EP0870664B1 - Procedure and device for guiding the wheel sets of railway vehicles - Google Patents

Procedure and device for guiding the wheel sets of railway vehicles Download PDF

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Publication number
EP0870664B1
EP0870664B1 EP98100507A EP98100507A EP0870664B1 EP 0870664 B1 EP0870664 B1 EP 0870664B1 EP 98100507 A EP98100507 A EP 98100507A EP 98100507 A EP98100507 A EP 98100507A EP 0870664 B1 EP0870664 B1 EP 0870664B1
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European Patent Office
Prior art keywords
wheelset
control
wheelsets
static
sideways motion
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EP98100507A
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German (de)
French (fr)
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EP0870664A2 (en
EP0870664A3 (en
Inventor
Manfred Prof. Dr. Habil. Wiessner
Karl-Heinz Dipl.-Ing. Bengs
Maik Dipl.-Ing. Rubel
Ronald Dipl.-Ing. Jaensch
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Alstom Transportation Germany GmbH
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Deutsche Waggonbau AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the invention relates to a method and associated facilities for Radsatz entry of rail vehicles, especially for ensuring the running stability of the vehicles in high-speed traffic, where the wheelsets in guide frame aligned at right angles to each other and defined stiff and immovable statically guided and those in which to improve the arch run quasi-static radial Radsatz einen are given.
  • chassis with rigid axle guide in narrow bends on a higher road resistance and above-average wear of the wheel profiles.
  • damping between wheel set and guide frame is also generally used, with the aim of reducing the masses and forces involved in the movement behavior.
  • trolleys are known in which the wheel sets in the arch within the guide frame quasistatic arc are set to improve the sheet run, with directly acting on the elastic frame side Achslenkerlager external forces force the radial turning out of the wheelsets ( DE 42 40 098 ) or cylinder lever systems determine the position of the wheel set so that a predetermined according to the direction and curvature of the curve Radsatzausnavwinkel ( DE 30 04 082 ).
  • the disadvantage here is that these trolleys tend due to the existing and in these solutions also unavoidable elasticities early on unstable vehicle running and thus are not applicable to high-speed traffic.
  • Chassis between wheelset and guide frame is created, the determined by the contact geometry trajectory of the wheelset is changed and track slip deviations and changes in the contact geometry controlled without the basic stiffness of the guide is significantly impaired.
  • Decay of the rash amplitude can be stable over the entire low power range
  • Running behavior to be matched The method can be carried out redundantly without significant overhead.
  • a rotation inhibition between the chassis and car body is no longer required, but can also be provided as a fallback level.
  • the setting angle is small compared to the quasi-static
  • the advantages of the solution according to the invention are, in particular, that the stability and quality of the vehicle running while maintaining the proven wheelset construction theoretically unlimited guaranteed up to the maximum speed range without security losses.
  • Fig. 1 is the car body 1 of a rail vehicle visible, which is rotated relative to the track axis x by the angle ⁇ K and is transversely displaced relative to the guide frame 2 by the amount w.
  • the guide frame 2 is even rotated with respect to the track axis x by the angle ⁇ D.
  • the rotation ⁇ AD of the guide frame 2 to the car body 1 results as the difference between the two rotations.
  • the aligned without external force perpendicular to the longitudinal axis of the guide frame 2 wheelsets 3, 3 ' are rotated by an active control in each case by the variable angle ⁇ St3.3' with respect to this.
  • the turn-off angle ⁇ AR can be used, which results as the difference of the rotation of the wheelsets 3, 3 'to the track and the car body 1 to the track.
  • the Fig. 2 shows the car body 1 in the track arc, the guide frame 2 is turned out tangent to the bow.
  • the wheelsets 3, 3 ' are already by external forces with the angles - ⁇ B3 and ⁇ B3 ' are set radically and are also rotated by an active control through the variable angles - ⁇ St3' and - ⁇ St3 .
  • a device can be seen, with a by a swing arm 4 statically or quasi-static held in the guide frame 2 wheelset 3 with the variable angle ⁇ St can be acted upon.
  • the guide frame 2 is sprung supported on the axle box 5 of the wheelset 3.
  • the axle box 5 has a swing arm 4 with an elastic sleeve 6, which is mounted on eccentric 7 and 8 eccentric shaft in Schwingarmlager 9.
  • An adjusting device 10 for example a hydraulic cylinder, changes over the eccentric lever 11, the connection length L of the swing arm 4 relative to the guide frame 2 to ⁇ .DELTA.L.
  • the Fig. 4 shows a further device that generates the adjustment angle ⁇ St by using a two-chamber fluid connector 12 in the swing arm 4.
  • the guide frame 2 is supported on the axle box 5 from.
  • the Achslagergeophuse 5 also has the swing arm 4, but equipped with a resilient two-chamber fluid jack 12, the chambers 13, 13 'via the terminals 14, 14' can be alternately acted upon with fluid and so a change in the connection length L of the swing arm 4 relative to the Guide frame 2 by the amount ⁇ ⁇ L cause.
  • Fig. 5 varies Fig. 4 such that instead of a swing arm 4 guide spindles 15 with two-chamber fluid sockets 12, 12 'are used for Radsatz entry.
  • the guide frame 2 is in turn sprung supported on the axle box 5 of the wheelset 3.
  • the axle box 5 Between the vertical guide spindles 15 of the guide frame 2, not shown, and the axle box 5 are each two two-chamber fluid sockets 12, 12 ', the chambers 13, 13' via the terminals 14, 14 'are alternately acted upon by fluid and thus cause a center offset ⁇ .DELTA.L of the Achslagergephinuses 5 to the guide spindles 15.
  • a device which has the possibility to generate the adjustment angle ⁇ St with a double spring leaf wheel set link 17.
  • the guide frame 3 is sprung supported on the axle box 5 of the wheelset 3.
  • the guide frame 2 and the axle box 5 have bearings 16, 16 ', which are connected to each other with the oppositely cranked Federblatt- Radsatzlenkern 17', 17 ''. They are connected in their cranked central region by an adjusting device 10, the distance A of the links 17 ', 17''changed in this area by ⁇ A and thus a
  • Fig. 1 is a rectified sine wave of wheelsets 3, 3 'in the straight track or large arches shown, which is superimposed by likewise rectified angle - ⁇ St so that the wheelset is stretched.
  • An opposite sinus barrel can also be controlled in this sense. However, it is expedient to actively prevent the opposing sinusoid already in the formation phase and impose a rectified sinusoidal flow to the system.
  • Fig. 2 In small arches, depicted in Fig. 2 , are different from Fig. 1 set the wheelsets 3, 3 'to the guide frame 2 quasi-static arc radial. At high speeds above the compensation speed, these positions are superimposed by rectified adjustment angles - ⁇ St , which minimize the start-up angle outwards and avoid instabilities. At low speeds below the compensation speed, a negative setpoint ⁇ St is still superimposed on the wheel set 3 and on the wheelset 3 '.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Escalators And Moving Walkways (AREA)
  • Steering Controls (AREA)

