Vehicle with Anti-Roll Devices

The present invention relates to a vehicle, in particular a rail vehicle, comprising a vehicle longitudinal axis, a first body, a second body which is adjacent to the first body in the direction of the vehicle longitudinal axis, a third body which is adjacent to the first body in the direction of the vehicle longitudinal axis, a first anti-roll device which connects the first body and the second body, and a second anti-roll device which connects the first body and the third body, wherein the anti-roll devices each counteract rolling motions between the bodies, which are connected via said anti-roll bodies, about a roll axis parallel to the vehicle longitudinal axis.

In rail vehicles—but also in other vehicles—the body is generally mounted resiliently adverse to the wheel units, for example pairs of wheels or sets of wheels, via one or more levels of suspension. The centrifugal acceleration which occurs when traveling around a bend and acts transversely to the traveling motion and thus transversely to the vehicle longitudinal axis causes, owing to the comparatively high center of gravity of the body, the tendency of the body to bend outward relative to the wheel units and therefore to perform a rolling motion about a roll axis parallel to the vehicle longitudinal axis. Similar and likewise undesirable rolling motions can be generated by disturbances to the track bed or other external stimuli.

On the one hand, rolling motions of this type are, above specific limit values, detrimental to driver comfort. On the other hand, they entail the risk of infringement of the admissible clearance profile and unloading of the wheels on one side in a manner which is inadmissible from the point of view of preventing derailing. In order to prevent this, anti-roll devices in the form of what are known as roll stabilizers are used. The purpose of these devices is to resist the rolling motion of the body in order to reduce it without impeding the rising and falling motions of the body relative to the wheel units.

Roll stabilizers of this type are known in various hydraulically or purely mechanically acting embodiments and are used at different locations in the vehicle. Thus, in some cases, they are used in, or in direct proximity to, the undercarriage or they connect adjacent bodies. In the region of the undercarriage, use is often made of a torsion shaft which extends transversely to the vehicle longitudinal direction and is known, for example, from EP 1 075 407 B1. Hydraulic solutions have also previously been proposed for the region of the undercarriage. A plurality of interconnected hydraulic cylinders as an anti-roll means in the region of the undercarriage of a railway carriage are thus known, for example, from DE 28 39 904 C2.

Although these known roll stabilizers lead to the desired increase in the roll stiffness of the arrangement of the whole, i.e. to a sufficiently low coefficient of inclination of the body, they have the drawback that, when traveling on sections of track in which the track plane winds, such as occurs for example in track superelevation ramps or the like, the track planes, which are now inclined toward one another, in the region of the two wheel units cause a high torsional moment to be introduced into the body or the undercarriage frame. This is due to the fact that the respective anti-roll device acts on a setting of the vertical axis of the body or of the undercarriage frame which runs parallel to the track normal which is in each case provided in the region of the wheel units or corresponds thereto. As the track normals in the region of the wheel units comprise a differing orientation when the track plane winds, the described torsional loading of the body or the undercarriage frame is obtained.

Similar problems with elevated torsional loads when traveling through sections of track in which the track plane winds also occur in the generic multiple-unit vehicles in which rolling motions between adjacent bodies are prevented via anti-roll devices, in many cases simple transverse links, running transversely to the vehicle longitudinal axis. These transverse links are generally arranged in the roof region of the bodies so as to be articulated to the two adjacent bodies. At finite length, the transverse links allow relative pitching of the adjoining bodies although they can, in the special case of a degenerate link, have a length of zero, i.e. the adjacent bodies are directly articulated to one another even in the roof region. On winding of the track plane between the preceding neighboring carriage and the subsequent neighboring carriage, the vertical axes thereof are adjusted—if appropriate as a result of their respective anti-roll devices in the region of the undercarriage—approximately parallel to the track normal which is provided in each case. Substantial torsional moments are in this case introduced into the central body via the rigid anti-roll devices in the roof region.

In order in this regard to achieve compensation of the displacements between the two ends of the central body, EP 0 718 171 B1 discloses configuring the anti-roll devices in the roof region in a telescopic manner and so as to be longitudinally variable relative to spring resistance. However, even in this solution, in which the spring resistance comprises a progressive characteristic curve on deflection from the neutral position, high torsional moments are still introduced into the central body.

The present invention is therefore based on the object of providing a vehicle of the type mentioned at the outset which does not comprise the above-mentioned drawbacks, or at least comprises them to a lesser degree, and in particular allows torsional loading of the bodies in winding sections of track to be reduced in a simple and reliable manner.

The present invention solves this object, starting from a vehicle according to the pre-characterizing clause of claim 1, by the features disclosed in the characterizing part of claim 1.

