DE102012206606B3 - Arrangement for analyzing torsional vibrations at wheel sets of rail vehicle, has support element coupled to base over resilient coupling so that return force effecting displacement of support element leads to mechanical vibration - Google Patents

Abstract

The arrangement has two wheels (2a,2b) for driving on two parallel rails and connected over wheel shaft (2C). A base (3) supports two support elements (1a,1b) of wheels. A driving apparatus is combined with support element (1a), to move support element (1a) in longitudinal direction, to excite mechanical vibration of support element (1a) in longitudinal direction. The support element (1a) is coupled to base over resilient coupling (4,5) so that return force effecting displacement of support element in longitudinal direction from rest position leads to mechanical vibration. An independent claim is included for method for analyzing torsional vibrations.

Description

The invention relates to an arrangement for the investigation of torsional vibrations on wheelsets of rail vehicles and a method for examining the torsional vibrations. The wheel set has a first wheel for driving on a first running rail and a second wheel for running on a second running rail, which runs parallel to the first running rail. The first and second wheels are connected to each other via a wheel set shaft. The wheels are usually in a direction transverse to the direction of travel of the rail vehicle exactly opposite. About the wheelset a rotational connection of the two wheels is made. Usually, the wheelset is a cylindrical, from wheel to wheel through axle. But in former times also z. B. designed as crankshaft wheelset shafts ago.

However, the invention is not limited to the examination of only one wheelset. Rather, z. B. a plurality of wheelsets, such as a complete bogie with two wheelsets, a part of a rail vehicle with at least one wheelset or a complete rail vehicle to torsional vibrations in at least one of the wheel sets of the rail vehicle to be examined.

Torsional vibrations of rail vehicle wheelsets can in particular material fatigue phenomena such. As cracks in the material lead. Furthermore, in extreme cases wheel disc torsions may occur, i. H. to the rotation of one of the wheels relative to the wheelset shaft about the shaft longitudinal axis. It may also lead to relative movements of one of the wheels in the direction of the shaft longitudinal axis relative to the wheelset shaft.

Studies of torsional vibrations of wheelsets are usually performed while driving the rail vehicle on rails. The disadvantage of this, however, is the high cost of carrying out the test drive and the acquisition of measured values. Transducers attached to one of the wheels or wheelset shaft must be transmitted by radio or special non-co-rotating contacts. As in Radscheibenverdrehungen and Radablösungen people and rail vehicles are at risk, appropriate investigations are allowed while driving the vehicle only in particularly secure areas of routes and the required amount of time is correspondingly high.

In addition, so-called chassis dynamometers are known, on which the wheels of the wheel are offset by means of drive rollers in rotational movements, but the wheelset does not perform linear movement relative to the base of the test bed. It is conceivable that during the rotational movement of the wheel set torsional vibrations of the wheelset occur and they can be measured. However, the environmental conditions and conditions on a dynamometer on the one hand and during the journey of a rail vehicle on a route on the other hand are very different. Realistic conditions for excitation of torsional vibrations can therefore not be established.

Both in driving tests on a test track and on the chassis dynamometer, the excitation energy or excitation force with which the torsional vibrations are excited in the wheelset can not be measured under defined conditions.

Since during the excitation of torsional vibrations during travel of the rail vehicle and the traction forces act, with which the rail vehicle moves on the rails, and since the traction forces exceed the forces required for the excitation of the torsional forces by several orders of magnitude z. As the measurement of the internal damping of the wheel with respect to torsional vibrations during the journey is not possible.

Furthermore, test stands for bogies and / or wheelsets of rail vehicles are known, however, which are designed to check the free mobility of a bogie or wheelset relative to the car body of the rail vehicle. An example describes DE 10 2004 021 488 B4 , The test stand has two track sections which are arranged one behind the other forming a continuous track, wherein a movable track section and a fixed track section are provided and wherein each track section has rails remaining parallel to each other. Furthermore, the test stand has a test table, on which a track section is arranged and which is movable relative to the other stationary track section in at least two directions. As a result, the movable of the stationary track section is completely decoupled. However, such test stands are not designed for the excitation of torsional vibrations in wheelsets, even if a static load on torsion can be generated in the wheelset shaft.

DE 100 04 208 A1 describes a torsional vibration test stand for automotive and / or tire testing. The test bench has a guided over two drum elements, roadway-simulating Kraftband made of a reinforced rubber-elastic material. On the power band, a vehicle is mounted. The drum elements are in one Frame stored. By means of at least one movably mounted frame horizontally reciprocating linear movement means the vehicle wheel torsional vibrations are imposed. The drive of the power belt via at least one driven drum element, by means of which a rotary movement is placed on the test strip located on the kraftband. The constant rotary motion is introduced an additional, this constant rotational movement superimposed, variable torsional vibration on the test piece located on the flat track unit or the Prüftrum.

DE 10 2005 044 903 A1 describes the load test of a wheel set shaft for rail vehicles. The load testing device comprises a holding device for the wheel set shaft, a drive device for a rotary drive of the wheelset shaft in the holding device and a loading device for the wheelset shaft, wherein the loading device comprises a force transmission element which encloses a wheel set shaft mounted in the holding device at one point and a rotation the wheelset shaft in the holding device permits. There are two connected to the power transmission element force introduction units are provided, of which a first can exert a force acting vertically to the wheelset shaft force on the axle and a second acting parallel to the wheelset shaft force at a distance from the axle to the power transmission element. For the superimposed simulation of torsional moments from braking and driving forces, the torsion can be supplemented by additional arrangement of a drive and / or braking device.

It is an object of the present invention to provide an arrangement for the investigation of torsional vibrations on wheelsets of rail vehicles and a method for examining the torsional vibrations, which make it possible to produce torsional vibrations in wheelsets with little effort and reproducibly.

While driving a rail vehicle, but when no traction forces or braking forces between the wheels of the rail vehicle and the rails act, torsional vibrations of the wheelsets do not occur because the friction between the wheel and rail is not exhausted and thus has a strong vibration damping effect. However, the invention assumes that no traction forces or braking forces are required for the excitation of torsional vibrations on a test stand. With respect to the excitation of torsional vibrations, the opposite approach is taken on the test bench, in that forces are exerted on the wheel and thus on the wheel set via at least one support element that carries a wheel of the wheel set, which leads to torsional vibrations of the wheel set. The study of torsional vibrations can therefore be performed while the test piece is not moving. In this case, the support member can follow the small movements of the erected wheel due to torsional vibrations, without fully exploiting the static friction between the wheel and the support element.

In particular, the excitation of mechanical vibrations of the support element takes place in a longitudinal direction which corresponds to the direction of travel of the wheel set placed on the support element. Usually, therefore, the longitudinal direction is a direction oriented in the horizontal direction, which is perpendicular to the axis of rotation of the axle and the wheels. In particular, can be used as a supporting element a support rail, the z. B. is a short piece of running rail. However, the support element, in particular the support rail, not firmly connected to the ground, but movably mounted in the longitudinal direction.

