CA2284204C - Rail vehicle with an articulated joint - Google Patents
Rail vehicle with an articulated joint Download PDFInfo
- Publication number
- CA2284204C CA2284204C CA002284204A CA2284204A CA2284204C CA 2284204 C CA2284204 C CA 2284204C CA 002284204 A CA002284204 A CA 002284204A CA 2284204 A CA2284204 A CA 2284204A CA 2284204 C CA2284204 C CA 2284204C
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- Canada
- Prior art keywords
- angle
- articulation
- wagon
- bogie
- articulated joint
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
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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
- B61F5/386—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
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Pivots And Pivotal Connections (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Seats For Vehicles (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
The invention relates to a rail vehicle which has two wagon bodies (1, 2) coupled via a single axle articulated joint (8), said wagon bodies each plac ed elastically on a double axle bogie positioned approximately in the longitudinal central area. Control elements are provided to detect the angle of rotation between the wagon bodies (1, 2) and their corresponding bogies (4), and the angle of articulation at the articulated joint (8) as well as controllable actuators for influencing the angle of articulation depending o n the control elements. The angle of articulation is regulated to a control value, said control value being the sum of the current actual angle of articulation measured (K-ist) and the bending angle (A1 and A2), in order to be able to minimise the clearance required whilst the railway vehicle is travelling dynamically.
Description
Rail vehicle with an articulated joint The invention concerns a rail vehicle comprising two or more wagon bodies each pair of wagon bodies being interconnected through a single-axle articulated joint which can pivot angularly about a vertical axis, each wagon body being supported through resilient spring elements on a mufti-axle bogie located in the region of the centreline of the wagon body. Control means are provided for recording the pivoting angles between the bogies and the wagon bodies as well as the articulated angle at the articulated point, and controllable servo elements are provided for influencing the angle of articulation.
In the case of known rail vehicle of this type (DE-A 2060231) two wagon bodies are joined with each other via a single-axle articulated joint. In this case the wagon bodies are supported on a mufti-axle bogie provided approximately in the centre of the wagon body. The bogies can pivot relative to the associated wagon bodies about a vertical axis. At both sides of the articulated joint the wagon bodies are joined with each other by means of controllable elements. At the same time the control of the servo elements is carried out as a function of potentiometers as control means, which register the pivoting angle between the respective bogie and the associated wagon body as well as the angle of articulation of the articulated joint. The control of the servo elements is carried out in such a manner that the pivoting angles are equal. In this construction it becomes apparent that for the purpose of generating an adequate adjusting force the servo elements, due to the short usable lever arms and the large masses to be moved, have to have a very strong construction.
In addition, the mechanical coupling positions have to be correspondingly dimensioned to suit the great forces occurring and due to the mass moment of inertia the adjustment of the pivoting angle is very much delayed.
A further known rail vehicle (DE-A 2854776) is constructed particularly as an articulated tram and comprises two wagon bodies, each of them being supported by a twin-axle~bogie arranged approximately along the longitudinal centre of the wagon. The ends of the two wagon bodies which face each other, are couples by means of an articulated joint, the single pivoting axle of which extends vertically. At the same time the pivoting angle between the respective bogie and the associated wagon body is determined by means of a control mechanism with a coupled distance sensor and the angle of articulation is determined by means of at least one distance sensor assigned to the articulated joint. The signals generated by the distance sensor are introduced to a control unit, which controls a servo unit allocated asymmetrically, or two servo elements allocated symmetrically, to the articulated joint. On this occasion the angle of articulation of the articulated joint is so influenced, that the twin-axle bogie, without a trunnion, on which the wagon bodies are supported via resilient secondary springs, are completely relieved from exercising the function of the force dispenser. In this case, while travelling on a straight section, the servo element blocks the articulated joint in a position over the centre of the track and when travelling in a curve it forces the buckling of the articulated joint to the outside of the curve of the track, thus improving the use of the clearance when the rail vehicle travels on a curve.
In the case of known rail vehicle of this type (DE-A 2060231) two wagon bodies are joined with each other via a single-axle articulated joint. In this case the wagon bodies are supported on a mufti-axle bogie provided approximately in the centre of the wagon body. The bogies can pivot relative to the associated wagon bodies about a vertical axis. At both sides of the articulated joint the wagon bodies are joined with each other by means of controllable elements. At the same time the control of the servo elements is carried out as a function of potentiometers as control means, which register the pivoting angle between the respective bogie and the associated wagon body as well as the angle of articulation of the articulated joint. The control of the servo elements is carried out in such a manner that the pivoting angles are equal. In this construction it becomes apparent that for the purpose of generating an adequate adjusting force the servo elements, due to the short usable lever arms and the large masses to be moved, have to have a very strong construction.
In addition, the mechanical coupling positions have to be correspondingly dimensioned to suit the great forces occurring and due to the mass moment of inertia the adjustment of the pivoting angle is very much delayed.
A further known rail vehicle (DE-A 2854776) is constructed particularly as an articulated tram and comprises two wagon bodies, each of them being supported by a twin-axle~bogie arranged approximately along the longitudinal centre of the wagon. The ends of the two wagon bodies which face each other, are couples by means of an articulated joint, the single pivoting axle of which extends vertically. At the same time the pivoting angle between the respective bogie and the associated wagon body is determined by means of a control mechanism with a coupled distance sensor and the angle of articulation is determined by means of at least one distance sensor assigned to the articulated joint. The signals generated by the distance sensor are introduced to a control unit, which controls a servo unit allocated asymmetrically, or two servo elements allocated symmetrically, to the articulated joint. On this occasion the angle of articulation of the articulated joint is so influenced, that the twin-axle bogie, without a trunnion, on which the wagon bodies are supported via resilient secondary springs, are completely relieved from exercising the function of the force dispenser. In this case, while travelling on a straight section, the servo element blocks the articulated joint in a position over the centre of the track and when travelling in a curve it forces the buckling of the articulated joint to the outside of the curve of the track, thus improving the use of the clearance when the rail vehicle travels on a curve.
The object of the invention is to specify a rail vehicle of the generic type and a method to control same, by which the wagon bodies are controlled during a dynamic travel in a position relative each other with an improved force introduction, which position corresponds to the static position in the actual section of the track.
