EP0468296B1 - Dispositif de manoeuvre pour roue indépendante - Google Patents

Dispositif de manoeuvre pour roue indépendante Download PDF

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Publication number
EP0468296B1
EP0468296B1 EP91111580A EP91111580A EP0468296B1 EP 0468296 B1 EP0468296 B1 EP 0468296B1 EP 91111580 A EP91111580 A EP 91111580A EP 91111580 A EP91111580 A EP 91111580A EP 0468296 B1 EP0468296 B1 EP 0468296B1
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EP
European Patent Office
Prior art keywords
wheel
flow
arrangement according
control arrangement
flow body
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
EP91111580A
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German (de)
English (en)
Other versions
EP0468296A1 (fr
Inventor
Hansjochen Girod
Heinrich Dipl.-Ing. Scheucken
Gerhard Korn
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.)
Siemens AG
Original Assignee
Siemens AG
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
Priority claimed from DE9013005U external-priority patent/DE9013005U1/de
Application filed by Siemens AG filed Critical Siemens AG
Priority to AT91111580T priority Critical patent/ATE100033T1/de
Publication of EP0468296A1 publication Critical patent/EP0468296A1/fr
Application granted granted Critical
Publication of EP0468296B1 publication Critical patent/EP0468296B1/fr
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

Definitions

  • the invention relates to a single wheel control device for at least one horizontally rotatable single wheel of a vehicle, in particular a rail vehicle.
  • the object of the invention is to build a single wheel control device with these properties.
  • a direction setting device generates directional and control forces which are derived from the wheel arch levels and which can optionally be processed for the control of further individual wheels.
  • a flowing medium is required to build up a directional field.
  • the term flowing medium is very broad. It can be both gases and preferably liquids. Force lines of electromagnetic fields or luminous fluxes can also be used as directional variables.
  • the single wheel control device offers the possibility of increasing the speed of the flowing medium in the flow channel as the vehicle speed increases or of reducing the flow speed as the vehicle speed decreases. This results in an improved carriage run both at high speeds and with narrow bends. In addition, wheel-rail wear and driving noise are significantly reduced.
  • the individual wheels of a pair of wheels can be pressed onto periodic amplitude-identical direction change components, so that when driving straight ahead, an average directional component is exerted on the vehicle, so that a particularly good straight-line stabilization is obtained.
  • An embodiment of the single-wheel control device enables an asymmetrical division of the flowing medium in the flow channel in a simple manner by means of a flow guide element.
  • the resulting change in the position of the flow body adjusts the toe and toe of the associated individual wheel, which is dependent on the roll movement, in order to stabilize the straight-ahead run.
  • the setting of the flow guiding element can also be continuously controlled if the roll frequencies or roll amplitudes are additionally entered as control variables.
  • a particularly good stabilization of the flow pattern is obtained with single wheel control devices according to claims 15 to 18, since the laminar flow along the flow body is maintained by the tail unit arranged on the flow body, especially also when the flow body is tilted.
  • 1 denotes a flow channel which forms a closed flow circuit with a pipeline system 2.
  • a pump 3 is arranged in the piping system 2, by means of which a constant flow is maintained.
  • a control valve 4 and a manometer 5 are also installed in the pipeline system 2.
  • a pressure shunt circuit 6 with a control valve 7 is provided parallel to the flow channel 1.
  • the flow body 8 is designed and arranged in such a way that the flowing medium essentially only flows around it laterally.
  • An adjusting lever 10 is arranged on the axis of rotation 9 outside the flow channel 1.
  • the control lever 10 is rigidly connected to the flow body 8 via the axis of rotation 9. This will make the acting forces acting on the flow body 8 to the outside.
  • a linkage 11 is articulated on the adjusting lever 10, through which the control valve 7 is influenced.
  • the actuating lever 10 also has a link 13 in which a coupling element 14 rigidly connected to the associated individual wheel is movably arranged (see FIG. 2).