Despite the reversal of power transmission, realistic conditions for the excitation of torsional vibrations can be created, as they occur in practice during the journey of rail vehicles. In particular, the mechanical oscillation of the support element can be excited at an excitation frequency and / or take place at an oscillation frequency which leads to torsional oscillations with a high oscillation amplitude. In particular, the mechanical vibration of the support member may take place at an oscillation frequency equal to a resonant frequency of torsional vibrations of the specimen (in particular, the wheel set, the bogie or rail vehicle). The resonant frequency of torsional vibrations generally depends on which and how many rotatable parts are coupled to the wheelset. In particular, components of the bogie such as transmission, traction motors and brakes therefore influence the height of the resonance frequency of torsional vibrations.

In any case, the oscillatory movement of the support element with respect to the amplitude of the vibration of the support element and with respect to the oscillation frequency can take place reproducibly, i. H. the vibration of the support element can be repeatedly excited in the same way. As a result, defined test conditions can be created. Of course, it is possible to vary the oscillation frequency and / or oscillation amplitude of the support element in the longitudinal direction. For example, the vibration frequency for the examination of the same wheelset is varied or set to a particularly suitable value (eg, the resonance frequency of torsional vibrations of the specimen).

In contrast to driving tests, the subject of the present invention is a stationary arrangement, which can be referred to as a test stand. On the test bench at least one set of wheels is set up, preferably a wheelset or bogie with its complete drive and brake equipment as it is used when driving, and the wheelset is excited as mentioned to torsional vibrations. As already mentioned, not only a single wheel set can be set up, but alternatively a larger part of a rail vehicle or even a complete rail vehicle. The contiguous part or rail vehicle set up on the test bench is referred to as the specimen. If the test specimen has more than one wheel set, there are various possibilities for investigating torsional vibrations of the wheel sets. In one case, a single wheel set can be placed on the support elements of the test stand and excited by movement of the or the support elements to oscillate, while at least one other wheel set is not excited to vibrate. For example, the rails over which the rail vehicle comes to the test, each having a separate section, each carrying a wheel of the wheelset to be tested and in the longitudinal direction (direction of travel of the rail vehicle) is movable relative to other parts of the rails, so that the excitation described can be performed.

In this specific case, but also in principle, the test stand according to the invention benefits from the fact that wheelsets typically have a low internal damping, d. H. Torsional vibration amplitudes decay by themselves only over long periods of time. Therefore, a small excitation energy is required to produce relatively high torsional vibration amplitudes, which correspond in particular to the amplitudes during normal operation of the rail vehicle. It follows that the static friction (i.e., without slip) acting in the transfer of forces between the wheels and the support elements, in particular support rails, is sufficient to excite the torsional vibrations due to the vibrations of the support element or the support elements. As a result, defined conditions are created which, in the event of slippage, i. H. a slippage of the wheels, would not exist. Should in the case that z. B. only a single wheel is the test specimen, the weight of the specimen not sufficient for a friction without slippage, the force can be increased, with which the test weight on the support elements. For example, an additional force may be exerted on the wheelsets where the wheelset is coupled to during normal operation of a rail vehicle. These points are in particular attack points of the suspension of the wheelset. It is preferred that a downwardly acting force be exerted on the test piece so that the force acting on the support members by the test piece is as great as the force exerted on the slides during the running operation over the test piece.

In contrast to the measurement of torsional vibrations during the journey of the rail vehicle, z. As in test drives, with high amplitude torsional vibrations the risk of Radscheibenverdrehungen or even Radablösungen with the following derailment of the rail vehicle and this represents an incalculable safety risk, precautions can be taken on a test stand, even in case of breakage of the wheelset or a Radabösung further damage avoid. For example, the measuring devices with which the measured values obtained during the examination of the torsional vibrations are recorded and evaluated can be located at a safe distance and connected to the transducers on the test object via one or more signal connections. Alternatively or additionally, the environment of the test piece, which is examined on the test bench, z. B. can be padded, for example, airbags can be used, which slow down any breakage or wheel separation of any movement of the specimen in the environment. As a result, in particular, additional damage and thus a further change in the parts of the defective test object can be prevented in order subsequently to examine these parts with regard to the causes of the defect. On the test bench, therefore, higher risks can be taken and can be tested in which excitation energies and / or load duration it comes to a defect. Also, because of the lower cost, a larger number of experiments can be performed. Torsional vibrations and their effects can thus be studied systematically at relatively low cost.

A further advantage of the invention is that transducers can be attached to the wheel set and the outlay for the transmission of the measurement signals from the transducers to a data acquisition device and / or data evaluation device is low. It can z. B. wire or cable connections for the transmission of electrical signals are used by the transducers, without significantly affecting the DUT in terms of its vibration characteristics. The wheelset does not perform complete revolutions and, in particular, does not perform any continuous revolution. As a result, continuous wire or cable signal connections are possible for transmitting the measured values.

Each of the two wheels of the wheelset to be tested is placed on a support element, preferably on a mounting rail. The two support elements can be firmly connected to each other, so that the excitation of mechanical vibrations of one of the support elements also leads to the excitation of vibrations of the other support member. Preferably, however, the two support elements are mechanically decoupled from one another, so that a mechanical oscillation of one of the two support elements does not transfer directly, but possibly via the wheel set to the other support element. In particular, at least one of the two support elements is movably mounted in the longitudinal direction. Preferably, both support members are movably supported in the longitudinal direction and can independently perform vibration movements in the longitudinal direction.

In particular, the arrangement has a base which not only supports the first support element and preferably also the second support element, but also serves as the basis for the application of excitation forces to excite the mechanical vibrations of at least the first support element and preferably also the second support element. A base is therefore to be understood as an article, material region or arrangement of articles and / or material regions, the force or forces, in particular weight forces (in particular weight forces of the first and second support elements and weight forces, in particular of the test object, acting on the support elements) and counterforce Pick up excitation forces to excite vibrations, without also perform a vibrational motion. The base does not necessarily have to be at and below the height level of the support elements. It is Z. B. also possible that at least one of the support elements is suspended from the base and is at least partially below the base. In general terms, the base may be understood to mean the environment of the moving parts of the assembly, which itself is not movable, i. H. also rests during the mechanical vibrations.

The first support element and preferably also the second support element are elastically coupled to the base. Since the first support member and preferably also the second support member is movably supported in the longitudinal direction, such elastic movement in the longitudinal direction causes the elastic coupling to generate return forces resetting the support member in a rest position of the mechanical vibration. The support element or the two support elements therefore performs due to the restoring forces a damped harmonic oscillation, if they are excited according to vibrations.