The invention provides a rail vehicle comprising:
two wagon bodies which are joined by means of a single-axle articulated joint which can pivot through an axle about a vertical axis, each wagon body supported via resilient spring elements on a multi-axle bogie provided in the region of the longitudinal centreline of the wagon body; and control means for the purpose of recording a pivoting angle between a wagon body and the associated bogie, as well as an angle of articulation (K) on the articulated joint; and controllable servo elements for the purpose of influencing said angle of articulation (K) which is controlled as a function of the control means in accordance with the relationship Knoll = Kist + A2ist - Alist where -Knoll = a desired value of the angle of articulation, Kist = the recorded actual value of the angle of articulation, Alist = the recorded actual pivoting angle between the preceding, in the direction of travel, bogie and the associated wagon body, and A2ist = the recorded actual pivoting angle between the following, in the direction of travel bogie and the associated wagon body, -2a-characterised in that further controllable servo elements are provided on the articulated joint at least between one of the wagon bodies and the associated bogie and that said servo elements are controllable damping elements.
In the case of a refinement of a rail vehicle according to the invention on the one hand the actual angle of articulation of the articulated joint and on the other the pivoting angles, between the bogies and the respective associated wagon bodies are determined. The actual values of these angles are added taking their signs into consideration, whereby the pivoting angle between the first bogie, viewed in the direction of travel, and the associated wagon body, is subtracted. The sum of this addition is the measure of the desired angle of articulation which the joint should assume under actual operating conditions. Provided according to this, for example, on a straight section of the track the sum of the actual pivoting angle deviates from the actual angle of articulation, the deviation of the articulation joint will be counteracted by means of mechanical servo elements. These servo elements may be provided between the bogie and the associated wagon body and influence forcibly the angle of articulation of the articulated joint by changing the actual value of the pivoting angle. In a preferred manner servo elements are allocated to both the articulated joint and the bogies/wagon bodies. In particular in the case of servo elements one can deal with controlled damping elements which act against a change of the pivoting angle until the externally acting force cause a change in the actual value which exceeds the desired value. If, in contrast, it is established that the actual value moves toward the desired value, the damping effect of the damping element is cancelled.
-2b-Should the actual value move towards the desired value too fast and an overshooting is expected, the change of the actual value is slowed down by engaging the damping effect shortly before reaching the desired value. If the deviation between desired/actual remains constant or increases in an unchanged manner notwitstanding the counteracting damping elements, a traction instruction has to be issued either to a central control unit or to the driver of the rail vehicle, according to -2c-which in the case of, for example, a too strong a deflection the following bogie is braked or the preceding wagon is accelerated.
Furthermore, in the case of the servo elements one can deal with active servo elements which not only act against changes when the actual value is drifting away from the desired value, but in the absence of external restoring forces also affect the return of the actual value to the desired value.
When measuring the pivoting angle and the angle of articulation the significance of a sign definition is established, whereby, for example, one will always commence from the value of zero when the longitudinal axes of the respective bogie is parallel to the longitudinal axis of the associated wagon body and the longitudinal axes o.f the wagon bodies are aligned with each other. The pivoting angles are considered positive when the longitudinal axis of the wagon body is pivoted clockwise relative to the longitudinal axis of the associated bogie. The pivoting angles are considered negative when the longitudinal axis of the wagon body is pivoted anti-clockwise relative to the longitudinal axis of the associated bogie. Negative values of the angle of articulation occur when the preceding wagon body deflects anti-clockwise relative to the following wagon body. Positive values of the angle of articulation occur when the longitudinal axis of the first wagon body deflects clockwise relative to the longitudinal axis of the second wagon body.
A two-element rail vehicle with an articulated joint with a vertical pivoting axis between the two wagon bodies and with resilient restoring elements between the wagon bodies and the respective bogie requires the smallest clearance in the static stationary state. It has been ascertained for this state that when the train is at standstill on any real rail track, the pivoting angles are approximately the same. In the case of a rail vehicle fitted in this manner the control of the pivoting angle can be so carried out that first the actual pivoting angles between the bogies and the associated wagon bodies as well as the actual angle of articulation on the articulated joint are measured repeatedly by taking into consideration the positive or negative signs of the angles at least during the travelling. By adding up these angular values an adjusting signal is generated in the control unit, which signal corresponds to the desired value of the angle of articulation and controls the mechanical force components acting against the deviation of the angle of articulation if there is a deviation from the actual angle of articulation measured on the articulation joint. These force components act directly on the articulated joint. Deviations from the ideal angle of articulation, corresponding to the minimum clearance requirement, may arise during operation due to various traction forces on the bogies, in case of unequally Working brakes, faulty rails, the spinning of one of the drive wheels, when entering into a curve from a straight section as a result of the acting dynamic force of inertia, in thrust operation or the like.
If two or more similarly controlled two-element trains are joined by means of a coupling rod each, wherein each coupling rod is joined via a joint to the second wagon of the preceding train and to the first wagon of the following train, then all coupled trains are operated according to the same control principle.
It could be of further use to influence at least one of the pivoting angles by means of servo elements for the purpose of minimising the required clearance. At the same time the pivoting angle is controlled towards a desired value, corresponding to the arithmetic average value of the two pivoting angles actually measured during dynamic operation.
The invention is explained in detail based on basic sketches of an embodiment. They show in:
The invention provides a rail vehicle comprising:
two wagon bodies which are joined by means of a single-axle articulated joint which can pivot through an axle about a vertical axis, each wagon body supported via resilient spring elements on a multi-axle bogie provided in the region of the longitudinal centreline of the wagon body; and control means for the purpose of recording a pivoting angle between a wagon body and the associated bogie, as well as an angle of articulation (K) on the articulated joint; and controllable servo elements for the purpose of influencing said angle of articulation (K) which is controlled as a function of the control means in accordance with the relationship Knoll = Kist + A2ist - Alist where -Knoll = a desired value of the angle of articulation, Kist = the recorded actual value of the angle of articulation, Alist = the recorded actual pivoting angle between the preceding, in the direction of travel, bogie and the associated wagon body, and A2ist = the recorded actual pivoting angle between the following, in the direction of travel bogie and the associated wagon body, -2a-characterised in that further controllable servo elements are provided on the articulated joint at least between one of the wagon bodies and the associated bogie and that said servo elements are controllable damping elements.