Abstract

Predetermined static or quasi-static setting is provided by a guide frame. On this setting a variable setting angle is superimposed by an active control system, which allows several wheel-sets (3,3') to be inclined in the same or opposite directions. As control value for the setting angle (St) the angle of deflection (AR) of the bogie frame (2) or wheel-set from the vehicle body (1) can be used, dependent on time (sic). Wheel-set links adjustable for length can be locked in a stable position in the bogie frame in the event of failure of the active control system, preventing the bogie frame slewing in relation to the body.

Description

Die Erfindung betrifft ein Verfahren sowie dazugehörige Einrichtungen zur Radsatzführung von Schienenfahrzeugen, insbesondere zur Gewährleistung der Laufstabilität der Fahrzeuge im Hochgeschwindigkeitsverkehr, bei denen die Radsätze in Führungsrahmen rechtwinklig zueinander ausgerichtet und definiert steif und unverschieblich statisch geführt sowie solche, bei denen zur Verbesserung des Bogenlaufes quasistatische radiale Radsatzstellungen vorgegeben sind.The invention relates to a method and associated facilities for Radsatzführung of rail vehicles, especially for ensuring the running stability of the vehicles in high-speed traffic, where the wheelsets in guide frame aligned at right angles to each other and defined stiff and immovable statically guided and those in which to improve the arch run quasi-static radial Radsatzstellungen are given.

Es sind Fahrwerke für den Hochgeschwindigkeitsverkehr ( GDS 300, Eisenbahningenieur 45 (1994) 10 Seite 722 ) bekannt, bei denen die Laufstabilität im Gleis durch das Zusammenwirken von definiert steif und unverschieblich geführten, rechtwinklig zueinander im Führungsrahmen ausgerichteten Achsen mit einer Drehhemmung zwischen Führungsrahmen und Wagenkasten erreicht wird.They are chassis for high-speed traffic ( GDS 300, Railway Engineer 45 (1994) 10, page 722 ), in which the running stability in the track is achieved by the interaction of defined rigid and immovable guided, at right angles to each other in the guide frame aligned axes with a rotation inhibition between the guide frame and car body.

Dieser Lösung haftet der Nachteil an, daß diese Art der Strekkung des Sinuslaufes zu einer starken Ankopplung zwischen Fahrwerk und Wagenkasten und damit zu einer Schwingungsanregung des Wagenkastens führt, die nur durch aufwendige konstruktive Maßnahmen eingegrenzt werden kann.This solution has the disadvantage that this type of Strekkung the Sinuslaufes leads to a strong coupling between the chassis and car body and thus to a vibration excitation of the car body, which can be limited only by complex design measures.

Desweiteren weisen Fahrwerke mit steifer Achsführung in engen Bögen einen höheren Fahrwiderstand sowie einen überdurchschnittlichen Verschleiß der Radprofile auf.Furthermore, chassis with rigid axle guide in narrow bends on a higher road resistance and above-average wear of the wheel profiles.

