EP3129272A1 - Chassis for a rail vehicle - Google Patents
Chassis for a rail vehicleInfo
- Publication number
- EP3129272A1 EP3129272A1 EP15734129.8A EP15734129A EP3129272A1 EP 3129272 A1 EP3129272 A1 EP 3129272A1 EP 15734129 A EP15734129 A EP 15734129A EP 3129272 A1 EP3129272 A1 EP 3129272A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- hydraulic
- fluid
- fluid chamber
- chassis
- wheelset
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000012530 fluid Substances 0.000 claims abstract description 168
- 230000001133 acceleration Effects 0.000 claims abstract description 40
- 238000000034 method Methods 0.000 claims description 9
- 238000004590 computer program Methods 0.000 claims description 6
- 239000000725 suspension Substances 0.000 claims description 4
- 229920001971 elastomer Polymers 0.000 description 9
- 239000000806 elastomer Substances 0.000 description 9
- 230000008878 coupling Effects 0.000 description 8
- 238000010168 coupling process Methods 0.000 description 8
- 238000005859 coupling reaction Methods 0.000 description 8
- 230000033001 locomotion Effects 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 238000012806 monitoring device Methods 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 238000003745 diagnosis Methods 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 206010038743 Restlessness Diseases 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 210000003608 fece Anatomy 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000009736 wetting Methods 0.000 description 1
Classifications
-
- 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
- B61F3/00—Types of bogies
- B61F3/02—Types of bogies with more than one axle
-
- 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
- B61F3/00—Types of bogies
- B61F3/02—Types of bogies with more than one axle
- B61F3/08—Types of bogies with more than one axle without driven axles or wheels
-
- 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
-
- 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
- B61F5/50—Other details
- B61F5/52—Bogie frames
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
Definitions
- Chassis for a rail vehicle The invention relates to a chassis for a rail vehicle.
- the invention further relates to a rail vehicle and a computer program.
- an actuator is provided, which may be, for example, a servohydraulic cylinder with associated pressure supply (pump and storage).
- the object underlying the invention can be seen in it gese ⁇ hen to provide an improved chassis for a rail vehicle.
- the object underlying the invention can also be seen to provide a corresponding method for operating a chassis for a rail vehicle.
- the object of the invention is based can it sailed ⁇ hen will give a rail vehicle pressurezustel ⁇ len.
- the object underlying the invention can also be seen to provide a corresponding computer program.
- a chassis for a rail vehicle comprising:
- chassis frame supported at least on a first wheel set and a second wheel set
- Each wheelset on both sides of the chassis each have a wishbone for horizontal axle guide of the wheelset, wherein - each wishbone is pivotally connected to one of two axle bearings of a wheel by a radsatz workedes bearing and the chassis frame by two frame-side bearing, said
- each wishbone at least one of the bearing has a hydraulic jack with variable longitudinal stiffness
- the hydraulic bushing has at least one fluid chamber which can be filled with a hydraulic fluid, so that a hydraulic pressure can form in the fluid chamber, via which the longitudinal rigidity can be adjusted,
- An adjusting device for adjusting the hydraulic pressure in at least one of the fluid chambers in dependence on the measured Radsatzbevantung According to another aspect a method for operating the landing gear of the present invention will be ⁇ riding provided for a rail vehicle, comprising the steps of:
- a computer program which comprises program code for carrying out the method according to the invention when the computer program is executed on a computer.
- the invention thus encompasses in particular the idea of setting a longitudinal rigidity of a hydraulic bushing of a bearing of a wishbone by setting a specific hydraulic pressure in the hydraulic bushing, more precisely in the fluid chamber.
- the active adjustment of the longitudinal rigidity can thus advantageously actively influence the shaft travel. This can be detected indirectly via a measurement of the wheelset accelerations. Since the adjustment is based on or depending on the wheelset accelerations, the shaft run can be influenced in such a way that optimum tracking can be effected with minimum wear.
- the wave motion of the wheel sets results from the vehicle run in the track and is caused by the existing contact geometry between the wheel profile and rail profile, which simplifies a cone that rolls with its lateral surface on a plane corresponds.
- the cone will be his angle entspre ⁇ accordingly always in a circular orbit roll.
