EP0318923B1 - Schienenfahrzeug mit gesteuerten Achsen - Google Patents

Schienenfahrzeug mit gesteuerten Achsen Download PDF

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Publication number
EP0318923B1
EP0318923B1 EP88119888A EP88119888A EP0318923B1 EP 0318923 B1 EP0318923 B1 EP 0318923B1 EP 88119888 A EP88119888 A EP 88119888A EP 88119888 A EP88119888 A EP 88119888A EP 0318923 B1 EP0318923 B1 EP 0318923B1
Authority
EP
European Patent Office
Prior art keywords
axles
chassis
pseudo
vehicle
members
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88119888A
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English (en)
French (fr)
Other versions
EP0318923A1 (de
Inventor
Hugues Chollet
Jean-Louis Maupu
Jean-Michel Petit
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Institut National de Recherche sur les Transports et leur Securite INRETS
Original Assignee
Institut National de Recherche sur les Transports et leur Securite INRETS
GEC Alsthom SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Institut National de Recherche sur les Transports et leur Securite INRETS, GEC Alsthom SA filed Critical Institut National de Recherche sur les Transports et leur Securite INRETS
Priority to AT88119888T priority Critical patent/ATE78223T1/de
Publication of EP0318923A1 publication Critical patent/EP0318923A1/de
Application granted granted Critical
Publication of EP0318923B1 publication Critical patent/EP0318923B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • 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
    • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements

Definitions

  • the present invention relates to a vehicle with steerable axles with independent wheels.
  • the main function of the monobloc axle is to ensure the tracking of the curves of the track, by means of this slaving of the orientation to the position, by the effect of the taper, without there being lateral contact of the wheels and rails, therefore without friction or wear.
  • the main function of the monobloc axle is to ensure the tracking of the curves of the track, by means of this slaving of the orientation to the position, by the effect of the taper, without there being lateral contact of the wheels and rails, therefore without friction or wear.
  • to increase the speed one is hampered by the instabilities generated by the growth of the imbalance between the constant angular restoring forces and those of the natural dampings which are inversely proportional to the speed.
  • the servo-control makes it possible to solve the two problems: it brings up a refocusing term proportional to the lateral displacement y (this term replaces the taper of the wheels) and this makes the axle capable of taking curves, and it introduces a damping (2C22D), independent of the forward speed which allows to stabilize the axle at high speeds without using forces of connection with the chassis.
  • the aforementioned device has a number of drawbacks; the drawbar connected to the axle cannot be stabilized in pitch or "gallop" without connections with the vehicle body and this coupling introduces vibrations that are difficult to filter and bothersome for comfort.
  • the object of the present invention is to improve this situation by proposing an axle vehicle whose orientation is controlled from non-contact position sensors cooperating with traditional rails and by means of actuators no longer cooperating with the track but between the axles, either directly or indirectly via the bogie chassis or that of the vehicle. While maintaining both high critical speeds and taking tight curves without wearing the wheels, this device improves the comfort and maintenance of the track, and allows the use of the wheels for propulsion and braking and even l wheels with pneumatic tires without guide rollers.
  • vehicle an autonomous entity at least from the point of view of lift and guidance.
  • the axis of rotation between the axles of the bogie is defined mechanically by a ball joint; the bogie includes only one sensor of the angle between axles, one of the axles serving as a reference for the measurement of this angle.
  • the bogie includes only one actuator, resting on the axles to correct the angle between axles.
  • the bogie shown diagrammatically in FIG. 1 comprises a chassis 1 and two axles hinged together using a ball joint 11 placed in the center of the bogie for the sake of symmetry (bidirectional bogie).
  • Each axle comprises a cross member 2 or 5 and two independent wheels 3 and 4 or 6 and 7 and a pseudo-frame 9 or 10 connecting the cross member 2 or 5 to the ball joint 11.
  • a actuator 21 and an angle sensor 20 are articulated between the two pseudo-frames 9 and 10.
  • the actuator can be, for example, a hydraulic or electric actuator.
  • a sensor known as a rail sensor 14, 15 measuring the displacement of the axle relative to the corresponding rail not shown.
  • the rail sensors 14 and 15 are advantageously of the type described in French patent n ° 87 13380 filed on September 28, 1987 in the name of the applicants.
  • Such sensors include a magnet having with respect to the axle a degree of freedom tangent to the direction of measurement and being subject to remain in the same transverse position relative to the rail; the measurement of the magnet displacement relative to the axle provides the measurement of the axle displacement relative to the rail.
  • the sensors 14 and 15 can, as a variant, be fixed to the elements 9 and 10 of the pseudo-chassis.
  • the sensor signal at the rear of the bogie is not essential but allows to better center the bogie in curves and under transverse forces (B not zero) and to increase the critical speed of the bogie (D not zero) especially if the time constants of the electronics and the force-controlled actuator are not negligible (greater than 10 microseconds for example).
  • the longitudinal propulsion or braking forces are advantageously transmitted directly to the body 8 of the vehicle without passing through the bogie frame 1 using the connecting rod 12 articulated on the body 8 and at the level of the ball 11 to one pseudo-chassis 9 or 10.
  • the chassis 1 then only has a role of distributing the transverse and vertical forces of lifting and guiding the body at the two ends of each axle crossmember.
  • FIG. 2 illustrates, in top view, an axle intended for the production of a bogie according to the principle described with reference to FIG. 1.
  • the axle includes two motors, for each of the wheels, enclosed in housings 31 and 32.
  • the transmission is carried out by chains enclosed in casings 41 and 42.
  • the assemblies 31-41 and 32-42 play the role of the pseudo-chassis 9 and 10 of FIG. 1.
  • disc brakes comprising the motors 51 and 52 and their respective calipers 61 and 62.
  • a rail position sensor 15A is integral with the casing 42.
  • motors are referenced 23 and 24; the motor housings are referenced 33, 36, the transmission housings 43, 44, 46 and 47, the braking motors 53, 54, 56 and 57 and the calipers 63, 64, 66 and 67.
  • the motor casings and those of the transmissions, joined back to back, constitute the pseudo-chassis 9 and 10 of FIG. 1. They are articulated by the ball joint 11 in the lower part and by an elastomer stud 70 in the upper part.
  • FIG. 4 shows the chain 93 constituting the transmission of the motor 23 of the wheel 3; a distinction is also made between the motor 26 and the wheel 6.
  • the chassis includes two beams 1A and 1B and two cross members 1C and 1D.
  • the chassis rests on the transmission housings 41 to 44, in line with the axle cross members 2 and 5, by means of suspensions 71 to 74 equivalent to conventional primary suspensions but characterized by great longitudinal flexibility.
  • the body is conventionally articulated on the chassis with a secondary suspension comprising, for example, a ball crown 1E, a load cross member 1F and pairs of elastomer studs such as 88.
  • a secondary suspension comprising, for example, a ball crown 1E, a load cross member 1F and pairs of elastomer studs such as 88.
  • the pseudo-chassis constituted by the motor and transmission casings, by the ball joint 11 and by the stud 70, achieves an independent suspension of the bogie chassis, of the motors, actuators, sensors and brakes, by rotation between pseudo -frame of transverse axis and by compression of the stud 70, at the same time as it materializes the relative orientability of the axles thanks to the rotation of the vertical axis by bending of the stud 70 and authorizes the grip on the left, that is to say ie a rotation between axles with a longitudinal axis, by shearing of the stud 70.
  • the ball joint is thus prestressed.
  • two actuators 21A and 21B of the electric servo type or electro-hydraulic are placed on either side of the ball joint in the same horizontal plane as it, so that the servomechanism thus obtained interferes as little as possible with rotational movements other than vertical axis that it is supposed to control. They are articulated under the transmission housings 41 to 44.
  • the servo actuator can be a hydraulic cylinder controlled, for example, by a pressure servo valve controlled by pressure, for a force control as mentioned, or an electric cylinder for example with two stages as in FIG. 10 with a rapid first stage for the correction of small amplitude deviations, typically a pair of electromagnets acting on a plate integral with the axle pseudo-chassis and carried by a screw with nut driven by a servomotor constituting the slower second stage.
  • the latter provides the large amplitudes for taking curves.
  • a connecting rod 12 for propelling and braking force is articulated on one of the pseudo-chassis near the ball joint and as low as possible to limit the pitching torque and interfere as little as possible with the suspension of the motors and the servomechanism.
  • Figure 6 shows a bogie according to the embodiment of Figure 1, equipped with pneumatic wheels 3A and 4A; for reasons of space, the transmissions and their casings 33 and 34 are placed between the wheels 3 and 4 of an axle; motors 23A and 34A, which can no longer be glued back to back, are located one on top of the other.
  • Figures 7 and 8 show schematically seen from below a bogie according to a variant which allows the servomechanisms to overcome the movements of the chassis.
  • the bogie is shown in two axle orientations.
  • the sensor 21 of equivalent length to the connecting rod provides information on the angle between the axles.
  • a second actuator 21A of short stroke, with its position sensor makes it possible to move the center of relative rotation between axles. It is articulated on the two pseudo-chassis 9 and 10 and its axis is transverse in order to exert, in the center of the bogie, transverse thrusts on each of the axles.
  • the actuator can be a hydraulic cylinder but, given the short strokes, this actuator can consist of a pair of electromagnets fixed on one of the pseudo-chassis and acting on at least one plate fixed on the other pseudo -frame.
  • the stud ( Figures 4 and 5) can be kept. It must have good transverse flexibility (in shear) and the actuator 21 is disposed slightly below or on either side in the case of electromagnets.
  • the connecting rod 12 is still articulated on one of the pseudo-chassis near one of the articulations of the connecting rod 11A and is connected to the body 8 of the vehicle.
  • the invention makes it possible to produce vehicles which are stable at high speed and which can take curves at high speed without excessive wear of the chin bars.