The present invention is based on the technical teaching that reduction of the torsional loading of the bodies of the vehicle in winding sections of track is facilitated in a simple and reliable manner if the anti-roll devices at both ends are configured and coupled to one another in such a way that the anti-roll devices can allow for the differing route layout—i.e. in a rail vehicle the track bed—in the region of the two adjacent bodies, thus allowing the first body to assume an intermediate position in which the torsional moments introduced therein are at least reduced compared to the known vehicles. According to the invention, the first anti-roll device and the second anti-roll device are therefore coupled to each other via a coupling device, the anti-roll devices and the coupling device being configured in such a way that at least one first displacement on the first anti-roll device causes at least one second displacement on the second anti-roll device.

As a result of the displacements, achieved via the coupling device, on the two anti-roll devices, it is easily possible at least partially to compensate for the differing vertical orientation of the second and third body in the region of the first body. This allows, on the one hand, the above-described advantageous reduction in the torsional loading in the first body to be achieved. This is due to the fact that the two anti-roll devices may, in the case of a winding or otherwise deformed course of the track plane, even be able, as a result of the displacements achieved owing to the coupling device, completely to follow the deformed course of the track plane without being actuated, i.e. without exerting a restoring force which acts on the first vehicle component and could then lead to the described torsional loading of the first vehicle component.

If, however, such opposing displacement is prevented by a non-deformed course of the track plane, the anti-roll devices can, on the other hand, exercise the full extent of their rolling motion-limiting action. In other words, the effectiveness of the anti-roll devices is not impaired in those cases in which they are actually intended to be used.

Depending on the configuration and arrangement of the anti-roll devices, the first displacement may be in the opposite direction to or the same direction as the second displacement in order to achieve the described compensatory motion in the region of the first body.

In preferred variations of the vehicle according to the invention, the articulation points of the first anti-roll device and the second anti-roll device on the first body are arranged on the same side with respect to the vehicle longitudinal axis, in which case the first displacement is in the opposite direction to the second displacement. This arrangement of the articulation points of the two anti-roll devices on the first body on the same side of the vehicle has the advantage that the arrangement on the same vehicle side also allows particularly simple mechanical coupling devices to be embodied.

In further preferred variations of the vehicle according to the invention, the articulation points of the first anti-roll device and the second anti-roll device on the first body are arranged on different sides with respect to the vehicle longitudinal axis, in which case the first displacement is in the same direction as the second displacement. This configuration has, again, the advantage that the bodies can then if appropriate be identical in their design and based on the direction of travel of the respective body (i.e. traveling forward or backward) coupled to one another in any desired orientation.

The displacements on the respective anti-roll device can differ in their configuration, wherein different variations can also be provided on the two anti-roll devices. Thus, the respective anti-roll device can, as will be demonstrated in greater detail hereinafter, for example be accordingly displaced even as a single unit. Likewise, the displacement can also be carried out within the respective anti-roll device. Thus, in preferred variations of the vehicle according to the invention, the first displacement and/or the second displacement is a displacement between components of the respective anti-roll device.

Preferably, the first displacement is a change in the distance between the articulation points of the first anti-roll device on the bodies connected by said first anti-roll device. Additionally or alternatively, the second displacement is a change in the distance between the articulation points of the second anti-roll device on the bodies connected by said second anti-roll device.

Such a change in distance between the articulation points can be achieved in any desired manner. Preferably, it is achieved simply by a corresponding change in the length of a component of the respective anti-roll device. Preferably, therefore, the first displacement is a change in the length of a first component of the first anti-roll device and/or the second displacement is a change in the length of a second component of the second anti-roll device.

Such a change in length can be achieved in any desired manner, in particular in accordance with any desired active principles. It may thus be achieved mechanically, electromechanically, hydraulically, electrohydraulically, etc. or by any desired combinations thereof. In variations which are advantageous because they are particularly simple, the first component comprises a first working cylinder, in particular a first hydraulic cylinder, and/or the second component comprises a second working cylinder, in particular a second hydraulic cylinder. The cylinders are then preferably connected via a simple connecting line in order to achieve the mutually conditioned displacements. Preferably, the coupling device therefore comprises at least one connecting line, which connects the first working cylinder and the second working cylinder, for a working medium, in particular a hydraulic fluid.

In order to keep down the dynamic loads of the vehicle components, damping of the first and second displacements is preferably provided. This can be achieved by providing a first damping device for damping the first displacement and/or a second damping device for damping the second displacement.

Owing to the simple configuration, the coupling device preferably connects components of the first anti-roll device and of the second anti-roll device that have the same function and/or position within the respective anti-roll device. Particularly simple design variations having simple kinematics can be achieved in this way.

The translation of motion achieved by the coupling device or the corresponding components of the respective anti-roll device can in principle be selected in any desired form and adapted to the design and configuration of the anti-roll device connected on the respective side of the coupling device. In particularly simply configured variations of the vehicle according to the invention, in particular in variations having identically constructed anti-roll devices, provision is made for the first displacement and the second displacement to be by substantially the same amount but in differing directions, in particular substantially opposite directions.