- the wheel set corresponding to this simplified two oppositely arrange ⁇ th cones which are rigidly connected to an axle.
- the examples roll the wheels on respective different rolling radii in the track, so that a its angular adjustment in opposite directions, so-called adverse yaw of the wheel set is generated which has a Ra ⁇ dialeingnagna to the opposite direction result.
- the real contact geometry between wheel and rail is more complex and has a nonlinear behavior. This is called the equivalent conicity. Nevertheless, here also results in a wave of the wheelset from the Rollra ⁇ diendifferenzen, but no pure sine function corresponds more.
- it is guided over the axle guide (wishbone) so that a lateral displacement and an angular adjustment and turning movement about its vertical axis is possible.
- the shaft running frequency is dependent on the vehicle speed and the formation of the rigidity of the axle guide along and transversely to the vehicle longitudinal axis.
- a soft axle guide favors the turning movement and thus ⁇ with the Radial einsshredded the wheelsets, so the posi ⁇ tive sheet travel behavior in track curves at a relatively slow driving speed, but leads when driving straight at high vehicle speed to unstable wave.
- the turning moments of the wheel set thus generated during vehicle running in the track result together with the tensile or braking forces from the drive and brake in the vehicle in corre ⁇ sponding forces and accelerations, which act longitudinally, transversely and as a turning moment about the vertical axis of the wheelset.
- this shaft running is actively influenced, in which the longitudinal rigidity of the hydraulic bushing is mit- Adjusting the hydraulic pressure in the fluid chamber is changed. So an unfavorable wave propagation can be compen ⁇ Siert so wear can be minimized, and so that a stable straight running can be effected.
- the setting means is adapted to set a predetermined time characteristic of the hydraulic pressure as a function of the precisely measured ⁇ NEN wheel set to réelle the wheel set a corresponding time behavior of a turning moment ⁇ shape.
- the adjusting device is designed to actively impart a turning moment to the wheel set corresponding to this fluid chamber by adjusting the hydraulic pressure in the fluid chamber.
- the bearing with the fluid chamber is the wheel set side bearing.
- the adjusting device has a pressure accumulator which can be connected to the fluid chamber.
- a hydraulic pressure which is currently not needed, can be temporarily stored in the pressure accumulator, so that it can be reused for a later date, and then adjust the hydraulic ⁇ 's pressure in the fluid chamber.
- the accumulator is designed in particular, Lucas the hydraulic fluid ⁇ take and release it. This means that the Druckspei ⁇ cher particular receives the hydraulic fluid and reproduces from ⁇ . This is controlled in particular by means of the adjusting device.
- a valve for example a switching valve, is between the fluid chamber and the pressure accumulator intended.
- the pressure accumulator can be coupled from the fluid chamber and decoupled again.
- the adjusting device has a pressure generating device that can be connected to the fluid chamber.
- the frame-side bearings have elastomer bushings with constant longitudinal and transverse rigidity and the wheelset-side bearings have hydraulic bushes with constant transverse rigidity and variable longitudinal rigidity.
- the bearings of each wishbone are arranged on the corners of each of a horizontally oriented, isosceles triangle, the tip of the wheel-side bearing and its base form the frame-side bearing. Due to the arrangement of the bearings distributed symmetrically to the longitudinal direction on the corners of an isosceles triangle, a particularly high transverse rigidity of the Wishbone, for example, determined by the properties of the elastomer in the bearings.
- each hydraulic jack has a temperature in the longitudinal direction of the outside fluid chamber and an in the longitudinal direction of the inside fluid chamber which can be filled at ⁇ ordered and with the hydraulic fluid in the longitudinal direction opposite each other, wherein in each fluid chamber, a fluid passage for A
- the hydraulic fluid is connected in or out of the fluid chamber, wherein the adjusting device is hydraulically coupled to the fluid channels and configured to adjust a respective input or outflow of hydraulic fluid, so that the hydraulic pressure in the fluid chambers flows out respectively Inflow of hydraulic fluid can be adjusted.
- valves are provided in the fluid channels that can be controlled. Specifically, these valves can be opened and / or closed and / or controlled such that a flow cross-section change in the fluid channel, that is, for example, ver ⁇ enlarges or reduces, is.