Andere Fahrwerke für den Hochgeschwindigkeitsverkehr (Beispiel TGV, Elektrische Bahnen 90 (1992) 5 Seiten 176 bis 179 ) ergänzen diese Maßnahmen durch die Verwendung eines größeren Achsstandes und durch den Einsatz von Gliederzügen mit Jakobsdrehgestellen. Hierbei ist von Nachteil, daß der längere Achsstand die Bogenlauffähigkeit verschlechtert, die Drehgestellrahmenmasse erhöht sowie unter dem Wagenkasten einen zusätzlichen Raumbedarf erfordert. Der größere Raumbedarf verstärkt insbesondere bei Doppelstock- Fahrzeugen die Nachteile kürzerer Wagenkästen. Gliederzüge mit Jakobsdrehgestellen führen in der Praxis wegen der Achslastbegrenzung zu kürzeren Wagenkästen und damit entweder zur Verringerung des Sitzplatzanteils oder zur Verringerung bzw. Verkleinerung der Übergangs- und Einstiegbereiche. Diese Züge können auch nur in Werksanlagen getrennt werden. Deshalb ist eine verkehrsgerechte Anpassung der Zuglängen aufwendig. Auch fällt bei relevanten Störungen an einem Wagen der gesamte Zug aus.Other chassis for high-speed traffic (example TGV, Electric Railways 90 (1992) 5 pages 176 to 179 ) complement these measures by the use of a larger wheelbase and by the use of articulated trains with Jacob bogies. A disadvantage here is that the longer wheelbase degrades the sheet running ability, increases the bogie frame mass and requires additional space under the car body. The greater space requirement particularly for double-decker vehicles increases the disadvantages of shorter car bodies. Articulated trains with Jakobsdrehgestellen lead in practice because of the axle load limit to shorter car bodies and thus either to reduce the seating area or to reduce or reduce the transition and entry areas. These Trains can only be separated in factory plants. Therefore, a traffic-oriented adaptation of the train lengths is expensive. Also falls in relevant disturbances on a car, the entire train.

Als zusätzliche Maßnahmen zur Erhöhung der Laufstabilität werden ganz allgemein auch Dämpfungen zwischen Radsatz und Führungsrahmen angewendet, wobei die Verringerung der am Bewegungsverhalten beteiligten Massen und Kräfte angestrebt wird.As additional measures to increase the running stability, damping between wheel set and guide frame is also generally used, with the aim of reducing the masses and forces involved in the movement behavior.

Die praktischen Einflußmöglichkeiten sind aber hier eher gering.The practical influence options are rather low here.

Nach der DE 31 23 858 führt der gleichphasige Radsatzsinuslauf zuerst zu instabilem Laufverhalten des Fahrwerkes. Die Radsätze vollführen eine kombinierte Quer- und Wendebewegung um ihre jeweilige Hochachse. Der gegenphasige Radsatzlauf, welcher bei der gleichen Frequenz wie der gleichphasige Radsatzlauf auftreten kann, ist dagegen deutlich höher gedämpft. Durch die gegensinnige Kopplung der Radsätze wird ihre gleichsinnige Auslenkung verhindert und das Laufverhalten sowohl im geraden Gleis als auch im Bogen verbessert. Hierbei ist von Nachteil, daß mit dieser Lösung nur eine begrenzte Anhebung der kritischen Geschwindigkeiten möglich ist, die für den Hochgeschwindigkeitsverkehr nicht ausreicht.After DE 31 23 858 The in-phase wheelset inrun first leads to unstable running behavior of the chassis. The wheelsets perform a combined transverse and turning movement about their respective vertical axis. The antiphase Radsatzlauf, which can occur at the same frequency as the in-phase Radsatzlauf, however, is significantly higher attenuated. By opposing coupling of the wheelsets their same direction deflection is prevented and improves the running behavior both in the straight track and in the bow. This has the disadvantage that only a limited increase in the critical speeds is possible with this solution, which is not sufficient for high-speed traffic.

Weiterhin sind Fahrwerke bekannt, bei denen zur Verbesserung des Bogenlaufes die Radsätze im Bogen innerhalb des Führungsrahmen quasistatisch bogenradial eingestellt werden, wobei direkt auf die elastischen rahmenseitigen Achslenkerlager wirkende äußere Kräfte das radiale Ausdrehen der Radsätze erzwingen ( DE 42 40 098 ) oder Zylinder- Hebel- Systeme die Stellung des Radsatzes so bestimmen, daß sich ein nach Richtung und Krümmung der Kurve vorbestimmter Radsatzausdrehwinkel einstellt ( DE 30 04 082 ). Nachteilig ist hierbei, daß diese Fahrwerke auf Grund der vorhandenen und bei diesen Lösungen auch nicht vermeidbaren Elastizitäten bereits frühzeitig zu instabilem Fahrzeuglauf neigen und damit für den Hochgeschwindigkeitsverkehr nicht einsetzbar sind.Furthermore, trolleys are known in which the wheel sets in the arch within the guide frame quasistatic arc are set to improve the sheet run, with directly acting on the elastic frame side Achslenkerlager external forces force the radial turning out of the wheelsets ( DE 42 40 098 ) or cylinder lever systems determine the position of the wheel set so that a predetermined according to the direction and curvature of the curve Radsatzausdrehwinkel ( DE 30 04 082 ). The disadvantage here is that these trolleys tend due to the existing and in these solutions also unavoidable elasticities early on unstable vehicle running and thus are not applicable to high-speed traffic.

Aus der Schrift EP 0 759 390 ist ferner ein Verfahren zur Radsatzführung von Schienenfahrzeugen mit im Führungsrahmen vorgegebener statischer oder quasistatischer Radsatzstellung bekannt, wobei die vorgegebene Radsatzstellung durch eine aktive Radsatzsteuerung von einem veränderlichen gleichsinnigen Stellwinkel überlagert wird.From the Scriptures EP 0 759 390 Furthermore, a method for wheel set guidance of rail vehicles with predetermined in the guide frame static or quasi-static Radsatzstellung is known, wherein the predetermined Radsatzstellung is superimposed by an active wheelset control of a variable co-directional adjustment angle.

