AU700636B2

AU700636B2 - Railway vehicule with single-axle running gear

Info

Publication number: AU700636B2
Application number: AU26974/97A
Authority: AU
Inventors: Johannes Hock; Detlef Muller
Original assignee: ABB Daimler Benz Transportation Schweiz AG; ABB Daimler Benz Transportation Deutschland GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 1996-04-27
Filing date: 1997-04-15
Publication date: 1999-01-07
Anticipated expiration: 2017-04-15
Also published as: WO1997041022A1; HUP9901459A2; CN1189802A; ATE199138T1; HUP9901459A3; CA2225040C; ZA973617B; PL183677B1; PL324245A1; AU2697497A; CZ287922B6; SK11998A3; CN1079754C; EP0833766B1; DE59702996D1; CA2225040A1; DE19617003A1; RU2143356C1; CZ8198A3; HU221874B1

Abstract

On a railway vehicle with a single-axle running gear (2, 3) which pivots about a vertical axis (8) relative to an associated coach body (13) and which is linked to a control unit (15) which in turn depends on a sensor unit that is affected by the radius of the curvature of the track ahead, the sensor unit is equipped with an electric sensor and a downstream electric low-pass filter for the purpose of obtaining a simple control system. Following the low-pass filter a quasi-static output signal which has been cleared of noise will be available for the control of the actuator (9).

Description

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The inveotion relates to a rail vehicle comprising at least one singleaxle bogie, pivotally mounted around a real or virtual vertical axis in relation to an associated wagon body, coupled to a servo unit controlled by, a signal which depends on a transmitter sensor unit affected by the radius of a curvature of a track to be travelled on.

A known rail vehicle of this type (DE 42 24 467 Al) comprises at least two vehicle bodies supported on at least three controlled single-axle bogies.

The control signals for the control of the plurality of bogies involved, are generated by a control means, which derives the control signal from the 10 angular position of two adjoining wagon bodie-s. The con trol means in this context comprise a hydraulic adjusting unit cotipled to the bogies and the control signal obtained from the angular position of ad joining wagon bodies by a transmitter sensor unit and therefore depending on the curved radius of a track to be travellerl through, transposes a functional horizontal turning of the relevant bogies around a vertical axis. A disadvantage of this embodiment resides in a complex energy supply requiring a hydraulic installation on the wagon in addition to an electric power supply. Moreover, scanning of the angular position of two adjoining wagon bodies is performned via mnechanical lever formations, acting on relevant hydraulic control elements guiding the specific bogie chassis into a desirec position.

It is the object of the invention to provide expedients in a rail vehicle allowing a reliable adjustment of a single-axle bogie by simple control means.

The present invention provides a rail vehicle comprising at least one single-axle bogie, pivotally mounted around a real or virtual vertical axis in relation to an associated wagon body, coupled to a servo unit controlled by a signal which depends on a transmitter sensor unit affected by the radius of a curvature of a track to be travelled on, characterised in that: the transmiAtter sensor unit comprises an electric transmitter sensor and an electric low-pass filter, that the transmitter sensor emits a dynamic electric basic signal (wi(t)dyn) and that this basic signal (w(tjjdyn) is passed to the low-pass filter the quasi stationary output signal of which controls the servo unit.

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4 i In an embodiment of a rail vehicle according to the invention an electric source signal is generated by means of a transmitter sensor in a transmitter sensor unit, derived directly from the radius of a track to be passed through, resulting from the current position of a bogie, more particularly a bogie further ahead which is self-adjusting due to the wheelrail-geometry, from the angular position of adjoining wagon body parts or the like. Besides a useful signal component required for the control and corresponding to the radius of curvature, this source signal further includes superimposed oscillations, which, in a rail vehicle in operation, come about by swaying between the bogie and the wagon body or between the wagon bodies used as a measuring basis, as a result of uneven surfaces, foreign bodies, traction force influences and the like, modulating or superimposing themselves on the curve-dependent useful signal. In order to eliminate such interference unrelated to the track curvature, the source signal is passed to a 15 low-pass filter comprising a limiting frequency below the interfering oscillations. It has been found that this critical frequency is below 5 Hertz "i and is selected preferably up to 0,5 Hertz. The signal thus freed from interfering oscillations corresponds to a set value-signal adjusted in each case to the curve radius to be negotiated, serving as a quasi stationary command 20 signal for the control of a control unit assigned to the bogie to be adjusted.