  • control valve 4 in the piping system 2 can also be influenced at the same time via an additional linkage 12 (shown in dashed lines in FIG. 1).
  • additional linkage 12 shown in dashed lines in FIG. 1.
  • pressure pipe outlets 15, 16 are provided in the outlet-side part of the flow channel 1, which are connected to a differential pressure hydraulic system 17.
  • An externally controllable flow guide element 18 is provided on the inlet side in the flow channel 1.
  • the flow channel 1 is arranged in the direction of the longitudinal axis of the vehicle (arrow 19).
  • the direction of the flowing medium advantageously runs parallel to the longitudinal axis of the assigned vehicle part.
  • the flow medium 8 is held in the position shown during a straight run and exerts a directional force on it. This directional force depends on the flow rate of the flowing medium. This can be changed by the control valve 4, whereby the working point position for straight-ahead running is adjustable. If roll movements occur in the vehicle, the flow guide element 18 can achieve an asymmetrical distribution of the flowing medium in the flow channel 1, and thus a toe-in or toe-out of the assigned single wheel, which is dependent on the roll movement, can be set to stabilize the straight-ahead running.
  • the single wheel on the outside of the curve runs against the edge of the rail head with its flange. If the starting force that occurs on the wheel flange is greater than the directional force achieved by the flowing medium, the single wheel adjusts itself to the infeed tangent of the rail arch due to its horizontal rotational mobility. Via the coupling element 14, the wheel plane position is transferred to the flow body 8 at the correct angle. With the adjustment of the flow body 8, the control valve 7 is actuated via the actuating lever 10 and the linkage 11. As a result, the pressure shunt circuit 6 is opened, which leads to a reduction in the flow rate in the flow channel 1 and thus to a reduction in the directional forces on the flow body 8. When the directional forces are reduced, the flange pressure point around the actuating force component is relieved.
  • the flow rate can also be regulated directly in the piping system 2 by means of the control valve 4.
  • the control valve 4 is connected to the flow body 8 via the control lever 10 and the linkages 11 and 12.
  • control processes described above are only effective if a predefinable swing-out tolerance of the single wheel is exceeded. This is done with a view to superimposing a deflection oscillating symmetrically around the zero position in order to simulate a sinusoidal run of the single wheel.
  • FIG. 2 shows the control process made possible by the single wheel control device according to the invention using the example of a pair of wheels entering a right-hand curve.
  • the left single wheel is the wheel on the outside of the curve.
  • the components of the assigned single wheel control device which correspond to those in FIG. 1, have the same reference numerals.
  • the right single wheel is the inside wheel.
  • the corresponding components of the associated single wheel control device are given the same reference numerals as the components of the single wheel control device for the left starting single wheel; however, they are identified by a line signature to distinguish them.
  • each individual wheel control device has a steering angle correction device, which essentially consists of a differential controller 21 'and a one-way actuating cylinder 22'.
  • the actuating cylinder 22 ' is mechanically connected to the coupling element 14' via a linkage 23 'and adjusts the point of engagement of the coupling element 14' in the link 13 'in the direction of the axis of rotation 9' of the flow body 8 '(shown in broken lines).
  • the angular path of the actuating lever 10 'via the linkage 20' and the coupling element 14 ' is increased by a certain amount while the linear path of the differential pressure hydraulics 17 remains the same.
  • the linkage of the linkage 20 'or 20 to the respective individual wheel is carried out via angled levers, not specified.
  • the Steering angle correction device (not shown) for driving through a left curve (left single wheel is then the wheel on the inside of the curve) is assigned in an analogous manner to the single wheel control device for the left single wheel.
  • the individual wheel of a pair of wheels on the inside of the curve is therefore corrected in its setting angle.