Alle vorhandenen Einrichtungen zur quasistatischen Veränderung der Radsatzstellung reagieren relativ träge und sind deshalb für eine aktive Beeinflussung des Radsatzwellenlaufes nicht geeignet.All existing facilities for quasi-static change of Radsatzstellung react relatively sluggish and are therefore not suitable for actively influencing the wheel set shaft running.

Der im Patentanspruch angegebenen Erfindung liegt das Problem zugrunde, in Vermeidung der voranbeschriebenen Nachteile einThe indicated in claim invention is based on the problem in avoiding the above-described disadvantages

Verfahren und Einrichtungen zur Steuerung von Fahrwerken zu schaffen, welche in allen Fahrzuständen einen stabilen Radsatzlauf und durch Kraftentkopplung zwischen Fahrwerk und Wagenkasten eine hohe Laufgüte ermöglichen.To provide methods and devices for the control of landing gear, which allow a stable Radsatzlauf in all driving conditions and power decoupling between the chassis and car body high running quality.

Die Aufgabe wird durch die Merkmale der Hauptansprüche gelöst.The object is solved by the features of the main claims.

Durch die Maßnahme, die vorgegebene statische oder quasistatische Radsatzstellung mit einem veränderlichen Stellwinkel ψSt zu überlagern, der durch aktive Krafteinwirkungen innerhalb desBy the measure to superimpose the given static or quasistatic wheel set position with a variable setting angle ψ St , which is due to active forces within the

Fahrwerkes zwischen Radsatz und Führungsrahmen entsteht, wird die von der Berührungsgeometrie bestimmte Bahnkurve des Radsatzes verändert und Gleisbogenabweichungen sowie Änderungen in der Berührungsgeometrie ausgesteuert, ohne daß die Grundsteifigkeit der Führung erheblich beeinträchtigt wird. Frequenz undChassis between wheelset and guide frame is created, the determined by the contact geometry trajectory of the wheelset is changed and track slip deviations and changes in the contact geometry controlled without the basic stiffness of the guide is significantly impaired. Frequency and

Abklingverlauf der Ausschlagamplitude können im gesamten Geschwindigkeitsbereich mit geringer Leistung auf ein stabilesDecay of the rash amplitude can be stable over the entire low power range

Laufverhalten abgestimmt werden. Das Verfahren kann ohne wesentlichen Mehraufwand redundant ausgeführt werden. Eine Drehhemmung zwischen Fahrwerk und Wagenkasten ist nicht mehr erforderlich, kann aber ebenfalls als Rückfallebene vorgesehen werden. Der Stellwinkel ist klein gegenüber dem quasistatischenRunning behavior to be matched. The method can be carried out redundantly without significant overhead. A rotation inhibition between the chassis and car body is no longer required, but can also be provided as a fallback level. The setting angle is small compared to the quasi-static

Ausdrehwinkel von Radsätzen mit radialer Einstellung in kleinen und mittleren Bögen und kann diesem ebenfalls überlagert werden, wenn die erforderliche Gesamtsteifigkeit der Achsführung gegeben ist. Seine Richtung, Größe und Frequenz wird aus den im kennzeichnenden Teil des Anspruchs 2 genannten Steuergrößen und durch die Fahrgeschwindigkeit bestimmt.Turning angle of wheelsets with radial adjustment in small and medium arches and can also be superimposed on this, if the required overall stiffness of the axle guide is given. Its direction, size and frequency is determined from the mentioned in the characterizing part of claim 2 control variables and by the driving speed.

Die Vorteile der erfindungsgemäßen Lösung liegen insbesondere darin, daß die Stabilität und Güte des Fahrzeuglaufs bei Beibehaltung der bewährten Radsatzkonstruktion theoretisch unbegrenzt bis in den Höchstgeschwindigkeitsbereich ohne Sicherheitsverluste gewährleistet wird.The advantages of the solution according to the invention are, in particular, that the stability and quality of the vehicle running while maintaining the proven wheelset construction theoretically unlimited guaranteed up to the maximum speed range without security losses.

Bevorzugte Ausführungsbeispiele der Erfindung werden im folgenden anhand schematischer Zeichnungen näher erläutert. Hierbei zeigen die Zeichnungen in

Fig. 1:
eine prinzipielle Darstellung eines Schienenfahrzeuges in einer beliebigen Stellung im geraden Gleis oder in großen Bögen mit den entsprechenden Winkeln
Fig. 2:
eine prinzipielle Darstellung eines Schienenfahrzeuges im Gleisbogen mit den entsprechenden Winkeln
Fig. 3:
eine Einrichtung zur Erzeugung des Stellwinkels ψSt der Radsätze mit Exzenterwelle und Schwingarm
Fig. 4:
eine Einrichtung zur Erzeugung des Stellwinkels ψSt der Radsätze mit Zweikammer- Fluidbuchsen und Schwingarm
Fig. 5:
eine Einrichtung zur Erzeugung des Stellwinkels ψSt der Radsätze mit Führungsspindeln und Zweikammer- Fluidbuchsen
Fig. 6:
eine Einrichtung zur Erzeugung des Stellwinkels der Radsätze mit Doppelfederblatt- Radsatzlenkern
Preferred embodiments of the invention are explained in more detail below with reference to schematic drawings. Here are the drawings in
Fig. 1:
a basic representation of a rail vehicle in any position in the straight track or in large arcs with the appropriate angles
Fig. 2:
a schematic representation of a rail vehicle in the track arc with the appropriate angles
3:
a device for generating the adjustment angle ψ St the wheelsets with eccentric shaft and swing arm
4:
a device for generating the adjustment angle ψ St the wheelsets with two-chamber fluid sockets and swing arm
Fig. 5:
a device for generating the adjustment angle ψ St the wheelsets with guide spindles and two-chamber fluid sockets
Fig. 6:
a device for generating the adjustment angle of the wheelsets with double spring leaf Radsatzlenkern