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-e 1; The control unit coupled to the bogie to be controlled, in particular its bogie chassis, comprises an electric control means and an electromagnetic control element controlled by the source signal of the said electric control means acting as a command signal. This control element is, on the one hand, mechanically coupled to the bogie and, on the other hand, to the associated wagon body so that by adjusting the control element swivelling of the bogie around its actual or virtual vertical axis is possible. If a stepping motor is used as a control element, it may suffice to transpose the output signal of the filter via the controlling means into a control impulse sequence causing an angular shift of the bogie, adapted to the radius of curvature to be negotiated in relation to the associated wagon body. If, on the other hand, a positionally accurate control is not ensured, it will be advantageous to provide a position indicator on the control element or on the bogie, supplying an electric position signal regarding the current adjusting position.

This position signal may then be conveyed as the actual position value to an electric comparator, to which the quasi stationary output signal of the filter is fed as the set value, the deviation resulting from the set value and the actual value, in each case still to be compensated for, being fed to the controlling means the output signal of which is emitted to the control element as the control signal until such time as the deviation moves at least approximately towards zero.

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The transmitter sensor unit and, in particular, the filter may comprise two quasi static signal output terminals, in which case a control unit is connected to each of these signal output terminals the control elements of Swhich jointly act on the same bogie and in particular onto its bogie chassis.

The mechanical engagement points of the two servo devices are in this context more particularly diagonal to one another and in the regions of the bogie chassis wherein the secondary spring elements are accommodated for connecting the bogie chassis to the associated wagon body. In this region normally also primary spring elements are provided between the bogie

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Schassis and the wheel bearings of the single-axle wheelset. The transverse i 9rigidity of these spring elements effects the basic alignment of the bogie in I relation to the longitudinal axis of the vehicle and in operation allows a i limited deflection of the wheelset resulting from the wheel-rail-geometry, S while the deflection forced by the servo device takes place against the force of the secondary spring elements. Advantageously, in this case a pivot pin bearing forms a real vertical axis for the swivel movement of the bogie in relation to the wagon body.

i' The specific servo device is designed in particular to be linearly driven and S O may be an electric linear motor or a servo-motor with threaded spindle drive or planetary drive. The connection of the servo device/s to the bogie or the Swagon body is more particularly performed resiliently, for which purpose Sinterposed rubber-metal elements are preferably used in order, on the one hand, to protect the servo device against impact stresses and to allow i necessary reciprocating movements between the bogie chassis and the wagon body resulting from the driving operation.

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j Ine transminer sensor Tor tme generation or mee rail curve-aepenaent output signal may be assigned to a coupling joint between two wagon bodies in the form of an electric resistance unit and may record thereon the angular 020 displacement .for the output signal coming about during curved travel as a changing electric resistance, as inductivity or capacity value or the like. The transmitter sensor may, however, likewise be assigned to a bogie preceding or succeeding the bogie to be controlled and be provided on the same or another wagon body, influenced by the swivel deflection resulting automatically from the wheel-rail-geometry when negotiating a curve.

The invention will be explained in more detail in the following with reference to the principle sketches of a working example.

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S There are shown in: Fig. 1 a single-axle bogie to be controlled by the radius of curvature to be negotiated by means of servo devices in plan view and Fig. 2 a control unit including a sensor unit and servo units for controlling the servo devices.

A wagon body, not illustrated, of a rail vehicle rests on a bogie chassis 2 of a single-axle bogie via secondary spring elements 1 comprising only one axle 3 having rail wheels 4, rigidly mounted on the axle 3. The axle 3 of the wheelset 3, 4 is positioned in a vertical plane, extending transversely to the o longitudinal direction of the vehicle and including the vertical central axes of the secondary spring elements 1, in which context the wheel bearings 6 are supported and fitted on the underside of the bogie chassis by primary spring elements 7, preceding or succeeding the former in the direction of travel. The primary spring elements 7 in this case not only absorb weight forces in their axial direction but, due to a certain transverse resilience, allow, to a limited extent, swivel deflections of the axle 3 or the bogie 2 in relation to the wagon body 13 resulting from the wheel-rail geometry.

Swivelling in this case is performed around a vertical axis 8, carried out by an axle journal connected to the associated wagon body and engaging in a O support for the bearings on the bogie chassis 2.