Advantageous configurations of the vehicle according to the invention provide for the first anti-roll device to be articulated to the coupling device at a first articulation point, for the second anti-roll device to be articulated to the coupling device at a second articulation point, and for the coupling device to be configured in such a way that, caused by a counterforce-free first displacement of the first anti-roll device via the first articulation point and the second articulation point, an opposing second displacement is introduced into the second anti-roll device. In particularly simply configured variations of the vehicle according to the invention, the coupling device is configured in such a way that a counterforce-free first displacement of the first articulation point causes an opposing second displacement of the second articulation point. This allows, in particular, the coupling device to be configured in an especially simple manner, as such opposing motion of the two articulation points may, if appropriate, be achieved in a simple manner via a single pivotably mounted lever arm having two free ends on each of which one of the articulation points is located.

A further advantage of this solution is that, as a result of the displacement, achieved via the points of articulation to the coupling device, of the anti-roll devices, the design and configuration of the anti-roll devices is not fixed. In the solution according to the invention, any type of anti-roll devices (hydraulic, mechanical, etc.) can thus be used and, if appropriate, combined with one another in any desired manner.

Preferably, the first articulation point is a bearing point of the first anti-roll device and/or the second articulation point is a bearing point of the second anti-roll device. The displacement of a bearing point of this type of the respective anti-roll device allows the described motion behavior, following the deformed course of the track plane, to be achieved in a particularly simple manner without actuation, generating restoring forces, of the anti-roll devices. In other words, this allows the anti-roll device as a whole to follow the deformed course of the track plane without generating restoring forces.

As mentioned hereinbefore, the coupling device comprises, as a result of the especially simple configuration, preferably at least one first lever arm which is articulated to the first vehicle component so as to be able to pivot about a first pivot point, the first pivot point being arranged in the kinematic chain between the first anti-roll device and the second anti-roll device. Preferably, the first lever arm comprises a free first end and a free second end, the first end being directly connected to the first anti-roll device and the second end being connected to the second anti-roll device directly or via further intermediate elements. This allows, as stated hereinbefore, one of the articulation points to be arranged at each of the free ends of a first lever arm of this type.

In variations, which are preferred because they can be configured in a particularly simple manner, of the vehicle according to the invention, the coupling device connects parts of the first anti-roll device and the second anti-roll device that are located on the same side of the vehicle longitudinal axis.

In further advantageous variations of the vehicle according to the invention, provision is made for the coupling device to comprise at least one first lever arm which is articulated to the first body so as to be able to pivot about a first pivot point, the first pivot point being arranged in the kinematic chain between the first anti-roll device and the second anti-roll device. An especially simple configuration may thus be achieved, Preferably, the first lever arm comprises a free first end and a free second end, the first end being directly connected to the first anti-roll device and the second end being connected to the second anti-roll device directly or via further intermediate elements. This allows, as stated hereinbefore, one of the articulation points to be arranged at each of the free ends of a first lever arm of this type.

Further advantageous variations of the vehicle according to the invention provide for the coupling device to comprise at least one second lever arm which is articulated to the first body so as to be able to pivot about a second pivot point, the second pivot point being arranged in the kinematic chain between the first anti-roll device and the second anti-roll device, and the second lever arm being connected to the first lever arm via at least one coupling element, in particular a push rod. An arrangement of this type advantageously allows beneficial translations of motion to be achieved, so even relatively large distances can be bridged between the anti-roll devices without the coupling device having to perform large deflections.

The coupling device can, as stated hereinbefore, be configured in any desired suitable manner in order to achieve the above-mentioned opposing displacements of the anti-roll devices or on the anti-roll devices. As stated hereinbefore, said coupling device can be configured purely mechanically by a lever transmission or the like. However, it can also be embodied wholly or partially via a fluidic transmission, for example a hydraulic transmission. Further preferred variations of the vehicle according to the invention therefore provide for the coupling device to comprise at least one first working cylinder, in particular a first hydraulic cylinder, which is connected to the first anti-roll device, for the coupling device to comprise at least one second working cylinder, in particular a second hydraulic cylinder, which is connected to the second anti-roll device, and for the coupling device to comprise at least one connecting line, which connects the first working cylinder and the second working cylinder, for a working medium, in particular a hydraulic fluid.

The invention can be used particularly advantageously in conjunction with what are known as wheelless sedans, i.e. bodies which are not provided with wheels and are suspended between two adjacent bodies. Provision is therefore preferably made for the first body to be configured in the manner of a wheelless sedan, said first body being fastened to the second body and the third body.

In particularly advantageous variations of the vehicle according to the invention, the above-described damping of the first and second displacement is achieved in the region of the coupling device. For this purpose, the coupling device comprises a damping device.

In particularly advantageous variations of the vehicle according to the invention, at least one of the displacements can be generated actively. For this purpose, the invention provides for at least one of the anti-roll devices and/or the coupling device to comprise an adjusting device.