- a longitudinal rigidity is advantageously effected in an advantageous manner.
- a specific turning moment can advantageously be impressed on the wheel set. This can compensate, for example, a wave so that wear and / or a restless ride can be minimized. Lying inside and outside are here in relation to the
- arranged on the same side of the chassis hydraulic bushes are connected via external fluid channels such that the outer fluid chamber of the first set of wheels with the inner ⁇ lie fluid chamber of the second gear and the inner fluid chamber of the first gear with the outside Fluid chamber of the second set of wheels are hydraulically coupled, wherein the adjusting means with the external Fluidka channels is hydraulically coupled.
- each of the hydraulic jacks each having an internal fluid passage through which the fluid chamber and external the internal fluid chamber of the same hydraulic jack being hydraulically coupled with the setting means switchable comprises Ven ⁇ tile, wherein each internal fluid passage of a switchable valve is assigned, by means of which a flow of hydraulic fluid through the fluid channel is adjustable.
- an internal fluid passage extends within the hydraulic ⁇ socket.
- an internal fluid passage may extend outside of the hydraulic jack, but ultimately connects ⁇ from the fluid chamber interior with the outer fluid chamber of the same hydraulic jack or hydraulic coupling.
- a hydraulic decoupling between the fluid chambers of the the same hydraulic jack and an exclusively hydraulic coupling of the fluid chambers is provided by a plurality of hydraulic bushings, as described in connection with the external fluid channels.
- a hydraulic decoupling of the fluid chambers of a hydraulic bush with fluid chambers of another hydraulic bushing and an exclusive coupling of the fluid chambers of the same hydraulic bush, as described in connection with the internal fluid channel is provided.
- the individual fluid chambers of the hydraulic bushes are coupled to each other as above in connection with the external and internal fluid channels, but in the fluid channels, ie both in the external and / or internal fluid channels, valves, for example switching valves, are provided to cause the respective coupling states by corresponding ge ⁇ closed, these valves are opened or respectively are.
- valves for example switching valves
- a pressure sensor is provided for measuring a hydraulic pressure in the fluid chamber.
- Associated fluid chambers with a pressure sensor which is responsive to a drop in the pressure prevailing in the hydraulic fluid under a predetermined threshold the pressure sensors are individually and / or serially connected to a pressure monitoring device, and wherein the Druckschreibwachungseinrich tion is adapted to transmit a warning signal to a Monel ⁇ er réelle the rail vehicle when individual and / or all pressure sensors respond.
- the pressure sensors measure the pressure prevailing in coupled fluid chambers, and a switch is closed when the pressure falls below a threshold. In individual connection of the pressure sensors with the pressure monitoring device can be determined separately there for each hydraulic jack, whether there is a critical pressure drop.
- a third set of wheels is arranged between the first set of wheels and the second set of wheels.
- the invention so far described for biaxial chassis is also applicable to three-axle chassis, where between the first and second wheelset as the outer wheel sets still a third, inner wheel is arranged.
- a fluid channel is formed as a rigid Lei ⁇ tion or as a flexible hose.
- Fluid channels are in particular the same or, for example, differently formed.
- the rail vehicle is a Lo ⁇ komotive, a locomotive, a tram, a subway or a suburban train.
- Embodiments in connection with the chassis apply analogously to embodiments with regard to the method and vice versa. This means that features and / or advantages, as described in connection with the chassis, are analogous to the method and vice versa.
- FIG. 3 shows a partially sectioned side view of a
- FIG. 4 shows a plan view of the wishbone according to FIG. 3,
- FIG. 5 shows another biaxial embodiment of the chassis according to the invention in plan view
- FIG. 6 shows the chassis according to FIG. 5 with further details
- FIG. 7 shows the chassis according to FIG. 1 with further details
- FIG. 8 shows a flow chart of a method for operating a chassis
- FIG. 9 shows a rail vehicle. Below may be used for the same features same bootszei ⁇ chen. Furthermore, it can be provided that, for the sake of clarity, not all the reference symbols for the individual features are drawn in all the drawings.
