EP0590234B1 - Méthode et dispositif pour éliminer l'inclinaison d'un bogie avec des blocs de roues - Google Patents

Méthode et dispositif pour éliminer l'inclinaison d'un bogie avec des blocs de roues Download PDF

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Publication number
EP0590234B1
EP0590234B1 EP93106248A EP93106248A EP0590234B1 EP 0590234 B1 EP0590234 B1 EP 0590234B1 EP 93106248 A EP93106248 A EP 93106248A EP 93106248 A EP93106248 A EP 93106248A EP 0590234 B1 EP0590234 B1 EP 0590234B1
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EP
European Patent Office
Prior art keywords
wheel
value
sum
undercarriage
speed
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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
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EP93106248A
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German (de)
English (en)
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EP0590234A1 (fr
Inventor
Leonhard Dipl.-Ing. Reng
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Siemens AG
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Siemens AG
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Priority to US08/129,644 priority Critical patent/US5416707A/en
Publication of EP0590234A1 publication Critical patent/EP0590234A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels

Definitions

  • the invention relates to a method and a device for eliminating an inclination of a wheel block bogie provided with a plurality of individual wheels.
  • Rail vehicles consist of a body and chassis.
  • the undercarriage has two tasks: it guides the vehicle in the track channel of the track and it has to protect the body from bumps.
  • the tracking is ideal if the vehicle follows the middle of the track exactly.
  • the tracking behavior of the undercarriage approaches ideal tracking, the faster deviations from the track axis are corrected.
  • the "wheel block” guidance principle is known from this article.
  • the wheel block two individual wheels are used, which are not arranged next to each other, but one behind the other.
  • the individual wheels arranged one behind the other prove to be almost ideal for correcting inclined positions.
  • the inclined wheel block acts on both wheels because of the same slip angle ⁇ equally large traction lateral forces. With regard to the pivot point, they compensate for the turning moments that result. From this point of view, the wheel block is always in an indifferent equilibrium position. From any position in the phase diagram of the wheel block, the transverse deflections and an inclination are very quickly reduced to values around zero.
  • the wheel block removes the transverse offset as well as inclined positions with lateral profile forces and is therefore wear-free.
  • the wheel block guidance principle would come very close to the ideal if there were no longitudinal frictional forces, as is the case with driven wheels.
  • a rail vehicle is known from EP 0 374 290 A1, which comprises a predeterminable number of individual wheels on both sides along the longitudinal axis of the vehicle, which can be pivoted by steering.
  • a steering error-free steering of each individual wheel in all curve areas is achieved in that a rail profile measuring device is provided which measures the deviation of a vehicle axis from the profile of the rail and which, depending on measured deviations, generates a steering signal for each individual wheel independently of the other. This means that each individual wheel is always correctly steered in any curve position so that tracking errors can no longer occur.
  • the wheel planes should ideally be tangent to the rail.
  • Non-constrained rolling of the wheels is still only guaranteed if the rolling radii of the wheels are relatively equal to the arc lengths of the two rails. This enables a transverse offset.
  • the necessary difference in the rolling radius due to the taper of the wheel profiles of both wheels results from the known rolling condition of the wheel set. If the necessary difference in the rolling radius is greater than the possible difference due to the wheel profile due to the track guidance, the wheels can no longer roll without constraint. This means that the wheel on the outside of the curve turns too slowly, the inside of the curve on the outside too quickly.
  • the different frictional longitudinal forces create a turning moment which turns the undercarriage, also called the bogie, out of the curve.
  • the flange always starts up when the bogie is inclined, i.e. no longer runs parallel to the track or no longer runs tangentially to the track in curves.
  • the counter torque can only be applied by the frictional shear forces or by a start of the wheel flange with corresponding wear.
  • the invention is based on the object of specifying a method and a device for eliminating an inclined position of a wheel block bogie.
  • This provides a setpoint for a control and regulating device or a control device of each wheel block of the driving or running gear, with which the resulting inclination of the bogie (driving or running bogie) is eliminated when cornering or driving straight ahead, thereby reducing the running properties of the bogie Chassis significantly improved.
  • a device according to the invention is defined by the features listed in claims 3 and 5, respectively.