Further preferred configurations of the invention will emerge from the sub-claims and the following description of preferred exemplary embodiments, which description refers to the appended drawings. In the Figures show:

FIG. 1 a schematic plan view onto a part of a preferred embodiment of the vehicle according to the invention in the neutral position;

FIG. 2 a schematic plan view of the part of the vehicle from FIG. 1 in the winding position;

FIG. 3 a schematic plan view onto a part of a further preferred embodiment of the vehicle according to the invention in the neutral position;

FIG. 4 a schematic plan view of the part of the vehicle from FIG. 3 in the winding position;

FIG. 5 a schematic plan view onto a part of a further preferred embodiment of the vehicle according to the invention in the neutral position;

FIG. 6 a schematic plan view of the part of the part of the vehicle from FIG. 5 in the winding position;

FIG. 7 a schematic plan view onto a part of a further preferred embodiment of the vehicle according to the invention in the neutral position; and

FIG. 8 a schematic plan view onto a part of a vehicle according to the prior art in the neutral position.

The present invention will be described hereinafter with reference to a plurality of exemplary embodiments from the field of rail vehicles, in which the invention may be used particularly advantageously to avoid within the structure of the bodies excessive torsional loads resulting from winding sections of track. This task must be performed, in particular, for articulated trains, such as for example multiple-unit trams or trains, which consist of individual segments which are coupled to one another and have crossings for passengers located therebetween. The advantages of the invention may be especially beneficial, in particular, when individual segments are not supported on their own undercarriages but rather are connected to their neighboring segments as what are known as “sedans” via articulated links in the floor region and optionally further coupling elements in the roof region.

First Exemplary Embodiment

FIGS. 1 and 2 are schematic plan views onto a part of a vehicle 101 according to the invention having a vehicle longitudinal axis 101.1. The vehicle 101 comprises a wheelless first body 102 which is supported on two adjacent bodies, namely a second body 111 and a third body 112, in the manner of a sedan of this type.

The bodies 111 and 112 are each supported on undercarriages 104 and 105 via corresponding spring devices in the region adjoining the first body 102. The first body 102 is thus supported on the first undercarriage 104 via the second body 111 and the associated spring device and on the second undercarriage 105 via the third body 112 and the associated spring device. In other words, the bodies 102, 111 and 112 are thus vehicle segments of the multiple-unit vehicle 101.

Whereas excessive rolling differences between the bodies 102, 111 and 112 are intended to be prevented, staggered inclinations of the successive bodies 102, 111 and 112 about their respective longitudinal axis that are produced as a result of traveling on deformed sections of track, in particular winding sections of track, are intended to be allowed.

Known solutions, of which a vehicle 1 is shown by way of example in FIG. 8, comprise, for example, rods 3 which are arranged in the roof region between adjacent bodies 2, 11 and 12 in the transverse direction and connect said bodies in an articulated manner. The bodies 2, 11, 12, which are supported via undercarriages 4, 5, are furthermore articulated to one another, for example, by an articulation 6 in the floor region. In the event of rolling motions of a body 2, 11, 12, i.e. a transverse motion in the roof region relative to the lower rolling pole, this transverse motion is transmitted to the adjacent body of the articulated train 1 via the rigidity of the rods 3. The rods 3 thus prevent the bodies 2, 11, 12 from rolling relative to one another while at the same time allowing relative pitching of the bodies 2, 11, 12 such as can occur when traveling on track troughs or crests. It should be noted in this case that, in addition to this normal case, there occurs in some known vehicles—usually in combination with the normal case described hereinbefore—a special case in which adjacent bodies are coupled without the possibility for relative pitching—i.e. to a certain extent at a “zero” length of the rods 3.

However, when traveling on winding sections of track, these rods 3 attempt to hold the adjacent bodies 2, 11, 12 all parallel to one another, in particular parallel to one another in the vertical direction, leading to the production of marked restraining forces at the articulation points of these rods 3 and thus of the structure of the bodies 2, 11, 12.

Isolation according to the invention of the dynamically conditioned and undesirable rolling motion of the relative transverse inclination, generated by traveling over a deformed section of track, for example a winding section of track, of successive segments of an articulated train is required to overcome this drawback.

In the case of the vehicle 101 illustrated schematically in FIGS. 1 and 2, this is achieved as follows, FIG. 1 being a plan view of the situation on a flat track and FIG. 2 showing the situation on a winding track:

A respective anti-roll device 107 or 108 is arranged between the respective second body 111, 112 and the first body 102. A first anti-roll device 107 is thus provided between the body 111 and the body 102, whereas a second anti-roll device 108 is provided between the body 112 and the body 102.

The first anti-roll device is configured in the form of a first hydraulic cylinder 107 which is pivotably articulated, on the one hand, to a bracket on the second body 111. At its end facing the first body 102, the first hydraulic cylinder 107 is pivotably articulated at a first articulation point 107.1 to a further bracket on the first body 102.

Similarly, the second anti-roll device 108 is configured in the form of a second hydraulic cylinder 108 which, on the one hand, is pivotably articulated to a bracket on the third body 112 and, on the other hand, at its end facing the body 102 is pivotably articulated to a further bracket on the first body 102 at a second articulation point 108.1. The first articulation point 107.1 and the second articulation point 108.1 are in this case located on the same side of the vehicle 101 with respect to the vehicle longitudinal axis 101.1.

