WO2013189999A1 - Vehicle having a spring device with a specifiable transverse spring characteristic - Google Patents

Description

 Vehicle with a spring device with specifiable cross spring characteristic

The present invention relates to a vehicle, in particular a rail vehicle, with a car body and a chassis unit, wherein the car body is supported on at least one spring device in a vehicle height direction on the chassis unit. The present invention further relates to a corresponding spring device of such a vehicle according to the invention.

In rail vehicles (but also in other vehicles) of 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 devices in a vehicle height direction.

Transverse accelerations, which act, for example, when traveling in a transverse direction (ie transversely to the direction of travel or transverse to a vehicle longitudinal axis), in such vehicles usually cause a transverse deflection of the car body with respect to the wheel units, which must be absorbed by the spring devices.

This often causes the problem that depending on the design of the used

Spring devices can achieve a desired transverse spring characteristic (ie, a desired course of the resistance of the spring device against the transverse deflection of the car body) only with comparatively complex means. The transverse spring characteristic is both in terms of ride comfort for the passengers but also with regard to the driving safety of the vehicle, for example, its derailment, from

Importance.

In conventional spring systems, in particular in conventional spring systems with air springs and / or steel springs, the relevant criterion for the design of the spring characteristic, however, is of course first the support function in the

Vehicle height direction. This focus on the support of the car body in the

Vehicle height direction usually leaves little room for a simple

Adjustment of the transverse spring characteristic (ie the spring characteristic of the support in the vehicle transverse direction).

In such conventional designs are therefore typically one or more acting in the vehicle transverse direction separate spring elements and / or damper elements provided to adjust the transverse spring characteristic of the support of the car body to a desired course. But this will increase anyway

comparatively high space requirements for such suspensions even further. This is particularly disadvantageous in modern rail vehicles with the comparatively high number of components to be arranged in the region of the chassis.

In particular, in connection with so-called low-floor vehicles, for example, EP 1 029 764 A2 and EP 1 264 750 A1 disclose hydropneumatic or

Hydromechanical spring devices known in which the recording of the supporting force between the car body and wheel unit via a hydraulic unit whose working space is connected via a hydraulic line with another working space of a hydropneumatic or hydromechanical spring unit in conjunction, which the spring action for

Provides.

In these designs, the requirements of the available space are somewhat relaxed, since the spring unit can be arranged thanks to the hydraulic line to one of the (the supporting force mediating) hydraulic unit (almost) arbitrarily far away position at which sufficient space is available. However, here again the transverse spring characteristic can only be modified with a similar outlay as in the embodiments described above. Accordingly, one or more acting in the vehicle transverse direction spring elements and / or damping elements must also be provided here in order to adapt the transverse spring characteristic of the support of the car body to a desired course. Even with these designs, the disadvantages already described above arise with regard to the effort for their design.

In addition, the incorporation of transverse movements or transverse forces by the hydraulic unit is generally problematic in such designs. Thus, for example, the hydraulic unit of EP 1 264 750 A1 only very limited transverse movements or

Absorb transverse forces, while this is indeed possible in the hydraulic unit of EP 1 029 764 A2. but is bought by a comparatively elaborate and wear-prone design with a rolling bellows.

The present invention is therefore based on the object to provide a vehicle or a spring device of the aforementioned type, which or which does not have the disadvantages mentioned above or at least to a lesser extent and in particular in a simple and space-saving manner an adaptation of the

Cross spring characteristic allows for a desired course. The present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the characterizing part of claim 1

specified characteristics. It further solves this problem by a spring device according to claim 15.

The present invention is based on the technical teaching that allows a simple and space-saving way to adapt the transverse spring characteristic to a desired course, when the spring device comprises a first contact element, a second contact element and at least one spring unit, the kinematically in series between the car body and the chassis unit are arranged, that the first contact element at a deflection of the car body in a vehicle transverse direction, the second contact element at different contact points at least one

Contact point curve contacted.

About the first and second contact element, a coupling device in the

kinematic chain between the car body, the spring device and the

Chassis unit can be realized, which converts a transverse movement of the car body relative to the chassis unit in a deflection of the spring unit in its main direction of action, in which it acts to support the car body in the vehicle height direction. For the purposes of the present invention, the main direction of action is understood to be the direction in which the spring unit is primarily intended to achieve its spring action. For example, in a conventional cylindrical coil spring, this is the direction of the spring axis (that is, the center axis of the cylinder). Depending on the design or arrangement of the spring unit, the main direction of action of the spring unit parallel to the

Vehicle height direction, but it can also be inclined to the vehicle height direction.

The adaptation of the transverse spring characteristic to a desired course can, with a given spring characteristic of the spring device in the vehicle height direction or a predetermined spring characteristic of the spring unit in its main direction of action, be simply determined by the movement ratio between the transverse movement of the car body and the deflection of the spring unit in the main body as defined by the course of the contact point curve Main direction of effect done. In other words it is about the adaptation of

Contact point curve in a simple manner possible to adjust the transverse spring characteristic, without having to accept compromises in the optimization of the spring characteristic of the spring device in the vehicle height direction or the optimization of the spring characteristic of the spring unit in its main direction of action. The motion translation realized via the first and second contact elements can be realized in any suitable manner, so that a sliding movement between the first and second contact elements along the contact point curve can be provided. Furthermore, the first and second contact element for movement translation at least partially perform purely translational movements.

However, particularly simple to implement, robust and durable designs arise when at least one of the two contact elements in the context of

Movement translation at least partially performs a rotational movement. In this case, then a rolling movement or at least one rolling movement between the two contact elements can be realized, which is not least from a wear point of advantage.

According to a first aspect, the present invention therefore relates to a vehicle, in particular a rail vehicle, with a car body and a chassis unit, wherein the car body via at least one spring device in a

Vehicle height direction is supported on the chassis unit. The spring device comprises a first contact element, a second contact element and at least one

Spring unit, wherein the first contact element, the second contact element and the at least one spring unit are arranged kinematically in series between the car body and the chassis unit. The first contact element is arranged and assigned to the second contact element such that the first contact element in a

Deflection of the car body in a vehicle transverse direction contacted the second contact element at different contact points of at least one contact point curve.

In order to achieve the above-described, at least in sections, a rotational movement of one of the contact elements, it is preferably provided that the first

Contact element is pivotally mounted about a pivot axis and the second

Contact element is assigned such that the first contact element at a

Pivoting movement about the pivot axis contacts the second contact element at different contact points of the at least one contact point curve.

It is understood here that in principle an arbitrary profile of the transverse spring characteristic of the spring device can be realized via the at least one contact point curve, which is adapted to the specific application, for example the vehicle type and / or the rated operating speed of the vehicle. In other words, it is possible to adapt the spring device without much effort for any vehicle. So it can be easily adapted for a vehicle in the passenger transport with comparatively low nominal operating speeds (for example, a tram or subway) as well as for vehicles in regional, intercity or high-speed traffic, which then always higher

Have nominal operating speeds. This is particularly well suited

System according to the invention for vehicles with tilting technology, since the mechanical complexity of the tilt and suspension system can hereby be drastically reduced.

Depending on the degree of transverse deflection, constant and / or linear and / or progressive and / or declining courses of the resistance of the spring device can be adjusted against the transverse deflection of the car body, at least in sections.

In preferred variants of the vehicle according to the invention, the first

Contact element pivoted at a transverse deflection of the car body to the chassis unit in the vehicle transverse direction, starting from a neutral position about the pivot axis, wherein the at least one contact point curve defines a Querfederungscharaktstik the spring device. The at least one contact point curve is formed in certain variants of the invention such that the spring device at least in an adjacent to the neutral position Querlenklenkungsmittenbereich and / or at least in a distance from the neutral position outer

Transverse deflection of a progressive transverse deflection resistance to the transverse deflection with at least partially progressive characteristic

opposes.

This makes it possible in an advantageous manner. Cross deflections at certain, arbitrarily specifiable positions oppose increasing resistance. This can be achieved, for example, in the region of the neutral position (which is assumed when the vehicle is on a straight flat path) a passive self-centering effect, as will be explained in more detail below. Likewise, this increasing resistance in areas further from neutral can be used to accomplish the function of limiting movement typically provided by lateral stops or buffers in conventional vehicles. Such additional stops or buffers may then be completely absent, further simplifying the design of the vehicle. Additionally or alternatively, the at least one contact point curve may be formed such that the spring unit is at least in one adjacent to the neutral position

Querlenkungsmittenbereich exerts a force acting in the vehicle transverse direction restoring force on the car body, which is caused by the force acting on the car body weight and which up to a maximum during operation of the vehicle

Rail superelevation is sufficient to the car body at least in the vicinity of the neutral position, preferably return substantially to the neutral position. These

Selbstzentrierungswirkung can over the course of the described above

Contact point curve can be realized with progressive resistance to the transverse deflection.

Additionally or alternatively, it may further be provided that the at least one

Contact point curve is formed such that the spring device, at least in a spaced from the neutral position outer Querauslenkungsbereich a progressive transverse deflection resistance to the Querauslenkung with at least

Sectionally degressive characteristic opposes. This makes it possible, for example, to even support the further transverse deflection in certain areas.