  • This device consists of adders, comparators, a sign member and a controller, which makes the structure very simple and inexpensive.
  • an adaptation element is connected between the first comparator and the sign element, the second input of which is linked to an output of an averager.
  • the inventive method for skew detection can also be used without using the drive or braking forces.
  • the bogie it would be possible for the bogie to be rotatable relative to the car body by means of an actuating mechanism, so that a manipulated variable for such an actuating mechanism can be obtained from the actual inclined position value as a function of a predetermined inclined nominal value.
  • This manipulated variable could also be used in an actuating mechanism for steering the wheel sets relative to the bogie.
  • the special feature of the inventive method for skew detection is that its skew can be determined as a function of the speeds of the individual wheels of a bogie without using additional encoders.
  • the transverse forces Fyij depend on the weight of the vehicle to be absorbed by the wheel, the angle of inclination of the wheel profile at the respective contact point, the position of the bogie in relation to the longitudinal axis of the track and the sliding angle of the wheel / rail.
  • the lateral forces essentially only change when the angle of inclination of the wheel profile changes.
  • this angle is constant in the possible running range.
  • the lateral forces remain constant and are the same size on all wheels as long as there is no contact with the wheel flange. The lateral forces in the specified moment equation thus cancel each other out.
  • the longitudinal frictional forces Fxij are the driving forces of the vehicle and can be actively influenced via the control device.
  • the respective force Fxij is positive if the wheel circumferential speed at the wheel contact point is greater than the vehicle speed. Accordingly, the force becomes zero at the same speed or negative if the wheel peripheral speed is less than the vehicle speed. Longitudinal forces are always to be seen in connection with a wheel / rail slip.
  • the bogie 4 and thus the wheels 11, 12, 21 and 22 are moved obliquely to the wheel plane at an angle ⁇ , then they slide with a transverse slip relative to the rail.
  • the relative movement is countered by a force-fit side force Fy caused by the wheel / rail force-fit.
  • Fy force-fit side force
  • the inclination can even lead to the flange turning and will only thereby preventing a turning moment M from occurring when the bogie 4 is deflected obliquely about the vertical axis, which causes a return movement into a position parallel to the direction of travel or parallel to the track, ie the inclined position ⁇ becomes zero again.
  • a transverse offset ⁇ alone produces neither wear nor noise and is therefore without any disadvantages in terms of tracking. Due to the taper of the wheel profiles, however, there are different rolling radii and, depending on the drive concept selected, differences arise in the longitudinal force forces, which creates a turning moment M.
  • a start of the wheel flange can only be prevented by the fact that, once the wheel set or bogie is deflected, an actuating torque is generated which causes a return movement to the central position.
  • FIG. 2 shows a block diagram of a device for carrying out the method according to the invention for eliminating an inclined position of a chassis 4 provided with a plurality of individual wheels 11, 12, 21 and 22, also called a driven bogie.
  • a drive motor is assigned to each individual wheel 11, 12, 21 and 22, which is not shown in more detail for reasons of clarity.
  • the individual wheels 11, 12, 21 and 22 are fed in blocks.
  • the traction motors of the individual wheels 11 and 21 are fed by a first actuator, for example a converter, in particular a pulse converter, and the traction motors of the individual wheels 12 and 22 are fed by a second actuator, for example a converter, in particular in the pulse converter.
  • a first actuator for example a converter, in particular a pulse converter
  • a second actuator for example a converter, in particular in the pulse converter.
  • the drive torques m * 1 and m * 2 of the left and right-hand motors are set to approximately the same size with the aid of two control and regulating devices 6 and 8. If one impresses exactly the same motor torques m * 1 and m * 2 on both sides of the bogie 4 by means of these two control and regulating devices 6 and 8, the theoretical assumption of the same rolling radii on all four wheels 11, 12 is likely , 21 and 22 expect the bogie 4 to run straight ahead.
  • a tracking control 10 is superimposed on the torque control of these traction motors of the individual wheels 11, 12, 21 and 22 of the undercarriage 4 which are fed in blocks of blocks, whereby an inclined position is recognized at any arc radius and by suitable control interventions on the traction motors of the individual wheels 11, 12, 21 and 22 which are fed in blocks of blocks the frictional longitudinal forces are controlled so that a return movement from the determined inclination takes place.