The working chambers, which are arranged on the same side of the vehicle 101, of the first hydraulic cylinder 107 and the second hydraulic cylinder 108 are connected via a coupling device in the form of a simple hydraulic line 109. The first anti-roll device 107 is thus coupled to the second anti-roll device 108 via the coupling device 109 in such a way that a first displacement on the first hydraulic cylinder 107 causes an opposing second displacement on the second hydraulic cylinder 108.

It will be understood in this regard that this mode of operation is not limited to the connection shown in FIG. 1 or 2 of in each case only one of the two working chambers of each hydraulic cylinder but rather also applies to each connection of the two working chambers of each hydraulic cylinder to the working chambers corresponding thereto of the respective other hydraulic cylinder and, in particular, no preference is given to the working chambers facing or remote from the body 102 insofar as said working chambers are located on the same side of the vehicle.

If, for example, as illustrated in FIG. 2, the piston of the first hydraulic cylinder 107 moves in the direction leading out of its cylinder jacket, the length of the first hydraulic cylinder 107, and thus the distance between its points of articulation to the two bodies 102 and 111, increases accordingly and an opposing second displacement is carried out, owing to the hydraulic line 109, on the second hydraulic cylinder 108. The piston of the second hydraulic cylinder 108 is then moved in the direction leading into the cylinder jacket thereof, so the length of the second hydraulic cylinder 108, and thus the distance between its points of articulation to the two bodies 102 and 112, accordingly decreases. The opposite is also true.

The first hydraulic cylinder 107 and the second hydraulic cylinder 108 comprise identical dimensions and are arranged symmetrically to the transverse center plane of the first body 102, so the amount of the first and second displacement is identical, whereas the directions thereof run transversely to each other. However, it will be understood that any other desired translations between the first and second displacement can be achieved by appropriately selecting the dimensions and/or the arrangement of the first and second hydraulic cylinder.

The mode of operation of the coupling device 109 and of the first anti-roll device 107 and second anti-roll device 108 which are coupled via said coupling device will be described hereinafter.

If the first body 102 experiences, for example as a result of uneven running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 101.1, the first articulation point 107.1 and the second articulation point 108.1 at its two body ends move with respect to the adjacent bodies 111, 112 in the same relative direction. In other words, an attempt would be made to shorten or to lengthen both hydraulic cylinders 107 and 108 simultaneously. The two hydraulic cylinders 107 and 108 are thus symmetrically loaded, i.e. an axial force of substantially the same amount and the same axial active direction is exerted thereon. The substantial incompressibility of the hydraulic fluid prevents the pistons of the two hydraulic cylinders 107 and 108 from moving relative to the cylinder jackets thereof, so the arrangement, like the known rods 3, counteracts the rolling motion.

On winding of the track, the bodies 112, 102, 111, etc. in the direction of travel are successively deflected out of the vertical direction. The relative horizontal motion between the first body 102 and the preceding third body 112 and between the first body 102 and the subsequent second body 111 is then carried out in the opposite direction. A compensatory flow can be formed through the hydraulic line 109, thus allowing the pistons of the two hydraulic cylinders 107 and 108 to move in opposite directions in the cylinder jackets thereof. As a result, the brackets on the bodies 112, 102, 111, like the bodies 112, 102, 111 themselves, are not loaded with constraining forces as in the conventional case with the rods 3 (see FIG. 8).

In a mixed form of both motions, i.e. in the event of simultaneous rolling of one body when traveling over a section of deformed track, only those differential forces which correspond to the actual rolling of a single body 102 relative to the bodies 111, 112 adjacent thereto are accommodated by the brackets of the anti-roll devices 107, 108, whereas the increasing oblique position, caused by the winding of the track, of the bodies 112, 102, 111 does not produce any undesirable constraining forces in the transverse direction.

It will be understood that the hydraulic active principle can also be replaced by other active principles. There may thus be provided, for example, an electromagnetic solution with ball roll spindle drives or the like which are joined together via corresponding control lines.

It will also be understood that there may optionally also be provided a control and/or damping device which actively controls and/or damps the first and second displacement. A control and/or damping device of this type is indicated in FIG. 1 by the contour 113. For damping the first and second displacement, the control and/or damping device 113 can introduce a corresponding damping resilience into the hydraulic line. For the purposes of active control, the control and/or damping device 113 can provide separate or common filling or emptying of the hydraulic cylinders.

Second Exemplary Embodiment

FIGS. 3 and 4 are schematic plan views onto a part of a further vehicle 201 according to the invention having a vehicle longitudinal axis 201.1. The vehicle 201 comprises, again, a wheelless first body 202 which is supported on two adjacent bodies, namely a second body 211 and a third body 212, in the manner of a sedan body piece. In its operation and design, the vehicle 201 corresponds substantially to the vehicle 101 from FIG. 1, so mainly the differences will now be examined.

