Vehicle Having Rolling Compensation

Abstract

A rail vehicle includes a car body, a first chassis, and a second chassis. The car body is supported on the first chassis by a first spring device, the car body is supported on the second chassis by a second spring device, the car body is coupled to the first chassis by a first roll compensation device, and is coupled to the second chassis by a second roll compensation device. The first roll compensation device and the second roll compensation device counteract roll motions of the car body toward the outside of the curve about a roll axis parallel to the vehicle longitudinal axis during curved travel. The first roll compensation device is designed in such a way and/or the first roll compensation device and the second roll compensation device are coupled to each other in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted.

1 . A rail vehicle, comprising:
 a car body,   a first running gear, and   a second running gear arranged at a distance from the first running gear in a direction of a vehicle longitudinal axis, wherein   the car body is supported on the first running gear in a direction of a vehicle height axis by mean of a first spring device,   the car body is supported on the second running gear in the direction of the vehicle height axis by a second spring device,   the car body is coupled to the first running gear by a first rolling compensation device,   the car body is coupled to the second running gear by a second rolling compensation device,   the first rolling compensation device and the second rolling compensation device counteract rolling motions of the car body toward an outside of a curve about a rolling axis parallel to the vehicle longitudinal axis during travel in curves,   wherein   the first rolling compensation device is designed in such a way for the first rolling compensation device and the second rolling compensation device are coupled to each other in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted.   
     
     
         2 . The rail vehicle according to  claim 1 , wherein
 the first rolling compensation device is configured to impose upon the car body, under a first transverse deflection of the car body in relation to the first running gear in a direction of a vehicle transverse axis, a first rolling angle about the rolling axis;   the second rolling compensation device is configured to impose upon the car body, under a second transverse deflection of the car body in relation to the second running gear in the direction of a vehicle transverse axis, a second rolling angle about the rolling axis;   the first rolling compensation device is designed in such a way or the first rolling compensation device and the second rolling compensation device are coupled together in such a way that a deviation between the first transverse deflection and the second transverse deflection or a deviation between the first rolling angle and the second rolling angle is counteracted.   
     
     
         3 . The rail vehicle according to  claim 1 , wherein
 the first rolling compensation device has a first actuator device with at least one first actuator unit controlled by a control device, wherein the first actuator device is designed to contribute to the setting of the first transverse deflection,   or   the second rolling compensation device has a second actuator device with at least one second actuator unit controlled by the control device, wherein the second actuator device is designed to contribute to the setting of the second transverse deflection.   
     
     
         4 . The mil vehicle according to  claim 3 , wherein
 the control device has at least one detection device to detect at least one detection variable, which is representative of a torsional load applied to the car body, and   the control device is configured to control the first actuator unit or the second actuator unit in such a way that the torsional load is reduced, wherein   the control device is configured to control the first actuator unit or the second actuator unit in such a way that, in the direction of a vehicle transverse axis, a deviation between a first transverse deflection of the car body in relation to the first running gear and a second transverse deflection of the car body in relation to the second running gear is reduced.   
     
     
         5 . The rail vehicle according to  claim 4 , wherein
 the control device controls the first actuator unit or the second actuator unit as a function of the detection variable in such a way that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm,   or   the control device, as a function of the detection variable, controls the first actuator unit or the second actuator unit in such a way that a deviation between a first rolling angle of the car body in relation to the first running gear and a second rolling angle of the car body in relation to the second running gear is less than 2°.   
     
     
         6 . The rail vehicle according to  claim 4 , wherein
 the detection device, as the at least one detection variable, detects a variable representative of the first transverse deflection of the car body or a variable representative of the second transverse deflection of the car body   or   the detection device, as the at least one detection variable, detects a variable representative of a deflection of a component of the first rolling compensation device or a variable representative of a deflection of a component of the second rolling compensation device.   
     
     
         7 . The rail vehicle according to  claim 1 , wherein
 the first rolling compensation device and the second rolling compensation device are coupled together mechanically by a passive coupling device, wherein   the coupling device, in order to reduce the torsional load on the car body, in the direction of a vehicle transverse axis generates concurrent adjusting movements in the area of the first rolling compensation device and the second rolling compensation device, wherein   the coupling device comprises a fluidic coupling between the first rolling compensation device and the second rolling compensation device.   
     