The elastic coupling is realized in particular by an elastically deformable material. For example, a leaf spring (in particular made of steel), a bundle of leaf springs (eg of steel) or at least one compressible and / or elongatable spring (eg helically wound and / or spirally wound spring, eg. also made of steel) as elastic coupling. However, an elastic coupling is not absolutely necessary in order to stimulate a support element to a mechanical vibration. Rather, it may also be a forced oscillation of the support element, which is forced by a drive device of the arrangement. In this case, a fixedly connected to the support element engagement element of the drive device, driven by the drive device, performs the desired oscillatory motion and thus also enforces a corresponding, similar vibration movement of the support element.

Preferably there is a resilient coupling between the base and the first support member (and preferably also a resilient coupling between the base and the second support member), the resilient coupling also fulfilling the function of supporting the support member, i. H. to absorb at least part of the weight forces and other forces acting in the vertical direction. In a specific embodiment, the elastic coupling as a leaf spring or bundle of leaf springs (also referred to as a leaf spring package) configured, wherein the at least one leaf spring during the mechanical vibration of the support member performs bending vibrations and the support forces (especially weight forces) simultaneously in the longitudinal direction of the leaf spring or the leaf spring package derives. It is also conceivable that the region of the base, with which the at least one leaf spring is firmly connected, is located below, in an alternative embodiment above, the support element. Accordingly, in the first case, the at least one leaf spring extends downwardly from the support member to the region of the base and in the second case from the support member up to the region of the base. Also combinations are possible, d. H. it may be at least a leaf spring from the support member up to a portion of the base extend and secured there, as well as at least one leaf spring from the support member down to a portion of the base extend, to which the at least one leaf spring is attached. Furthermore, it is possible to use at least one leaf spring as elastic coupling and support means and additionally to use at least one further elastic coupling and / or support against the base.

As mentioned, the first support element and preferably also the second support element is a support rail. This has the Advantage that the wheels of the wheelset can roll on the respective support element. Such a rolling movement can take place in particular due to the excitation to torsional vibrations, which is caused by the support member, ie by the relative movement of support member and wheel, but also by the running of the wheel set torsional vibrations themselves. When using a support rail as a support element or of support rails as support elements, the contact between the support member and the wheel as in practice while driving a rail vehicle, with the exception of the rolling motion, which runs continuously while driving. However, as far as the vibrations superimposed during the journey of the rail vehicle are concerned, the contact is as realistic as possible.

However, other support members may be used, which also allow a rolling and rolling the wheel on the support member. For example, instead of a support rail, a plate may be used which has a groove in which the projecting portion engages the outer circumference of the wheel. The groove extends in the longitudinal direction in which the support member is reciprocated to stimulate torsional vibrations in the wheelset.

• – ein erstes Tragelement zum Tragen des ersten Rades,
• – ein zweites Tragelement zum Tragen des zweiten Rades,
• – eine Basis, die das erste Tragelement und das zweite Tragelement abstützt,
• – eine Lagerung, mittels der das erste Tragelement in einer Längsrichtung, die der Fahrtrichtung des auf die Tragelemente gestellten Radsatzes entspricht, beweglich gelagert ist, und
• – eine Antriebsvorrichtung, die mit dem ersten Tragelement kombiniert ist und ausgestaltet ist, eine Bewegung des ersten Tragelements in der Längsrichtung anzutreiben und dadurch eine mechanische Schwingung des ersten Tragelements in der Längsrichtung anzuregen.

In particular, it is proposed: an arrangement for examining torsional vibrations on wheelsets of rail vehicles, which have a first wheel for driving on a first running rail and a second wheel for running on a second running rail, which runs parallel to the first running rail, wherein the first and second Wheel are connected together via a wheelset, the arrangement comprising:

• A first support element for supporting the first wheel,
• A second support element for supporting the second wheel,
• A base which supports the first support element and the second support element,
• - A storage, by means of which the first support member in a longitudinal direction corresponding to the direction of travel of the set of wheels on the support elements, is movably mounted, and
• A drive device combined with the first support element and configured to drive a movement of the first support element in the longitudinal direction and thereby to stimulate a mechanical oscillation of the first support element in the longitudinal direction.

In particular (and this also applies to the further embodiment of the arrangement) and the second support member is movably mounted in the longitudinal direction and the drive device or a second drive device is configured to drive a movement of the second support rail in the longitudinal direction and thereby a mechanical vibration of the second support member to stimulate in the longitudinal direction.

Furthermore, it is preferred that the forces exerted by the drive device or the drive devices on the two support elements be equally large, but in opposite directions, so that the two support elements oscillate with the same amplitude, but out of phase by 180 ° (ie, out of phase). As a result, torsional vibrations of the wheel set erected on the support elements can be stimulated particularly effectively with a low oscillation amplitude of the individual support elements.

• – Aufstellen eines Radsatz auf ein erstes Tragelement und auf ein zweites Tragelement, wobei das erste Rad des Radsatzes auf das erste Tragelement und das zweite Rad des Radsatzes auf das zweite Tragelement gestellt wird,
• – Anregen einer mechanischen Schwingung zumindest des ersten Tragelements in einer Längsrichtung, die der Fahrtrichtung des auf die Tragelemente gestellten Radsatzes entspricht, und dadurch Anregen von Torsionsschwingungen in dem Radsatz.

Furthermore, a method is proposed for examining torsional vibrations on wheelsets of rail vehicles, which have a first wheel for driving on a first running rail and a second wheel for running on a second running rail, which runs parallel to the first running rail, wherein the first and second wheel connected by a wheel set shaft, and wherein the method comprises the following steps:

• Setting up a wheel set on a first support element and on a second support element, wherein the first wheel of the wheel set is placed on the first support element and the second wheel of the wheel set on the second support element,
• - Stimulating a mechanical vibration of at least the first support member in a longitudinal direction corresponding to the direction of travel of the set of wheels on the support elements, and thereby exciting torsional vibrations in the wheelset.

According to the arrangement and according to the embodiments of the arrangement, it is also preferred in the method to excite a mechanical oscillation of the second support element in the longitudinal direction, wherein also preferably the excitation takes place in anti-phase.

As already described for the arrangement, the mechanical oscillation is excited, in particular, by means of a drive device which is / is combined with the first support element and drives a movement of the first support rail in the longitudinal direction. Although the second support member is vibrated, the same or another drive device combined with the second support member may be used. Thus, a movement in the longitudinal direction can also be driven with respect to the second support member.

The movement of the first support element and preferably also the movement of the second support element in the longitudinal direction during the mechanical oscillation are preferably carried out supported by a bearing.