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

Claims (8)

  1. Gleisgeführtes Fahrzeug, mit
    - mindestens einem Paar Achsen, die unabhängige Räder tragen,
    - mindestens zwei Organen (14, 15) zum Messen der Querstellung des Fahrzeugs relativ zum Gleis,
    - mindestens einem Organ (20) zum Messen des Winkels der Achsen relativ zu Bezugsgrößen, die mit Teilen des Fahrzeugs verbunden sind,
    - mindestens zwei Stellorganen (21), die die Korrektur dieser Winkel ermöglichen, wobei jedes Stellglied auf eine der Achsen unter Abstützung an der anderen Achse einwirkt,
    - und einem Servokreis, der die Signale der Meßorgane empfängt und Steuersignale für die Stellorgane erzeugt.
  2. Fahrzeug nach Anspruch 1, bei dem jede Achse (2, 5) des Paares einem Pseudochassis (9, 10) zugeordnet ist, dadurch gekennzeichnet, daß die Pseudochassis miteinander um eine im wesentlichen senkrechte Achse gelenkig verbunden sind, wobei die Winkelmeßorgane (20) und die Stellglieder (21) sich je auf beiden Pseudochassis abstützen.
  3. Fahrzeug nach Anspruch 2, dadurch gekennzeichnet, daß jedem Rad (3, 4, 6, 7) ein Antriebsmotor zugeordnet ist, der in einem Gehäuse (33, 34, 36, 37) sitzt und mit einem Antriebsorgan (93, 94, 96, 97) versehen ist, das in einem Antriebsgehäuse (43, 44, 46, 47) untergebracht ist, wobei die Gehäuse mindestens einen Teil der Pseudochassis (9, 10) bilden.
  4. Fahrzeug nach einem der Ansprüche 2 und 3, dadurch gekennzeichnet, daß die Gelenkverbindung der Pseudochassis (9, 10) ein Kugelgelenk (11) und ein Elastomerstück (70) aufweist.
  5. Fahrzeug nach einem der Ansprüche 2 bis 4, dadurch gekennzeichnet, daß es mindestens eine Verbindungsstange (12) zur Aufnahme der Antriebs- und Bremskräfte aufweist, die zwischen einem der Pseudochassis (9, 10) und dem Kasten (8) des Fahrzeugs angelenkt ist.
  6. Fahrzeug nach einem der Ansprüche 2 bis 5, dadurch gekennzeichnet, daß der Kasten mit Hilfe einer Primäraufhängung, die zwei Längsträger (1A, 1B) aufweist, welche flexibel mit den Antriebsgehäusen (43, 44, 46, 47) verbunden sind, und einer Sekundäraufhängung aufgehängt ist, die einen Lastträger (1F) aufweist, welcher durch elastische Mittel (88) mit den Längsträgern verbunden ist.
  7. Fahrzeug nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß es zusätzlich zu den Metallrädern Räder (3A, 4A) mit Luftreifen aufweist.
  8. Fahrzeug nach Anspruch 1, bei dem jede Achse (2, 5) des Achsenpaares einem Pseudochassis (9, 10) zugeordnet ist, dadurch gekennzeichnet, daß die Pseudochassis über eine Verbindungsstange (11A) gekoppelt sind, die an jedem Chassis angelenkt ist, wobei die Pseudochassis durch ein erstes Stellglied (21), das durch Zuordnung zur Verbindungsstange ein Drehmoment zwischen den beiden Achsen ausübt, und durch ein zweites Stellglied (21A) miteinander verbunden sind, das eine Querkraft zwischen den Achsen ausübt.
EP88119888A 1987-12-03 1988-11-29 Schienenfahrzeug mit gesteuerten Achsen Expired - Lifetime EP0318923B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88119888T ATE78223T1 (de) 1987-12-03 1988-11-29 Schienenfahrzeug mit gesteuerten achsen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8716789 1987-12-03
FR8716789A FR2624081A1 (fr) 1987-12-03 1987-12-03 Vehicule a essieux orientables