This is particularly advantageous in connection with so-called tilt systems, which set a tilt angle or a roll angle of the car body about a parallel to the vehicle longitudinal roll axis to the passengers of the vehicle perceived as disturbing lateral acceleration (as it acts, for example, when cornering). Especially in connection with active

Tilting systems in which the adjustment of the roll angle takes place at least partially via actuators, this is advantageous because the actuators then have to apply less force and thus can be designed smaller and lighter.

Furthermore, the at least one contact point curve may additionally or alternatively be designed such that the spring device, at least in sections, opposes a substantially constant resistance to a progressive transverse deflection. Again, this may be desired or advantageous depending on the particular application.

The course of the resistance to the transverse deflections can basically be set arbitrarily. In particular, at least sections of any desired curved (rising or falling) curves of the resistance curve can be adjusted via the design of the contact point curve. In certain variants of the invention, it may be of Be advantageous to realize a linear course of the resistance curve. Preferably, in these variants, therefore, the at least one contact point curve is designed such that the spring device, at least in sections, opposes a substantially linear (rising or falling) resistance running a progressive transverse deflection.

The sequence of the two contact elements and the spring unit in the kinematic chain between the car body and the chassis unit can basically be chosen arbitrarily. In particular, the available space can play a crucial role here. Here, the assignment of the spring unit and the two

Contact elements to the car body or to the suspension unit can be chosen arbitrarily.

In certain variants of the vehicle according to the invention, the at least one spring unit is serially connected in a kinematic chain between the first contact element and the car body or between the first contact element and the chassis unit, wherein the first contact element is then displaceably mounted along a main direction of action of the spring unit. Depending on the orientation of the spring unit, the first contact element can in this case be displaceably arranged in space in any direction. Particularly advantageous, because easy to implement configurations arise when the main direction of action substantially parallel to

Vehicle height direction runs. In these cases, the first contact element is then mounted displaceably in the vehicle height direction.

In further variants of the invention, the at least one spring unit is additionally connected (i.e., when a plurality of spring units are provided) or, alternatively, in a kinematic chain, serially between the second contact element and the carbody or between the second contact element and the chassis unit. Again, the second one

Contact element depending on the orientation of the spring unit in any direction in the space to be arranged displaceably. Particularly advantageous, because easy-to-implement configurations in turn arise when the main direction of action is substantially parallel to the vehicle height direction. In these cases, then the second

Contact element mounted slidably in the vehicle height direction.

It may be sufficient in principle, a single spring device between the

Car body and the suspension unit provided. In preferred variants of the invention, however, a plurality of spring devices are provided, which may optionally take on additional functions. Thus, spaced-apart spring devices can absorb particular moments about certain axes of rotation. Accordingly, it is provided in certain variants of the invention, for example, that the car body is supported by at least one further spring device in the vehicle height direction on the chassis unit, which is in particular formed substantially identical to the spring device. The two spring devices are in one

Vehicle longitudinal direction arranged offset by a longitudinal distance from each other, so that they can optionally accommodate a pitching moment about a running in the vehicle transverse direction pitch axis. Additionally or alternatively, the two spring devices, in particular substantially equidistant, on both sides of a fulcrum of the

Car body relative to the chassis to the vehicle height direction, in particular on both sides of a pivot, be arranged, since this can of course achieve a particularly uniform distribution of the loads.

In further variants of the invention, the car body is additionally or alternatively via at least one further spring device in the vehicle height direction on the

Chassis unit supported, in particular, substantially identical to the

Spring device is formed. The two spring devices are in one

Vehicle transverse direction offset by a transverse distance from each other, whereby they can absorb a rolling moment about a rolling axis extending in the vehicle longitudinal axis. Again, the two spring devices in addition or alternatively, in particular substantially equidistant. on both sides of a fulcrum of the

Car body relative to the chassis to the vehicle height direction, in particular on both sides of a pivot, be arranged in order to achieve a favorable load distribution.

In certain variants of the invention, the two spring devices can also be designed such that they can not generate or absorb any pitching moments about such a pitch axis and / or no rolling moments about such a roll axis. In this way, it can be avoided that such pitching moments or rolling moments possibly have a negative effect on the derailment safety of the vehicle. This can be realized by a purely passive coupling of the two spring devices, in which, for example, there is a correspondingly opposite (in particular fluidly communicating) coupling of the two spring devices. Likewise, of course, an active control of the two spring devices is possible, which is tuned such that no such pitching moments or Wankmomente be generated or recorded.

However, it is understood that in other variants of the invention, an active solution may be selected, in which the two spring means by a control device be actively controlled to a certain predetermined pitching moment and / or

Create rolling moment. This design can be actively used to

Derailment safety of the chassis unit to increase, by the pitching moment and / or roll moment of a threatening critical wheel relief on the chassis unit targeted active counteracted.

For this purpose, for example, at least one size can be detected on the vehicle, which allows conclusions about the current derailment safety of the chassis unit. Depending on the currently detected value of this at least one size, the current derailment safety can then be evaluated and, if appropriate, a corresponding counter-reaction can be initiated via the two spring devices. Where appropriate, both for the assessment of dismissal security and for the

Determining the backlash at least one previously determined for the vehicle model can be used.

It should be mentioned at this point that the active targeted application of forces and / or moments on the chassis unit by at least one connected between the chassis unit and the car body active unit for at least partial compensation of Radentlastungen to the chassis unit independently protectable

Invention idea is that is independent in particular of the above or below described design of the spring device, however, can be realized particularly advantageous in combination with such a design.

The spring units can in principle be designed as simple passive units. In particularly advantageous variants of the invention with a high degree of functional integration, the spring units of the two spring devices are active, by a

Control device controlled spring units formed. In this case, in particular, the suspension properties (in particular the rigidity) and / or the damping properties of the spring unit can be set active in an advantageous manner.

With such active spring units, it is possible in particular, the function of

Incline anti roll stabilizers or roll stabilizers in the spring devices. The

Control device can then be designed to control the active spring units for active roll stabilization of the car body.

The spring units can basically be designed in any suitable manner. So can simple conventional steel springs, rubber springs or air springs individually or in any combination are used. Particularly advantageous configurations result when the two spring devices each have a hydraulic spring unit (that is, for example, a hydropneumatic, a hydromechanical or

Electro-hydraulic spring unit), since this particularly space-saving or

flexible configurations can be achieved with regard to the arrangement of the components. In particular, it is possible to realize so-called airless systems in which pneumatic components can be dispensed with in the region of the chassis unit (typically complex or large and heavy construction). In addition, with such a hydraulic design, the function of the torque support can be integrated particularly easily into the spring devices or realized via correspondingly active components.

Ausdrehbewegungen between the car body and the chassis unit (about a running in the vehicle height direction axis of rotation) can be taken in principle by the spring device in any suitable manner. Thus, for example, the contact surface of at least one of the two contact elements can be designed so that even with such a boring movement, the contact between the contact surfaces of the two contact elements is maintained.

Here, the two contact elements may in particular be designed so that even such a boring movement between the car body and the chassis unit on the course of the contact point curve (analogous to the resistance to a Querauslenkung described above) a Ausdrehwiderstand with any course (on the

Turning angle) is opposed. In particular, progressive and / or degressive and / or linear and / or constant progressions of the counteracting resistance can also be realized here at least in sections. Hereby, it is advantageously in particular via one or more of the axis of rotation of the boring movement

spaced spring means possible, the function of conventional

Schlingerdämpfern, Ausdrehendanschlägen or the like also in the

To integrate spring device or the spring devices.

In particularly advantageous variants of the invention can be provided, moreover, that depending on the driving dynamics specifications for the respective vehicle via a corresponding design of the contact point curve, the resistance to the transverse deflection in dependence on the Ausdrehwinkel the car body with respect to the chassis unit has an arbitrarily predetermined course. Thus, for example, it may be provided that the profile of the transverse deflection resistance curve (that is, the course of the

Transverse deflection resistance across the transverse deflection) regardless of the Turnout angle remains the same, so for example when cornering essentially the same cross spring characteristic results as when driving on a straight line. Likewise, with the present invention, of course, in a simple manner, a design can be realized in which when cornering a deviating to any specifications from driving on a straight track cross spring characteristic is achieved.

This is in turn especially easy about one or more of the

Rotary axis of Ausdrehbewegung spaced spring means feasible. Incidentally, it is also possible to provide a different design of the contact units or the contact point curves of the spring devices. For example, the

Cross spring characteristic of the spring system for a particular suspension unit mainly or even exclusively of a part of the spring means, in particular a single spring means defined, while another part of the spring means for this suspension unit for this purpose provides a lesser contribution or possibly even no contribution. This makes it possible, among other things, a desired

Setting the car body with respect to the chassis unit to achieve when cornering.

In a conventional support of the car body to two suspension units in the region of its ends, it is possible to apply the transverse deflection resistance primarily through the center-side spring device (in the vehicle longitudinal direction) closer to the middle of the car body, while one (beyond the axis of rotation of the boring movement ) closer to the associated end of the car body arranged end-side spring device provides a significantly lower (possibly even no significant) contribution to Querauslenkungswiderstand. This leads at Bogenfahrt due to the Ausdrehbewegung the suspension unit then to a shift of

Car body after bow outside.