     
         8 . The rail vehicle according to  claim 1 , wherein
 the first rolling compensation device, in order to increase a tilting comfort, is designed to impose, in a first frequency range and under a first transverse deflection component of the first transverse deflection of the car body, upon the car body, in the direction of the vehicle transverse axis, a first rolling angle component of the first rolling angle about the rolling axis, which corresponds to a current curvature of a current section of track being traveled,   or   the first rolling compensation device, in order to increase a vibration comfort, is designed to impose, in a second frequency range, upon the car body a second transverse deflection component overlaid to the first transverse deflection component, wherein   the second frequency range at least partially lies above the first frequency range.   
     
     
         9 . The rail vehicle according to  claim 8 , wherein
 the first rolling compensation device has a first actuator device with at least one first actuator unit controlled by a control device, wherein   the first actuator device is designed to make at least a majority contribution to a generation of the first rolling angle in the first frequency range to substantially generate the first rolling angle.   
     
     
         10 . The rail vehicle according to  claim 8 , wherein
 the first frequency range ranges from 0 Hz to 2 Hz,   or   the second frequency range ranges from 0.5 Hz to 15 Hz,   or   the first rolling compensation device is also active during straight travel.   
     
     
         11 . The rail vehicle according to  claim 8 , wherein
 the car body has a neutral position, which it adopts when the vehicle is stationary on a straight, level track, and   the first rolling compensation device is configured in such a way that
 a first maximum transverse deflection of the car body from the neutral position occurring toward the outside of the curve during travel in curves, in a vehicle transverse direction, is limited to 80 mm to 150 mm, 
   or
 a second maximum transverse deflection of the car body from the neutral position occurring toward the inside of the curve during travel in curves, in a vehicle transverse direction, is limited to 0 mm to 40 mm. 
   
     
     
         12 . The rail vehicle according to  claim 8 , wherein
 a first actuator device of the first rolling compensation device is configured to act as an end stop device for definition of at least one end stop for the rolling motion of the car body, wherein   the first actuator device is designed to define the position of the at least one end stop for the rolling motion of the car body in a variable fashion.   
     
     
         13 . The rail vehicle according to  claim 8 , wherein a first actuator device of the first rolling compensation device, in the event of its inactivity, offers at most only slight resistance to a rolling motion of the car body. 
     
     
         14 . The rail vehicle according to  claim 8 , wherein
 the car body has a neutral position, which it adopts when the vehicle is stationary on a straight, level track,   the first spring device, in the event of inactivity of an actuator device of the rolling compensation device, exerts on the car body a restoring moment about the rolling axis, wherein   the restoring moment, in the event of an inactive actuator device, is dimensioned such that
 a transverse deflection of the car body from the neutral position for a stationary vehicle under a nominal loading of the car body and with a maximum permitted track superelevation is less than 10 mm to 40 mm 
   or
 a transverse deflection of the car body from the neutral position, under a nominal loading of the car body and with a maximum permitted transverse acceleration of the vehicle acting in the direction of a vehicle transverse axis, is less than 40 mm to 80 mm. 
   
     
     
         15 . The rail vehicle according to  claim 14 , wherein
 the first spring device defines a restoring characteristic line, wherein   the restoring characteristic line represents the dependence of the restoring moment on the rolling angle deflection and   the restoring characteristic line has a degressive behaviour, wherein   the restoring characteristic line in a first rolling angle range, has a first inclination and, in a second rolling angle range above the first rolling angle range, has a second inclination that is less than the first inclination, wherein
 the ratio of the second inclination to the first inclination lies in the range from 0 to 1, 
   or
 the first transverse deflection range ranges from 0 mm to 60 mm and the second transverse deflection range ranges from 20 mm to 120 mm. 
   