The bodies 211 and 212 are each supported on undercarriages 204 and 205, again, via corresponding spring devices in the region adjoining the first body 202.

Whereas excessive rolling differences between the bodies 212, 202 and 211 are intended to be prevented, staggered inclinations of the successive bodies 212, 202 and 211 about their respective longitudinal axis that are produced as a result of traveling on deformed sections of track, in particular winding sections of track, are intended to be allowed.

In the case of the vehicle 201 illustrated schematically in FIGS. 3 and 4, this is achieved as follows, FIG. 3 being a plan view of the situation on a flat track and FIG. 4 showing the situation on a winding track:

A respective anti-roll device 207 or 208 is arranged between the respective second body 211, 212 and the first body 202. A first anti-roll device 207 is thus provided between the body 211 and the body 202, whereas a second anti-roll device 208 is provided between the body 212 and the body 202.

The first anti-roll device is configured in the form of a first hydraulic cylinder 207 which is pivotably articulated, on the one hand, to a bracket on the second body 211. At its end facing the first body 202, the first hydraulic cylinder 207 is pivotably articulated at a first articulation point 207.1 to a further bracket on the first body 202.

Similarly, the second anti-roll device 208 is configured in the form of a second hydraulic cylinder 208 which, on the one hand, is pivotably articulated to a bracket on the third body 212 and, on the other hand, at its end facing the first body 202 is pivotably articulated to a further bracket on the first body 202 at a second articulation point 208.1. The first articulation point 207.1 and the second articulation point 208.1 are in this case located on different sides of the vehicle 201 with respect to the vehicle longitudinal axis 201.1.

The working chambers, which are arranged on different sides of the vehicle 201 or of the respective piston, of the first hydraulic cylinder 207 and the second hydraulic cylinder 208 are connected via a coupling device in the form of a simple hydraulic line 209. The first anti-roll device 207 is thus connected to the second anti-roll device 208 via the coupling device 209 in such a way that a first displacement on the first hydraulic cylinder 207 causes a parallel second displacement on the second hydraulic cylinder 208.

As in the case of the above-described first exemplary embodiment, in this case too the solution according to the invention is not limited merely to a connection to a connection of working chambers of the hydraulic cylinders and no preference is given in the selection of the connected working chambers insofar as said working chambers are in this case located on different sides of the vehicle.

If, for example, as illustrated in FIG. 4, the piston of the first hydraulic cylinder 207 moves in the direction leading out of its cylinder jacket, the length of the first hydraulic cylinder 207, and thus the distance between its points of articulation to the two bodies 202 and 211, increases accordingly and an parallel second displacement is carried out, owing to the hydraulic line 209, on the second hydraulic cylinder 208. The piston of the second hydraulic cylinder 208 is then also moved in the direction leading out of the cylinder jacket thereof, so the length of the second hydraulic cylinder 208, and thus the distance between its points of articulation to the two bodies 202 and 212, likewise increases. The opposite is also true.

The first hydraulic cylinder 207 and the second hydraulic cylinder 208 are arranged symmetrically to the center of the first body 202 and comprise dimensions which are adapted to one another in such a way that the amount of the first and second displacements and the directions thereof are identical. However, in this case too it will be understood that any other desired translations between the first and second displacement can be achieved by appropriately selecting the dimensions and/or the arrangement of the first and second hydraulic cylinder.

The mode of operation of the coupling device 209 and of the first anti-roll device 207 and second anti-roll device 208 which are coupled via said coupling device will be described hereinafter.

If the first body 202 experiences, for example as a result of uneven running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 201.1, the first articulation point 207.1 and the second articulation point 208.1 at its two body ends move with respect to the adjacent bodies 211, 212 in the same relative direction. In other words, an attempt would be made to lengthen the first hydraulic cylinder 207 and at the same time to shorten the second hydraulic cylinder 208 and vice versa. The two hydraulic cylinders 207 and 208 are thus symmetrically loaded, i.e. an axial force of substantially the same amount and the opposite axial active direction is exerted thereon. The substantial incompressibility of the hydraulic fluid and the hydraulically coupled working chambers arranged on different sides of the piston prevent the pistons of the two hydraulic cylinders 207 and 208 from moving relative to the cylinder jackets thereof, so the arrangement, like the known rods 3 (see FIG. 8), counteracts the rolling motion.

On winding of the track, the bodies 212, 202, 211, etc. in the direction of travel are successively deflected out of the vertical direction. The relative horizontal motion between the first body 202 and the preceding third body 212 and between the first body 202 and the subsequent second body 211 is then carried out in the opposite direction. A compensatory flow can be formed through the hydraulic line 209, thus allowing the pistons of the two hydraulic cylinders 207 and 208 to move in the same directions in the cylinder jackets thereof. As a result, the brackets on the bodies 212, 202, 211, like the bodies 212, 202, 211 themselves, are not loaded with constraining forces as in the conventional case with the rods 3 (see FIG. 8).