This is due to the fact that with respect to the axis of rotation of Ausdrehbewegung outwardly migratory bow-side spring device exerts a considerable directed outward force in the vehicle transverse direction of the car body, while the respect to the axis of rotation of Ausdrehbewegung to bow inside emigrating end

 Federeinrichtung a significantly lower, directed inward bow force in

 Vehicle transverse direction exerts on the car body.

Just as it is, that by a reverse choice of the

Querauslenkungswiderstands if necessary, a shift of the car body can be realized by bow inside. In other words, such a design makes it possible to advantageously achieve an adaptation of the cornering behavior of the vehicle to a certain predetermined limiting profile or to increase the transport capacity of the vehicle by wider car bodies, which still thanks to the set transverse displacement at Bogenfahrt still a predetermined limiting profile comply. In particular, in the described conventional end-side support comparatively long car bodies on two chassis, this can typically be realized by the described displacement to the outside of the arch.

In preferred variants of the invention with reduced frictional

Relative movements between the two contact elements is provided that the first contact element for at least partial compensation of Ausdrehbewegungen between the car body and the chassis is pivotally mounted about the vehicle height direction. Additionally or alternatively, the second contact element for at least partial compensation of Ausdrehbewegungen between the car body and the chassis to be mounted pivotably about the vehicle height direction.

The contact surfaces between the first and second contact elements can in principle be designed in any suitable manner in order to realize the at least one contact point curve. In this case, the first contact element typically has a first contact surface, while the second contact element has a second contact surface which contacts the first contact surface in the at least one contact point. In advantageous variants of the invention, the first contact surface and the second contact surface are such

formed and engaged with each other that a change of at least one

Contact point occurs during a pivoting movement of the first contact element substantially without slippage between the first contact element and the second contact element in a vehicle transverse direction. By avoiding this slip in the

Vehicle transverse direction can advantageously a particularly precise course of

Cross spring characteristic can be realized on the Querauslenkung.

Avoiding slippage between the two contact surfaces in the

Vehicle transverse direction can be achieved in any suitable manner. In preferred variants of the invention, the first contact surface and the second contact surface are formed so as to substantially over two in a vehicle transverse direction

positively interlocking, in particular in the manner of a toothing formed surfaces are engaged with each other. It is understood that, where appropriate, only a part of the two contact surfaces may be equipped with such a toothing to avoid slippage in the vehicle transverse direction, while other parts of the two contact surfaces, which primarily take over the transfer of the supporting force in the vehicle height direction, each other without contact such a gearing. Hereby, an adaptation of these areas to the respective primary power transmission direction is possible in an advantageous manner.

The choice of material for the two contact elements may be adapted to the respective application in the area of the contact surfaces. It is preferably provided that the first contact surface and / or the second contact surface is formed from a material. which comprises a plastic, preferably an elastomer, more preferably polyurethane. This can be in terms of wear characteristics and in particular the damping properties (for example, the attenuation of structure-borne noise) achieve particularly favorable configurations.

The use of a plastic material also has the advantage that relative movements of the two contact elements parallel to the surface of the current contact zone (between the two contact surfaces) can be absorbed by an elastic shear deformation of the plastic material in the direction of relative movement, so there is no slippage between the two contact elements comes.

However, it is understood that it is possible in certain variants of the invention to carry out at least one of the contact elements of a metal, in particular steel, or a correspondingly hard plastic.

The longitudinal movement of the car body (ie the transmission of in the

Vehicle longitudinal direction acting longitudinal forces between the car body and the chassis unit) can basically be done in any suitable manner. For example, for this purpose, a conventional entrainment via a corresponding hinge between the car body and the chassis unit, for example, a pivot may be provided. In preferred variants of the vehicle according to the invention, this function of longitudinal driving is also at least partially integrated in the spring device. For this purpose, for example, for the transmission of forces in a vehicle longitudinal direction between the first contact element and the second contact element may be provided two arranged in a vehicle longitudinal direction on both sides of the first contact element and the second contact element stop elements. Additionally or alternatively, the spring unit for transmitting forces in a vehicle longitudinal direction at least one to take in The guide means formed in the vehicle longitudinal direction comprise. In the case of a hydraulic design of the spring device, this may be a piston guide of this spring device.

The spring unit can, as mentioned, basically be designed arbitrarily. Preferably, the spring unit comprises a hydraulic spring element, in particular a

hydropneumatic or electrohydraulic spring element. In active variants of the spring unit this can preferably be supplied by an active hydraulic unit. The hydraulic unit can basically be arranged at any point in the vehicle. Preferably, it is arranged on the chassis. However, it is also understood that the hydraulic unit can also be integrated in the suspension device.

Furthermore, the spring unit may comprise a passive emergency spring element in certain variants of the invention. This, too, can in principle be arranged at any suitable location. Preferably, the emergency spring element is kinematically arranged in series with another, in particular active, spring element of the spring unit, so that a particularly simple and compact design is achieved. Also, the emergency spring element can basically be designed in any suitable manner. In particularly simple and robust designs, the emergency spring element comprises at least one rubber spring.

Additionally or alternatively, the first contact element and / or the second

Contact element comprise a passive emergency spring element. Again, this emergency spring element may in turn comprise at least one rubber spring.

In further preferred variants of the invention, the spring unit is designed as an active, actuated by a control device spring unit, wherein the control device is then designed in particular to the spring unit for modifying a

To control spring characteristic of the spring unit. Additionally or alternatively, the control device may also be designed to control the spring unit for level control of the spring unit and thus also of the car body.

In further preferred variants of the invention, the spring unit may comprise at least one passive damper device and / or at least one active damper device, whereby the degree of functional integration and thus the space savings can be further promoted. Especially with hydraulic spring units, such a damper device can be easily via one or more passive and / or active

Realize throttle valves or the like. In particular, the control device can then is adapted to the active damper device for modifying a

To control damping characteristics of the spring unit.

In further preferred variants of the vehicle according to the invention is a

Detection device for detecting at least one representative of the state of the chassis unit detection size provided. For this purpose, the spring unit may for example comprise a measuring device of the detection device, in particular for

Height measurement (thus, therefore, to measure the height level of the car body) and / or pressure measurement on the spring unit can serve. Here, one with the

Detection means connected control means may be provided which processes the signals of the detection means and the spring unit in response to the signals of the detection means. This can be a leveling and / or a

Roll compensation, and / or an active suspension and / or active damping can be realized as well as an active increase in the derailment safety, in particular an active increase in derailment safety by applying a pitching moment, which counteracts a wheel relief.

In further variants of the invention, a rolling support device is provided which

Wankstützeinrichtung is arranged kinematically parallel to the spring unit and counteracts in a conventional and well-known manner rolling movements of the car body to a vehicle longitudinal direction parallel to the roll axis. Additionally or alternatively, the anti-roll device may comprise two pendulum elements, which

(For example, by an oblique arrangement of their longitudinal axes in the

Intersection) define a Momentanpol a rolling motion of the car body. The transverse spring characteristic can then be matched to the position of the instantaneous pole via the design of the contact point curve, in order to achieve a specific rolling behavior (in particular a specific course of the tilting or roll angle) of the carbody at one

Transverse deflection of the car body to achieve.

In further preferred variants of the vehicle according to the invention is a

Actuator provided, which is adapted to be driven by a

Control device to generate a transverse deflection of the car body with respect to the chassis in a vehicle transverse direction. In particular, in such designs, the transverse spring characteristic can then be matched to the design and performance of the actuator via the design of the contact point curve. Thus, the resistance to a transverse deflection of the car body can be adjusted so that a comparatively small actuator device is sufficient to a desired transverse deflection

The present invention can be used in conjunction with any vehicles for any purpose. Preferably, the vehicle is for one

 High-speed traffic with a rated operating speed above 250 km / h, in particular above 350 km / h trained.

The present invention further relates to a spring device for a vehicle, in particular a rail vehicle, which the above in connection with the

inventive vehicle features and features described.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. 1 shows a schematic sectional view of a preferred embodiment of the vehicle according to the invention in neutral position with a preferred embodiment of the spring device according to the invention; a schematic sectional view of a part of the vehicle of Figure 1 in the region of the spring means; a further schematic sectional view of a part of the vehicle of Figure 1 in the region of the spring means (in the sectional plane of Figure 2 and along line III-III of Figure 4); a schematic sectional view taken along line IV-IV of Figure 3; a schematic representation of the course of the contact surfaces, the contact point curve and the Querauslenkungswiderstands the spring device of Figure 1;

Figure 6 is a schematic sectional view of another preferred embodiment of the vehicle according to the invention in neutral position with a further preferred embodiment of the spring device according to the invention; Figure 7 is a schematic representation of the course of the contact surfaces, the

 Contact point curve and the Querauslenkungswiderstands the spring device of Figure 6;

Figure 8 is a schematic representation of the course of the contact surfaces, the

 Contact point curve and the Querauslenkungswiderstands another preferred embodiment of the spring device according to the invention.