Publications (2)

Publication Number Publication Date
EP0318923A1 EP0318923A1 (de) 1989-06-07
EP0318923B1 true EP0318923B1 (de) 1992-07-15

Family

ID=9357433

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88119888A Expired - Lifetime EP0318923B1 (de) 1987-12-03 1988-11-29 Schienenfahrzeug mit gesteuerten Achsen

Country Status (7)

Country Link
US (1) US4982671A (de)
EP (1) EP0318923B1 (de)
AT (1) ATE78223T1 (de)
CA (1) CA1299019C (de)
DE (1) DE3872842T2 (de)
ES (1) ES2034129T3 (de)
FR (1) FR2624081A1 (de)

Cited By (2)

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DE4406633A1 (de) * 1994-03-01 1995-09-07 Manfred Dipl Ing Maibom Geringen Verschleiß bewirkendes Radsystem, insbesondere für Drehgestelle von Schienenbahnen
DE19715148A1 (de) * 1997-04-11 1998-10-15 Deutsche Waggonbau Ag Verfahren und Einrichtung zur Radsatzführung von Schienenfahrzeugen

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DE4306114A1 (de) * 1993-02-27 1994-09-01 Abb Patent Gmbh Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit
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EP1228937B1 (de) * 1999-08-31 2004-09-22 Construcciones y Auxiliar de Ferrocarriles S.A. CAF. Vorrichtung zur steuerung der achsen eines schienenfahrzeuges
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DE10137443A1 (de) 2001-07-27 2003-03-06 Bombardier Transp Gmbh Verfahren und Vorrichtung zur aktiven Radialsteuerung von Radpaaren oder Radsätzen von Fahrzeugen
FR2874883A1 (fr) * 2004-09-07 2006-03-10 Henri Guillemaut Bogie, pour vehicules ferroviaires, a roues orientables selon la courbure des voies
AT505488A2 (de) * 2007-06-19 2009-01-15 Siemens Transportation Systems Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs
US20100248884A1 (en) * 2009-03-31 2010-09-30 Richard Tremblay Transmission for an Electrically Powered Vehicle
ITTO20110672A1 (it) 2011-07-25 2013-01-26 Ansaldobreda Spa Carrello sterzante, in particolare per una carrozza di tram
CA2931477C (en) * 2011-10-26 2017-07-18 Nippon Steel & Sumitomo Metal Corporation Method and device for steering truck of railway vehicle, and truck
ES2706741T3 (es) * 2013-08-28 2019-04-01 Nippon Steel & Sumitomo Metal Corp Método para reducir la presión lateral en un vehículo ferroviario
RU2625699C1 (ru) * 2016-07-11 2017-07-18 Открытое акционерное общество "Демиховский машиностроительный завод" (ОАО "ДМЗ") Колесно-моторный блок электроподвижного транспортного средства с асинхронным тяговым двигателем
PT3487744T (pt) * 2016-07-19 2020-11-11 Medela Holding Ag Conjunto de roda para um veículo guiado numa linha ferroviária
AT524028B1 (de) * 2020-09-29 2022-02-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug
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Publication number Priority date Publication date Assignee Title
DE4406633A1 (de) * 1994-03-01 1995-09-07 Manfred Dipl Ing Maibom Geringen Verschleiß bewirkendes Radsystem, insbesondere für Drehgestelle von Schienenbahnen
DE4406633C2 (de) * 1994-03-01 1998-01-29 Manfred Dipl Ing Maibom Fahrwerk mit Lauf- und Führungsrädern für Schienenbahnen
DE19715148A1 (de) * 1997-04-11 1998-10-15 Deutsche Waggonbau Ag Verfahren und Einrichtung zur Radsatzführung von Schienenfahrzeugen

Also Published As

Publication number Publication date
FR2624081A1 (fr) 1989-06-09
DE3872842T2 (de) 1992-12-03
ATE78223T1 (de) 1992-08-15
US4982671A (en) 1991-01-08
DE3872842D1 (de) 1992-08-20
CA1299019C (fr) 1992-04-21
ES2034129T3 (es) 1993-04-01
EP0318923A1 (de) 1989-06-07

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WO1990015744A1 (fr) Dispositif de suspension et d'amortissement pour vehicules ferroviaires a essieux orientables

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