In a mixed form of both motions, i.e. in the event of simultaneous rolling of one body when traveling over a section of deformed track, only those differential forces which correspond to the actual rolling of a single body relative to the bodies adjacent thereto are accommodated by the brackets of the anti-roll devices 207, 208, whereas the increasing oblique position, caused by the winding of the track, of the bodies 212, 202, 211 does not produce any undesirable constraining forces in the transverse direction.

It will be understood that the variations described hereinbefore are not limited to the use in wheelless sedans but rather can also be used between carriage segments respectively provided with wheels. The second exemplary embodiment in particular, with its center-symmetrical arrangement of the points of articulation to the first body, has in this case the advantage that the first body can be arranged in any desired orientation, i.e. traveling forward or backward between the second and third bodies.

Third Exemplary Embodiment

As will be described hereinafter, the invention also allows purely mechanical couplings to be embodied between the anti-roll devices. FIGS. 5 and 6 are schematic plan views onto a part of a further vehicle 301 according to the invention having a vehicle longitudinal axis 301.1. The vehicle 301 comprises a first vehicle component in the form of a wheelless first body 302 which is supported on two adjacent second vehicle components in the form of a second body 311 and a third body 312 in the manner of a sedan of this type.

The bodies 311 and 312 are each supported on undercarriages 304 and 305 via corresponding spring devices in the region adjoining the first body 302. The first body 302 is thus supported on the first undercarriage 304 via the second body 311 and the associated spring device and on the second undercarriage 305 via the third body 312 and the associated spring device. In other words, the bodies 302, 311 and 312 are thus vehicle segments of the multiple-unit vehicle 301.

Whereas excessive rolling differences between the bodies 312, 302 and 311 are intended to be prevented, staggered inclinations of the successive bodies 312, 302 and 311 about their respective longitudinal axis that are produced as a result of traveling on the deformed sections of track described in detail hereinbefore, in particular winding sections of track, are intended to be allowed.

As stated hereinbefore, isolation according to the invention of the dynamically conditioned and undesirable rolling motion of the relative transverse inclination, generated by traveling over a deformed section of track, for example a winding section of track, of successive segments of an articulated train is required to overcome the above-described drawbacks of the known vehicles (see FIG. 8).

In the case of the vehicle 301 illustrated schematically in FIGS. 5 and 6, this is achieved as follows, FIG. 5 being a plan view of the situation on a flat track and FIG. 6 showing the situation on a winding track:

A respective anti-roll device 307 or 308 is arranged between the respective second body 311, 312 and the first body 302. A first anti-roll device 307 is thus provided between the body 311 and the body 302, whereas a second anti-roll device 308 is provided between the body 312 and the body 302.

The first anti-roll device is configured in the form of a first push/pull rod 307 which is pivotably articulated, on the one hand, to a bracket on the second body 311. At its end facing the first body 302, the first rod 307 is rotatably mounted at a first articulation point 307.1 in a first free end of a first lever arm 309.1 of a coupling device 309, the operation of which will be described hereinafter in greater detail.

Similarly, the second anti-roll device 308 is configured in the form of a second push/pull rod 308 which is pivotably articulated, on the one hand, to a bracket on the third body 312. At its end facing the first body 302, the second rod 308 is rotatably mounted at a second articulation point 308.1 in a first free end of a second lever arm 309.4 of the coupling device 309. The first lever arm 309.1 and the second lever arm 309.4 are mechanically connected via a coupling rod 309.5, so the first anti-roll device 307 is mechanically coupled to the second anti-roll device 308 via the coupling device 309.

The first lever arm 309.1, which is configured as a short angle lever, is articulated, in proximity to the first anti-roll device 307, to the first body 302 so as to be able to pivot about a first pivot point 309.2 having a first pivot axis. The first pivot axis is located in the region of the kink in the first lever arm 309.1 and is stationarily connected to the first body 302.

The first articulation point 307.1 of the first anti-roll device 307 is located at the first free end of the first lever arm 309.1, whereas the coupling rod 309.5 is articulated to the second free end of the first lever arm 309.1.

The second lever arm 309.4, which is also configured as a short angle lever, is articulated, in proximity to the second anti-roll device 308, to the first body 302 so as to be able to pivot about a second pivot point 309.6 having a second pivot axis. The second pivot axis 309.7 is located in the region of the kink in the second lever arm 309.4 and is stationarily connected to the body 302.

The second articulation point 308.1 of the second anti-roll device 308 is located at the first free end of the second lever arm 309.4, whereas the coupling rod 309.5 is articulated to the second free end of the second lever arm 309.1.

The first lever arm 309.1 and the second lever arm 309.4 comprise identical dimensions and are arranged symmetrically to the transverse center plane of the first body 302. The coupling rod 309.5 runs in this case continuously on one side of the straight line connecting the pivot points 309.2 and 309.6, so a counterforce-free deflection of the first free end of the first lever arm 309.1 generates an opposing deflection of the first free end of the second lever arm 309.4 and vice versa. However, it will be understood in this case too that any other desired translations between the first and second displacement can be achieved by appropriately selecting the dimensions and/or the arrangement of the first and second lever arm.