First Ausführunqsbeispiel

A first preferred exemplary embodiment of the vehicle according to the invention in the form of a rail vehicle 101 will be described below with reference to FIGS. 1 to 5. The vehicle 101 is designed for high-speed traffic with a nominal operating speed above 250 km / h, in particular above 350 km / h.

FIG. 1 shows a schematic sectional view of the vehicle 101 in a sectional plane perpendicular to the vehicle's longitudinal axis. The vehicle 101 comprises a body 102, which in the region of its first end on a chassis unit in the form of a

Bogie 104 is supported and is supported in the region of its second end on another chassis in the form of another bogie. The bogie 104 and the further bogie are designed identically, so that only the features of the bogie 104 will be discussed below. It should be understood, however, that the present invention may be used in conjunction with other configurations that utilize other chassis designs, or that the body is supported on a different number of chassis, for example, a single chassis. Furthermore, two car bodies can be supported on a chassis unit, as this

For example, in so-called Jacob bogies is the case.

For easier understanding of the following explanations, a coordinate system x (predetermined by the wheel contact level of the bogie 104) is shown in the figures _. , y, z, in which the x-coordinate is the longitudinal direction of the rail vehicle 101, the y-coordinate is the transverse direction of the rail vehicle 101 and the z-coordinate is the

Height direction of the rail vehicle 101 denote.

The bogie 104, conventionally comprises two wheel units in the form of wheelsets 04, on each of which a primary suspension 103.1 Bogie frame 104.2 is supported. The car body 102 is in turn supported by the secondary suspension 103.2 on the bogie frame 104.2. The primary suspension 103. 1 is simplified in FIG. 1 by coil springs. It will be understood, however, that primary spring 103.1 may be any suitable one

Spring device can act.

The vehicle 101 further comprises in the region of the bogie 104 a

Roll compensation device 105. The roll compensation device 105 acts kinematically parallel to the secondary suspension 103.2 between the swivel frame 104.2 and the car body 102 in the manner described in more detail below.

As can be seen in particular from FIG. 1, the roll compensation device 105 comprises a sufficiently well-known roll support 106, which is connected on the one hand to the bogie frame 104.2 and on the other hand to the wagon body 102. The roll support 106 comprises a torsion arm in the form of a first lever 106.1 and a second torsion arm in the form of a second lever 106.2. The two levers 106.1 and 106.2 sit on both sides of the longitudinal center plane (xz-plane) of the vehicle 101 in each case rotationally fixed on the ends of a torsion shaft 106.3 of the roll support 106. The torsion 106.3 extends into

Transverse direction (y-direction) of the vehicle and is rotatably mounted in bearing blocks 106.4, which in turn are fixedly connected to the bogie frame 104.2. At the free end of the first lever 106.1, a first link 106.5 is articulated, while at the free end of the second lever 106.2, a second link 106.6 is articulated. About the two links 106.5, 106.6 the roll support 106 is pivotally connected to the car body 102.

In Figure 1, the state in the neutral position of the vehicle 101 is shown, resulting in a ride in a straight and not twisted track 108. In this

Neutral position, the two arms 106.5, 106.6 extend in the drawing plane of Figure 1 (yz plane) in the present example so inclined to the vertical axis (z-axis) of the vehicle 101 that their upper (articulated to the car body 102) ends are offset towards the vehicle center and their longitudinal axes intersect at a point MP in the

Longitudinal center plane (xz plane) of the vehicle is located. By the handlebars 106.5, 106.6 is defined in a well-known manner (in the neutral position) to the vehicle longitudinal axis 101.1 parallel Wankachse, which runs through the point MP. Of the

Intersection MP of the longitudinal axes of the handlebars 106.5. In other words, 106.6 forms the instantaneous pole of a roll movement of the car body 102 about this roll axis. The roll support 106 allows a well-known on both sides of the vehicle synchronous compression of the secondary suspension 103.2, while preventing a pure rolling motion about the roll axis or the instantaneous pole MP. Furthermore, due to the inclination of the handlebars 106.5, 106.6 by the roll support 106 a

Kinematics with a combined movement of a rolling motion about the roll axis or the instantaneous pole MP and a transverse movement in the direction of the vehicle transverse axis (y-axis) predetermined. It is understood that the intersection MP and thus the roll axis due to the predetermined by the handlebars 106.5, 106.6 kinematics at a deflection of the car body 102 from the neutral position usually also sideways emigrated.

In the case of curved travel, the centrifugal force F acting on the bogie frame 104.2 in the center of gravity SP of the vehicle body 102 (due to the prevailing acceleration in the vehicle transverse direction) causes a bowing movement that results from a greater compression of the primary suspension 103.1 on the outside of the bow. The described design of the roll support 106 causes at a curved travel of the vehicle 101 in the region of the secondary suspension 103.2 a compensation movement, which counteracts the rolling movement of the car body 102 to the outside, as indicated in Figure 1 by the dashed contour 102.1.

Depending on the distance between the center of gravity SP and the instantaneous center MP of the car body 102 (perpendicular to the plane of action of the centrifugal force F), this becomes

Compensation movement in part by the centrifugal force F causes or supports. Depending on the design of the vehicle, in particular the roll support 106, but can also be provided that the instantaneous pole MP is placed close to the center of gravity SP, possibly even coincides with this. In this case, the centrifugal force F provides only a small contribution or even no contribution to the deflection of the

Carcass 102. In this case, the force for the compensation movement must partially or possibly even completely by an actuator 107 of the

Roll compensation device 105 are applied, between the

Bogie frame 104.2 and the car body 102 acts.

Thanks to the compensatory motion provided by the kinematics of the roll support 106, among other things, the pitch comfort for the passengers of the vehicle 101 is increased because the passengers (in their frame system set by the car body 102) actually form part of the ground reference frame (x, y, z) acting lateral acceleration a _p or centrifugal force F _p only as an increased acceleration _component a _zp or _Force effect F _{zp perceive} in the direction of the bottom of the car body 102, which is generally perceived as less disturbing or unpleasant. The transversely perceived by the passengers in their reference system (x _p , y _p , z _p ) as disturbing

_Transverse acceleration _component a _yp or centrifugal force _component F _yp is thus reduced in an advantageous manner.

The maximum permissible values for the lateral acceleration a _{yp max} acting in the reference system (x _p , y _p , z _p ) of the passengers are generally specified by the operators of the vehicle 101. Evidence of this is provided by national and international standards (such as EN 12299).

Cross spring characteristic of the secondary suspension, so the course of the resistance of the secondary suspension 103.2 against occurring during the compensation movement

Deflection in the vehicle transverse direction (y-direction), represents an important factor for the roll behavior of the car body. Thus, the actuator 107 for a desired adjustment of the roll angle of the car body around the instantaneous pole MP must apply the higher the higher the resistance to this transverse deflection ,

In conventional vehicles, the secondary suspension is usually one

Cross spring characteristic ago, which is hardly or only with comparatively great effort to a desired roll behavior adaptable. However, the present invention allows by the below-described design of the secondary suspension 103.2 in a simple and space-saving manner an adaptation of the transverse spring characteristic to a

desired course and thus ultimately to a desired roll behavior of the car body 102nd

For this purpose, the secondary suspension 103.2 comprises two identically designed

Spring devices 108 which are aligned in the vehicle longitudinal direction and in the vehicle transverse direction centered on both sides of a (not shown in Figure 1) pivot (typically a pivot), which Ausdrehbewegungen between the

Car body 102 and the bogie 104 defined about the vehicle vertical axis.

It is understood, however, that in other variants of the invention (preferably in

Vehicle transverse direction and / or vehicle longitudinal direction centered), only a single spring device 108 is provided, which then optionally also integrates the function of the rotary joint, as will be explained in more detail below. As can be seen in particular from FIG. 2, each spring device 108 comprises a first contact element 109 with a first contact surface 109.1, a second contact element 110 with a second contact surface 110.1 and a spring unit 11, which is kinematically connected in series between the vehicle body 102 and the chassis unit 104 are arranged. FIG. 2 shows a section through a plane of symmetry of the spring device 108.

The spring unit 1 1 1 sits with one end on the bogie frame 104.2, while the other end supports a substantially U-shaped support 1 12. The carrier 1 12 sits reversed on the spring unit 1 1 1, so that there is a nested arrangement in which a part of the spring unit 1 1 1 between the two legs 1 2.1 of the carrier 1 12 extends and is connected to its base 1 12.2. At the free ends of the legs 1 12.1, the first contact element 109 is articulated via a respective pivot joint 1 13. The common pivot axis 1 13.1 of the two pivot joints 1 13 extends in the

Neutral position of the car body 102 (in the straight flat track) substantially parallel to the vehicle longitudinal direction (x-direction).

The first contact element 109 is also designed substantially U-shaped, wherein in each case a pivot joint 1 13 engages the free end of the respective leg 109.2 of the first contact element 109. The first contact element 109 and the carrier 1 12 are also arranged nested, wherein the first contact element 09, the carrier 108.4 in its interior (via the pivot area provided in normal operation) freely about the pivot axis 1 13.1 pivotally receives, so that overall results in a particularly compact design ,

In the region of its base 109.3, the first contact element 109 (on the side facing away from the carrier 1 12), the first contact surface 109.1, via which the first contact element 109, a second contact surface 1 10.1 of the second contact element 1 10 in at least one contact point 1 14.1 a contact point curve 1 14 contacted.