  • This superimposed tracking control 10 consists of two adders 14 and 16 on the input side, which are linked on the output side to a first comparator 18.
  • the adder 14 sums the wheel speeds n11 and n22 of two diagonally opposite individual wheels 11 and 22 of the chassis 4, the adder 16 sums the wheel speeds n12 and n21 of the other two diagonally opposite single wheels 12 and 21 of this chassis 4.
  • a total difference rotational speed actual value g is formed, which represents a measure of the inclination of the running gear 4 in the track.
  • the total difference speed actual value g is also referred to as the actual inclination value g.
  • the output of the first comparator 18 is provided with a sign element 20, which gives the ascertained sum difference speed actual value g or the inclined actual value g with a sign s provides.
  • This sign s is equal to +1 when driving backwards, braking forwards (with a negative drive lever setpoint m *) and -1 when driving forward, backwards braking (with a positive drive lever setpoint m *).
  • This signed inclined actual value sg is fed to a first further adder 24, at the second input of which an inclined nominal value g * is present.
  • a manipulated variable ⁇ m * is generated from the sum signal present at the further adder 24 by means of a controller 26, in particular a proportional-integral-differential controller (PID controller).
  • PID controller proportional-integral-differential controller
  • This manipulated variable ⁇ m * is fed to an adder 28 and a subtractor 30, at the first inputs of which there is a drive lever setpoint m *, also called a torque setpoint.
  • the output of the adder 28 is with the control and regulating device 8 for the actuator of the motors of the individual wheels 12 and 22 of the right wheel block 2 and the output of the subtractor 30 is with the control and regulating device 6 for the actuator of the motors of the individual wheels 11 and 21 of the left wheel block 1 connected.
  • m * 2 or m * 1 At the output of the adder 28 or the subtractor 30 there is a torque setpoint m * 2 or m * 1, which changes the frictional longitudinal forces via the converter in such a way that the motors of the individual wheels 12 and 22 of the right wheel block 2 are slightly more and the motors of the individual wheels 11 and 21 of the left wheel block 1 make a little less torque.
  • the track quality criterion applies to any arc radius r, since the speed difference between the inner wheel block and the outer wheel block stands out due to the diagonal addition of the speeds.
  • transverse offset ⁇ of the bogie 4 A pure transverse offset ⁇ from the middle of the track does not affect the guidance.
  • a transverse offset ⁇ to the right for example, the speeds n11 and n21 of the left wheel block 1 increase, while the speeds n12 and n22 of the right wheel block 2 decrease. Similar to cornering, the speed differences stand out as desired due to the diagonal addition of the speeds in the track quality criterion.
  • the track quality criterion also provides the correct result here g.
  • FIG. 3 shows a block diagram of a device for carrying out the method according to the invention for eliminating an inclined position of a drive 5 provided with a plurality of individual wheels 11, 12, 21 and 22, also called a bogie or a non-powered bogie.
  • Each individual wheel 11, 12, 21 and 22 is assigned a speed measuring device, as in FIG. 2, which is not shown in detail for reasons of clarity.
  • each wheel block 1 or 2 is assigned a braking device, which are also not shown in detail.
  • These braking devices are operated by means of control devices 7 and 9.
  • the control device 7 acts on the braking device of the individual wheels 11 and 21 of the left wheel block 1 and the control device 9 on the braking device of the individual wheels 21 and 22 of the right wheel block 2.
  • the control devices 7 and 9 are each supplied with a braking torque m * B 1 and m * B 2, which are each the same as a common braking force setpoint m * B when the bogie 5 has ideal tracking behavior.
  • a track control 10 according to FIG. 2 is superimposed on this brake control.
  • this tracking control 10 Depending on the measured wheel speeds n11, n12, n21 and n22, this tracking control 10 generates an actual inclination value g, which is regulated to a predetermined desired inclination value g * (normally equal to zero), in which a braking manipulated variable ⁇ m * B on the one hand added to the braking force torque m * B 2 of a wheel block 2 and on the other hand subtracted from the braking force torque m * B 1 of the other wheel block 1.