In the case of a refinement of a rail vehicle according to the invention on the one hand the actual angle of articulation of the articulated joint and on the other the pivoting angles, between the bogies and the respective associated wagon bodies are determined. The actual values of these angles are added taking their signs into consideration, whereby the pivoting angle between the first bogie, viewed in the direction of travel, and the associated wagon body, is subtracted. The sum of this addition is the measure of the desired angle of articulation which the joint should assume under actual operating conditions. Provided according to this, for example, on a straight section of the track the sum of the actual pivoting angle deviates from the actual angle of articulation, the deviation of the articulation joint will be counteracted by means of mechanical servo elements. These servo elements may be provided between the bogie and the associated wagon body and influence forcibly the angle of articulation of the articulated joint by changing the actual value of the pivoting angle. In a preferred manner servo elements are allocated to both the articulated joint and the bogies/wagon bodies. In particular in the case of servo elements one can deal with controlled damping elements which act against a change of the pivoting angle until the externally acting force cause a change in the actual value which exceeds the desired value. If, in contrast, it is established that the actual value moves toward the desired value, the damping effect of the damping element is cancelled.
-2b-Should the actual value move towards the desired value too fast and an overshooting is expected, the change of the actual value is slowed down by engaging the damping effect shortly before reaching the desired value. If the deviation between desired/actual remains constant or increases in an unchanged manner notwitstanding the counteracting damping elements, a traction instruction has to be issued either to a central control unit or to the driver of the rail vehicle, according to -2c-which in the case of, for example, a too strong a deflection the following bogie is braked or the preceding wagon is accelerated.
Furthermore, in the case of the servo elements one can deal with active servo elements which not only act against changes when the actual value is drifting away from the desired value, but in the absence of external restoring forces also affect the return of the actual value to the desired value.
When measuring the pivoting angle and the angle of articulation the significance of a sign definition is established, whereby, for example, one will always commence from the value of zero when the longitudinal axes of the respective bogie is parallel to the longitudinal axis of the associated wagon body and the longitudinal axes o.f the wagon bodies are aligned with each other. The pivoting angles are considered positive when the longitudinal axis of the wagon body is pivoted clockwise relative to the longitudinal axis of the associated bogie. The pivoting angles are considered negative when the longitudinal axis of the wagon body is pivoted anti-clockwise relative to the longitudinal axis of the associated bogie. Negative values of the angle of articulation occur when the preceding wagon body deflects anti-clockwise relative to the following wagon body. Positive values of the angle of articulation occur when the longitudinal axis of the first wagon body deflects clockwise relative to the longitudinal axis of the second wagon body.
A two-element rail vehicle with an articulated joint with a vertical pivoting axis between the two wagon bodies and with resilient restoring elements between the wagon bodies and the respective bogie requires the smallest clearance in the static stationary state. It has been ascertained for this state that when the train is at standstill on any real rail track, the pivoting angles are approximately the same. In the case of a rail vehicle fitted in this manner the control of the pivoting angle can be so carried out that first the actual pivoting angles between the bogies and the associated wagon bodies as well as the actual angle of articulation on the articulated joint are measured repeatedly by taking into consideration the positive or negative signs of the angles at least during the travelling. By adding up these angular values an adjusting signal is generated in the control unit, which signal corresponds to the desired value of the angle of articulation and controls the mechanical force components acting against the deviation of the angle of articulation if there is a deviation from the actual angle of articulation measured on the articulation joint. These force components act directly on the articulated joint. Deviations from the ideal angle of articulation, corresponding to the minimum clearance requirement, may arise during operation due to various traction forces on the bogies, in case of unequally Working brakes, faulty rails, the spinning of one of the drive wheels, when entering into a curve from a straight section as a result of the acting dynamic force of inertia, in thrust operation or the like.
If two or more similarly controlled two-element trains are joined by means of a coupling rod each, wherein each coupling rod is joined via a joint to the second wagon of the preceding train and to the first wagon of the following train, then all coupled trains are operated according to the same control principle.
It could be of further use to influence at least one of the pivoting angles by means of servo elements for the purpose of minimising the required clearance. At the same time the pivoting angle is controlled towards a desired value, corresponding to the arithmetic average value of the two pivoting angles actually measured during dynamic operation.
The invention is explained in detail based on basic sketches of an embodiment. They show in:
Fig.i - a two-element rail vehicle with adjusting and control means for the determination of the angles as well as for counteracting, Fig.2 - the rail vehicle on a straight section with the longitudinal axes of the wagon bodies being buckled relative to each other, Fig.3 - the rail vehicle on a curved rail track.
In the case of a rail vehicle two wagon bodies 1, 2 are provided, each of which being mounted only on a twin-axle bogie 4, without a trunnion, via two resilient secondary spring elements 5, the bogies arranged approximately along the longitudinal centreline of the wagon bodies. The secondary spring elements 5 in turn are arranged on a line extending transversely to the longitudinal axis of the respective wagon body. In addition to their vertical spring properties, the secondary springs 5 allow an additional rotation about a virtual vertical axis and a limited transverse movement. By virtue of this the respective wagon body 1, 2 can carry out a limited rotation in a plane which is parallel to the associated bogie 4 as well as it can carry out a lateral movement. At the same time a movement of the bogie 4 is prevented in the longitudinal direction of the wagon body by virtue of at least one connecting rod, which extends in the longitudinal direction and is joined in a pivoting manner to the bogie 4 and the wagon body 1,2, the connecting rod transferring the traction forces between the bogie 4 and the wagon bodies 1 and 2 which occurs in the longitudinal direction of the wagons. Thus the secondary springs 5 make a pivoting of the longitudinal axis of the bogie relative to the longitudinal axis of the associated wagon body feasible by an angle of AZ and A2, respectively, which, as a rule, may be different for the individual wagons during the operation. For the determination of this angle A a pivoting angle sensor 6 each is provided, which is coupled to the associated wagon body 1, 2 on the one hand and to the associated bogie 4 on the other. Depending from the respective pivoting angle A, the pivoting angle sensors 6 generate the actual pivoting angle signals V1, V2, which are fed as input signals to a control unit 7.
When the longitudinal axes of the bogie 4 and the associated wagon body 1, 2 are aligned, the pivoting angle sensors 6 generate a value corresponding to 0° of the pivoting angle A.
When the wagon body pivots clockwise relative to the bogie, a signal corresponding to a positive pivoting angle is generated:
when the wagon body pivots anti-clockwise relative to the associated bogie, then a signal for a corresponding negative angular value is emitted. The wagon bodies 1, 2 are joined to each other by means of a single articulated joint 8, which has a vertical joining axis. An angle of articulation sensor 9 is assigned to the articulated joint, which sensor in the case of the longitudinal axes of the wagon bodies l, 2 lying in one line generates an angle of articulation signal corresponding to an angle of articulation equalling 0°. When the longitudinal axis of the wagon body 2 pivots anti-clockwise relative to the longitudinal axis of the wagon body l, the generated angle of articulation signal corresponds to a positive angle of articulation. When, in contrast, the longitudinal axis of the second wagon body pivots clockwise relative to the longitudinal axis of the wagon body 1, the generated angle of articulation signal corresponds to a negative angle of articulation. The actual signal values K, generated by the angle of articulation sensor 9, are also fed to the control unit 7 as input signals.