In the present example, both the first contact surface 109.1 and the second contact surface 1 are 10.1 as at most simply curved surfaces with parallel

Main curvature axes formed. In particular, the first contact surface is as in

Substantially cylindrical surface formed. Accordingly, there is theoretically (for infinitely stiff contact elements) a line contact along a (in Figure 2 perpendicular to the cutting plane) contact line on which the contact point is 14.1. It is understood, however, that in reality, depending on the stiffness or deformation of the

Contact elements, a certain surface contact results. It is understood, however, that in other variants of the invention, at least one of the two contact surfaces may be formed as a multi-curved surface. In this way, for example, a pitching mobility can be introduced into the secondary suspension 103.2, which pitching movements (about a pitch axis parallel to the vehicle transverse direction)

enable. However, it is understood that such a pitch mobility optionally also elsewhere in the secondary suspension 103.2 (for example in the area of the bearing 1 13 and / or the connection of the second contact element 1 10 on the car body 102 and / or the connection of the spring unit 1 1 1 am Bogie frame 104.2) can be realized. Likewise, the pitch mobility can also be realized via a corresponding elasticity of at least one of the contact elements (for example in the area of the contact surface).

The second contact element 1 10 is attached to the underside of the car body 102, so that the kinematic chain or the power flow in supporting the car body 102 of the car body 102 via the second contact element 1 10, then the first contact element, then the carrier 112 and finally the Spring unit 1 1 1 runs in the bogie frame 104.2.

It is understood, however, that in other variants of the invention, an otherwise sequence of components may be provided. For example, a reverse

Order of components between the car body 102 and the bogie 104 may be provided. Likewise, in other variants, the spring unit 1 1 1 between the car body 102 and the second contact element 1 10 may be arranged, in which case the carrier 1 12, for example, on the emergency spring 1 1 1 .1 sits.

In the present example, the first contact surface 109.1 and the second contact surface 1 10.1 are provided with a toothing 16 (not shown in FIG. 2 for reasons of clarity) in order to avoid slipping in the vehicle transverse direction between the first contact element 109 and the second contact element 110 ,

Here, as shown schematically in Figures 3 and 4, only a part of the two contact surfaces 109.1 and 1 10.1 be equipped with such a toothing 1 16 to avoid slippage in the vehicle transverse direction, while other parts of the two contact surfaces 109.1 and 1 10.1, which primarily the transmission of the support force in the

Take vehicle height direction, contact each other without such teeth. This is an adaptation of these subregions of the two in an advantageous manner

Contact surfaces 109.1 and 1 10.1 to the respective primary power transmission direction or Function (avoidance of slip in vehicle transverse direction or support force transmission in vehicle height direction) possible.

As can be seen in FIGS. 3 and 4, the toothing comprises a first groove 16.1 extending parallel to the pivoting plane of the first contact element 109 and into which a first projection 16.2 of the second contact element 109 engages. The first advantage

1 16.2 engages with (axial) play in the direction of the pivot axis 1 13.1 in the first groove 1 6.1, so that the first contact surface 109 1 and the second contact surface 1 0.1 so far unrestricted roll on each other.

In the first groove 1 16.1 is centrally (in the vehicle transverse direction), a radial second projection

1 16.3 of the first contact element 109 is formed. The second projection 1 16.3 in turn engages in an axial (in the vehicle transverse direction) axial second groove 16.4 in the first projection 1 16.2, wherein in the present example a slight play (in the

Vehicle transverse direction is present, so that the second projection 1 16.3, the first projection 116.2 in a state with standing in a straight flat track vehicle 101 ideally initially does not touch. Accordingly, the first contact surface 109.1 and the second contact surface 1 10.1 can also roll unimpeded to one another in this respect.

In the operation of the vehicle 101, transverse forces (ie forces in

Vehicle transverse direction), in which there is a slip in the vehicle transverse direction between the first contact surface 109.1 and the second contact surface 1 10.1 or could come, the second projection 16.3 comes with the associated

Boundary wall of the second groove 1 16.4 engaged and prevented by the resulting in the vehicle transverse direction positive locking such slip.

The design of the second projection 1 16.3 and the associated boundary walls of the second groove 1 16.4 are matched to one another such that the first contact surface 109.1 and the second contact surface 1 10.1 can roll unimpeded on each other, as indicated in Figure 3 by the dashed contour 1 16.5 ,

In the present example, the second projection 1 16.3 is provided in the pivoting plane for this purpose with a correspondingly curved surface contour, while the

Boundary walls of the second groove 1 16.4 designed as a simple flat walls. The sectional contours of the second projection 1 16.3 and the boundary walls of the second groove

1 16.4 are preferably matched to one another in such a way that the positive locking in the vehicle transverse direction serving for preventing slippage is achieved in each swivel position, while in the vehicle height direction preferably no such positive connection is formed, so that the first projection 1 16.2 and the second projection 1 16.3 are not substantially involved in the transmission of the supporting force in the vehicle height direction.

In the present example, the design of the second projection 1 16.3 and the associated boundary walls of the second groove 1 16.4 continue such that the second projection 1 16.3 to be expected over the entire during operation of the vehicle

Pivoting range of the first contact element 109 never so far emerges from the second groove 1 16.4, that the function of the slip prevention could not be met, thus therefore the function of slip prevention is guaranteed at all times.

It is understood, however, that in other variants of the invention also several, in

Vehicle transverse direction spaced slip prevention pairings from a respective second projection 1 16.3 and an associated second groove 1 16.4 can be provided. These slip prevention pairings are at least arranged so that at any time or in any operating condition of the vehicle at least one of

Slip prevention pairings takes over the function of slip prevention.

Preferably, there is a certain overlap in whose area at least two slip prevention pairings are effective or can be effective.

However, it is understood, on the one hand, that in other variants of the invention, an alternative design of the two contact surfaces can also be provided, in the case of which a slip of this kind can be prevented in the transverse direction of the vehicle by means of an otherwise positive fit. In particular, the two contact surfaces can be substantially completely provided with a corresponding toothing. On the other hand, it is understood that in other variants of the invention, such a positive connection in the

Vehicle transverse direction between the two contact surfaces may also be missing, so therefore can be given in the vehicle transverse direction pure frictional engagement between the two contact surfaces.

The spring unit 1 1 1 comprises a hydraulic part and a mechanical part. The hydraulic part comprises a hydropneumatic spring 1 15, while the mechanical part comprises an emergency spring 1 1 1.1. The emergency spring 1 1 1.1 is in the power flow between the

Car body 102 and the bogie 104 kinematically arranged serially to the spring 1 15 and ensures certain spring characteristics in emergency operation of the vehicle 101 even in case of failure of the spring 1 15. The emergency spring 1 1 1 .1 is in the present example in a conventional manner as

Rubber layer spring formed. This has particular advantages in terms of damping of structure-borne noise. However, it is understood that in principle any other types of springs can be used for the emergency spring.

The hydropneumatic spring 15 comprises a hydraulic power transmission part 1 15.1 connected in the power flow between the emergency spring 1 1 1 .1 and the bogie frame 104. 2 and a hydraulically coupled hydropneumatic spring part 1 15. 2 which provides the actual spring action of the hydropneumatic spring 115.

The power transmission part 1 15.1 comprises a piston-cylinder arrangement with a cylinder 1 15.3, which is connected to the base 1 12.2 of the carrier 1 12. In the cylinder 1 15.3 is sealingly on the emergency spring 1 1 1 .1 supported piston 115.4, so that the cylinder 1 15.3 and the piston 1 15.4 define a first working space 1 15.5. It is understood, however, that in other variants of the invention, a reverse arrangement may be provided, in which the piston is connected to the base of the carrier 1 12 and the cylinder is supported on the emergency spring 1 1 1 .1.

In the present example, the spatial arrangement of cylinder 1 15.3 and piston 1 15.4 is selected so that the power transmission and thus the main direction of action of the spring unit 108 is parallel to the vehicle height direction. It is understood, however, that in other variants of the invention, a different orientation of the main direction of action of the spring unit can be provided.

The working space 1 15.5 is filled with a hydraulic medium and connected via a hydraulic line 1 15.6 with the hydropneumatic spring part 1 15.2, which is arranged on the bogie frame 104 in the present example. It goes without saying, however, that the hydropneumatic spring part 1 15.2 can in principle also be arranged at any other point in the vehicle 101 thanks to the simple coupling via the hydraulic line 1 15.6.

Furthermore, it is understood that in the hydraulic line 1 15.6 an optionally controllable throttle element or the like may be connected to the attenuation of the

hydropneumatic spring part 1 15.2 and thus ultimately the spring unit 1 1 1

(active if necessary). The hydropneumatic spring part 1 15.2 comprises in a conventional manner a hydraulic second working space into which the hydraulic line 1 15.6 opens. The second working space is connected via at least one sealed movable force-transmitting element with a pneumatic third working space in operative connection, which receives a closed acting as a gas spring gas volume. The compressibility of the gas thus provides the actual spring action in the present example. However, it is understood that (individually or in any combination) in addition to or as an alternative to the gas spring, any other springs can be used, in particular purely mechanical springs, active or passive electromechanical springs, magnetic springs or the like can be used.