  • the sign S of the sign member 20 is equal to +1 when driving forward (in the direction of the arrow) and -1 when driving backwards (against the direction of the arrow). Otherwise, this tracking control 10 functions in exactly the same way as with a motor bogie 4 according to FIG. 2.
  • the tracking control 10 is independent of the braking system.
  • the braking system can be based on any physical principles, as long as each wheel block 1 and 2 has its own braking device.
  • this tracking method can also be used if only a single wheel is braked on each side of the bogie.
  • the principle can also be applied to motor bogies if the electric drive unit has failed and the mechanical brake (replacement brake) is activated instead.
  • FIG. 4 shows a block diagram of an advantageous embodiment of the device according to FIGS. 2 and 3.
  • an adaptation element 32 is connected between this first comparator 18 and the sign element 20, the second input of which has an output an averager 34 is linked.
  • the determined wheel speeds n11, n12, n21 and n22 are present at the first inputs of this mean value generator 34 and the numerical value of the number a of the individual wheels 11, 12, 21 and 22 of the chassis 4 is present at the second input.
  • This averager 34 sums up the upcoming wheel speeds n11, n12, n21 and n22 and divides this sum by the number a of the individual wheels 11, 12, 21 and 22 of the Chassis 4, so that a chassis speed n is present at the output.
  • the determined actual inclination value g is related to the chassis speed n by means of the adaptation element 32. As a result, the superimposed tracking control 10 becomes independent of the speed of the bogie 4.
  • the superimposed tracking control 10 also called active tracking, enables without additional sensors, such as Joint angle encoder, optimal running behavior in straight lines and in bends alike.
  • An inclination of the bogie 4 or 5 can practically always be recognized and corrected, regardless of how this is caused. For example, a tilting of the bogie 4 as a result of one-sided sliding and spinning processes can be detected and corrected.
  • This active guidance is an ideal solution to the guidance problem.
  • the rolling condition is always fulfilled.
  • the bogie 4 or 5 can be guided in the ideal track without additional encoders. It is irrelevant whether the vehicle is driving in a curve or on a straight line. It is also irrelevant which interferences, e.g. constantly changing rail conditions, which could cause skewing, because the active tracking determines the skew and corrects it regardless of its cause.
  • the described method for eliminating an inclined position of a chassis 4 described at the outset can also be applied to bogies whose traction motors are each fed by a converter.
  • the method described can also be applied to bogies which can be rotated relative to the car body by means of an adjusting mechanism are arranged.
  • this described method can be applied to a bogie in which the wheels thereof can be rotated relative to the bogie by means of an adjusting mechanism.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Handcart (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (7)

  1. Procédé pour supprimer une position oblique d'un bogie (4), pourvu de plusieurs roues individuelles (11,12, 21,22), d'un véhicule sur rails, dont les moteurs d'entraînement sont alimentés, pour chaque bloc de roues, au moyen de deux dispositifs de commande et de régulation (6,8), et selon lequel, parmi les vitesses de rotation de roues déterminées (n11,n12,n21,n22), respectivement deux vitesses de rotation de roues (n11,n22 ou n12,n21) de deux roues individuelles (11,22 ou 12,21), opposées en diagonale, du bogie (4) sont additionnées pour former une vitesse de rotation somme (ns1,ns2), et à partir des vitesses de rotation sommes est formée une valeur réelle (g) de la différence des sommes, qui est comparée, en fonction d'un signal de direction (S), à une valeur de consigne (g*) de la vitesse de rotation de la différence de somme, auquel cas en fonction de la différence de régulation obtenue est produite une grandeur de réglage (Δm*), qui forme, par addition ou soustraction d'une valeur de consigne (m*) de la manette d'accélérateur, une valeur de consigne de couple (m*1 ou m*2) pour respectivement un bloc de roues (1 ou 2).
