal vehicle axis; and draw/push bars each having one end articulatingly connected to a respective one of said levers and another end articulatingly connected to the other of said vehicle parts; said draw/push bars having imaginary extensions intersecting at a point lying on said axis of rotation of said outward rotational movement of said running gear, in at least one loading state of the vehicle.

2. The rail vehicle according to claim 1, wherein said loading state is full load.

3. The rail vehicle according to claim 1, wherein said draw/push bars are disposed at an angle of between 2 and 10.

4. A rail vehicle, comprising: a longitudinal vehicle axis and a longitudinal vehicle direction; at least one running gear experiencing an outward rotational movement having an axis of rotation; and a plurality of different anti-roll stabilizers provided for each running gear and connected to two different vehicle parts of the rail vehicle, each said plurality of different anti-roll stabilizers including: a torsion shaft disposed on one of said vehicle parts and extending transverse to said longitudinal vehicle direction; levers anti-rotationally mounted on said torsion shaft along said longitudinal vehicle axis; and draw/push bars each having one end articulatingly connected to a respective one of said levers and another end articulatingly connected to the other of said vehicle parts; said draw/push bars having imaginary extensions intersecting at a point lying on said axis of rotation of said outward rotational movement of said running gear and said imaginary extensions intersect said axis of rotation of said outward rotational movement of said running gear at different points, in at least one loading state of the vehicle.

5. A rail vehicle, comprising: a longitudinal vehicle axis and a longitudinal vehicle direction; at least one running gear experiencing an outward rotational movement having an axis of rotation; and at least two anti-roll stabilizers provided for each running gear and connected to two different vehicle parts of the rail vehicle, each said at least two anti-roll stabilizers including: a torsion shaft disposed on one of said vehicle parts and extending transverse to said longitudinal vehicle direction where said torsion shafts of said anti-roll stabilizers are disposed in parallel; levers anti-rotationally mounted on said torsion shaft along said longitudinal vehicle axis; and draw/push bars each having one end articulatingly connected to a respective one of said levers and another end articulatingly connected to the other of said vehicle parts; said draw/push bars having imaginary extensions intersecting at a point lying on said axis of rotation of said outward rotational movement of said running gear where said imaginary extensions of all of said draw/push bars of said anti-roll stabilizers intersect at a point lying on said axis of rotation of said outward rotational movement of said running gear, in at least one loading state of the vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For further explanation of the invention, reference will be made in the following part of the description to the accompanying drawings which illustrate further advantageous embodiments, details and further development of the invention, in which:

(2) FIG. 1 shows a perspective view of two anti-roll stabilizers for a running gear,

(3) FIG. 2 shows a side view in the transverse direction of running gear having two anti-roll stabilizers according to the invention,

(4) FIG. 3 shows a plan view onto the running gear from FIG. 2,

(5) FIG. 4 shows a side view in the longitudinal direction of the running gear from FIG. 2.

DESCRIPTION OF PREFERRED EMBODIMENTS

(6) FIG. 1 shows two anti-roll stabilizers according to the invention which are installed in a rail vehicle. To better describe the invention, the other parts of the rail vehicle are not shown.

(7) Each anti-roll stabilizer has a torsion shaft 1 with a lever 2 disposed at each end. In a rectangular coordinate system having an x-axis parallel to vehicle's longitudinal axis, 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 disposed parallel to the y-axis, whereas the levers 2 are parallel to the x-axis.

(8) The four draw/push bars 3 are articulately connected at one end to the free end of the lever 2 by means of a spherical joint 4 in each case. At the other end, the draw/push bars 3 are each connected via another spherical joint 8 to the vehicle body or running gear (not shown). The draw/push bars 3 enclose an angle with the z-direction both in the y-direction and in the x-direction by theirhere upperend being inclined away from the lever 2. If the z-axis of the rectangular coordinate system is defined such that it intersects the vehicle's longitudinal axis precise centrally between the two torsion shafts 1, the inclination of the draw/push bars 3 must be inventively set such that the dash-dotted extensions of the four draw/push bars 3here below the anti-roll stabilizers in the case of FIG. 1intersect at a common point, on the z-axis. Because of the mirror-symmetrical arrangement with respect to the y-z plane and x-z plane, the draw/push bars 3 are therefore on the surface of a straight circular cone, i.e. having a circular base and an axis at right, angles thereto. The axis of the circular cone is on the z-axis, its apex below the draw/push bars 3.

(9) With the same arrangement of the torsion shafts 1 and the levers 2, it would also be possible for the draw/push bars 3 to be inclined toward the z-axis at their ends facing away from the lever 2, so that the apex of the circular cone is above the anti-roll stabilizers.

(10) FIGS. 2-4 show running gear 6 having inventive anti-roll stabilizers according to FIG. 1. The running gear 6 comprises among other things the bearings for the wheels 9. The torsion shafts 1 are mounted on the vehicle body 7, they run in the vehicle's transverse direction (parallel to the y-axis). The two anti-roll stabilizers are disposed in a mirror-image manner with respect to the y-z plane, each anti-roll stabilizer being additionally implemented in a mirror-image manner with respect to the x-z plane. The anti-roll stabilizers are connected to the wheel truck 6 on the one hand and to the vehicle body 7 on the other.

(11) In FIG. 3 shows a plan view onto the anti-roll stabilizers from FIG. 1 along the z-axis. The z-axis is here the point at which the dash-dotted x-axis intersects the y-axis. The z-axis corresponds to the axis of rotation of the outward, rotational movement of the running gear 6.

(12) However, the running gear of FIGS. 2-4 could also have further anti-roll stabilizers between running gear 6 and vehicle body 7. The imaginary extensions of the two draw/push bars of another anti-roll stabilizer could then intersect at a different point on the axis of rotation from that of the two anti-roll stabilizers shown.

(13) Self-evidently, articulations other than spherical joints could also be used to implement the invention. The spherical joints 8 or other joints at the end 5 of the draw/push bars 3 can also engage via other devices such as spring or damper devices on the vehicle body.

LIST OF REFERENCE CHARACTERS

(14) 1 torsion shaft 2 lever 3 draw/push bar 4 spherical joint between, lever 2 and draw/push bar 3 5 end of draw/push bar 3 6 running gear 7 vehicle body 8 spherical joint at end 5 of draw/push bar 3 9 wheel x longitudinal axis of vehicle (x-axis) y transverse direction (y-axis) z vertical direction (z-axis)