In order to bring about a forced swivel displacement of the bogie around the vertical axis 8, depending on the radius of curvature of the respective rail section to be passed, a control means, comprising two diagonally and symmetrically disposed servo devices 9, is provided, which, on the respective outer side of the bogie chassis 2 in the region of the wheel bearings 6 or the secondary spring elements 1 is in engagement with an adjusting rod 10 having a holding lug 11 provided there and, at the other

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-1 JL-- _L end, is tightly connected to a wagon body part 13, rigidly disposed on the wagon body as an elastic connection means 12 by a rubber elastic element.

For the control of the servo devices 9 a control means is provided according to Fig. 2. It comprises a sensor unit 14 and two servo units 15 controlled by Sthe latter, identical at least in their basic function, each comprising one of 1 the servo devices 9 for the forced swivel displacement of the bogie 2, 3.

The sensor unit 14 comprises in this context a transmitter sensor 17 supplying the basic signal as a function of the radius of a track curve to be negotiated, generated depending on a further auto-adjusting bogie according to the wheel-rail-geometry or according to the angular position in relation to one another of wagon body parts of adjoining wagons. As these transmitter means are not only affected by the radius of the track to be travelled on but also by interference factors, an interference signal, resulting from the dynamics of vehicle movement is superimposed in the curve-dependent signal portion. The transmitter sensor 17 accordingly supplies a dynamic basic signal w dyn, conveyed to a low-pass filter 18 having an upper limiting frequency of up to 5 Hertz, preferably, however, of only 0,5 Hertz.

The contributions of faster, higher frequency interference oscillations are thus eliminated from the basic signal so that at the filter 18 output comprising preferably two separate output terminals for the two servo units a quasi stationary control value w each is set up serving as the set i value for the adjustment of the specific servo device 9. For this purpose the filtered control value w is fed to a regulator 19 supplying an output signal I y as the adjusting value for the electro-mechanical servo device 9.

According to the magnitude or duration of this starting signal, the servo device 9, comprising in particular an electric motor, performing a swivel shift, in the present case, however, a longitudinal shift, controlling the bogie 1, 2 in such a manner that the axle 3 is in a radial line of the track section to be travelled on. In order to ensure in this case that the desired position of oO the control element or of the bogie is indeed attained, a positkic indicator 7 6

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21 is assigned to the servo device 9 or to the bogie 2, 3, supplying a position signal xr as a function of the swivel setting of the bogie 2, 3 or of the position of the adjusting rod 10. This position signal is passed to an electric comparator 20 to which also the filtered control value w is Spassed as a further input signal. The position signal is therefore the actually attained actual value in relation to the desired position predetermined by the desired value. In the comparator the deviation is calculated on the basis of both input signals w and xr and fed to the regulator 19 as input signal xw The regulator 19 thus generates the output signal y only until the O desired value signal and the actual value signal in the comparator 20 lead to a regulating deviation close in value to zero. The position indicator 21 may, for example, be an adjustable electric resistance, mechanically connected, on the one hand, to the bogie chassis 2 and, on the other hand, to a stationary wagon body part 13 and supplying the control signal xr (t) l§ resulting from the swivel displacement of the bogie 2, 3.

The sensor unit 14 may also be used for the purpose of storing the rail configuration against distance in a data base as the filtered control signal for the entire section, for example, during a test drive on a predetermined rail section and calling up from this data bank the quasi stationary control value w for the control of servo units 15 during further rides on this section.

As a whole, the design of the servo devices on an electric and electronic basis results in a cost-effective and compact construction with minimum expenditures, the electrical network on rail vehicles being available in any case for the electrical power supply. Electric interference independent of the radius of the rail section to be travelled on, is eliminated by simple electric filtering expedients so that a precise radial alignment of the bogie in relation to the tracks may take place free from interference, thus attaining a quiet and derailing-proof running of the respective bogie. It is in this context likewise possible to transmit the rail curvature identified by the sensor unit A to a plurality of bogies. It may in this case further be advantageous to call Iup a curve-dependent dynamic basic signal on the actual bogie to be jcontrolled, for example, when the transmitter sensor records the relative displacement between the bogie chassis 2, 3 and the axle 3 mounted i 5 therein, accordingly bringing about via the servo devices on the associated j i bogie an overall adjustment of the bogie 2, 3 into a swivel position in which the deflection of the wheelset 3, 4 resulting from the wheel-rail-geometry, made possible by the primary spring elements 7 is compensated for in relation to the associated bogie chassis 2. On the whole, a good radial 1 J 0 'adjustment of single wheelset bogies in the track curve comes about even in the event of large wheelset spacings on a wagon body, in which context the control means to be used are more cost-effective than the provision of a second wheelset to take over the control functions. Moreover, the axle 3 Salso carries brake disks 22 to which disk brake mechanisms 23 are assigned, mounted on the bogie chassis 3.