  • the differential angle 21 ' In order to correct the setting angle ⁇ 'of the individual wheel on the inside of the curve, in addition to the vehicle-specific fixed values (wheel contact track S r and the wheel pair distance L) stored in the computer of the differential controller 21', the differential angle 21 ' also requires the setting angle ⁇ of the approaching outside individual wheel which is approaching the curve.
  • the differential controller 21 ' receives this setting angle ⁇ from an angle stepper of the starting wheel on the outside of the curve; in the case shown, this is the angular step encoder 24. It is mounted with its part fixed to the housing on the flow channel 1 and connected to the axis of rotation 9 with its customer. Only the right-hand or left-hand swinging angle of the wheel on the outside of the curve that is approaching is evaluated for the correction calculation of the inside wheel.
  • the angular range to be thrown is activated by a directional pulse generator.
  • the correction of the control angle ⁇ 'by an adjustment angle gives the steering angle ⁇ for the inner wheel on the inside of the curve.
  • the steering angle ⁇ is thus set to the tangent of the smaller radius of the rail on the inside of the curve.
  • the differential controller 21 ' influences the actuating cylinder 22' in such a way that the change in position of the coupling element 14 'in the link 13' occurs only by the amount which corresponds to the correction angle ⁇ .
  • the two flow channels 1 and 1 ' are non-positively connected to one another via the pressure pipe outlets 15 and 16, the differential pressure hydraulics 17, the linkage 20', the coupling element 14 'and via pressure pipelines 25 and 26, the differential pressure hydraulics 17', the linkage 20 'and the coupling element 14 connected.
  • a servo-assisted readjustment of the external wheel that is starting up on the curve occurs via this positive connection.
  • the inner wheel on the inside of the curve to the steering angle ⁇ (which results from the correction of the setting angle ⁇ ')
  • this is also transmitted to the outer wheel on the outside by means of the servo control, as a result of which the flanged start of the outer wheel on the outside is ended.
  • the servo circuit is closed by a slide switch 28, which is arranged on the linkage 23 'of the setting cylinder 22', and the servo assistance is ended, so that a further transmission of the steering angle ⁇ cannot be done.
  • the predeterminable setting tolerance is determined by the installation distance of the slide switch 28 in relation to the coupling element 14 'and thus in relation to the correction angle ⁇ .
  • the adjustment of the point of engagement of the coupling element 14 'in the link 13' of the actuating lever 10 'described in FIG. 2 was carried out hydraulically via the actuating cylinder 22'.
  • an electrical adjustment can also be used, for example by means of a stepper motor with a spindle drive.
  • the differential controller 21 ' after processing the supplied values of the actuating angle ⁇ and the pressure conditions in the flow channel 1, emits electrical actuating pulses for the stepper motor which, via the spindle drive, corresponds to the point of engagement of the coupling element 14' in the link 13 'of the actuating lever 10' adjusted and thus the correction angle ⁇ determined.
  • the flow bodies 8 shown in FIGS. 3 and 4, like the flow body in FIG. 1, are symmetrical.
  • a tail unit part 29 and 30 (FIG. 3) or 31 and 32 (FIG. 4) is arranged on each of the two sides, which are essentially surrounded by the flow medium. Due to the symmetrical shape of the flow body 8 and its symmetrical arrangement in the flow channel (see FIG. 1), the two tail sections 29 and 30 or 31 and 32 are also arranged and formed symmetrically. Due to the empennage parts 29 to 32, the laminar flow along the flow body 8 is maintained in particular even when the flow body 8 is tilted (pivoting out of its zero position due to the angle-correct transmission of the wheel plane position). The tail sections 29 to 32 move the vortex formation from the rear end (viewed in the flow direction) of the flow body 8 to the outside (in the direction of the inside of the flow channel 1). Touching the inside of the flow channel 1 by the flow body 8 is thus reliably prevented.
  • the shape of the tail parts 29 and 30 or 31 and 32 is not limited to the exemplary embodiments shown in FIGS. 3 and 4. Rather, both The shape of the tail sections 29-32 as well as their position on the flow body 8 and the number of tail sections required are adapted to the respective application (for example the shape and size of the flow channel or the type of flowing medium) (for example in the manner of spoilers).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Claims (18)