Owing to the position of the first articulation point 307.1 at the first free end of the first lever arm 309.1 and the position of the second articulation point 308.1 at the first free end of the second lever arm 309.4, the coupling device 309, like the coupling device 109 from FIG. 2, causes opposing deflections of the first articulation point 307.1 and the second articulation point 308.1 of each anti-roll device 307 or 308. The amount of the deflections is in this case identical, whereas the directions are opposite in each case.

The mode of operation of the coupling device 309 and of the first anti-roll device 307 and second anti-roll device 308 which are coupled via said coupling device will be described hereinafter.

If the first body 302 experiences, for example as a result of uneven running and its high center of gravity, a pure rolling moment about a roll axis parallel to the vehicle longitudinal axis 301.1, the first articulation point 307.1 and the second articulation point 308.1 at its two body ends move with respect to the adjacent bodies 311, 312 in the same relative direction. The first free ends of the two angle levers 309.1 and 309.4 are thus symmetrically loaded, i.e. a force of substantially the same direction and the same amount is exerted thereon. Their inherent rigidity and the rigidity of the coupling rod 309.5 prevent the angle levers 309.1 and 309.4 from rotating so the arrangement, like the known rods 3, counteracts the rolling motion.

On winding of the track, the bodies 312, 302, 311, etc. in the direction of travel are successively deflected out of the vertical direction. The relative horizontal motion between the first body 302 and the preceding third body 312 and between the first body 302 and the subsequent second body 311 is then carried out in the opposite direction. This allows the two angle levers 309.1 and 309.4 to rotate in the same direction about their respective pivot point 309.2 or 309.6. The coupling rod 309.5 does not in this case experience any significant force but rather also moves almost without resistance in the vehicle longitudinal direction 301.1. As a result, the brackets on the bodies 312, 302, 311, like the bodies 312, 302, 311 themselves, are not loaded with constraining forces as in the conventional case with the rods 3.

In a mixed form of both motions, i.e. in the event of simultaneous rolling of one body when traveling over a section of deformed track, only those differential forces which correspond to the actual rolling of a single body relative to the bodies adjacent thereto are accommodated by the brackets of the anti-roll devices 307, 308, whereas the increasing oblique position, caused by the winding of the track, of the bodies 312, 302, 311 does not produce any undesirable constraining forces in the transverse direction.

The invention is not limited to the case of a finite length of the anti-roll devices 307, 308 but rather may equally be used also in the above-described special case of a “zero” length of the anti-roll devices. In this case, the first articulation point of the first lever arm or the second articulation point of the second articulation arm is articulated directly to the bracket of the respectively adjoining body. As stated hereinbefore, this is then associated with the loss of the possibility of mutual pitching of the adjacent bodies.

Nor is the invention limited to the described mounting of the first and second angle lever 309.1 and 309.4 to the first body 302. On the contrary, the angle levers can also be arranged at a corresponding hinge point of the respectively adjoining second or third body, whereas the two anti-roll devices are then each articulated directly to the first body.

Fourth Exemplary Embodiment

A further advantageous embodiment of the vehicle 401 according to the invention comprising the bodies 402, 411, 412 is shown in FIG. 7. In its basic configuration and mode of operation, the vehicle 401 corresponds in this case to the vehicle 301 from FIG. 5, so merely the differences will now be examined.

The only difference to the embodiment from FIG. 5 is the configuration of the coupling device 409 via which the two anti-roll devices 407 and 408 are linked together. Instead of the coupling rod 309.5, the coupling device 409 comprises a hydraulic coupling 409.5 having hydraulic cylinders 409.8 and 409.9, the working chambers of which are connected via a hydraulic line 409.10.

The hydraulic cylinders 409.8 and 409.9 are each pivotably articulated at one end to the first body 402. At its other end, the first hydraulic cylinder 409.8 is pivotably articulated to the first lever arm 409.1, whereas the second hydraulic cylinder 409.9 is pivotably articulated to the second lever arm 409.4.

It will be understood that, in other variations of the vehicle according to the invention, the hydraulic coupling device described hereinbefore can also be provided with an active adjusting device and/or a damping device. There may thus be provided, for example, a corresponding pump and control unit or the like which modifies the filling level of the working chambers of the hydraulic cylinders as instructed by a control device.

It will be understood that, in other variations of the vehicle according to the invention, the coupling mechanisms described hereinbefore, or else other coupling mechanisms, can be used individually or in combination in order to provide the coupling according to the invention between the anti-roll devices.

The present invention has been described hereinbefore exclusively based on examples of rail vehicles. Finally, it will furthermore be understood that the invention can also be used in conjunction with any other desired vehicles.

Number	Date	Country	Kind
102005038945.7	Aug 2005	DE	national
102005041162.2	Aug 2005	DE	national

Vehicle with Anti-Roll Devices

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