The desired value of the angle of articulation R is determined in the control unit 7 by carrying out an addition of the actual pivoting angles A1 and A2 as well as of the angle of articulation K according to the equation Ksom v Kte~ 'f A2 - A1 while observing the positive and negative signs of the measured angles. The result of this addition is converted into a control signal, which acts on the articulated joint 8 via servo elements producing mechanical forces. For the purpose of influencing the angle of articulation K, as servo elements controllable hydraulic actor elements 10 are provided symmetrically about the articulated joint 8 between those ends of the adjacent wagon bodies l, 2 which face each other, with the aid of which servo elements a force component can be produced between the adjacent wagon bodies 1, 2, this component causing an operationally warranted increase or decrease of the angle of articulation R,st in accordance with the associated control signal. When, in addition to the angle of articulation R, at least one of the pivoting angles A1 and/or A2 is controlled, then the arithmetic average value is formed from the two actually measured dynamic pivoting angle values and by means of associated actors 11 the, or both, pivoting angles) is (are) controlled on the respective bogie/wagon body by observing the relevant chosen sign definition from this average value. On this occasion it is assumed that the two pivoting angles A1 and A2 are approximately equal when the minimum clearance is required. Each force component produced by the actors 11 acts against the deviation. These actor elements li are effectively connected symmetrically to the respective bogie 4 on the one hand and to the associated wagon bodies 1, 2 on the other, thus enabling them to carry out a pivoting relative each other in accordance with the required angle of articulation. On this occasion the provision of one actor on one bogie only may suf f ice .
Each actor element to is equipped with an actor control input ~I.ST, which are connected to the corresponding actor control outputs ~I.STl and AST2 of the control unit 7. The actor elements 11 too have control inputs S, which, in turn, are connected to the corresponding control outputs S1 to S4 of the control unit 7. At the same time the control inputs for the actors 11 of a bogie may be connected parallel to prevent an asymmetrical pivoting of the bogie brought about by these actors 11.
The wheels of both sets of wheels of each bogie 4 run in the gauge of a track 13, so that the associated bogie inevitably assumes a position determined by the rail section being travelled on. This position corresponds essentially to the tangent to the rail section 13 in the region of the respective bogie 4. By virtue of the wagon bodies 1, 2 coupled by the articulated joint 8, in a dynamic travel mode they cannot align freely to correspond with the position of the bogie. Therefore a twisting of the secondary springs 5 about a virtual vertical axis takes place and, as a rule, also a slight transverse movement relative to the longitudinal axes WRL1 and WRL2 of the wagons. This twisting and transverse movement has to be taken up by the respective pairs of secondary springs 5, i.e. the secondary springs 5 store the energy arising from this. in the static state, i.e. when the rail vehicle is stationary and not being braked, the sum of these individual energies is at a minimum. In the travel mode this energy changes due to the additionally acting dynamic forces. Accordingly, in static operation the clearance required for the entire rail vehicle is at a minimum and during travel it reaches values which may exceed the clearance required in the static operation. To enable to counteract this, the control is so carried out that during the dynamic travel the wagon bodies 1, 2 are controlled by means of the actors 10, and possibly 11, into a position corresponding to that of the static state as a function of the actually measured values of the pivoting angle A and of the angle of articulation K.
In the case of a configuration according to Fig.2 a two-element rail vehicle is situated on a straight section of the track 13.
On this occasion wagon 2 is in the thrust mode, so that the articulated joint 8 and, consequently, the longitudinal axes WKL1 and WRL2 of the wagon bodies are laterally deflected relative to the longitudinal axes DGL1 and DGL2 of the bogies, which axes are in alignment with the section of the track 13.
The pivoting angle sensor 6 on the preceding wagon 1,4 in this case registers a positive pivoting angle A1, whereas the pivoting angle sensor 6 on the second wagon 2,4 registers a negative pivoting angle A2 of the same magnitude, consequently the longitudinal axis WKL2 of the wagon is pivoted against the longitudinal axis WKL1 of the wagon anti-clockwise relative to the longitudinal axis of the bogie 1~ Therefore the actual angle of articulation assumes, by definition, a positive value for the angle of articulation Kist. which according to Fig.1 corresponds to the sum of the absolute values of the pivoting angles Alist and A2,st~ Thus the angle of articulation Knoll is zero in accordance with the conditions of the formula.
Therefore the actor, or actors, 10 or 11 have to be so controlled that the angle of articulation is brought to zero, consequently the longitudinal axes 1 and 2 of the wagons will be aligned with the longitudinal axes 1 and 2 of the bogies and thus in the case of a straight track 13 are parallel to their longitudinal axes.
If controllable damping elements only are used as actors, then the actors 10 are switched to high damping values already at the commencement of the lateral deflection of the articulated joint 8, thus practically preventing a lateral deviation of the articulated joint. A restoring of the articulated joint is carried out during the operation automatically when, for example, the thrust mode of the wagon 2 finishes or the preceding wagon pulls or is braked to a lesser extent. The restoring forces of the secondary springs 5 assist the reverse pivoting of the longitudinal axes of the wagon bodies into an alignment with the longitudinal axes of the bogies, whereby then damping action of the actors 10 can be appropriately fully cancelled when the actual measured value of the angle of articulation Rest changes towards the desired value angle of articulation. In a corresponding manner, by damping the pivoting movement, the actors 11 between the bogie 4 and the associated wagon body 1 and/or 2 can counteract a change drifting away from 'the desired value. When these damping measures are adequate, the control unit 7 can order additionally a braking of the second wagon 2,4 or an acceleration of the first, preceding, wagon 1,4 or control the bogies by means of 'the driving motors. When actors 10 and/or 11, which actively introduce forces, are used, the force components necessary to move the actual value of the angle of articulation to the desired value of the angle of articulation are actively controlled.