- the chassis frame 2 is supported at least on a first set of wheels 3 and a second set of wheels 4, which are referred to collectively below as wheelsets 3 and 4.
- Je ⁇ of the wheelsets 3 and 4 has two rail wheels 5, which are ver ⁇ bound by a mounted in two axle bearings 6 wheel axle.
- For horizontal axle guidance of the wheelsets 3 and 4 these are each articulated on both chassis sides via wishbones 8 on the chassis frame 2.
- Each wishbone 8 is pivotally connected to a journal bearing 6 by a wheelset-soifiges bearing 9 and the chassis frame 2 by two frame-side bearing 10.
- the frame-side bearing 9 have elastomer bushes 11 with constant longitudinal and transverse stiffness and the wheelset bearing 10 hydraulic bushes with constant transverse stiffness and variable longitudinal stiffness.
- the bearings 9 and 10 of each Dreieckslen ⁇ kers 8 are arranged on the corners of a horizontally aligned ⁇ teten, isosceles triangle, the tip of the wheel set side bearing 9 and its base form the rahmenseiti ⁇ gen bearings 10.
- each wishbone 8 The bearings 9 and 10 of each wishbone 8 are arranged on the corners of each of a horizontally aligned, isosceles triangle, the tip of the wheel-side bearing 9 and its base form the frame-side bearing 10.
- a three-axle chassis 1 according to FIG. 2 has a third wheel set 13 which is arranged in the longitudinal direction X between the first wheel set 3 and the second wheel set 4 and connected to the chassis frame 2.
- the outer wheelsets 3 and 4 aligned radially to the track curve, which is indicated in FIG 1 and FIG 2 by a dash-dot line.
- the hydraulic bushes 12 have a low longitudinal rigidity at low driving speeds, while at high driving speeds they have a high longitudinal stiffness on largely straight-line tracks, which leads to a high driving stability.
- This longitudinal rigidity can be adjusted, as explained in more detail below.
- acceleration sensors and an adjusting device are provided, as shown and described below in connection with FIGS. 6 and 7.
- each of the wishbones 8 has a handlebar body 14, via which two smaller handlebar eyes 16 for receiving the elastomer bushings 11 and a larger handlebar eye 17 for receiving the hydraulic bushing 12 are connected to one another.
- the handlebar body 14 may be formed as a casting or as a forged part or as a milled part.
- At the two the larger handlebar eye 17 with the smaller bar eye 16 connecting side edges of the connecting wall 15 optionally vertically projecting connecting webs 18 are integrally formed.
- Each Elasto ⁇ merbuchse 11 has an inner race 19, an outer bearing shell 20 and an embedded between these elas- tomerring 21.
- Each hydraulic bushing 12 also has an inner bearing shell 25, an outer bearing shell 26 and a betwee ⁇ between them, annular elastomeric element 27 on.
- the outer bearing shell 26 is seated in the larger handle eye 17, while the inner bearing shell 25 is penetrated vertically by a bearing pin 28.
- the bearing pin 28 has a vertically ver ⁇ running through hole 29, are guided by the fastening means 30 for connecting the wheel set side bearing 9 with the axle 6 coaxially through the hydraulic bushing 12.
- opposite sides of the elastomer element 27 and the outer bearing shell 26 form two segment-shaped hollow spaces, from which the the elastomer ⁇ sockets 11 facing cavity has an internal fluid chamber 31 and the elastomeric bushings 11 facing away from the cavity an external fluid chamber 32 form.
- the fluid chambers 31 and 32 are interconnected by an internal fluid passage 33 and filled with a hydraulic fluid.
- the inner and outer fluid chamber 31 and 32 are hydraulically coupled in such a way that hydraulic fluid flowing out by external pressure from one of the fluid chambers 31 or 32, a ⁇ flows into the other fluid chamber 32 or 31st
- the pressurization comes from executives between the axle bearings 6 of the wheelsets 3 and 4 and the chassis frame 2 forth, which transmit the wishbone 8 and can lead to a fluid exchange between the fluid chambers 31 and 32 in the hydraulic bushings 12. This fluid exchange is actively influenced according to the invention, as further explained below.