The mechanical oscillation of the second support element is preferably excited by delayed excitation of the first and second support element and / or by oppositely directed excitation of the first and second support element, so that the first and the second support element move in opposite directions at least in partial periods of the mechanical oscillations ,

In particular, it is preferred to operate the arrangement or the test stand in resonance. This is achieved by matching a natural frequency (i.e., a resonant frequency) of the mechanical vibration of the support member or both support members in the unloaded state (i.e., when no test object is mounted on the support members) to the torsional resonant frequency of the test object (particularly a single wheel set). The advantage lies in the fact that with such a tuning of the resonance frequencies of the support element and the test object, the interaction of the test object and the support element (s) results in no change in the torsional resonance frequency.

• – Veränderung der Masse des ersten Tragelements und/oder der Masse von fest mit dem ersten Tragelement verbundenen Teilen (bei Anpassung der Resonanzfrequenz des zweiten Tragelements entsprechend durch Veränderung der Masse des zweiten Tragelements und/oder der Masse von fest mit dem zweiten Tragelement verbundenen Teilen) und/oder
• – durch Veränderung einer Steifigkeit einer elastischen Ankopplung des ersten Tragelements (bzw. des zweiten Tragelements) an eine nicht mitschwingende Basis, an eine Resonanzfrequenz von Torsionsschwingungen des Radsatzes angeglichen wird. Die Steifigkeit einer elastischen Ankopplung kann im Fall einer Feder oder einer Federanordnung, die als elastische Ankopplung verwendet wird, auch als Federkonstante bezeichnet werden.

In particular, the tuning can be achieved in that the resonance frequency of the mechanical vibration of the first support member (and preferably according to the second support member) by

• Changing the mass of the first support element and / or the mass of parts fixedly connected to the first support element (correspondingly by adapting the resonance frequency of the second support element by changing the mass of the second support element and / or the mass of parts fixedly connected to the second support element) and or
• - Is adjusted by changing a stiffness of an elastic coupling of the first support member (or the second support member) to a non-resonating base, to a resonant frequency of torsional vibrations of the wheelset. The stiffness of a resilient coupling may also be referred to as a spring constant in the case of a spring or spring assembly used as a resilient coupling.

Preferably, the elastic coupling is designed as the storage or at least as part of the storage. This is z. B. in the already mentioned leaf springs of the case. The at least one leaf spring can absorb large forces in its longitudinal direction and thus support the support element and yet is capable of mechanical vibrations in a direction transverse to the longitudinal axis and transversely to the surface of the sheet-like element.

Preferably, the elastic coupling of the support element to the base as well as the wheelset itself has a low internal damping. In particular, the internal damping of the elastic coupling in the unloaded state of the test bed, d. H. the arrangement, not greater than the internal damping of the wheel or DUT. More generally, the internal damping of the elastic coupling of each of the support elements should not be more than a factor of 2 greater than the internal damping of the wheelset or DUT. Steel leaf springs or steel leaf spring packs are therefore well suited. As mentioned, the at least one leaf spring is stressed in its function as elastic coupling, upon movement of the support element in the longitudinal direction, on bending and loaded by the weight forces of the support element and optionally placed on the support member test piece to train or pressure.

If, in the case of using at least one leaf spring as an elastic coupling to adapt to a different torsional resonance frequency of a specimen can be made, for. B. at least one leaf spring of the elastic coupling are exchanged for another leaf spring or a plurality of other leaf springs or the same leaf springs. In particular, the adjustment may be made by selecting at least one leaf spring or leaf spring pack of appropriate length, thickness and width and / or adjusting the number of leaf springs of the elastic coupling to match the resonant frequency of the mechanical vibration of the support member in the longitudinal direction to the resonant frequency of the spring To match test items.

In the drive device with which the movement of the first support element (and optionally also of the second support element) is driven in the longitudinal direction in order to generate mechanical vibrations of the support element, it can be in particular devices known per se. For example, a part of the drive device, which is firmly connected to the support element and therefore carries out the mechanical oscillation of the support element with the same oscillation amplitude, are moved hydraulically or pneumatically. For the movement can in this case z. Example, a piston / cylinder unit or a plurality of such units are used, which moves the connected to the support member of the device according to the relative movement of the piston and cylinder. In particular, the cylinder may be fixedly connected to the base and the piston, which is movable relative to the cylinder in the cylinder longitudinal axis, be firmly connected to the fixedly connected to the support member. A "fixed connection" is understood to mean a connection which, unlike a coupling with the possibility of movement, is fixed.

Another possible embodiment of the drive device has an electrodynamic drive, in particular at least one electromagnetic coil which flows through current during operation and which acts on a further coil or electrical winding or on a magnetic part and thus leads to a movement on the support element can be transferred. For example, the device may be constructed like an electromagnetic linear motor. In particular, this embodiment of the drive device can also have a device for measuring the introduced force.

The two aforementioned embodiments of a drive device are particularly suitable for exciting movements of the support element with a movement frequency and a movement amplitude, which lead to torsional oscillations with a high amplitude in the resonant frequency range of wheelsets. In particular, these devices can be operated at an excitation frequency which is in the range of the resonance frequency of torsional vibrations of wheelsets.

Preferably, the arrangement comprises at least one transmitter which is designed to measure a measured variable which changes during and / or due to torsional vibrations which are carried out by the wheel set set up on the first and second carrier element. This corresponds to an embodiment of the method in which during the mechanical oscillation by means of at least one measuring transducer repeatedly a measured variable is measured, which changes during and / or due to torsional vibrations, which are performed by the established on the first and second support member wheelset.

Basically, already known in the field of the investigation of torsional vibrations of wheelsets known transmitters can be used. These are z. As strain gauges or other strain sensors, acceleration sensors, sensors for measuring forces, sensors for measuring deflections, sensors for measuring bending moments and / or sensors for measuring torsional moments. Furthermore, alternatively or additionally, sensors for measuring voltages, for. As mechanical stresses in a straight line direction or torsional stresses can be used. Depending on the type of sensor or transmitter, at least a part of the sensor may be connected to the test object. This is z. B. in strain gauges the case. However, of course, non-contact measuring sensors are used, for. As laser sensors that measure a distance of the specimen from a part of the base.

In particular, the behavior (eg the reaction) of the test piece, in particular of the wheel set, upon excitation of torsional vibrations can be investigated in this way. For example, the determination of the behavior of the test specimen in relation to the excitation intensity (eg the amplitude of the mechanical oscillation of the support element) is possible, in particular for torsional vibrations of the test specimen up to or beyond maximum permissible oscillation amplitudes during normal operation. Therefore, in particular a permanent damage or destruction of the test object can be measured with the aid of the at least one sensor.