When the first wagon 1,4 pulls on a uniformly curved rail section 13, there is the danger that the actual value of the angle of articulation K,st will be too small, so that according to Fig.3 the free ends of both wagon bodies 1 and 2 pivot towards the outside the bend and the middle ends of the wagons with the articulated joint 8 pivot towards the inside of the bend thus increasing the clearance required. From the geometrical conditions which, for the purpose of clarification of the operation are exaggerated as far as the geometrical relationships are concerned, it becomes obvious that the angle of articulation R,st is considerably smaller than the desired value K~11, which is obtained in the point of intersection of the extended longitudinal axes DGL1 and DGL2 of the bogies.
This desired value of the angle of articulation is obtained by considering the lines which are parallel to the longitudinal axes of the bogies according to Fig.3, which pass through the pivoting joint 8, as the sum of the absolute values of the angle of articulatian Kist and of the pivoting angles A1 and A2.
Thus the control unit 7 emits in this case control signals to the actors 10, 11, which will bring an increase of the actually measured angle of articulation about. Provided the increase of the actual value of the angle of articulation is carried out not by deceleration of the preceding wagon 1,4 or acceleration of the second wagon 2,4, active force components of the actors 10 have to deflect the articulated joint stronger or the actors 11 have to accomplish a reverse pivoting of the wagon bodies relative to the bogies, or both steps can be controlled simultaneously. At the same time care has to be taken that angular values of the magnitude illustrated in Fig.3 cannot occur in practice, since, as a rule, the pivoting angle A is small and the radius of curvature of the rail track is considerably greater than the dimensions of the bogies.
The actual position of the wagon bodies is obtained from the angle of articulation K and the pivoting angles a, as they are l0 actually measured by the angle of articulation sensor 9 and the pivoting angle sensar 6 and emitted, in particular, as electrical actual value signals K and V and fed to the control unit 7 for further processing. In the control unit the actual value signals are compared with the signals of the desired values of the angle of articulation derived or calculated from them and, as a result of this a control of the actors 10, and possibly of 11, is carried out. At the same time the actors 10, 11 can be so controlled, that in the case of actual value l0 signals lagging behind the desired value, the articulating and/or pivoting forces between the associated wagon bodies and bogie emanating from the vehicle's dynamics, are so assisted that the actual value signals will approach the desired value signals or that when the actual values exceed the desired value they will be controlled in the opposite direction. If, in contrast, the actors are constructed as damping elements only, an active assistance of the pivoting movements to achieve a faster catching up of the actual values with the desired values is not feasible: in this case, however, when the actual value reaches the desired value and afterwards exceeds the desired value, a damping of the movement of the corresponding wagon body is affected. As soon as the actual value starts to approach again the desired value, this damping is cancelled to enable the angle of articulation approach the desired angle of articulation as soon as possible. Should the actual value move towards the desired value too fast and an overshooting is expected, the change of the actual value is slowed down by engaging the damping effect shortly before reaching the desired value.
The arrangement of the actors 10, 11 has preferably two actor elements each provided symmetrically about the articulated joint 9 and/or the bogies 4. While the actors il, positioned between the bogie 4 and the wagon body 1 and 2, respectively, have to operate in the same direction for the purpose of achieving a symmetrical rotation relative to the associated wagon bodies and therefore for each bogie they can be connected to a common output .S1/S2, S3/S4 of the control unit 7, the actor elements 10 in the region of the respective articulated joint 9 have to be controlled in opposite directions by virtue of their arrangement in a horizontal plane next to the articulated joint. accordingly, when extending one actor element 10, the other has to be either ineffective or be controlled in the sense of shortening the axial length. When controlling the wagon bodies by influencing the angle of articulation between the longitudinal axes of the wagon bodies, possibly with the aid of controlling the bogies relative to the to wagon bodies, the position of the wagon bodies relative each other achieves in the dynamic travel mode an arrangement which approximates very closely the static operation mode. In this case, as far as the actual progress on the rail track is concerned, the rail vehicle requires only an at least approximate ideal clearance and adheres to this especially when faulty operations of the brake~and/or drive elements or other influencing factors may lead to a thrusting mode resulting in the deflection of the coupling joint or traction forces may let the angle of articulation become too small when travelling on a zu curve .
In the case of a rail vehicle two wagon bodies 1, 2 are provided, each of which being mounted only on a twin-axle bogie 4, without a trunnion, via two resilient secondary spring elements 5, the bogies arranged approximately along the longitudinal centreline of the wagon bodies. The secondary spring elements 5 in turn are arranged on a line extending transversely to the longitudinal axis of the respective wagon body. In addition to their vertical spring properties, the secondary springs 5 allow an additional rotation about a virtual vertical axis and a limited transverse movement. By virtue of this the respective wagon body 1, 2 can carry out a limited rotation in a plane which is parallel to the associated bogie 4 as well as it can carry out a lateral movement. At the same time a movement of the bogie 4 is prevented in the longitudinal direction of the wagon body by virtue of at least one connecting rod, which extends in the longitudinal direction and is joined in a pivoting manner to the bogie 4 and the wagon body 1,2, the connecting rod transferring the traction forces between the bogie 4 and the wagon bodies 1 and 2 which occurs in the longitudinal direction of the wagons. Thus the secondary springs 5 make a pivoting of the longitudinal axis of the bogie relative to the longitudinal axis of the associated wagon body feasible by an angle of AZ and A2, respectively, which, as a rule, may be different for the individual wagons during the operation. For the determination of this angle A a pivoting angle sensor 6 each is provided, which is coupled to the associated wagon body 1, 2 on the one hand and to the associated bogie 4 on the other. Depending from the respective pivoting angle A, the pivoting angle sensors 6 generate the actual pivoting angle signals V1, V2, which are fed as input signals to a control unit 7.
When the longitudinal axes of the bogie 4 and the associated wagon body 1, 2 are aligned, the pivoting angle sensors 6 generate a value corresponding to 0° of the pivoting angle A.
When the wagon body pivots clockwise relative to the bogie, a signal corresponding to a positive pivoting angle is generated:
when the wagon body pivots anti-clockwise relative to the associated bogie, then a signal for a corresponding negative angular value is emitted. The wagon bodies 1, 2 are joined to each other by means of a single articulated joint 8, which has a vertical joining axis. An angle of articulation sensor 9 is assigned to the articulated joint, which sensor in the case of the longitudinal axes of the wagon bodies l, 2 lying in one line generates an angle of articulation signal corresponding to an angle of articulation equalling 0°. When the longitudinal axis of the wagon body 2 pivots anti-clockwise relative to the longitudinal axis of the wagon body l, the generated angle of articulation signal corresponds to a positive angle of articulation. When, in contrast, the longitudinal axis of the second wagon body pivots clockwise relative to the longitudinal axis of the wagon body 1, the generated angle of articulation signal corresponds to a negative angle of articulation. The actual signal values K, generated by the angle of articulation sensor 9, are also fed to the control unit 7 as input signals.