- Decisive c for the longitudinal stiffness (wetting of the presuppose that no active influence is exerted on the fluid flows) of the hydraulic jacks 12 is the frequency f, energized with the in the elastomer element 27 transverse accelerations from the outside through the shaft passage of the wheel sets 3 and 4 ⁇ the.
- the hydraulic sockets 12 have a variable, exciter frequency-dependent
- the fluid chambers 31 and 32 are not internally connected in a hydraulic bushing 12 in the embodiment according to FIG 5, but via external fluid channels 34, which may be designed as a rigid hydraulic line or as flexible hydraulic hoses.
- the hydraulic bushes 12 arranged on the same running gear side are connected in such a way via two external fluid ducts 34 that the outer fluid chamber 32 of the first
- Wheel set 3 with the inner fluid chamber 31 of the second gear 4 and the inner fluid chamber 31 of the first set of wheels 3 are hydraulically coupled to the outer fluid chamber 32 of the second gear 4.
- the coupling takes place symmetrically to the longitudinal direction on both sides of the chassis, whereby the radial position of the wheelsets 3 and 4 favors in the track curve and the required high longitudinal stiffness c is ensured when starting with high tensile force or braking.
- the wheelset side bearings 9 are acted upon by the same direction forces, so there is no fluid exchange between the coupled fluid chambers 31 and 32 - the bearing 9 reacts hard.
- FIG 6 shows the chassis 1 according to FIG 5 with further details.
- the acceleration sensors 601 are shown in FIG. 6, which are designed to measure a wheel set acceleration.
- each axle box 6, an acceleration sensor 601 is provided.
- the acceleration sensors 601 measure an acceleration in the x and y directions and a rotational acceleration about the z axis. According give Accelerat ⁇ n Trentssensoren 601 acceleration signals from the 603rd This is indicated symbolically by arrows with the reference numeral 603.
- the acceleration signals 603 are supplied to a regulator 605. These filters the acceleration signals 603, in particular in real time, depending on the stiffness functions of the frame arm 8, the hydraulic jacks 12 and the individual lines of the hydraulic system, so in particular ⁇ sondere the external channels 34, said stiffness features stored in the controller device 605 as a benchmark are, so that the filtered acceleration signals can be used as Ba ⁇ sis for a regulation of the longitudinal stiffness.
- the regulator device 605, which may be embodied , for example, as a PI regulator device, forms a differential signal from the thus filtered accelerations and corresponding setpoint specifications, which comprises the controlled variable for a pressure generating device 607, which includes a hydraulic generator (not shown) and a pressure generator (not shown) , provides.
- the hydropulser forms together with a pressure generator, a hydraulic pressure signal which is suitable to influence a highly dynamic shaft running the wheelsets 3 and 4 and their position in the track accordingly.
- neter switching frequency (which is determined) of the fluid chambers 31 and 32 can be so that the wheel sets 3 and 4 using the triangle ⁇ handlebar 8 and the hydraulic jacks 12 to stabilize advantageously at instabi ⁇ lem vehicle running by impressing an opposite phase to the wave transit frequency pattern.
- ⁇ particular one can thus bring about in narrow track curves by appropriate hydraulic connection of the fluid chambers 31 and 32, an active steering of the wheel sets 3 and 4 to optimize the tracking and minimize wear at the wheel treads.
- Which switching frequency is suitable is determined in particular as a function of the measured wheelset accelerations.
- the pressure generating device 607 can adjust a hydraulic pressure in the fluid chambers 31 and 32 of the individual hydraulic bushes 12. This in particular in dependence on the measured acceleration signals 603.
- the control device 605 comprises a signal filter for the acceleration signals 603, in particular a real time signal ⁇ filter.
- the control device 605 comprises a signal computer with a measured value converter, in particular a real-time signal computer with a measured value converter.
- the controller 605 further includes a difference former having a PI controller and a setpoint input for a pulse signal converter.
- the controller means 605 comprises in particular a Pulssignalumformer with a valve control unit for controlling of valves, in particular Druckventi ⁇ len. These valves are not shown in FIG 6 for the sake of clarity.
- the pressure generating device 607 further comprises a hydraulic pulser, which acts as an energy converter and generating unit of the required control pulse pattern and the hydraulic pressure for the hydraulic bushes 12 in the wishbones 8.