In particular, the specimen, while being tested on the test rig for torsional vibrations, may be longitudinally, i. H. in the direction of travel, are held against rolling away. This avoids that the test object leaves the test position on the test bench. In particular, a corresponding holding force can be transmitted via the points to a wheel set as a test object, in which the wheelset is also connected in the complete rail vehicle with this. Usually, a wheelset is connected at these points via wheelset bearing with the rest of the rail vehicle. If a complete bogie or a complete rail vehicle set up and tested as a test object on the support elements, the bogie or rail vehicle can be held on the outer sides against rolling away. A corresponding holding force is z in a vehicle. B. initiated via buffers, which otherwise serve the buffering of coupled rail vehicles. In particular, the holding force can be applied by the drive device.

It has already been mentioned that at least one leaf spring can be used on the base for the transmission of vertical loads, that is to say in particular of the weight forces of the test object and of the support elements. Unlike the leaf spring can be used for the elastic coupling of the support elements or the support member on the one hand and for the transmission of the vertical loads on the other hand on different means. In particular, therefore, the movable support, which allows movement of the support member or the support members in the longitudinal direction, do not fulfill the function of elastic coupling of the support member to the base. For example, the support element or the support elements can be mounted on rotatable rollers, z. B. on so-called roller carriage. In the case of rollers, only the frictional resistance of the rolling friction of the rollers that carry the carrier element must be overcome to execute the longitudinal movement. An alternative embodiment of the bearing has a hydrostatic support of the support element, that is, the support member is of a Fluid film worn. In particular, a lateral guide for guiding the longitudinal movement of the support element is additionally present, so that the movement in the desired direction, namely the longitudinal direction, is guided. Instead of a lateral guide can also be another guide, z. B. a central guide of a downwardly projecting part of the support element, may be provided. The thickness of the liquid film, ie of the hydrostatic supporting film, is chosen so large that even at maximum possible load of the bearing in the vertical direction no contact between the support element and a substrate is formed. Such a hydrostatic cushion has the advantage that in the longitudinal movement only the internal frictional forces of the liquid film must be overcome, which are present due to the viscosity of the liquid.

In particular, if the storage is not an elastic coupling of the support member to the base, can be used as elastic coupling z. B. coil springs or at least a coil spring can be used. In this case, parts or portions through which the driving force for generating the longitudinal movement is introduced into the support member or members are arranged laterally (i.e., not at the longitudinal ends and not at the bottom or top) in or on the support member. In particular, a pair of such force introduction elements may be arranged on the opposite sides of the support element, so that no torque is generated at the point of introduction of force. It can also be used several pairs of such force introduction elements for the introduction of force.

It is preferred that not only measured variables of the test object are detected, but also measurement variables which relate to the excitation of torsional vibrations by means of the at least one support element. In particular, the driving force introduced into the support element can be measured as a function of time or its force amplitude (with periodic introduction of the force). Alternatively or additionally, the acceleration and / or speed of the support element during the execution of the mechanical vibration in the longitudinal direction can be measured. Corresponding force sensors, acceleration sensors and speed sensors are known and will not be described here.

In particular, a control is combined with the drive device or the control is part of the drive device, wherein the controller is configured to control the drive device so that a mechanical oscillatory movement of the first support element and preferably also of the second support element is generated. Unlike a static and one-off, d. H. not continuously repeated change in the position of the support element, as z. B. occurs when checking the free mobility of a bogie relative to the rail vehicle body, the drive device is controlled so that a mechanical vibration of the support element is formed.

In the simplest case, the drive device is controlled so that it causes a deflection of the support member from the rest position and then the driving force is canceled or weakened, so that the restoring forces of the elastic coupling effect the return movement of the support element and lead to a mechanical oscillatory movement about the rest position.

Preferably, however, the oscillatory movement is not caused by a single deflection of the support element, but the drive device is controlled so that it repeatedly and preferably periodically exerts a force in the longitudinal direction of the support member on this, at least in the initial phase of the mechanical vibration to continuously increasing vibration amplitudes leads. Different configurations are possible. For example, the drive device may be controlled to continuously generate a driving force driving the mechanical vibratory motion of the support member, which may be e.g. B. sinusoidally fluctuates with progressive time, wherein the phase of the sinusoidal or periodic driving force is tuned to the phase of the same frequency mechanical vibration movement of the support member, that the amplitude of the mechanical vibration movement of the support member increases, at least remains the same or at least less decreases than it due to the inherent damping of the oscillating system would be the case. In particular, in this way a mechanical oscillatory movement of the support element and possibly of the test object placed on the support element can take place over long periods of time without the internal damping of the system leading to an end of the oscillations.

In a variant of the periodic excitation, the excitation of the oscillatory motion by the driving force of the drive device can not take place continuously, but only during half periods. For a half-period duration in which the drive force drives the oscillatory motion, there is a half-period duration in each case in which the drive force is not applied by the drive device or even a slight damping is effected by the drive device. For example, there are piston / cylinder units that can apply force to the piston in one direction only, but not in the opposite direction. Such units can be used for the semi-periodic drive.

In particular, the distance between the first support member and the second support members in the direction transverse to the longitudinal direction is selected so that a wheel of a rail vehicle can be placed with its first wheel on the first support member and with its second wheel on the second support member and preferably for each of the support elements is provided with a guide, which leads, albeit in particular very small, movement of the wheelset or the wheels in the longitudinal direction relative to the support element. In the case of the use of mounting rails adapted to the track width of the wheelset distance this is the case for example.

Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

1 a wheel set installed on two mounting rails,

2a 1 is a schematic side view of an arrangement for examining torsional vibrations of wheelsets for rail vehicles;

2 B a cross section through the in 2a shown arrangement along the line AA in 2a .

3a 1 is a schematic side view of another embodiment of an arrangement for investigating torsional vibrations on wheelsets for rail vehicles;

3b a cross section through the in 3a shown arrangement along the line AA in 3a .

3c a plan view of the arrangement according to 3a and 3b .

4a 1 is a schematic side view of a part of an arrangement for examining torsional vibrations in wheelsets, wherein a support rail and a drive device for generating a vibrational movement of the support rail are shown,

4b a cross section through the in 4a illustrated arrangement along the line CC in 4a and

4c a top view of the in 4a and 4b illustrated arrangement.

In the 1 shown mounting rails 1a and 1b are part of a test bench. The mounting rails 1 have the cross-sectional profile and the other properties of rails of railways for rail vehicles, but are only relatively short rail pieces, z. B. of a few centimeters in length. On the mounting rails 1a and 1b is a wheelset 2 situated, the two wheels 2a . 2 B having non-rotatably with a Radsatzwelle 2c are connected. When used as intended, ie during the journey of a rail vehicle, the wheelset 2 Roll the wheels 2a . 2 B on rails from. The wheelset rotates about a rotation axis in the center of the wheelset shaft 2c runs and extends approximately in the horizontal direction and perpendicular to the direction of travel.