The desired value of the angle of articulation R is determined in the control unit 7 by carrying out an addition of the actual pivoting angles A1 and A2 as well as of the angle of articulation K according to the equation Ksom v Kte~ 'f A2 - A1 while observing the positive and negative signs of the measured angles. The result of this addition is converted into a control signal, which acts on the articulated joint 8 via servo elements producing mechanical forces. For the purpose of influencing the angle of articulation K, as servo elements controllable hydraulic actor elements 10 are provided symmetrically about the articulated joint 8 between those ends of the adjacent wagon bodies l, 2 which face each other, with the aid of which servo elements a force component can be produced between the adjacent wagon bodies 1, 2, this component causing an operationally warranted increase or decrease of the angle of articulation R,st in accordance with the associated control signal. When, in addition to the angle of articulation R, at least one of the pivoting angles A1 and/or A2 is controlled, then the arithmetic average value is formed from the two actually measured dynamic pivoting angle values and by means of associated actors 11 the, or both, pivoting angles) is (are) controlled on the respective bogie/wagon body by observing the relevant chosen sign definition from this average value. On this occasion it is assumed that the two pivoting angles A1 and A2 are approximately equal when the minimum clearance is required. Each force component produced by the actors 11 acts against the deviation. These actor elements li are effectively connected symmetrically to the respective bogie 4 on the one hand and to the associated wagon bodies 1, 2 on the other, thus enabling them to carry out a pivoting relative each other in accordance with the required angle of articulation. On this occasion the provision of one actor on one bogie only may suf f ice .
Each actor element to is equipped with an actor control input ~I.ST, which are connected to the corresponding actor control outputs ~I.STl and AST2 of the control unit 7. The actor elements 11 too have control inputs S, which, in turn, are connected to the corresponding control outputs S1 to S4 of the control unit 7. At the same time the control inputs for the actors 11 of a bogie may be connected parallel to prevent an asymmetrical pivoting of the bogie brought about by these actors 11.
The wheels of both sets of wheels of each bogie 4 run in the gauge of a track 13, so that the associated bogie inevitably assumes a position determined by the rail section being travelled on. This position corresponds essentially to the tangent to the rail section 13 in the region of the respective bogie 4. By virtue of the wagon bodies 1, 2 coupled by the articulated joint 8, in a dynamic travel mode they cannot align freely to correspond with the position of the bogie. Therefore a twisting of the secondary springs 5 about a virtual vertical axis takes place and, as a rule, also a slight transverse movement relative to the longitudinal axes WRL1 and WRL2 of the wagons. This twisting and transverse movement has to be taken up by the respective pairs of secondary springs 5, i.e. the secondary springs 5 store the energy arising from this. in the static state, i.e. when the rail vehicle is stationary and not being braked, the sum of these individual energies is at a minimum. In the travel mode this energy changes due to the additionally acting dynamic forces. Accordingly, in static operation the clearance required for the entire rail vehicle is at a minimum and during travel it reaches values which may exceed the clearance required in the static operation. To enable to counteract this, the control is so carried out that during the dynamic travel the wagon bodies 1, 2 are controlled by means of the actors 10, and possibly 11, into a position corresponding to that of the static state as a function of the actually measured values of the pivoting angle A and of the angle of articulation K.
In the case of a configuration according to Fig.2 a two-element rail vehicle is situated on a straight section of the track 13.
On this occasion wagon 2 is in the thrust mode, so that the articulated joint 8 and, consequently, the longitudinal axes WKL1 and WRL2 of the wagon bodies are laterally deflected relative to the longitudinal axes DGL1 and DGL2 of the bogies, which axes are in alignment with the section of the track 13.
The pivoting angle sensor 6 on the preceding wagon 1,4 in this case registers a positive pivoting angle A1, whereas the pivoting angle sensor 6 on the second wagon 2,4 registers a negative pivoting angle A2 of the same magnitude, consequently the longitudinal axis WKL2 of the wagon is pivoted against the longitudinal axis WKL1 of the wagon anti-clockwise relative to the longitudinal axis of the bogie 1~ Therefore the actual angle of articulation assumes, by definition, a positive value for the angle of articulation Kist. which according to Fig.1 corresponds to the sum of the absolute values of the pivoting angles Alist and A2,st~ Thus the angle of articulation Knoll is zero in accordance with the conditions of the formula.
Therefore the actor, or actors, 10 or 11 have to be so controlled that the angle of articulation is brought to zero, consequently the longitudinal axes 1 and 2 of the wagons will be aligned with the longitudinal axes 1 and 2 of the bogies and thus in the case of a straight track 13 are parallel to their longitudinal axes.
If controllable damping elements only are used as actors, then the actors 10 are switched to high damping values already at the commencement of the lateral deflection of the articulated joint 8, thus practically preventing a lateral deviation of the articulated joint. A restoring of the articulated joint is carried out during the operation automatically when, for example, the thrust mode of the wagon 2 finishes or the preceding wagon pulls or is braked to a lesser extent. The restoring forces of the secondary springs 5 assist the reverse pivoting of the longitudinal axes of the wagon bodies into an alignment with the longitudinal axes of the bogies, whereby then damping action of the actors 10 can be appropriately fully cancelled when the actual measured value of the angle of articulation Rest changes towards the desired value angle of articulation. In a corresponding manner, by damping the pivoting movement, the actors 11 between the bogie 4 and the associated wagon body 1 and/or 2 can counteract a change drifting away from 'the desired value. When these damping measures are adequate, the control unit 7 can order additionally a braking of the second wagon 2,4 or an acceleration of the first, preceding, wagon 1,4 or control the bogies by means of 'the driving motors. When actors 10 and/or 11, which actively introduce forces, are used, the force components necessary to move the actual value of the angle of articulation to the desired value of the angle of articulation are actively controlled.
When the first wagon 1,4 pulls on a uniformly curved rail section 13, there is the danger that the actual value of the angle of articulation K,st will be too small, so that according to Fig.3 the free ends of both wagon bodies 1 and 2 pivot towards the outside the bend and the middle ends of the wagons with the articulated joint 8 pivot towards the inside of the bend thus increasing the clearance required. From the geometrical conditions which, for the purpose of clarification of the operation are exaggerated as far as the geometrical relationships are concerned, it becomes obvious that the angle of articulation R,st is considerably smaller than the desired value K~11, which is obtained in the point of intersection of the extended longitudinal axes DGL1 and DGL2 of the bogies.