     
     
         16 . The rail vehicle according to  claim 15 , wherein
 the car body has a neutral position, which it adopts when the vehicle is stationary on a straight, level track, and   the first spring device, in the direction of a vehicle transverse axis, has a transverse stiffness, which is a function of a transverse deflection of the car body in the direction of the vehicle transverse axis from the neutral position, wherein   the first spring device in a first transverse deflection range, has a first transverse stiffness and, in a second transverse deflection range lying above the first transverse deflection range, has a second transverse stiffness, which is lower than the first transverse stiffness, wherein
 the first transverse stiffness lies in the range from 100 N/mm to 800 N/mm, and the second transverse stiffness lies in the range from 0 N/mm to 300 N/mm, 
   or
 the first transverse deflection range ranges from 0 mm to 60 mm and the second transverse deflection range ranges from 20 mm to 120 mm. 
   
     
     
         17 . The rail vehicle according to  claim 8 , wherein
 the car body has a nominal loading and a neutral position, which it adopts when the vehicle is stationary on a straight, level track, and   the first spring device, in the direction of a vehicle transverse axis, has a transverse stiffness, wherein   the transverse stiffness of the spring device is dimensioned such that, in the event of inactivity of a first actuator device of the first rolling compensation device, during travel in curves with a maximum permissible transverse acceleration of the vehicle acting in the direction of a vehicle transverse axis,
 a first maximum transverse deflection of the car body from the neutral position toward the outside of the curve in a vehicle transverse direction is limited to 40 mm to 120 mm, 
   and
 a second maximum transverse deflection of the car body from the neutral position toward the inside of the curve in a vehicle transverse direction is limited to 0 mm to 60 mm. 
   
     
     
         18 . The rail vehicle according to  claim 8  wherein
 the car body has a neutral position, which it adopts when the vehicle is stationary on a straight, level track, and 
 the first rolling compensation device is designed in such a way that an actuator device of the first rolling compensation device, 
 in the first frequency range, has a maximum deflection from the neutral position of 60 mm to 110 mm 
 or, 
 in the second frequency range, from a starting position, has a maximum deflection of 10 mm to 30 mm, 
 or, 
 in the first frequency range, exerts a maximum actuator force of 10 kN to 40 kN, 
 or, 
 in the second frequency range, exerts a maximum actuator force of 5 kN to 35 kN. 
 
     
     
         19 . The rail vehicle according to  claim 8 , wherein
 the car body has a neutral position, which it adopts when the vehicle is stationary on a straight, level track,   the car body has a centre of gravity which, in the neutral position, in the direction of the vehicle height axis has a first height above the track,   the first rolling compensation device is configured in such a way that the rolling axis, in the neutral position, in the direction of the vehicle height axis has a second height above the track, wherein   the ratio of the difference between the second height and the first height to the first height is a maximum of 2.2.   
     
     
         20 . The rail vehicle according to  claim 8 , wherein
 the first rolling compensation device comprises a first rolling support device, which is arranged kinematically in parallel to the first spring device and is designed to counteract rolling motions of the car body about the rolling axis during straight travel, wherein   the first rolling support device comprises two rods, each of which, at one end, is connected in an articulated manner to the car body and each of which, at the other end, is connected in an articulated manner to opposing ends of a torsion element, which is supported by the first running gear,   or   the first rolling compensation device comprises a guiding device,   the guiding device is arranged kinematically in series with the first spring device,   the guiding device comprises a guiding element, which is arranged between the first running gear and the car body, and   the guiding device is configured so that, during rolling motions of the car body, it defines a motion of the guiding element in relation to the car body or the first running gear, wherein   the guiding device comprises at least one layer spring device ( 211 . 3 ;  311 . 3 ).   
     
     
         21 . The rail vehicle according to  claim 8 , wherein
 the first miming gear has a running gear frame and at least one wheel unit and   the first spring device has a primary suspension and a secondary suspension, wherein   the running gear frame is supported via the primary suspension on the wheel unit, and the car body is supported on the running gear frame via the secondary suspension, which is designed as pneumatic suspension, and   the first rolling compensation device is arranged kinematically in parallel to the secondary suspension between the running gear frame and the car body.   
     
     
         22 . The rail vehicle according to  claim 21 , wherein
 the first spring device comprises a transverse spring device, wherein   the transverse spring device
 is connected at one end to the miming gear frame and at the other to the car body, 
   or
 is connected at one end to the running gear frame or to the car body and at the other to the first rolling compensation device 
   and
 the transverse spring device is configured to increase the stiffness of the first spring device in the direction of a vehicle transverse axis, wherein the transverse spring device has a degressive stiffness characteristic. 
   