The in 2a and 2 B shown test stand has a mounting rail 1 on, which is z. B. to the mounting rail 1a or the mounting rail 1b the arrangement 1 can act. Shown, however, is not the entire test stand, since the second support element and a drive device are not shown, with the support rail 1 in the longitudinal direction (horizontal direction in 2a and perpendicular to the image plane extending direction in 2 B ) is movable. Furthermore, a second support element, in particular a second support rail, in 2 not shown, on the or the second wheel of a wheelset is set up to investigate torsional vibrations in the wheelset.

In the 2 The arrangement shown has a base 3 on, z. B. a substrate. The base 3 Assigned are also supports 3a . 3b that are firmly on the ground 3 , which may in particular be a foundation, are anchored. The pillars 3a and 3b each hold the lower end of a parcel 4 respectively. 5 of leaf springs 4a . 4b . 4c . 4d respectively. 5a . 5b , In the presentation of the 2a have the leaf springs 4 on the one hand and 5 on the other hand different lengths (the longitudinal direction of the leaf springs extends in 2a from bottom to top). However, this is particularly the illustration of the interchangeability of the leaf springs. In practice, right and left at the end of the mounting rail 1 each leaf springs or leaf spring packets of the same kind, ie, be arranged with the same elastic properties. In particular, when replacing the leaf spring packages and the associated support 3a respectively. 3b be replaced. However, this is not mandatory.

The leaf spring packages 4 . 5 be at their lower ends, so on the side of the base 3 , and at their upper ends, so in each case at one end of the mounting rail 1 held by a jig, the two opposing clamping plates 7 which has the package of leaf springs 4 . 5 sandwiched between them. For example by screws passing through the clamping plates 7 and the leaf springs 4 . 5 go through, the clamping plates 7 to the surfaces of the respective nearest leaf spring 4a . 4b respectively. 5a . 5b be pressed. However, it is also possible between the clamping plates 7 and the outer leaf springs 4a . 4d respectively. 5a . 5b to arrange an additional spacer. Such spacers 11a . 11b . 11c respectively. 11 are between the adjacent leaf springs 4 . 5 arranged at the ends of the leaf springs, so that the leaf springs are at a distance from each other. The spacers are also made of the clamping plates 7 together with the ends of the leaf springs 4 . 5 sandwiched and thereby held in place. Due to the distance of the leaf springs 4 . 5 mutually bending of the individual leaf springs is possible without the adjacent leaf springs hinder each other.

Each at one end of the mounting rail 1 fitting clamping plate 7 is with the mounting rail 1 firmly connected, z. B. welded or screwed with this.

By a in 2 not shown drive device, the support rail 1 be excited in the longitudinal direction to a mechanical vibration movement. In this case, the force is varied in particular periodically, the support rail 1 in the longitudinal direction drives. At the vibration movement of the mounting rail 1 become the leaf springs 4 . 5 stressed on bending, ie the leaf springs change their bending. In particular, presents 2a the rest position is. Is the mounting rail 1 moved to the right, the leaf springs bend 4 . 5 so that their upper ends in the representation of the 2a also positioned further to the right than in the rest position and thus further to the right as their lower ends. The elastic restoring forces of the leaf springs 4 . 5 counteract this deflection and lead to a provision in the direction of rest. As is always the case with a harmonic oscillation, the mounting rail moves 1 However, beyond the rest position, so that the upper ends of the leaf springs 4 . 5 get into a position where they turn left than in 2a are positioned shown. The elastic restoring forces of the leaf springs 4 . 5 then cause an opposite restoring force, so that the oscillation continues. Either the vibration movement is further excited by the drive device, not shown. In this case, the oscillatory motion continues and the damping of the leaf springs 4 . 5 and, if appropriate, the test specimen (eg wheel set) set thereon is at least partially compensated by the drive device. When the drive device is stopped (ie, no more drive force is exerted), the vibration may continue to be damped until the movement comes to a standstill. In this case, it is possible in particular to determine the internal damping of the test object for torsional vibrations by means of transducers arranged on the test object and / or the support element. An appropriate procedure will be discussed in more detail.

At the in 3a . 3b and 3c illustrated variant of a test bed is the function of the storage of the longitudinal movement of the support rail 1 separated from the function of the elastic coupling to the base. The mounting rail 1 is z. B. over a liquid film (not explicitly in 3 shown) on a guide 18 movably mounted. The leadership 18 has two sides of the mounting rail 1 arranged, upstanding projections on the movement of the mounting rail 1 to lead in the longitudinal direction. The liquid film is between the lower surface of the mounting rail 1 and the bottom of the guide 18 educated. The leadership 18 together with the liquid film forms the storage 8th However, this can also be done differently (eg by a roller bearing).

As in particular the cross-sectional representation in 3b and the top view in 3c show, single leaf springs extend 6 with its longitudinal direction in the horizontal direction. Again, the opposite ends are the leaf springs 6 at the ends of the mounting rail 1 and at one side of the mounting rail 1 arranged area of the base 3 between clamping plates 7 added. Instead of individual leaf springs 6 In turn, leaf spring assemblies can be used. In any case, the leaf springs or leaf spring packets in the movement of the mounting rail 1 in the longitudinal direction (horizontal direction in 3a and 3c , vertical direction to the image plane in 3b ) claimed to bend, similar to in 2 However, wherein the longitudinal direction of the leaf springs as mentioned extends approximately horizontally.

In the 4a . 4b and 4c illustrated drive device 9 has in the embodiment on a piston / cylinder unit. A fastener 14 the unit 9 is at the base 3 attached. The fastener 14 holds an end area 13 of the cylinder 17 the unit 9 , wherein preferably a rotational movement of the end portion 13 relative to the fastener 14 about a vertical axis of rotation is possible.

One in the cylinder 17 guided piston 16 is during operation of the drive device, ie the unit 9 in the longitudinal direction of the mounting rail 1 (ie parallel to the longitudinal extent of the mounting rail 1 ) emotional. The between the piston 16 and the cylinder 17 acting force can z. B. hydraulically or pneumatically generated.

The piston 16 has an end area 19 up, with an attacking element 15 cooperates which in the recessed area 21 the mounting rail 1 is attached. Again, between the end area 19 of the piston 16 and the attacking element 15 a rotational mobility about an axis of rotation extending in the vertical axis be configured. This makes it possible, together with the rotary mobility at the other end of the unit 9 , The driving forces of the drive device forcing forces on the mounting rail 1 transferred to. For example, the direction of movement of the relative movement between pistons 16 and cylinders 17 not exactly parallel to the direction of movement of the mounting rail 1 , so that it could come without the rotational mobility to coercive forces.

In the illustrated embodiment, the engagement element 15 executed in two parts. An upper part 15a and a lower part 15b , which are designed approximately trapezoidal, take the end 19 of the piston 16 between themselves.