  1. Dispositif de commande de roue indépendante pour au moins une roue indépendante, mobile horizontalement en rotation, d'un véhicule, notamment d'un véhicule sur rails, comportant un dispositif de prescription de direction, qui est associé à cette roue, et qui comprend ce qui suit :
    a) un canal d'écoulement (1,1') pour un fluide en écoulement,
    b) un corps d'écoulement (8,8') disposé de manière à pouvoir basculer dans l'écoulement à l'intérieur du canal d'écoulement (1,1') et accouplé à la roue individuelle, pour prendre en charge la direction d'écoulement, en vue d'une transmission à la roue individuelle, et
    c) un dispositif (4,6,7;4',6',7') pour modifier la pression et/ou la vitesse du fluide en écoulement et qui est mis en action lorsqu'une force de changement de direction est appliquée par la roue individuelle au corps d'écoulement (8,8').
  2. Dispositif de commande de roue individuelle suivant la revendication 1, dans lequel le canal d'écoulement est disposé parallèlement à l'axe longitudinal (19) du véhicule.
  3. Dispositif de commande de roue individuelle suivant la revendication 1 ou 2, dans lequel le corps d'écoulement (8,8') et la roue individuelle sont accouplés entre eux, en vue d'un déplacement, sur un même angle, de la surface de roulement du plan de roue et du corps d'écoulement (8,8').
  4. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 3, dans lequel le corps d'écoulement (8,8') est agencé de manière à être symétrique le long du canal d'écoulement (1,1').
  5. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 4, dans lequel un dispositif (18) de guidage de l'écoulement est associé au corps d'écoulement (8,8') dans le canal d'écoulement (1,1'), de manière à prédéterminer un changement unilatéral de position d'un côté du corps d'écoulement (8,8') pour un pincement avant ou un pincement arrière et/ou pour la superposition d'un braquage, qui oscille symétriquement par rapport à la position neutre, de la roue individuelle accouplée.
  6. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 5, dans lequel le dispositif de guidage de l'écoulement comprend au moins un élément (18) de guidage de l'écoulement, qui peut être commandé par les déplacements latéraux du véhicule.
  7. Dispositif de commande de roue individuelle suivant l'une des revendications 5 ou 6, dans lequel le dispositif de guidage de l'écoulement comprend, pour la superposition d'un braquage oscillant symétriquement autour de la position neutre, des éléments de guidage de l'écoulement installés de façon fixe selon une configuration et avec une forme pouvant être prédéterminées.
  8. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 7, dans lequel le dispositif servant à modifier la pression et/ou la vitesse du fluide en écoulement comprend un circuit secondaire de pression (6,6'), qui comporte une vanne (7,7'), qui est accouplée au corps d'écoulement (8,8') et qui peut être mise en action en fonction de la position du corps d'écoulement.
  9. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 8, comportant au moins deux roues individuelles associées entre elles par couples et auxquelles sont associés des dispositifs à écoulement hydraulique de prescription de la direction, et dans lequel à chaque corps d'écoulement (8,8') est associé un système hydraulique à pression différentielle (17,17') qui sert à commander l'autre corps d'écoulement respectif (8,8') en fonction de la pression différentielle dans le canal d'écoulement (1,1') des deux côtés du corps d'écoulement (8,8'), dans la zone de déviation de ce dernier.
  10. Dispositif de commande de roue individuelle suivant la revendication 9, dans lequel à chaque système hydraulique à pression différentielle (17,17') est associé un dispositif de correction de l'angle de braquage, qui est commandé par la pression différentielle et par l'angle de la roue individuelle du côté extérieur de la courbe, et qui est prévu pour la roue individuelle du côté intérieur de la courbe, par modification de la transmission mécanique du système hydraulique à pression différentielle (17,17') au corps d'écoulement (8,8') de la roue individuelle du côté intérieur de la courbe.