Aus der Fig. 1 ist der Wagenkasten 1 eines Schienenfahzeuges ersichtlich, welcher gegenüber der Gleisachse x um den Winkel ψK ausgedreht und gegenüber dem Führungsrahmen 2 um das Maß w querverschoben ist. Der Führungrahmen 2 ist selbst gegenüber der Gleisachse x um den Winkel ψD ausgedreht. Die Ausdrehung ψAD des Führungsrahmens 2 zum Wagenkasten 1 ergibt sich als Differenz beider Ausdrehungen. Die ohne äußere Kraftwirkung senkrecht zur Längachse des Führungsrahmens 2 ausgerichteten Radsätze 3, 3' sind durch eine aktive Steuerung jeweils um den veränderlichen Winkel ψSt3,3' gegenüber diesem ausgedreht. Ebenso kann der Ausdrehwinkel ψAR benutzt werden, der sich als Differenz der Ausdrehung der Radsätze 3, 3' zum Gleis und der des Wagenkastens 1 zum Gleis ergibt.From the Fig. 1 is the car body 1 of a rail vehicle visible, which is rotated relative to the track axis x by the angle ψ K and is transversely displaced relative to the guide frame 2 by the amount w. The guide frame 2 is even rotated with respect to the track axis x by the angle ψ D. The rotation ψ AD of the guide frame 2 to the car body 1 results as the difference between the two rotations. The aligned without external force perpendicular to the longitudinal axis of the guide frame 2 wheelsets 3, 3 'are rotated by an active control in each case by the variable angle ψ St3.3' with respect to this. Likewise, the turn-off angle ψ AR can be used, which results as the difference of the rotation of the wheelsets 3, 3 'to the track and the car body 1 to the track.

Die Fig. 2 zeigt den Wagenkasten 1 im Gleisbogen, wobei der Führungsrahmen 2 tangential zum Bogen ausgedreht ist. Die Radsätze 3, 3' sind bereits durch äußere Kräfte mit den Winkeln -ψB3 und ψB3' bogenradial eingestellt und werden durch eine aktive Steuerung zusätzlich durch die veränderlichen Winkel -ψSt3' und -ψSt3 ausgedreht.The Fig. 2 shows the car body 1 in the track arc, the guide frame 2 is turned out tangent to the bow. The wheelsets 3, 3 'are already by external forces with the angles -ψ B3 and ψ B3 ' are set radically and are also rotated by an active control through the variable angles -ψ St3' and -ψ St3 .

Die Fig. 3 bis 6 stellen mögliche Ausführungsvarianten der aktiven Steuerung des Stellwinkels ψSt zu Beeinflussung des Radsatzwellenlaufes dar. Hierbei wurde auf die gerätetechnische Ausführung zur Ermittlung der Steuergröße für den Stellwinkel ψSt (Meßwertaufnehmer für ψAD oder/ und ψAR, Auswerteeinheit), die mit an sich bekannten technischen Lösungen realisierbar ist, verzichtet.The Fig. 3 to 6 Possible embodiments of the active control of the adjustment angle ψ St for influencing the Radsatzwellenlaufes. This was based on the device technology for determining the control variable for the adjustment angle ψ St (transducer for ψ AD and / or ψ AR , evaluation), with the known per se technical solutions is feasible, waived.

Aus der Fig. 3 ist eine Einrichtung ersichtlich, mit der ein durch einen Schwingarm 4 statisch oder quasistatisch im Führungsrahmen 2 gehaltener Radsatz 3 mit dem veränderlichen Stellwinkel ψSt beaufschlagt werden kann. Der Führungrahmen 2 ist auf dem Achslagergehäuse 5 des Radsatzes 3 gefedert abgestützt. Das Achslagergehäuse 5 besitzt einen Schwingarm 4 mit einer elastischen Buchse 6, die über Exzenter 7 und Exzenterwelle 8 im Schwingarmlager 9 gelagert ist. Eine Stellvorrichtung 10, beispielsweise ein Hydraulikzylinder, verändert über den Exzenterhebel 11 die Anschlußlänge L des Schwingarmes 4 gegenüber dem Führungsrahmen 2 um ± ΔL.From the Fig. 3 a device can be seen, with a by a swing arm 4 statically or quasi-static held in the guide frame 2 wheelset 3 with the variable angle ψ St can be acted upon. The guide frame 2 is sprung supported on the axle box 5 of the wheelset 3. The axle box 5 has a swing arm 4 with an elastic sleeve 6, which is mounted on eccentric 7 and 8 eccentric shaft in Schwingarmlager 9. An adjusting device 10, for example a hydraulic cylinder, changes over the eccentric lever 11, the connection length L of the swing arm 4 relative to the guide frame 2 to ± .DELTA.L.