- a hydraulic pulser acts as an energy converter and generating unit of the required control pulse pattern and the hydraulic pressure for the hydraulic bushes 12 in the wishbones 8.
- a separate Pressure generator and / or a separate accumulator to ensure the required hydraulic pressure levels for active stability control and steering of the wheelsets 3 and 4 provided.
- a pressure monitor with one pressure sensor per coupled fluid chamber 31, 32 is provided. As a result, a diagnosis in case of failure, a leak, is advantageously possible.
- the fluid chambers 31, 32 of the same hydraulic bushing 12 do not have a hydraulic connection with each other. Rather, they are coupled together as described above in connection with FIG. It thus results in an advantageous manner, the ability to hydraulically control the forces and accel ⁇ ments and turning moments resulting from the Radsatz Installations ⁇ forces, and thus actively affect the naturally occurring wave of the wheelsets 3, 4 in the track actively.
- the fluid chambers 31, 32 of the hydraulic bushes 12 on the wishbones 8 of the wheelsets 3, 4 are each interconnected so that the prevailing hydraulic pressure causes either a stiffening or softening of the hydraulic bearings.
- the regulator means 605 and the pressure generating means 607 constitute an adjusting means for adjusting a hydraulic pressure in the fluid chambers 31, 32.
- FIG 7 shows the chassis 1 according to FIG 1 with further details.
- the individual acceleration sensors are shown here 601 now perform the corresponding acceleration ⁇ signals 603 of the regulator means 605th
- the individual fluid chambers 31, 32 of the same hydraulic bush 12 are only hydraulically coupled to one another.
- the fluid chambers 31, 32 of the hydraulic bushes 12 are not hydraulically coupled to one another. This is in contrast to the hydraulic coupling according to FIG 6.
- channels 701 are seen before ⁇ , which connect the fluid chambers 31, 32 of the hydraulic bushings 12 to each other hydraulically.
- an internal fluid channel 33 may be provided.
- a switching valve 701 respectively, the internal fluid channel 703 is seen in the channels 33 before ⁇ , thus the resistance a flow rate or a flow ⁇ a hydraulic fluid between the two chambers Fluidkam- 31, can set the 32nd
- the resistance a flow rate or a flow ⁇ a hydraulic fluid between the two chambers Fluidkam- 31 can set the 32nd
- Switching valve 703 be closed so that no connection between the fluid chambers 31, 32 is made.
- the switching valve 701 may be open, so that there is a hydraulic connection between the fluid chambers 31, 32.
- These switching valves 703 are gesteu ⁇ ert means of control signals 705th
- These control signals 705 are formed by the regulator means 605th Analogous to the statements in conjunction with FIG 6 forms the controller device 605, these control signals 705 based on the acceleration signals 603.
- the controller 605 includes, for example, a PI controller and forms from the measured and filtered accelerations and corresponding setpoint specifications a difference signal, which is the controlled variable for a not shown here
- Control device for the switching valves 703 is.
- the function of a turning moment damping allows in this embodiment with the switching valves 701 each one the shaft antiphase softening or stiffening of the two wishbones on the wheelset 3, 4 and thus actively damps a highly dynamic shaft running of the wheelsets 3, 4.
- This embodiment thus influences advantageously their radial adjustment behavior in the track.
- a suitable switching frequency (which is determined) of the hydraulic fluid chambers 31, 32 can thus effectively dampen the frequency of the shaft running and stabilize the Radsatzlauf in unstable vehicle running.
- Which switching frequency is suitable, in particular, is determined in dependence of the measured Radsatzbe ⁇ accelerations.
- a pressure sensor per coupled fluid chamber 31, 32 may also be provided for pressure monitoring in an embodiment which is not shown here.
- the controller 605 includes a signal filter, real-time signal filter, a signal calculator with transducer, in particular a real-time signal calculator with transducer.
- the regulator means 605 further comprises a differential former with a PI controller and a setpoint input for a pulse ⁇ signal converter.
- the embodiment according to FIG. 7 comprises a hydraulic reversing element damper in the form of the switching valves 703 on the hydraulic sockets 12 in the wishbone 8 for active stability control of the wheelsets 3, 4th
- the switching valves 703 with the regulator means 605 constitute an adjusting means for adjusting a hydraulic pressure in the fluid chambers 31, 32.