FIG. 5 shows a schematic representation of the profile of the contact surfaces 109.1 and 110.1 resulting in the sectional plane of FIG. It should be noted at this point that the contact surfaces 109.1 and 10.1 in Figure 5 for the sake of

Clarity with a greater curvature than shown in reality.

As can be seen from FIG. 5, the first contact surface 109.1 has a cylindrical shape, while the second contact surface 110.1 has a shape (prismatic in the vehicle longitudinal direction) with curvatures which vary in sections in FIG

Cutting plane has. Thus, the second contact surface 1 10.1 has a concave configuration in a transverse center region 17.1 adjoining the center plane of the car body (y = 0). At a turning point 1 17.2 a transition into a convex configuration takes place, which then prevails in an outer area 1 17.3.

Does the car body 102 (for example, at Bogenfahrt) by the

Rolling device 105 predetermined compensating movement about the instantaneous pole MP, so the car body 102 is deflected, inter alia, in the vehicle transverse direction (y-direction) with respect to the bogie 104.

This results in a displacement of the second contact surface 1 10.1 with respect to the first contact surface 109.1 in the vehicle transverse direction. Because of the toothing of the two contact surfaces 109.1. 1 10.1, this results in a pivoting movement of the first contact element 109 about the pivot axis 1 13.1.

The design of the two contact surfaces 109.1, 1 10.1 requires that the center of gravity SP of the car body 102 via the second contact element 1 10 by an amount dz is moved, more precisely, is lifted upwards (thus therefore the contact point 1 14.1 on the contact point curve 1 14 wanders).

In this movement also moves the contact point 1 14.1 between the two

Contact surfaces 109.1, 10.1 in the vehicle transverse direction off. so that the decomposition of the contact force K between the two contact elements 109 and 110 shown in FIG. 5 results in a vertical support force S and a transverse deflection resistance Wy (ie a resistance to the transverse deflection of the car body 102).

Via the contact elements 109, 1 10 thus a coupling device in the kinematic chain between the car body 102, the spring means 108 and the bogie 104 is realized, which converts a transverse movement of the car body 102 relative to the bogie 104 in a deflection of the car body 102 in the vehicle height direction.

FIG. 5 furthermore shows a schematic representation of the profile of the deflection of the center of gravity SP of the car body 102 in the vehicle height direction, which results in the sectional plane of FIG. H. the function dz (y), depending on the

Transverse deflection y (starting from the neutral position with dz = 0, y = 0). This corresponds essentially to the course of the contact point curve 1 14 in the vehicle height direction.

Finally, FIG. 5 shows the profile of the transverse deflection resistance Wy

Spring device 08 as a function of the transverse deflection y.

As can be seen from FIG. 5, up to a point with a maximum deflection dz1 of the car body 102 (as indicated by the dashed contour 11) in the transverse deflection center region 17.1, an initially progressive, then linear and finally degressive increase in the transverse deflection resistance results Wy.

In a further transverse deflection of the car body 102 (as indicated in FIG. 5 by the dash-dotted contour 120), the deflection dz of the movement hereby decreases

Car body 102 continues to be easy. so that a section-wise degressive, then almost linear but only slight increase of the transverse deflection resistance Wy results.

By such a steady increase of the transverse deflection resistance Wy with the transverse deflection, a self-centering of the car body 102 can be realized if the transverse deflection actuator fails. Here, it is understood that the transverse deflection resistance Wy depends on the deflection dz of the car body 102 and the inclination of the contact force K to the vehicle height direction. The larger these are, the greater is the transverse deflection resistance Wy. Thus, it is therefore possible on the design of the two contact surfaces 109.1 and 1 10.1 in a simple manner, the Querauslenkungswiderstand Wy and thus the

Cross spring characteristic of the spring device 108 to set almost arbitrary.

In other words, can be realized on the design of the two contact surfaces 109.1, 1 10.1 (and thus the design of the contact point curve 1 14) basically any curve of the transverse spring characteristic of the spring device 108 to the specific application, such as the vehicle type and / or the

Nominal operating speed of the vehicle 101 is adjusted.

The adaptation of the transverse spring characteristic to a desired course can be achieved with an (arbitrarily) predetermined spring characteristic of the spring device 108 in FIG

Vehicle height direction or (any) predetermined spring characteristic of

Spring unit 1 1 1 in their main direction of action simply on the defined by the course of the contact point curve movement ratio between the transverse movement of the car body 102 and the deflection of the car body 102 in the

Vehicle height direction take place. In other words, it is possible via the adjustment of the contact point curve 1 14 in a simple manner to adjust the transverse spring characteristic without sacrificing the optimization of the spring characteristic of the spring means 108 in the vehicle height direction or the optimization of the spring characteristic of the spring unit 1 1 1 in their main direction of action have to.

In the present embodiment of a vehicle 101 for the

High-speed traffic is the contact point curve 1 14 formed on the one hand in the adjacent to the neutral position transverse deflection center region 1 17.1 so that there is a progressive characteristic of the Querlenkungswiderstands Wy. This is chosen so that the spring unit 108 alone by acting on the car body weight force 102 a Querauslenkungswiderstand Wy and thus one in the

Vehicle transverse direction acting restoring force on the car body 102 exerts. The restoring force on the car body 102 is dimensioned so large that it is sufficient even at a maximum during operation of the vehicle track cant to reset the car body at least in the vicinity of the neutral position, preferably substantially in the neutral position. The hereby achieved self-centering effect of the secondary suspension 103.2 is advantageous insofar as hereby in case of failure of the actuator 107 in the event that the vehicle comes to a point of the traveled route with such a maximum track overshoot stops, ensures that the limiting profile of the route not hurt.

By only a slight increase in the transverse deflection resistance Wy, ie the at least initially degressive characteristic of the transverse deflection resistance Wy, achieved in the case of the further transverse deflection outside of the transverse deflection center region 17.1, it is achieved that the actuator 107 must apply ever less additional force in order to achieve a desired roll angle of the vehicle body 102 to adjust. The actuator 07 used can then be made smaller and lighter. This is particularly advantageous for cases in which the instantaneous pole MP is close to the center of gravity SP, so that the centrifugal force can not make a significant contribution to the setting of the roll angle.

Such configurations with low and thus close to the center of gravity SP instantaneous pole MP may be particularly desirable when comparatively large roll angle (for example, up to 8 ° to 10 °) to be set without violating the boundary profile of the track by large transverse deflections.

The spring unit 1 1 1 can basically be designed as a simple passive unit. In particularly advantageous variants of the invention with a high degree of functional integration, the spring unit 1 1 1 is actively designed insofar as a control device 122 is provided which, optionally in response to the signals of a corresponding sensor

123 or a higher-level vehicle control, already mentioned above

Throttle device (for adjusting the damping) and / or a supply device

124, which in turn supplies the hydropneumatic spring part 1 15.2.

In this case, the supply device 124 on the one hand be designed so that it modifies the pressure in the gas spring and thus their characteristics. This can be done for example via an immediate adjustment of the pressure in the gas spring. Additionally or alternatively, the supply device 124, the filling of the hydraulic part of the

hydropneumatic spring part 1 15.2 vary with the hydraulic medium. This makes it possible, inter alia, to raise or lower the car body 102 or to keep it independent of loading at a certain level.

It is understood that in certain variants of the invention in the hydropneumatic spring 1 15 corresponding, connected to the control device 123 sensors for a Altimeter and / or pressure measurement or the like are integrated. On the one hand, this results in an immediate self-diagnosis of the system (in particular with regard to the

Tightness, internal friction, performance and function etc.). Of course, this can of course be done a determination of the load of the vehicle 101 and optionally the level control described above.

Thanks to the rotatable about the vehicle vertical axis connection between the cylinder 1 15.3 and the piston 1 15.4 of the power transmission part 1 15.1 and thus the spring means 108 is able to take Ausdrehbewegungen between the car body 102 and the bogie 104 (to a running in the vehicle height direction axis of rotation) or compensate.

Depending on how far the spring device 108 is removed from the rotational axis of the Ausdrehbewegung, this must continue to be a sliding movement between the first

Contact element 109 and the second contact element 1 10 along the teeth of

Gearing done. Alternatively, for example, the second contact element 1 10 could be mounted correspondingly displaceable in the longitudinal direction of the car body. This is also possible without any problems. Additionally or alternatively, this compensation in the longitudinal direction of the car body but possibly also via an elastic shear deformation of at least one of the contact elements 109, 1 0 done.

However, as described above, only a single spring device 108 is provided, whose cylinder 1 15.3 and piston 1 15.4 define the axis of rotation of the Ausdrehbewegung, such a sliding movement along the toothing is unnecessary. In this case, attached to the car body 102 longitudinal stops 125, the first contact element 109 in

Vehicle longitudinal direction on both sides contact directly via sliding elements 126 and so realize the longitudinal entrainment of the car body 102. The degree of

Function integration can be increased even further. However, the same applies to variants with two spaced-apart spring devices 108, in which the compensation in the longitudinal direction of the car body via an elastic shear deformation of at least one of the contact elements 109, 1 10 takes place.