As the mounting rail 1 (as not closer in 4 is shown) is movably mounted in its longitudinal direction, performs a corresponding drive movement of the piston / cylinder unit 9 to such a movement of the mounting rail in its longitudinal direction. By appropriate control of the unit 9 can the mounting rail 1 be excited to mechanical oscillations of suitable frequency. A frequency is suitable when used to investigate torsional vibrations of a mounting rail 1 placed test specimens is suitable.

In 4a is a measuring point 10 represented for the measurement of the force that the unit 9 on the mounting rail 1 transfers. The measuring point 10 is good for force measurement because it is stationary.

Preferably, the resonant frequency of the elastic coupling of the support elements, for. B. the mounting rails 1a and 1b in 1 , tuned to the resonant frequency of torsional vibrations of a wheel set (with possibly connected to the wheelsets parts). The resonance frequency of the wheelset can in many cases be calculated with sufficient accuracy from design data. In order to tune the resonance frequencies of elastic coupling and test specimen, in particular the stiffness of the elastic coupling, in particular springs (such as those in FIG 2 and 3 illustrated leaf springs) adapted. The adaptation takes place in particular according to the following equation: Cx = ω ² · Ms

Cx means the stiffness of the longitudinal suspension, ie the elastic coupling in the longitudinal direction of the support element, based on the elastic coupling of a single support element, ω the torsional resonance frequency of the wheel and Ms the mass of the movably mounted in the longitudinal direction and the elastic coupling to the base coupled support element, in particular the support rail. To be included in the mass Ms are fixed to the support member attached other parts, eg. For example, the item 15 according to 4 ,

If the test bench is matched to the test object in this way, the resonating parts of the test bench do not influence the torsional resonance frequency of the test object. In the torsional movement, in particular, a rotation of the opposing wheels 2a . 2 B relative to each other about the axis of rotation of the axle 2c ,

In particular, the test stand according to the invention can be used to determine the damping, also called self-damping, of the wheelset or test specimen with respect to torsional vibrations of the wheelset. For example, a wheelset 2 as in 1 shown on mounting rails 1a . 1b set up the test stand and excited to torsional vibrations. Since, however, in this case, only the attenuation of the overall arrangement, ie the test stand together with the test specimen, can be determined, it is proposed, first or thereafter, to measure the internal damping Dp of the test bench without the established test specimen. The internal damping Dr of the test object, in particular of the wheel set, then results from the following equation: Dr = Drp - Dp.

Drp is the self-damping of the test stand together with the installed test specimen.

In particular, therefore, the following procedure can be selected to determine the internal damping: First, the test stand is operated without the test specimen placed thereon and excited to the mechanical oscillatory movements in the longitudinal direction of the support member or the support elements at the resonant frequency, which was tuned to the resonant frequency of the specimen. Now the excitation of these mechanical vibrations is switched off and the decay of the vibrations is observed. From the behavior at the decay of the vibrations, the internal damping Dp of the test bench is determined. For example, with sufficient temporal resolution (eg, with a sampling frequency of 1000 Hz or greater at a torsional natural frequency of 50 Hz), the positions of the support member in the longitudinal direction are continuously measured at different locations of the support member or the support members. Alternatively, the deflection of the support element can be determined in another way. The result is the position of the support element or a permanently connected part as a function of time and thus the amplitude of the damped harmonic oscillation as a function of time. From this, the self-damping is determined in a conventional manner, for. As a dimensionless number, such as the so-called logarithmic decrement.

The test is repeated with the test specimen placed on the test bench. Again the excitation is switched off and the decay is observed. Since the oscillatory motion of the support element or of the support elements is coupled to the torsional vibration of the test object, it is sufficient if in turn only the oscillation movement of one of the support elements is measured. The additional damping of the specimen leads to a faster decay of the harmonic oscillation. However, it is preferred that the torsional vibration of the wheelset is measured. For this purpose, transducers are preferably arranged at different locations in the axial direction of the wheelset shaft and / or at the various opposing wheels of the wheel set, with which the deflection and / or instantaneous position of the oscillatory motion (torsional motion about the axis of rotation of the axle) can be measured continuously. By evaluating both the measurements on the wheelset and on the at least one support element, the coupling of the two vibrations can be checked. The decay behavior should be essentially the same. The self-damping Drp of the overall arrangement is determined from the experiment with the test specimen installed. According to the above equation, the internal damping Dr of the device under test alone is calculated by taking the difference of the two previously determined self-damping with and without the test object.

If particularly strong torsional vibrations of a wheelset or other test object to be examined with a wheel, which can also lead to Radscheibenverdrehungen (ie a solution to the otherwise solid composite of wheel and axle), in particular the following procedure is proposed. The procedure is z. B. the same as the procedure described above, d. H. In turn, both the first and the second support element are preferably excited to oscillatory movements in their longitudinal directions, but with opposite-phase movement. The energy of the excitation is increased without causing slippage of the mounted on the support elements wheels relative to the support elements, d. H. the static friction in the non-positive contact wheel / support elements is not exhausted. Therefore, the amplitude of the vibration movements is increased.

In this way, it may be necessary to a Radscheibenverdrehung. Since the test is carried out on a test bench and not during the journey of a rail vehicle, the effects can be easily measured. In particular, the state of the test specimen can be determined immediately before the occurrence of Radscheibenverdrehung, such as by suitable transducers and corresponding data acquisition and evaluation. Suitable transducers have already been discussed above.

If not only a wheelset was set up as a test item, but also z. As components of the drive train (engine, transmission, other movable power transmission elements, which are typically used in a bogie for driving a wheelset), the reactions of these additional components can be examined, especially when the provoked wheel disc twisting.

The results of an examination of a wheel set or a test specimen having at least one wheel set on a test rig with respect to torsional vibrations of the wheel set can be used in a variety of ways for the construction of vehicles or parts of vehicles (eg bogies). By determining the damping, in particular in different combinations of components as a test specimen, may lead to the result that a certain combination is better suited for practical use, eg. B. has a greater total attenuation. For example, the effect of elastomeric components and their aging can be studied, the z. B. occur in the suspension of the drive in Tatzlagerantrieben.

In particular, the reaction forces at torsional vibrations of the wheelset can be measured with high vibration amplitudes, up to the forces that occur at Radscheibenverdrehungen. The so-called reaction forces are z. B. measured by force transducer on the components to be examined. In this way, information can be gained about the forces which may be present in practice and the respective component can be constructed in a corresponding manner so that it can withstand these forces without being damaged or destroyed.

Furthermore, computational models that can simulate torsional vibrations and their effects can be verified by measuring one or more test specimens on the test bench. Due to the resulting increased reliability of the calculation models, measurement time for practical experiments (eg test drives or extended test series on the test bench) can be saved.