- the idea according to the invention thus lies in particular in a simple application of the hitherto proven concept of the triangular wishbone in the chassis and its equipment with hydraulic bushes and their force control by influencing and changing, for example imprinting, the hydraulic pressure level in their fluid chambers for active influencing the steering behavior of the wishbone on the wheelsets of the chassis and the use of an active stability control by imprinting a pulse pattern opposite the shaft race of the wheelset.
- the use of pressure monitoring by means of pressure sensors on the coupled fluid chambers provided as a safety device in case of failure of the hydraulic jack and inadmissible Lecka ⁇ conditions in the hydraulic system of the active suspension control.
- ⁇ form the expression of an active torque converter for the stabilization of Radsatzlaufes.
- the active chassis steering and stability control as well as the active torque converter can be used on single- and multi-axle chassis, on running and traction chassis, for example bogies.
- 8 shows a flow chart of a method for operating a chassis according to the invention.
- a wheel set acceleration per wheel set is measured by means of the acceleration sensors.
- the hydraulic pressure in at least one of the fluid chambers is set as a function of the measured wheelset acceleration.
- FIG. 9 shows a rail vehicle 901, which comprises the chassis 1 according to the invention. While the invention has been further illustrated and described in detail by the preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.
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- Engineering & Computer Science (AREA)
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Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL15734129T PL3129272T3 (en) | 2014-07-18 | 2015-07-02 | Chassis for a rail vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014214055.2A DE102014214055A1 (en) | 2014-07-18 | 2014-07-18 | Suspension for a rail vehicle |
PCT/EP2015/065069 WO2016008731A1 (en) | 2014-07-18 | 2015-07-02 | Chassis for a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3129272A1 true EP3129272A1 (en) | 2017-02-15 |
EP3129272B1 EP3129272B1 (en) | 2018-12-12 |
Family
ID=53510864
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP15734129.8A Active EP3129272B1 (en) | 2014-07-18 | 2015-07-02 | Chassis for a rail vehicle |
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US (1) | US10300932B2 (en) |
EP (1) | EP3129272B1 (en) |
CA (1) | CA2955206C (en) |
DE (1) | DE102014214055A1 (en) |
ES (1) | ES2706304T3 (en) |
PL (1) | PL3129272T3 (en) |
RU (1) | RU2654429C1 (en) |
WO (1) | WO2016008731A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2021233680A1 (en) * | 2020-05-18 | 2021-11-25 | Siemens Mobility GmbH | Running gear for a rail vehicle |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102013224582A1 (en) * | 2013-11-29 | 2015-06-03 | Siemens Aktiengesellschaft | Suspension for a rail vehicle |
AT518698B1 (en) * | 2016-04-28 | 2021-06-15 | Siemens Mobility Austria Gmbh | Force-controlled track guidance for a rail vehicle |
AT519394B1 (en) * | 2016-11-24 | 2023-01-15 | Siemens Mobility Austria Gmbh | Wheel control arrangement for a landing gear |
US11529976B2 (en) | 2017-02-21 | 2022-12-20 | Siemens Mobility Austria Gmbh | Chassis for rail vehicles |
PL3592621T3 (en) * | 2017-04-21 | 2021-09-06 | Siemens Mobility GmbH | Method for compensating for a loss of traction of a rail vehicle |
CN110861676B (en) * | 2019-12-27 | 2020-10-30 | 义乌轩久铁路技术有限公司 | Device for railway maintenance detection |
DE102020216073A1 (en) * | 2020-12-16 | 2022-06-23 | Siemens Mobility GmbH | Arrangement for the transmission of longitudinal forces in a rail vehicle |