Die Fig. 4 zeigt eine weitere Einrichtung, die durch Verwendung einer Zweikammer- Fluidbuchse 12 im Schwingarm 4 den Stellwinkel ψSt erzeugt. Der Führungsrahmen 2 stützt sich auf dem Achslagergehäuse 5 ab. Das Achslagergehäuse 5 besitzt ebenfalls den Schwingarm 4, aber ausgerüstet mit einer elastischen Zweikammer- Fluidbuchse 12, deren Kammern 13, 13' über die Anschlüsse 14, 14' wechselseitig mit Fluid beaufschlagt werden können und so eine Änderung der Anschlußlänge L des Schwingarmes 4 gegenüber dem Führungsrahmen 2 um den Betrag ± ΔL bewirken.The Fig. 4 shows a further device that generates the adjustment angle ψ St by using a two-chamber fluid connector 12 in the swing arm 4. The guide frame 2 is supported on the axle box 5 from. The Achslagergehäuse 5 also has the swing arm 4, but equipped with a resilient two-chamber fluid jack 12, the chambers 13, 13 'via the terminals 14, 14' can be alternately acted upon with fluid and so a change in the connection length L of the swing arm 4 relative to the Guide frame 2 by the amount ± ΔL cause.

Fig. 5 variiert Fig. 4 derart, daß statt eines Schwingarmes 4 Führungsspindeln 15 mit Zweikammer- Fluidbuchsen 12, 12' zur Radsatzführung benutzt werden. Hierbei ist der Führungsrahmen 2 wiederum auf dem Achslagergehäuse 5 des Radsatzes 3 gefedert abgestützt. Zwischen den senkrechten Führungsspindeln 15 des nicht näher dargestellten Führungsrahmens 2 und dem Achslagergehäuse 5 befinden sich je 2 Zweikammer- Fluidbuchsen 12, 12', deren Kammern 13, 13' über die Anschlüsse 14, 14' wechselseitig mit Fluid beaufschlagt werden und so einen Mittenversatz ± ΔL des Achslagergehäuses 5 zu den Führungsspindeln 15 bewirken. Fig. 5 varies Fig. 4 such that instead of a swing arm 4 guide spindles 15 with two-chamber fluid sockets 12, 12 'are used for Radsatzführung. Here, the guide frame 2 is in turn sprung supported on the axle box 5 of the wheelset 3. Between the vertical guide spindles 15 of the guide frame 2, not shown, and the axle box 5 are each two two-chamber fluid sockets 12, 12 ', the chambers 13, 13' via the terminals 14, 14 'are alternately acted upon by fluid and thus cause a center offset ± .DELTA.L of the Achslagergehäuses 5 to the guide spindles 15.

In der Fig. 6 ist eine Einrichtung dargestellt, welche die Möglichkeit aufweist, den Stellwinkel ψSt mit einem Doppelfederblatt- Radsatzlenker 17 zu erzeugen. Wiederum ist der Führungsrahmen 3 auf dem Achslagergehäuse 5 des Radsatzes 3 gefedert abgestützt. Der Führungsrahmen 2 und das Achslagergehäuse 5 besitzen Lager 16, 16', die mit den gegensinnig gekröpften Federblatt- Radsatzlenkern 17', 17'' miteinander verbunden sind. Sie sind in ihrem gekröpften Mittelbereich durch eine Stellvorrichtung 10 verbunden, die bei Betätigung den Abstand A der Lenker 17', 17'' in diesem Bereich um ΔA verändert und damit eineIn the Fig. 6 a device is shown, which has the possibility to generate the adjustment angle ψ St with a double spring leaf wheel set link 17. Again, the guide frame 3 is sprung supported on the axle box 5 of the wheelset 3. The guide frame 2 and the axle box 5 have bearings 16, 16 ', which are connected to each other with the oppositely cranked Federblatt- Radsatzlenkern 17', 17 ''. They are connected in their cranked central region by an adjusting device 10, the distance A of the links 17 ', 17''changed in this area by ΔA and thus a

Änderung der Länge L um ± ΔL bewirkt.Changing the length L by ± ΔL causes.

Die erfindungsgemäße Lösung arbeitet wie folgt:The solution according to the invention works as follows:

Mit Meßwertaufnehmern und einer Auswerteeinheit wird die akkuelle Winkelstellung ψAD des Führungsrahmens 2 zum Wagenkasten 1 und/ oder die Stellung ψAR der Radsätze 3, 3' zum Wagenkasten 1 ermittelt und gleichzeitig der Radsatzsinuslauf als Maß für die Stabilität analysiert. In Abhängigkeit von diesen Stellungen und der Art und Frequenz des Sinuslaufes wird ein Signalerzeuger aktiviert, der über Steuergrößenerzeuger und über Stellelemente (Fig. 3 bis 6) zwischen Führungsrahmen 2 und Achlagergehäuse 5 jede Radsatzstellung mit einem Stellwinkel ψSt so überlagert, daß eine Streckung des Sinuslaufes bewirkt wird.With Meßwertaufnehmern and an evaluation the Akkuelle angular position ψ AD of the guide frame 2 to the car body 1 and / or the position ψ AR of the wheelsets 3, 3 'to the car body 1 is determined and analyzed at the same time the Radsatzsinuslauf as a measure of stability. Depending on these positions and the type and frequency of the sinusoidal operation, a signal generator is activated, which via control variables and via control elements ( Fig. 3 to 6 ) between guide frame 2 and axle bearing housing 5 each Radsatzstellung with a setting angle ψ St so superimposed that an extension of the sinusoidal is effected.