     
     
         23 . The rail vehicle according to  claim 8 , wherein
 the first spring device has an emergency spring device, which, in the vehicle longitudinal direction, is arranged centrally on the first running gear, wherein   the emergency spring device is configured so that it supports the compensation effect of the first rolling compensation device.   
     
     
         24 . A method for setting rolling angles on a car body of a rail vehicle about a rolling axis parallel to a vehicle longitudinal axis of the vehicle, in which
 a first rolling angle or a first transverse deflection of the car body is set in relation to a first running gear, and   a second rolling angle or a second transverse deflection of the car body is set in relation to a second running gear, which, in the direction of a vehicle longitudinal axis, is arranged at a distance from the first running gear, wherein   the car body is coupled to the first running gear via a first rolling compensation device,   the car body is coupled to the second running gear via a second rolling compensation device,   the first rolling compensation device and the second rolling compensation device, during travel in curves, counteract rolling motions of the car body toward an outside of a curve about a rolling axis parallel to the vehicle longitudinal axis,   wherein   the first rolling angle or the second rolling angle are set in a manner coupled together in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted   or   the first transverse deflection or the second transverse deflection are set in a manner coupled together in such a way that a torsional load on the car body about the vehicle longitudinal axis is counteracted, wherein   the torsional load is caused by wind loads acting on the car body.   
     
     
         25 . The method according to  claim 24 , wherein
 a deviation between the first transverse deflection and the second transverse deflection or a deviation between the first rolling angle and the second rolling angle, is counteracted, wherein   the first transverse deflection or the second transverse deflection at least in part is set actively by an actuator unit controlled by a control unit.   
     
     
         26 . The method according to  claim 25 , wherein
 at least one detection variable is detected which is representative of the torsional load applied to the car body, and   the active setting of the first transverse deflection or the second transverse deflection by the control device takes place as a function of the detection variable, wherein   as the at least one detection variable a variable representative of the first transverse deflection or a variable representative of the second transverse deflection is detected   or   as the at least one detection variable a variable representative of a deflection of a component of the first rolling compensation device or a variable representative of a deflection of a component of the second rolling compensation device is detected.   
     
     
         27 . The method according to  claim 25 , wherein
 the deviation between the first transverse deflection and the second transverse deflection is set in such a way that it is less than 40 mm,   or   the deviation between the first rolling angle and the second rolling angle is set so that it is less than 2°.   
     
     
         28 . The method according to  claim 24 , wherein
 the first rolling compensation device and the second rolling compensation device are coupled together mechanically by a passive coupling device, wherein   via the coupling device, in order to reduce the torsional load on the car body, in the direction of a vehicle transverse axis, concurrent adjusting movements in the area of the first rolling compensation device and the second rolling compensation device are generated, wherein   the coupling device comprises a fluidic coupling between the first rolling compensation device and the second rolling compensation device.   
     
     
         29 . The method according to  claim 24 , wherein
 the first rolling angle is actively set, wherein,   during travel in curves, rolling motions of the car body toward the outside of the curve about the rolling axis are counteracted and,   in order to increase the tilting comfort, the car body, in a first frequency range and under a first transverse deflection component of the first transverse deflection, has a first rolling angle component of the first rolling angle imposed upon it, which corresponds to a current curvature of a current section of track being traveled,   or   the car body, in order to increase the vibration comfort, in a second frequency range, has a second transverse deflection component of the first transverse deflection overlaid to the first transverse deflection imposed upon it, wherein   the second frequency range at least partially lies above the first frequency range.   
     
     
         30 . The method according to  claim 29 , wherein the first rolling angle, in the first frequency range, at least predominantly is generated actively. 
     
     
         31 . The method according to  claim 29 , wherein
 the first frequency range ranges from 0 Hz to 2 Hz,   or   the second frequency range ranges from 0.5 Hz to 15 Hz.   
     
     
         32 . The method according to  claim 29 , wherein the setting of the second transverse deflection component, in the second frequency range, for increasing the vibration comfort also takes place during straight travel.