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Claims

1. A rail vehicle comprising at least one single-axle bogie, pivotally mounted around a real or virtual vertical axis in relation to an associated wagon body, coupled to a servo unit con-trolled by a signal which depends on a transmitter sensor unit affected by the radius of a curvature of a track to be travelled on, characterised in that: the transmitter sensor unit comprises an electric transmitter sensor and an electric low-pass filter, that the transmitter sensor emits a dynamic electric basic signal (w(t)dyn) and that this basic signal (w(t)dyn) is passed to the low-pass filter the quasi stationary output signal of which controls the servo unit.

2. The rail vehicle according to claim 1, characterised in that: the low-pass filter has an upper lim-iting frequency which is lower than the frequency of interference signals.

3. The rail vehicle according to claim 1 or claim 2 characterised in that: the servo unit comprises a regulator and one or more electro- mechanical servo devices controlled by the output signal of the said regulator as a control command and that the servo devices are mechanically coupled to the bogie on the one hand, and to the wagon body on the other. 20

4. The rail vehicle according to claim 3, characterised in that: I a position indicator is provided on one of the servo devices or the bogie, supplying a position signal and that the quasi stationary output :signal of the low pass filter and the output signal of the position *indicator is conveyed as a regulating parameter to an electric signal comparator emitting an output signal as input signal to the regulator corresponding to the regulating deviation between the desired position predetermined by the output signal of the low pass filter and the actual position of the bogie suppled by the position indicator.

The rail vehicle according to claim 3 or claim 4, characterised in that: the transmitter sensor unit comprises two quasi static signal output terminals and that the servo unit, the servo devices of which act jointly on a bogie, is positioned on the output side of each of these signal output terminals.

6. The rail vehicle according to claim 1 or any one of the subsequent claims, characterised in that: two servo devices engage on diagonally opposite points of the bogie.

7. The rail vehicle according to claim 3 or any one of the subsequent claims, characterised in that: one or more of the servo devices are linear drive means.

8. The rail vehicle according to claim 7, characterised in that: K one or more of the servo devices are linear motors.

9. The rail vehicle according to claim 7, characterised in that: one or more of the servo devices are servo-mnotors with a threaded spindle drive.

The rail vehicle according to claim 7, characterised in that: one or more of the servo devices are servo-mnotors with a planetary drive.

11. The rail vehicle according to claim 3 or any one of the suibseqluent claims, charac tensed in that: the one or more servo devices are resiliently connected to the bogie 15 and/or the wagon body.

'12. The rail vehicle according to clain -1 or any one of the subsequent claims, characterised in that: the transm-itter sensor is provided on a coupling joint between two 4 wagon bodies, controlled by the angular displacement of the coupling joint parts effected around a vertical axis.

13. The rail vehicle according to at least one of claims 1 to 11, characterised in that: 4. the transmitter sensor is assigned to a bogie preceding or succeeding the bogie to be controlled and pivotal around a vertical axis, influenced by the swvldeflection auoaial eutn from tewelri-enciy

-14. The rail vehicle according to at least one of claims 1 to 11, characterised in that: the transmitter sensor includes a data storage means in which track section related signals are stored as control parameters for the servo unit, the stored data corresponding to the filtered quasi stationary output signal. i' 11 i

15. The rail vehicle according to claim 2 or any one of the subsequent ij claims, characterised in that: the low-pass filter has a limiting frequency of up to about 5 Hertz, preferably up to about 0,5 Hertz.

16. A rail vehicle substantially as hereinbefore described with reference to the accompanying drawings. Dated this twenty-first day of October 1998 ABB DAIMLER-BENZ TRANSPORTATION (DEUTSCHLAND) GMBH Patent Attorneys for the Applicant: F B RICE CO I i I '17 r Mr w-m Abstract On a rail vehicle comprising a single-axle bogie 2, 3, pivotally mounted around a vertical axis 8 in relation to an associated wagon body 13, coupled to a servo unit 15 which depends on a transmitter sensor unit influenced by the radius of curvature of a rail to be travelled on, the transmitter sensor unit, in orde. to provide a simple control means, is equipped with an electric transmitter sensor and a downline electric low-pass filter, in which context after the low-pass filter, a quasi static, interference-free output signal is provided for the control of the servo device 9. (Fig. 1) ,J PA~, I r I