In Fig. 1 ist ein gleichgerichteter Sinuslauf der Radsätze 3, 3' im geraden Gleis bzw. großen Bögen dargestellt, der durch ebenfalls gleichgerichtete Stellwinkel -ψSt so überlagert wird, daß der Radsatzlauf gestreckt wird. Ein gegensinniger Sinuslauf kann ebenfalls in diesem Sinne ausgesteuert werden. Zweckmäßig ist jedoch, den gegensinnigen Sinuslauf bereits in der Entstehungsphase aktiv zu unterbinden und dem System einen gleichgerichteten Sinuslauf aufzuzwingen.In Fig. 1 is a rectified sine wave of wheelsets 3, 3 'in the straight track or large arches shown, which is superimposed by likewise rectified angle -ψ St so that the wheelset is stretched. An opposite sinus barrel can also be controlled in this sense. However, it is expedient to actively prevent the opposing sinusoid already in the formation phase and impose a rectified sinusoidal flow to the system.

In kleinen Bögen, dargestellt in Fig. 2, sind abweichend zur Fig. 1 die Radsätze 3, 3' zum Führungsrahmen 2 quasistatisch bogenradial eingestellt. Bei hohen Fahrgeschwindigkeiten über der Ausgleichsgeschwindigkeit werden diese Stellungen durch gleichgerichtete Stellwinkel -ψSt überlagert, die die Anlaufwinkel bogenaußen minimieren und Instabilitäten vermeiden. Bei kleinen Geschwindigkeiten unterhalb der Ausgleichsgeschwindigkeit wird am Radsatz 3 weiterhin ein negativer und am Radsatz 3' ein positiver Stellwinkel ψSt überlagert.In small arches, depicted in Fig. 2 , are different from Fig. 1 set the wheelsets 3, 3 'to the guide frame 2 quasi-static arc radial. At high speeds above the compensation speed, these positions are superimposed by rectified adjustment angles -ψ St , which minimize the start-up angle outwards and avoid instabilities. At low speeds below the compensation speed, a negative setpoint ψ St is still superimposed on the wheel set 3 and on the wheelset 3 '.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Wagenkastencar body
22
Führungsrahmenguide frame
3, 3'3, 3 '
Radsätzewheelsets
44
Schwingarmswing arm
55
Achslagergehäuseaxle box
66
elastische Buchseelastic bush
77
Exzentereccentric
88th
Exzenterwelleeccentric shaft
99
Schwingarmlagerswing arm bearing
1010
Stellvorrichtunglocking device
1111
ExzenterhebelCam
12, 12'12, 12 '
Zweikammer- FluidbuchsenTwo-chamber fluid bushings
13, 13'13, 13 '
Kammernchambers
14, 14'14, 14 '
Anschlüsseconnections
1515
Führungsspindelnlead screws
16, 16'16, 16 '
Lagercamp
17, 17',17''17, 17 ', 17' '
Doppelfederblatt- RadsatzlenkerDouble spring leaf wheelset
ψK ψ K
Ausdrehwinkel des WagenkastensTurning angle of the car body
ψD ψ D
Ausdrehwinkel des Führungsrahmens zur GleisachseBending angle of the guide frame to the track axis
ψR ψ R
Ausdrehwinkel der Radsätze zur GleisachseTurning angle of the wheelsets to the track axis
ψAD ψ AD
Ausdrehwinkel des Führungsrahmens zum WagenkastenBending angle of the guide frame to the car body
ψAR ψ AR
Ausdrehwinkel der Radsätze zum WagenkastenTurning angle of the wheel sets to the car body
ψSt ψ St
Stellwinkel der RadsätzeSetting angle of the wheelsets
ψB ψ B
Ausdrehwinkel der Radsätze zum Führungsrahmen (Bogenradiale Stellung)
A Abstand
w Querversatz des Wagenkastens zum Führungsrahmen
x GleisachseTurning angle of the wheel sets to the guide frame (arc radial position)
A distance
w Transverse offset of the car body to the guide frame
x track axis

Claims (3)