  11. Dispositif de commande de roue individuelle suivant la revendication 10, dans lequel le dispositif de correction de l'angle de braquage comprend un transmetteur de pas angulaire (24,24'), un régulateur différentiel (21') ainsi qu'un vérin de réglage (22') à simple effet, et dans lequel au régulateur différentiel (21') sont envoyés l'angle de réglage (g) ainsi que la pression différentielle du canal d'écoulement (1) de la roue individuelle du côté extérieur de la courbe, pour commander le vérin de réglage (22') à simple effet, qui agit mécaniquement sur une articulation à coulisse du corps d'écoulement (8') pour la roue du côté intérieur de la courbe.
  12. Dispositif de commande de roue individuelle suivant la revendication 10, dans lequel le dispositif de correction de l'angle de braquage s'effectue électriquement, de préférence au moyen d'un moteur pas-à-pas par un dispositif d'entraînement à broche, et le régulateur différentiel (21') envoie, après le traitement des valeurs envoyées de l'angle de réglage (g') ainsi que du rapport des pressions dans le canal d'écoulement (1) de la roue individuelle du côté extérieur de la courbe, des impulsions électriques de réglage du moteur pas-à-pas, qui, au moyen du dispositif d'entraînement à broche, déplace de façon correspondante le point d'attaque de l'élément de couplage (14') de la coulisse (13') du levier de réglage (10') et détermine par conséquent l'angle de correction (Dg).
  13. Dispositif de commande de roue individuelle suivant l'une des revendications 1 à 12, dans lequel le corps d'écoulement (8,8') possède un levier de réglage (10,10'), qui sort du canal d'écoulement (1,1') et qui transmet à l'extérieur la position du corps d'écoulement (8,8').
  14. Dispositif de commande de roue individuelle suivant la revendication 12 ou 13, dans lequel l'articulation de la coulisse est réalisée sur le levier de réglage (10,10').
  15. Dispositif de commande de roue individuelle suivant la revendication 1, dans lequel un mécanisme de guidage (29-32) servant à stabiliser le déroulement de l'écoulement est prévu sur le corps d'écoulement (8).
  16. Dispositif de commande de roue individuelle suivant la revendication 15, dans lequel le mécanisme de guidage (29 à 32) est disposé latéralement sur le corps d'écoulement (8).
  17. Dispositif de commande de roue individuelle suivant la revendication 15 ou 16, dans lequel un corps d'écoulement (8) symétrique comporte, de chaque côté, une partie correspondante (29-32) du mécanisme de guidage.
  18. Dispositif de commande de roue individuelle suivant l'une des revendications 15 à 17, dans lequel le mécanisme de guidage comprend au moins une partie (29 à 32) ayant la forme d'un spoiler.
EP91111580A 1990-07-23 1991-07-11 Dispositif de manoeuvre pour roue indépendante Expired - Lifetime EP0468296B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT91111580T ATE100033T1 (de) 1990-07-23 1991-07-11 Einzelrad-steuervorrichtung.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
EP90114094 1990-07-23
EP90114094 1990-07-23
DE9013005U 1990-09-12
DE9013005U DE9013005U1 (de) 1990-09-12 1990-09-12 Einzelrad-Steuervorrichtung

Publications (2)

Publication Number Publication Date
EP0468296A1 EP0468296A1 (fr) 1992-01-29
EP0468296B1 true EP0468296B1 (fr) 1994-01-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP91111580A Expired - Lifetime EP0468296B1 (fr) 1990-07-23 1991-07-11 Dispositif de manoeuvre pour roue indépendante

Country Status (2)

Country Link
EP (1) EP0468296B1 (fr)
DE (1) DE59100841D1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4216726C2 (de) * 1992-05-20 2001-06-07 Mannesmann Rexroth Ag Hydraulische Lenkung für schienengebundene Fahrzeuge

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3635804C2 (de) * 1986-10-17 1994-08-04 Peter Dipl Ing Thevis Lenksteuerung für die Räder eines Schienenfahrzeuges
DE3707898A1 (de) * 1987-03-12 1988-09-22 Waggon Union Gmbh Einachsfahrwerk mit losraedern fuer schienenfahrzeuge

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DE59100841D1 (de) 1994-02-24
EP0468296A1 (fr) 1992-01-29

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