This desired value of the angle of articulation is obtained by considering the lines which are parallel to the longitudinal axes of the bogies according to Fig.3, which pass through the pivoting joint 8, as the sum of the absolute values of the angle of articulatian Kist and of the pivoting angles A1 and A2.
Thus the control unit 7 emits in this case control signals to the actors 10, 11, which will bring an increase of the actually measured angle of articulation about. Provided the increase of the actual value of the angle of articulation is carried out not by deceleration of the preceding wagon 1,4 or acceleration of the second wagon 2,4, active force components of the actors 10 have to deflect the articulated joint stronger or the actors 11 have to accomplish a reverse pivoting of the wagon bodies relative to the bogies, or both steps can be controlled simultaneously. At the same time care has to be taken that angular values of the magnitude illustrated in Fig.3 cannot occur in practice, since, as a rule, the pivoting angle A is small and the radius of curvature of the rail track is considerably greater than the dimensions of the bogies.
The actual position of the wagon bodies is obtained from the angle of articulation K and the pivoting angles a, as they are l0 actually measured by the angle of articulation sensor 9 and the pivoting angle sensar 6 and emitted, in particular, as electrical actual value signals K and V and fed to the control unit 7 for further processing. In the control unit the actual value signals are compared with the signals of the desired values of the angle of articulation derived or calculated from them and, as a result of this a control of the actors 10, and possibly of 11, is carried out. At the same time the actors 10, 11 can be so controlled, that in the case of actual value l0 signals lagging behind the desired value, the articulating and/or pivoting forces between the associated wagon bodies and bogie emanating from the vehicle's dynamics, are so assisted that the actual value signals will approach the desired value signals or that when the actual values exceed the desired value they will be controlled in the opposite direction. If, in contrast, the actors are constructed as damping elements only, an active assistance of the pivoting movements to achieve a faster catching up of the actual values with the desired values is not feasible: in this case, however, when the actual value reaches the desired value and afterwards exceeds the desired value, a damping of the movement of the corresponding wagon body is affected. As soon as the actual value starts to approach again the desired value, this damping is cancelled to enable the angle of articulation approach the desired angle of articulation as soon as possible. Should the actual value move towards the desired value too fast and an overshooting is expected, the change of the actual value is slowed down by engaging the damping effect shortly before reaching the desired value.
The arrangement of the actors 10, 11 has preferably two actor elements each provided symmetrically about the articulated joint 9 and/or the bogies 4. While the actors il, positioned between the bogie 4 and the wagon body 1 and 2, respectively, have to operate in the same direction for the purpose of achieving a symmetrical rotation relative to the associated wagon bodies and therefore for each bogie they can be connected to a common output .S1/S2, S3/S4 of the control unit 7, the actor elements 10 in the region of the respective articulated joint 9 have to be controlled in opposite directions by virtue of their arrangement in a horizontal plane next to the articulated joint. accordingly, when extending one actor element 10, the other has to be either ineffective or be controlled in the sense of shortening the axial length. When controlling the wagon bodies by influencing the angle of articulation between the longitudinal axes of the wagon bodies, possibly with the aid of controlling the bogies relative to the to wagon bodies, the position of the wagon bodies relative each other achieves in the dynamic travel mode an arrangement which approximates very closely the static operation mode. In this case, as far as the actual progress on the rail track is concerned, the rail vehicle requires only an at least approximate ideal clearance and adheres to this especially when faulty operations of the brake~and/or drive elements or other influencing factors may lead to a thrusting mode resulting in the deflection of the coupling joint or traction forces may let the angle of articulation become too small when travelling on a zu curve .
Claims (5)
1. A rail vehicle comprising: two wagon bodies which are joined by means of a single-axle articulated joint which can pivot through an axle about a vertical axis, each wagon body supported via resilient spring elements on a multi-axle bogie provided in the region of the longitudinal centreline of the wagon body; and control means for the purpose of recording a pivoting angle between a wagon body and the associated bogie, as well as an angle of articulation (K) on the articulated joint; and controllable servo elements for the purpose of influencing said angle of articulation (K) which is controlled as a function of the control means in accordance with the relationship K soll = K ist + A2ist - A1 ist where -K soll = a desired value of the angle of articulation, K ist = the recorded actual value of the angle of articulation, A1ist = the recorded actual pivoting angle between the preceding, in the direction of travel, bogie and the associated wagon body, and A2ist = the recorded actual pivoting angle between the following, in the direction of travel bogie and the associated wagon body, characterised in that further controllable servo elements are provided on the articulated joint at least between one of the wagon bodies and the associated bogie and that said servo elements are controllable damping elements.
2. A rail vehicle according to claim 1 comprising a series of wagon bodies as aforesaid there being a single-axle articulated joint between each adjacent pair of wagon bodies.
3. A method to control the angle of articulation of a rail vehicle according to claim 1, wherein the actual pivoting angles between the bogies and the associated wagon bodies as well as the actual angle of articulation on the articulated joint are measured and that the angle of articulation is controlled by a force acting on the articulated joint, said force being determined in accordance with the sum of: the actual angle of articulation; the actual pivoting angle between the following, viewed in the direction of travel, bogie and the associated wagon body; as well as the subtracted actual pivoting angle between the first, viewed in the direction of travel, bogie and the associated wagon body; characterised in that from the actually measured pivoting angles an arithmetic average value is derived and that at least one said pivoting angle is controlled towards the arithmetic average value.
4. A method according to claim 3, characterised in that the angle of articulation of the articulated joint is changed by means of associated servo element as a function of the desired value of the angle of articulation.