  1. Method of wheelset mounting for railway vehicles with preset static or semi-static wheelset positioning in the mounting framework, whereby the preset wheelset position is governed by an active wheelset control of a variable delay angle ψSt, characterized in that the delay angle ψ3t in several wheelsets (3,3') can be set in either the same or opposite directions, and in that as control factor of the delay angle ψSt the displacement angles ψAD of the mounting framework (2) measured against the railcar superstructure (1) and/or ψAR of the wheelsets or their subsequent deflection can be utilised at a given time, and at the same time the wheelset's sideways motion analysed as a measure of stability, and an extension of the sideways motion achieved by means of the wheelset control in relation to the control factors and the type and frequency of the sideways motion.
  2. Method according to claim 1, characterized in that, in the case of a shortfall of the active control, wheelset couplings (17) adjustable in their length or with a movable coupling point take up a stable running final position in the mounting framework (2) and/or effect a limiting effect on the torsion between the railcar superstructure (1) and the mounting framework (2) and/or the wheelsets (3,3').
  3. Arrangement of wheelset mounting for railway vehicles with preset static or semi-static wheelset positioning in the mounting framework, characterized in that the active control consists of readings recorders, an evaluating processor unit and a quick reacting operating device, which not particularly influence the rigidity of the wheelset control, whereby the active control achieves an extension of the wheelset's sideways motion relating to the readings recorders and the type and frequency of a wheelset's sideways motion analysed as a measure of stability.
EP98100507A 1997-04-11 1998-01-14 Procedure and device for guiding the wheel sets of railway vehicles Expired - Lifetime EP0870664B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19715148A DE19715148A1 (en) 1997-04-11 1997-04-11 Method and device for guiding the wheelset of rail vehicles
DE19715148 1997-04-11

Publications (3)

Publication Number Publication Date
EP0870664A2 EP0870664A2 (en) 1998-10-14
EP0870664A3 EP0870664A3 (en) 2000-03-01
EP0870664B1 true EP0870664B1 (en) 2008-04-02

Family

ID=7826224

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98100507A Expired - Lifetime EP0870664B1 (en) 1997-04-11 1998-01-14 Procedure and device for guiding the wheel sets of railway vehicles

Country Status (6)

Country Link
EP (1) EP0870664B1 (en)
AT (1) ATE391063T1 (en)
CZ (1) CZ289238B6 (en)
DE (2) DE19715148A1 (en)
ES (1) ES2306463T3 (en)
PL (1) PL186906B1 (en)

Cited By (4)

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WO2017157740A1 (en) 2016-03-17 2017-09-21 Siemens Ag Österreich Running gear for a rail vehicle
WO2017202449A1 (en) 2016-05-24 2017-11-30 Siemens Ag Österreich Running gear for a rail vehicle
WO2018095961A1 (en) 2016-11-24 2018-05-31 Siemens Ag Österreich Wheel control assembly for a bogie
EP4155160A1 (en) 2021-09-23 2023-03-29 Siemens Mobility Austria GmbH Supply connection for a wheel steering device, wheel steering device for a chassis, and chassis

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ES2228090T3 (en) * 1999-08-31 2005-04-01 Construcciones Y Auxiliar De Ferrocarriles S.A. Caf. GUIDE DEVICE FOR THE AXLES OF A RAILWAY VEHICLE.
GB0017167D0 (en) 2000-07-13 2000-08-30 Henderson Stephen C Improved steered vehicle
AT409748B (en) * 2000-11-21 2002-10-25 Integral Verkehrstechnik Ag CONTROL DEVICE FOR STEERABLE ONE-AXLE CHASSIS
DE10137443A1 (en) * 2001-07-27 2003-03-06 Bombardier Transp Gmbh Method and device for active radial control of wheel pairs or wheel sets of vehicles
AT505488A2 (en) * 2007-06-19 2009-01-15 Siemens Transportation Systems METHOD FOR MINIMIZING TIRE LEAKAGE DAMAGE AND PROFILE WEAR OF WHEELS OF A RAIL VEHICLE
DE102014214055A1 (en) 2014-07-18 2016-01-21 Siemens Aktiengesellschaft Suspension for a rail vehicle
CZ2014572A3 (en) * 2014-08-25 2016-04-27 VĂšKV a.s. System for measuring of rail vehicle wheel set approach angle in a track
AT518699A1 (en) * 2016-04-28 2017-12-15 Siemens Ag Oesterreich Suspension for a rail vehicle
US11529976B2 (en) 2017-02-21 2022-12-20 Siemens Mobility Austria Gmbh Chassis for rail vehicles
DE102017003307A1 (en) 2017-04-05 2018-10-11 Hartmut Jörck Railway transport system for combined transport
US20220185344A1 (en) * 2020-12-14 2022-06-16 Wabtec Rail Limited Traction rod assembly
AT524550B1 (en) 2021-05-27 2022-07-15 Siemens Mobility Austria Gmbh Running gear for a rail vehicle
AT525672B1 (en) * 2022-02-02 2023-06-15 Siemens Mobility Austria Gmbh Fluidic coupling device and landing gear

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017157740A1 (en) 2016-03-17 2017-09-21 Siemens Ag Österreich Running gear for a rail vehicle
WO2017202449A1 (en) 2016-05-24 2017-11-30 Siemens Ag Österreich Running gear for a rail vehicle
WO2018095961A1 (en) 2016-11-24 2018-05-31 Siemens Ag Österreich Wheel control assembly for a bogie
EP4155160A1 (en) 2021-09-23 2023-03-29 Siemens Mobility Austria GmbH Supply connection for a wheel steering device, wheel steering device for a chassis, and chassis

Also Published As

Publication number Publication date
DE59814200D1 (en) 2008-05-15
CZ289238B6 (en) 2001-12-12
CZ72998A3 (en) 1998-10-14
EP0870664A2 (en) 1998-10-14
PL186906B1 (en) 2004-03-31
DE19715148A1 (en) 1998-10-15
EP0870664A3 (en) 2000-03-01
PL325047A1 (en) 1998-10-12
ATE391063T1 (en) 2008-04-15
ES2306463T3 (en) 2008-11-01

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