Due to the above-described design of the spring device 108 results in such a boring movement and thus in the region of the spring device 108th

accompanying transverse deflection of the car body 102 with respect to the bogie 104 in turn, a resistance Wy against the transverse deflection and thus the Ausdrehbewegung. It is understood that the two contact elements 109, 1 10 for variants with two spaced spring means 108 may optionally be designed so that such Ausdrehbewegung between the car body 102 and the bogie 104 a Ausdrehwiderstand with any desired course (on the Ausdrehwinkel) opposite becomes. Hereby, it is advantageously possible to integrate the function of conventional rolling dampers, Ausdrehendanschlägen or the like also in the spring means 108.

The choice of material for the two contact elements 109, 1 10 can in the field of

Contact surfaces 109.1, 1 10.1 must be adapted to the respective application. in the

In this example, the first contact surface 109.1 and the second contact surface 110.1 are made of a plastic. This is preferably an elastomer, such as polyurethane. This is one with regard to wear and the

Damping of structure-borne noise in the spring device 108 achieved particularly favorable design.

In the present example, a separate emergency spring 1 1.1 is provided, on which the power transmission part 1 5.1 of the spring unit 1 1 1 sits. However, it is understood that such an emergency spring can be arranged in other variants of the invention also elsewhere. Thus, the emergency spring, for example, between the second contact element 1 10 and the car body 102 may be arranged. Likewise, it is also possible to integrate the emergency spring in the spring unit 1 1 1. For example, a correspondingly elastic part of the carrier 1 12 and / or the bearing 1 13 and / or the first contact element 109 form at least a part of such emergency spring.

Second and third embodiments

In the following, a further advantageous embodiment of the vehicle 201 according to the invention will be described with reference to FIGS. 6 and 7. The vehicle 201 corresponds in its basic design and operation of the vehicle 101 of Figure 1 to 5, so that only the differences should be discussed here.

In particular, identical components are provided with the same reference numerals, while similar components are provided with reference numerals increased by 100. Unless otherwise stated below, with regard to

Characteristics. Functions and advantages of these components referred to the above statements in connection with the first embodiment. The essential difference from the embodiment of FIGS. 1 to 5 is that the vehicle 201 is a regional vehicle or subway vehicle, which is a nominal operating speed in the low or medium speed range between 60 km / h and 160 km / h. This is reflected in the design of the roll support 206 and the design of the second contact element 210.

Thus, the handlebar 206.5 and 206.6 of the roll support 206 in the present example in

Aligned substantially parallel to the vehicle height direction or at best only slightly inclined to this, so that the instantaneous MP is at infinity or far above the car body.

As can be seen from FIG. 7, in this embodiment a transverse spring characteristic is realized, as is typically achieved by means of so-called transverse buffers. Similar to FIG. 5, FIG. 7 shows a schematic representation of the profile of the contact surfaces 209.1 and 210.1 resulting in the sectional plane of FIG. It should be noted at this point that the contact surfaces 209.1 and 210.1 in Figure 7 are again shown for reasons of clarity with a greater curvature than in reality.

As can also be seen from FIG. 7, the first contact surface 209.1 has a cylindrical shape, while the second contact surface 210.1 has a (in FIG

Vehicle longitudinal direction prismatic) has shape with sections of alternating curvature in the sectional plane shown. Thus, the second contact surface 210.1 has a rectilinear or only slightly concave configuration in a transverse center region 217.1 adjoining the center plane of the carbody (y = 0). At a point 217.2 is a

Transition into a concave configuration, which then prevails in an outer region 217 3.

As can be seen from FIG. there is no or only a slight increase along the contact point curve 214 in the transverse deflection center region 217.1

Transverse deflection resistance Wy. In a further transverse deflection of the car body 202, the deflection dz of the car body 102 increases continuously, with a sectionwise progressive, then linear or further progressive increase in the

Transverse deflection resistance Wy results, as it would be achieved in a conventional transverse buffer. As indicated in FIG. 6 by the dash-dotted lines 227, in other variants of the invention it can be provided that the two spring devices in the vehicle transverse direction, in particular substantially equidistant, on both sides of a pivot point of the car body 102 with respect to the chassis 104 the

Vehicle height direction, in particular on both sides of a (not shown)

Pivot, are arranged. As a result, the two spring devices 227 can absorb a rolling moment about a rolling axis running in the vehicle longitudinal direction.

In such a case, it is particularly possible to dispense with a roll support 206. In addition, an active control of the rolling movements via the spring means 227 is possible.

In the case of two arranged on different sides of a pivot point of the car body 102 spring devices, the spring devices are then preferably not directly supported on the underside of the car body 102, but on a crossbar 228, on which is supported by sliding elements 229 of the car body 102. This can be ensured in a simple manner that a boring movement between

Car body 102 and chassis 104 can be easily taken over a sliding movement in the area of the sliding elements 229, so that the spring devices for this purpose do not have to provide any significant contribution and simplifies their design so far.

Furthermore, it is understood that in other variants of the invention, an arrangement of more than two spring means, in particular three spring means may be provided, which can accommodate in particular (for example by not lying on a line arrangement of the spring devices) both pitching moments and rolling moments ,

Finally, similar to FIGS. 5 and 7, FIG. 8 shows, for a further exemplary embodiment of the vehicle 301 according to the invention, a schematic representation of the profile of the contact surfaces 109.1 and 310.1 which results in a sectional plane similar to FIG. The vehicle 301 corresponds in its basic design and operation of the vehicle 101 of Figure 1 to 5, so that only the differences should be discussed here. In particular, identical components are provided with the identical reference numerals, while similar components are provided with reference numerals increased by the value 200. Unless otherwise stated below, with regard to the features, functions and advantages of these components, reference is made to the above statements in connection with the first exemplary embodiment. The vehicle 301 differs from the vehicle 101 only in the design of the second contact surface 310.1. It should be noted at this point that the

Contact surfaces 309.1 and 310.1 in Figure 8 are again shown for reasons of clarity with a greater curvature than in reality.

As can be seen from FIG. 8, the second contact surface 310. 1 has a (in FIG

Vehicle longitudinal direction prismatic) shape with sections of alternating curvature in the sectional plane shown. Thus, the second contact surface 310.1 has a concave configuration in a transverse center region 317.1 adjoining the center plane of the car body (y = 0). At a point of inflection 317.2 there is a transition to a convex configuration, which then merges again into a concave configuration in an outer region 317.3.

As can also be seen from FIG. 8, along the contact point curve 314 in the transverse deflection center region 317.1 there results an initially progressive, then linear and finally degressive increase of the transverse deflection resistance Wy.

In a further transverse deflection of the car body 102, the deflection dz of the car body 102 remains constant, so that a sectionally constant

Transverse deflection resistance Wy results.

In a further transverse deflection of the car body 102, the deflection dz of the car body 102 increases again, again resulting in an initially progressive, then linear or further progressive increase in the transverse deflection resistance Wy.

Hereby, the transverse spring characteristic described in connection with the first embodiment can be supplemented with the self-centering in the transverse center region to an outer movement limit, as in conventional vehicles

typically provided by side stops or buffers. Such additional stops or buffers may then be completely absent, further simplifying the design of the vehicle.

In other designs but can also be provided that along the

Contact point curve to a point with a maximum deflection dz1 of the first contact element in the transverse deflection center region results in an initially progressive, then linear and finally degressive increase of the Querlenkungswiderstands Wy. In a further Querauslenkung the car body takes the deflection dz of Carcass up to another point with a value dz2 again, with a sectionwise progressive, then linear and finally degressive drop in the

Transverse deflection resistance Wy results, as indicated in Figure 8 by the dash-dotted contour 319. In other words, it may even be possible to achieve a drop in the transverse deflection resistance Wy in sections.

The present invention has been described above solely by way of example in which a hydropneumatic spring device is used. It is understood, however, that in other variants of the invention, any other spring device can be used. In particular, purely active systems can be used, in which the spring action over one or more active

Spring devices, such as electromechanical, electromagnetic or electro-hydraulic elements with a correspondingly high control bandwidth, is provided.

Furthermore, the present invention has been described above by way of example only, in which the hydropneumatic spring means are used in isolation from each other. It is understood, however, that in other variants of the invention, an optionally actively controllable coupling between the spring devices may be provided to avoid, for example, roll and / or pitch stiffness or adapt to certain requirements or driving situations.

The present invention has been described above solely by means of examples of rail vehicles. It goes without saying that the invention can also be used in conjunction with any other vehicles.