DE102020216069A1 (en) * | 2020-12-16 | 2022-06-23 | Siemens Mobility GmbH | Arrangement for the transmission of longitudinal forces in a rail vehicle |
FR3118446A1 (en) * | 2020-12-28 | 2022-07-01 | Lohr Industrie | SUSPENSION FOR RAILWAY VEHICLE WITH TWO AXLES |
AT524445B1 (en) * | 2021-03-29 | 2022-06-15 | Siemens Mobility Austria Gmbh | Guidance device for landing gear, landing gear and method for mounting a guidance device in a landing gear |
DE102021205082A1 (en) * | 2021-05-19 | 2022-11-24 | Siemens Mobility GmbH | Chassis and rail vehicle |
AT525480A1 (en) * | 2021-09-23 | 2023-04-15 | Siemens Mobility Austria Gmbh | Supply connection for a wheel steering device, wheel steering device for a landing gear and landing gear |
Family Cites Families (13)
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DE4424884A1 (en) * | 1994-07-14 | 1996-01-18 | Siemens Schienenfahrzeugtech | Running gear for railway wagons |
FR2747166B1 (en) * | 1996-04-04 | 1998-06-12 | Hutchinson | IMPROVEMENTS ON HYDRAULIC ANTI-VIBRATION SUPPORT SLEEVES |
DE19715148A1 (en) * | 1997-04-11 | 1998-10-15 | Deutsche Waggonbau Ag | Method and device for guiding the wheelset of rail vehicles |
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. |
DE10047432A1 (en) | 2000-09-26 | 2002-04-11 | Alstom Lhb Gmbh | Method and device for stabilizing the running of waves in railway wheel sets |
DE10310633A1 (en) * | 2003-03-10 | 2004-09-30 | Carl Freudenberg Kg | Bushing for a bearing for the elastic connection of parts of a drive |
DE10354141A1 (en) | 2003-11-19 | 2005-06-23 | Voith Turbo Gmbh & Co. Kg | Powered chassis for rail vehicles, especially bogies for low floor vehicles |
DE102006025773A1 (en) * | 2006-05-31 | 2007-12-06 | Bombardier Transportation Gmbh | Method for controlling an active chassis of a rail vehicle |
DE102010033811B4 (en) * | 2010-08-09 | 2020-03-05 | Gmt Gummi-Metall-Technik Gmbh | Hydraulically damping hydraulic bearings for axle guide bearings |
DE102010052667C5 (en) * | 2010-11-26 | 2015-05-21 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Device and method for detecting disturbances of a rolling motion of a wagon wheel of a train |
CN201914271U (en) * | 2011-02-01 | 2011-08-03 | 中国北车集团大同电力机车有限责任公司 | Railway locomotive axle box link and railway locomotive |
CN102407861A (en) * | 2011-10-14 | 2012-04-11 | 同济大学 | Mechanical semi-active radial guide device for railway vehicle bogie |
CN103895665A (en) * | 2014-04-16 | 2014-07-02 | 南车株洲电力机车有限公司 | Bo bogie for freight electric locomotive |
-
2014
- 2014-07-18 DE DE102014214055.2A patent/DE102014214055A1/en not_active Ceased
-
2015
- 2015-07-02 EP EP15734129.8A patent/EP3129272B1/en active Active
- 2015-07-02 ES ES15734129T patent/ES2706304T3/en active Active
- 2015-07-02 US US15/327,086 patent/US10300932B2/en active Active
- 2015-07-02 RU RU2017105092A patent/RU2654429C1/en active
- 2015-07-02 WO PCT/EP2015/065069 patent/WO2016008731A1/en active Application Filing
- 2015-07-02 PL PL15734129T patent/PL3129272T3/en unknown
- 2015-07-02 CA CA2955206A patent/CA2955206C/en active Active
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2021233680A1 (en) * | 2020-05-18 | 2021-11-25 | Siemens Mobility GmbH | Running gear for a rail vehicle |
Also Published As
Publication number | Publication date |
---|---|
ES2706304T3 (en) | 2019-03-28 |
CA2955206C (en) | 2018-08-21 |
PL3129272T3 (en) | 2019-05-31 |
DE102014214055A1 (en) | 2016-01-21 |
RU2654429C1 (en) | 2018-05-17 |
US10300932B2 (en) | 2019-05-28 |
CA2955206A1 (en) | 2016-01-21 |
EP3129272B1 (en) | 2018-12-12 |
WO2016008731A1 (en) | 2016-01-21 |
US20170166224A1 (en) | 2017-06-15 |
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