5. A method according to claim 4, characterised in that the servo elements are switched to high damping values when the actual value of the angle of articulation moves away from the desired value of the angle of articulation.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19712752.5 | 1997-03-26 | ||
| DE19712752A DE19712752C2 (en) | 1997-03-26 | 1997-03-26 | Rail vehicle with an articulated joint and method for controlling the bending angle |
| PCT/EP1998/001590 WO1998042557A2 (en) | 1997-03-26 | 1998-03-18 | Rail vehicle with an articulated joint |
Publications (2)
| Publication Number | Publication Date |
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| CA2284204A1 CA2284204A1 (en) | 1998-10-01 |
| CA2284204C true CA2284204C (en) | 2002-06-25 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002284204A Expired - Fee Related CA2284204C (en) | 1997-03-26 | 1998-03-18 | Rail vehicle with an articulated joint |
Country Status (10)
| Country | Link |
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| EP (1) | EP0969997B1 (en) |
| JP (1) | JP3271989B2 (en) |
| AT (1) | ATE207831T1 (en) |
| AU (1) | AU718858B2 (en) |
| CA (1) | CA2284204C (en) |
| CZ (1) | CZ299553B6 (en) |
| DE (2) | DE19712752C2 (en) |
| HR (1) | HRP980158B1 (en) |
| PL (1) | PL191052B1 (en) |
| WO (1) | WO1998042557A2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19860221B4 (en) * | 1998-12-24 | 2008-03-13 | Bombardier Transportation Gmbh | Anti-kink system for a rail vehicle association |
| DE19936565A1 (en) * | 1999-08-04 | 2001-02-08 | Liebherr Aerospace Gmbh | Track-guided vehicle, in particular rail vehicle for local traffic |
| DE19936564A1 (en) * | 1999-08-04 | 2001-02-08 | Liebherr Aerospace Gmbh | Track-guided vehicle, in particular rail vehicle for local traffic |
| CZ293377B6 (en) * | 1999-08-25 | 2004-04-14 | Siemens Kolejová vozidla s.r.o. | Device for turning sections of an articulated rail vehicle body relative to each another, particularly of two- or multiple-section articulated vehicle |
| DE19956655A1 (en) * | 1999-11-25 | 2001-05-31 | Daimler Chrysler Ag | Device for controlling a railcar radially has a set of wheels with a set of bearings in a pivoted bogie or a railcar casing with lengthwise adjustment of the ends of the sets of wheels performed by means of a connecting rod. |
| DE10028234A1 (en) * | 2000-06-07 | 2001-12-20 | Guido Kuebler Gmbh | Detachable interlinking device for vehicle elements in tandem has at least three connecting devices, all or all except one of which are adjustable in length |
| JP4832124B2 (en) * | 2006-03-13 | 2011-12-07 | 公益財団法人鉄道総合技術研究所 | Articulated rail vehicle and method for reducing lateral pressure in articulated rail vehicle |
| DE102007054861A1 (en) | 2007-11-16 | 2009-05-28 | Siemens Ag | Method for limiting the angle between the longitudinal axes of interconnected car bodies |
| DE102009033981A1 (en) * | 2009-07-16 | 2011-01-20 | Siemens Aktiengesellschaft | Bogie cross coupling |
| DE102015203297B4 (en) * | 2015-02-24 | 2024-04-11 | Bombardier Transportation Gmbh | Method for controlling an electrically controllable system in a network of vehicles or vehicle parts |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2060231A1 (en) * | 1970-12-08 | 1972-06-15 | Wegmann & Co | Articulated car control for a two-part articulated rail vehicle, in particular an articulated tram |
| DE2123876B2 (en) * | 1971-05-14 | 1975-07-31 | Bremer Strassenbahn Ag, 2800 Bremen | Hydraulic articulation system for tramway coach - actuates pivot point in proportion to the relative rotation of bogies |
| DE2854776A1 (en) * | 1978-12-19 | 1980-07-17 | Maschf Augsburg Nuernberg Ag | Tram carriage steering control with electronic regulation - controlling drive devices either side of centre coupling between carriages to maintain stability and facilitate cornering |
| DE3205613C2 (en) * | 1982-02-17 | 1985-09-05 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Articulated control of four-axle rail vehicles, especially light rail vehicles |
| DE3305607A1 (en) * | 1983-02-18 | 1984-08-23 | Fried. Krupp Gmbh, 4300 Essen | BOGIE RAIL VEHICLE |
| CH690032A5 (en) * | 1994-07-13 | 2000-03-31 | Vevey Technologies Sa | A method of setting the orientation of the steerable wheels in rolling devices of a rolling assembly rail and rolling assembly using this method. |
| DE19526865C1 (en) * | 1995-07-22 | 1996-10-17 | Duewag Ag | Tram with several articulated bodies |
| DE19654862C2 (en) * | 1996-12-04 | 1999-11-04 | Abb Daimler Benz Transp | Method for influencing the articulation angle of rail vehicle car bodies and rail vehicle for carrying out the method |
-
1997
- 1997-03-26 DE DE19712752A patent/DE19712752C2/en not_active Expired - Fee Related
-
1998
- 1998-03-18 AT AT98917003T patent/ATE207831T1/en not_active IP Right Cessation
- 1998-03-18 WO PCT/EP1998/001590 patent/WO1998042557A2/en active IP Right Grant
- 1998-03-18 CA CA002284204A patent/CA2284204C/en not_active Expired - Fee Related
- 1998-03-18 AU AU70374/98A patent/AU718858B2/en not_active Ceased
- 1998-03-18 DE DE59801962T patent/DE59801962D1/en not_active Expired - Lifetime
- 1998-03-18 PL PL334800A patent/PL191052B1/en not_active IP Right Cessation
- 1998-03-18 CZ CZ0238299A patent/CZ299553B6/en not_active IP Right Cessation
- 1998-03-18 JP JP54484698A patent/JP3271989B2/en not_active Expired - Fee Related
- 1998-03-18 EP EP98917003A patent/EP0969997B1/en not_active Expired - Lifetime
- 1998-03-25 HR HR980158A patent/HRP980158B1/en not_active IP Right Cessation
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| Publication number | Publication date |
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| EP0969997B1 (en) | 2001-10-31 |
| PL334800A1 (en) | 2000-03-13 |
| DE19712752C2 (en) | 2003-03-27 |
| CZ9902382A3 (en) | 2001-01-17 |
| HRP980158B1 (en) | 2003-06-30 |
| HRP980158A2 (en) | 1998-12-31 |
| ATE207831T1 (en) | 2001-11-15 |
| CA2284204A1 (en) | 1998-10-01 |
| PL191052B1 (en) | 2006-03-31 |
| JP3271989B2 (en) | 2002-04-08 |
| DE19712752A1 (en) | 1998-10-01 |
| DE59801962D1 (en) | 2001-12-06 |
| WO1998042557A3 (en) | 1999-02-18 |
| AU7037498A (en) | 1998-10-20 |
| EP0969997A2 (en) | 2000-01-12 |
| AU718858B2 (en) | 2000-04-20 |
| WO1998042557A2 (en) | 1998-10-01 |
| CZ299553B6 (en) | 2008-09-03 |
| JP2000510414A (en) | 2000-08-15 |
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