Claims

claims 1. vehicle, in particular rail vehicle, with  - a car body (102) and  - A chassis unit (104), wherein  - The car body (102) via at least one spring means (108) in a vehicle height direction on the chassis unit (104) is supported, characterized in that  - The spring means (108; 208) a first contact element (109), a second  Contact element (1 10, 210, 310) and at least one spring unit (1 1 1), wherein  - The first contact element (109), the second contact element (1 10; 210; 310) and the at least one spring unit (1 1 1) kinematically arranged in series between the car body (102) and the chassis unit (104) and - The first contact element (109) is arranged in such a way, in particular around a  Swivel axis (1 13.1) is pivotally mounted, and the second contact element (1 10; 210; 310) is assigned such that the first contact element (109) at a deflection of the car body (102) in a vehicle transverse direction, in particular under a pivoting movement about the Swivel axis (1 13.1). the second contact element (1 10; 210; 310) is contacted at different contact points (1 14.1; 214.1; 314.1) of at least one contact point curve (1 14; 214; 314). 2. Vehicle according to claim 1, characterized in that  - In a transverse deflection of the car body (102) to the chassis unit (104) in a vehicle transverse direction, starting from a neutral position, the first contact element (109) is moved, in particular about the pivot axis (1 13.1) is pivoted, and the at least one contact point curve (1 14 14 214; 314) defines a transverse springing characteristic of the spring means (108; 208), wherein - The at least one contact point curve (1 14; 214; 314) is designed such that the spring means (108; 208) at least in one of the neutral position adjoining Querlenklenkungsmittenbereich (1 17.1; 317.1) and / or at least in a spaced from the neutral position outer transverse deflection (217.3; 317.3) of a progressive transverse deflection opposes a resistance to the transverse deflection with at least partially progressive characteristics,  and or  - The at least one contact point curve (1 14; 214; 314) is formed such that the spring unit (1 1 1) at least in an adjacent to the neutral position Querlenklenkmittenbereich (1 17.1, 317.1) acting in the vehicle transverse restoring force on the car body (102 ), which is due to the force acting on the car body (102) weight force and which is sufficient to a maximum during operation of the vehicle track cant to the car body (102) at least in the vicinity of the neutral position, preferably substantially in the neutral position to reset, and / or  - The at least one contact point curve (1 14; 214; 314) is designed such that the spring means (108; 208) at least in a spaced from the neutral position outer Querauslenkungsbereich (1 17.3) of a progressive Querauslenkung a resistance to the Querauslenkung with at least partially degressive Opposed to characteristics,  and or  - The at least one contact point curve (1 14; 214; 314) is designed such that the spring means (108; 208) of a progressive transverse deflection at least partially opposes a substantially constant resistance, and / or  - The at least one contact point curve (1 14; 214; 314) is formed such that the spring means (108; 208) of a progressive transverse deflection at least partially opposes a substantially linearly extending resistance. 3. Vehicle according to claim 1 or 2, characterized in that - The at least one spring unit (1 1 1) in a kinematic chain serially between the first contact element (109) and the car body (102) or between the first contact element (09) and the chassis unit (104) is connected, wherein the first contact element (109) along a  Main direction of action of the spring unit (1 1 1), in particular in the  Vehicle height direction, is displaceably mounted, and or  - The at least one spring unit (1 1 1) in a kinematic chain serially between the second contact element (1 10; 210; 310) and the car body (102) or between the second contact element (1 10; 210; 310) and  Chassis unit (104) is connected, wherein the second contact element (1 10; 210; 310) along a main direction of action of the spring unit (1 1 1), in particular in the vehicle height direction, is slidably mounted. Vehicle according to one of claims 1 to 3, characterized in that  - The carriage body (102) via at least one further spring means (108; 208) in the vehicle height direction on the chassis unit (104) is supported, which is in particular substantially identical to the spring means (108; 208) is formed  - The two spring means (108; 208) are arranged offset in a vehicle longitudinal direction by a longitudinal distance from each other and / or, in particular substantially equidistant, on both sides of a pivot point of the  Car body (102) with respect to the chassis unit (04) to the  Vehicle height direction, in particular a pivot, are arranged and / or with each other, in particular in opposite directions, are coupled and / or have a different transverse spring characteristic. Vehicle according to one of claims 1 to 4, characterized in that  - The carriage body (102) via at least one further spring means (108; 208) in the vehicle height direction on the chassis unit (104) is supported, which is in particular substantially identical to the spring means (108; 208) is formed - The two spring means (108 208) are arranged offset in a vehicle transverse direction by a transverse distance from each other and / or, in particular substantially equidistantly, on both sides of a pivot point of the car body (102) with respect to the chassis unit (104) to the vehicle height direction, in particular a pivot , are arranged and / or coupled with each other, in particular in opposite directions. Vehicle according to claim 4 or 5, characterized in that - The spring units (1 1 1) of the two spring means (108; 208) as active, by a control device (122) controlled spring units (1 1 1) are formed, wherein the control device (122) is in particular adapted to the spring units (1 11) for active roll stabilization of the car body (102) to control and or  - The two spring means (108; 208) each comprise a hydraulic spring unit (1 1 1). Vehicle according to one of claims 1 to 6, characterized in that  - The first contact element (109) for at least partial compensation of  Boring movements between the car body (102) and the chassis unit (104) is pivotally mounted about the vehicle height direction and or  - The second contact element (1 10, 210, 310) for at least partially compensating Ausdrehbewegungen between the car body (102) and the  Chassis unit (104) is pivotally mounted about the vehicle height direction. Vehicle according to one of claims 1 to 7, characterized in that  - The first contact element (109) has a first contact surface (109.1) and the second contact element (1 10; 210; 310) has a second contact surface (1 10.1; 210.1; 310.1), the first contact surface (109.1) in the at least one Contact point contacted, in which  - The first contact surface (109.1) and the second contact surface (1 10.1; 210.1; 310.1) are formed and engaged with each other such that a change of the at least one contact point during a pivoting movement of the first  Contact element (109) takes place substantially without slippage between the first contact element (109) and the second contact element (1 10: 210; 310) in a vehicle transverse direction, and or - The first contact surface (109.1) and the second contact surface (1 10.1, 210.1, 310.1) via two in a vehicle transverse direction substantially interlocking interlocking, in particular designed in the manner of a toothing.  Surfaces are engaged with each other, and or  - The first contact surface (109.1) and / or the second contact surface (1 10.1, 210.1;  310.1) is formed of a material which comprises a plastic, preferably an elastomer, more preferably polyurethane. Vehicle according to one of claims 1 to 8, characterized in that  - For transmitting forces in a vehicle longitudinal direction between the first contact element (109) and the second contact element (1 10; 210; 310) two in a vehicle longitudinal direction to both sides of the first contact element (109) and the second contact element (1 10; 310) arranged stop elements (125, 126) are provided, and or  - The spring unit (1 1 1) for transmitting forces in a vehicle longitudinal direction formed at least one for driving in the vehicle longitudinal direction  Guide device, in particular a piston guide comprises. Vehicle according to one of claims 1 to 9, characterized in that  - The spring unit (1 1 1) comprises a hydraulic, in particular hydropneumatic, electromagnetic or electro-hydraulic, spring element (1 15) which is supplied in particular by an active hydraulic unit, which is arranged in particular on the chassis unit (104), and or  - The spring unit (1 1 1) comprises a passive emergency spring element (1 1 1.1), which in particular kinematically in series with another, in particular active, spring element of the spring unit (1 1 1) is arranged, wherein the emergency spring element (1 1 1.1) in particular comprises at least one rubber spring, and or  - The first contact element (109) and / or the second contact element (1 10: 210; 310) comprises a passive emergency spring element (1 1 1.1), which comprises in particular at least one rubber spring. and or  - The spring unit (1 1 1) as active, by a control device (122) controlled spring unit (1 1 1) is formed, wherein the control device (122) is in particular adapted to the spring unit (1 1 1) for modifying a  Spring characteristic of the spring unit (1 1 1) and / or to control the level of the spring unit (1 1 1) to control.  and or  - The spring unit (1 1 1) comprises at least one passive damper device and / or at least one active damper device. 1. Vehicle according to one of claims 1 to 10, characterized in that  - A detection device for detecting at least one representative of the state of the chassis unit (104) detection amount is provided, wherein - The spring unit (1 1 1) a measuring device of the detection device,  in particular for height measurement and / or pressure measurement on the spring unit (1 1 1),  and or  a control device (122) connected to the detection device  is provided, soft signals of the detection device processed and the spring unit (1 1 1) in response to the signals of the detection device, in particular for level control and / or active suspension and / or active damping and / or roll compensation and / or increase of  Derailment safety, in particular increase in derailment safety by applying a pitching moment, drives. 2. Vehicle according to one of claims 1 to 1 1, characterized in that  - An anti-roll device (106, 206) is provided, wherein  - The anti-roll device (106, 206) is arranged kinematically parallel to the spring unit (1 1 1)  and or  - The anti-roll device (106, 206) comprises two pendulum elements (106.5, 106.6: 206.5, 206.6), which is a Momentanpol a rolling motion of Define car body (102). 13. Vehicle according to one of claims 1 to 12, characterized in that - An actuator device (107) is provided, wherein  - An actuator (107) is designed to be driven by a  Control device (122) to generate a transverse deflection of the car body (102) relative to the chassis in a vehicle transverse direction. 14. Vehicle according to one of claims 1 to 13, characterized in that it serves as a vehicle for high-speed traffic with a  Rated operating speed above 250 km / h, in particular above 350 km / h, is formed. Spring device for a vehicle, in particular a rail vehicle, characterized in that it is designed as the spring device (108; 208) of a vehicle (101: 201; 301) according to one of claims 1 to 14.