By measuring selected measurands, a better understanding of the system can be gained, which can be used to calculate and simulate the system behavior more accurately. The selected measurands may be other motion metrics (eg, accelerations) that are measured along extended mechanical structures (eg, bogie frames). These measured quantities can then provide information on the extent to which - otherwise usually regarded as a rigid body - components deform elastically. The torsional natural frequency of wheelsets is usually so large that such structural vibrations can occur. These metrics make it easier to decide how extensive and detailed the computational model should be in order to accurately simulate vibration behavior. Other metrics include the vertical contact forces of the wheels on the supporting elements (eg the wheels) 2a . 2 B on the supporting elements 1a . 1b in 1 ). These riot forces can z. B. be measured by means of strain measurement on the support elements in areas that are claimed by the wheel contact forces on bending. In driven wheelsets, the kinematic connection of the driving motor can also cause periodic changes in these wheel contact forces. With the measurements of the wheel contact forces simulation models for the calculation of these force fluctuations can be verified.

The use of the test stand is not limited to the excitation of mechanical oscillatory movements of the support elements or of the support element in the longitudinal direction. Rather, while such oscillatory movements are taking place, or before or after, additional forces may be exerted on the support members or at least one of the support members and / or on the specimen. For example, such forces may be forces in the lateral direction, that is to say transversely to the longitudinal direction and approximately parallel to the axis of rotation of the wheel set. In this way, for. B. occurring in practice situations are experimentally modeled in which such lateral forces act. Examples are cornering and deviations from the straight course of rails that lead to shock excitations.

The additional forces can z. B. hydraulically or pneumatically initiated with a piston / cylinder unit. In the wheelset additional forces are preferably introduced in the direction of the axis of rotation of the wheel and advantageously on the Radsatzlagergehäuse. The wheelset bearing transmits this lateral force from the stationary housing to the wheelset shaft. The introduction of a lateral force on the wheelset shaft results in a transversely directed reaction force between one of the wheels (eg, wheel 2a or 2 B in 1 ) and the associated support element (eg 1a or 1b in 1 ), By the contact surface between the wheel and the support element of the tread displaced laterally towards the wheel flange of the wheel out. The mounting of the support elements (eg via leaf springs) also enables the transmission of these transversely directed reaction forces between the support element and the base. The introduced transverse force can be set constant during a measurement in order to reproduce the conditions during quasi-stationary arc travel. The magnitude of the lateral force can optionally be changed during the measurement (eg pulse-like or periodic or with random time characteristic) in order to be able to investigate the effect of such additional loads on the wheelset during a provoked wheel disk torsion.

Claims (11)

Arrangement for the investigation of torsional vibrations on wheelsets of rail vehicles, comprising a first wheel ( 2a ) for driving on a first rail and a second wheel ( 2 B ) for traveling on a second running rail, which runs parallel to the first running rail, wherein the first ( 2a ) and second ( 2 B ) Wheel over a wheelset ( 2c ), the arrangement comprising: - a first support element ( 1a ) for carrying the first wheel ( 2a ), - a second support element ( 1b ) for carrying the second wheel ( 2 B ), - One Base ( 3 ), which the first support element ( 1a ) and the second support element ( 1b ), - a storage ( 4 . 5 ; 8th ), by means of which the first support element ( 1a ) in a longitudinal direction, the direction of travel of the on the support elements ( 1 ) wheelset ( 2 ), is movably mounted, and - a drive device ( 9 ) connected to the first support element ( 1a ) and is configured, a movement of the first support element ( 1a ) in the longitudinal direction and thereby a mechanical vibration of the first support element ( 1a ) in the longitudinal direction. wherein the first support element ( 1a ) via an elastic coupling ( 4 . 5 ; 6 ) to the base ( 3 ) is coupled, so that the elastic coupling ( 4 . 5 ; 6 ) upon deflection of the first support element ( 1a ) causes a restoring force in the longitudinal direction from a rest position, which leads to the mechanical vibration. Arrangement according to claim 1, wherein the elastic coupling ( 4 . 5 ) as the storage or as part of the storage is designed. Arrangement according to claim 1 or 2, wherein the first support element ( 1a ) designed as a mounting rail is, which extends in the longitudinal direction and on which the first wheel ( 2a ) As can be set up on a rail for rail vehicles. Arrangement according to one of the preceding claims, wherein the arrangement comprises at least one transmitter which is designed to measure a measured variable which changes during and / or due to torsional oscillations, which from the first to the first ( 1a ) and second ( 1b ) Supporting element set up wheel set ( 2 ). Method of testing torsional vibrations on wheelsets of rail vehicles, comprising a first wheel ( 2a ) for driving on a first rail and a second wheel ( 2 B ) for traveling on a second running rail, which runs parallel to the first running rail, wherein the first ( 2a ) and second ( 2 B ) Wheel over a wheelset ( 2c ), the method comprising the following steps: - setting up a wheel set ( 2 ) on a first support element ( 1a ) and on a second support element ( 1b ), the first wheel ( 2a ) of the wheelset ( 2 ) on the first support element ( 1a ) and the second wheel ( 2 B ) of the wheelset ( 2 ) on the second support element ( 1b ), - stimulating a mechanical vibration of at least the first support element ( 1a ) in a longitudinal direction, the direction of travel of the on the support elements ( 1 ) wheelset ( 2 ), and thereby exciting torsional vibrations in the wheel set ( 2 ). Method according to claim 5, wherein the mechanical oscillation is achieved by means of a drive device ( 9 ) excited with the first support element ( 1a ) and a movement of the first support element ( 1a ) in the longitudinal direction. Method according to claim 5 or 6, wherein the movement of the first support element ( 1a ) in the longitudinal direction during mechanical vibration of a bearing ( 4 . 5 ; 8th ) is carried out stored. Method according to one of claims 5-7, wherein also a mechanical vibration of the second support element ( 1b ) is excited in the longitudinal direction. Method according to claim 8, wherein the mechanical vibration of the second support element ( 1b ) by time-delayed stimulation of the first ( 1a ) and second ( 1b ) Supporting element and / or by oppositely directed excitation of the first ( 1a ) and second ( 1b ) Supporting element is excited, so that the first ( 1a ) and the second ( 1b ) Moving the support element at least in partial periods of mechanical vibrations in the opposite direction. Method according to one of claims 5-9, wherein a resonance frequency of the mechanical vibration of the first support element ( 1a ) by • changing the mass of the first support element ( 1a ) and / or the mass of fixed to the first support element ( 1a ) ( 15 ) and / or • changing a stiffness of an elastic coupling ( 4 . 5 ; 6 ) of the first support element ( 1a ) to a non-resonant basis ( 3 ), to a resonant frequency of torsional vibrations of the wheelset ( 2 ) is adjusted. Method according to one of claims 5-10, wherein during the mechanical oscillation by means of at least one transmitter repeatedly a measured variable is measured, which changes during and / or due to torsional vibrations, which from the to the first ( 1a ) and second ( 1b ) Supporting element set up wheel set ( 2 ).

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