  2. Procédé pour supprimer une position oblique d'un mécanisme de roulement (5), pourvu de plusieurs roues individuelles (11,12, 21,22), d'un véhicule sur rails, dont les dispositifs de freinage sont commandés, pour chaque bloc de roues, au moyen de deux dispositifs de commande (7,9), et selon lequel parmi les vitesses de rotation de roues déterminées (n11,n12,n21,n22) respectivement deux vitesses de rotation de roues (n11,n22 ou n12,n21) de deux roues individuelles (11,22 ou 12,21), opposées en diagonale, du mécanisme de roulement (5) sont additionnées pour former une vitesse de rotation somme (ns1,ns2), et à partir des vitesses de rotation sommes est formée une valeur réelle (g) de la différence des sommes, qui est comparée, en fonction d'un signal de direction (S), à une valeur de consigne (g*) de la vitesse de rotation de la différence des sommes, auquel cas, en fonction de la différence de régulation obtenue, est produite une grandeur de réglage (Δm*B), qui forme, par addition ou soustraction d'une valeur de consigne (m*B) de la force de freinage, une valeur de consigne (m*B1 ou m*B2) de la force de freinage pour respectivement un bloc de roues (1 ou 2).
  3. Procédé suivant la revendication 1 ou 2, dans lequel la valeur réelle (g) de la différence des sommes est rapportée à une vitesse de rotation (n) du bogie, cette vitesse de rotation (n) du bogie étant déterminée à partir de la somme des vitesses de rotation de roues (n11,n12,n21,n22) divisée par le nombre (a) des roues (11,12,21,22).
  4. Dispositif pour la mise en oeuvre du procédé suivant la revendication 1 pour un bogie (4), qui est pourvu de plusieurs roues individuelles (11,12, 21,22), d'un véhicule sur rails, dont les moteurs de déplacement sont alimentés, pour chaque bloc de roues, au moyen de deux dispositifs de commande et de régulation (6,8), constitué par deux additionneurs (14,16), qui additionnent respectivement deux vitesses de rotation de roues mesurées (n11,n22 ou n21,n12) de deux roues individuelles opposées en diagonale (11,22 ou 12,21) du bogie (4) pour former une vitesse de rotation somme (ns1,ns2), ces additionneurs (14,16) étant reliés, côté sortie, à un premier comparateur (18) qui est relié, côté sortie, par l'intermédiaire d'un circuit (20) de délivrance de signe, à une entrée d'un autre additionneur (24), à l'autre entrée duquel est appliquée une valeur de consigne (g*) de la vitesse de rotation de différence des sommes, la sortie de cet autre additionneur (24) étant reliée, par l'intermédiaire d'un régulateur (26), à un additionneur (28) et à un soustracteur (30), aux premières entrées duquel est appliquée respectivement une valeur de consigne (m*) du de la manette d'accélération et dont les sorties sont reliées respectivement à un dispositif de commande et de régulation (6,8) du bogie (4).
  5. Dispositif pour la mise en oeuvre du procédé suivant la revendication 2 pour un mécanisme de roulement (5), qui est pourvu de plusieurs roues individuelles (11,12, 21,22), d'un véhicule sur rails, dont les dispositifs de freinage sont commandés, pour chaque bloc de roues, au moyen de deux dispositifs de commande (7,9), constitués par deux additionneurs (14,16), qui additionnent respectivement deux vitesses de rotation de roues mesurées (n11,n22 ou n21,n12) de deux roues individuelles opposées en diagonale (11,22 ou 12,21) du mécanisme de roulement (5) pour former une vitesse de rotation somme (ns1,ns2), ces additionneurs (14,16) étant reliés, côté sortie, à un premier comparateur (18) qui est combiné, côté sortie, par l'intermédiaire d'un circuit (20) de délivrance de signe, à une entrée d'un autre additionneur (24), à l'autre entrée duquel est appliquée une valeur de consigne (g*) de la vitesse de rotation de différence des sommes, la sortie de cet autre additionneur (24) étant reliée, par l'intermédiaire d'un régulateur (26), à un additionneur (28) et à un soustracteur (30), aux premières entrées duquel est appliquée respectivement une valeur de consigne commune de la force de freinage (m*B) et dont les sorties sont reliées respectivement à un dispositif de commande (7,9) du mécanisme de roulement (5).
  6. Dispositif suivant la revendication 4 ou 5, dans lequel entre un premier comparateur (18) et le circuit (20) de délivrance de signe est branché un circuit d'adaptation (32), dont la seconde entrée est reliée à une sortie d'un dispositif (34) de formation de la valeur moyenne.
  7. Dispositif suivant la revendication 6, dans lequel les vitesses de rotation de roues mesurées (n11,n12, n21,n22) sont appliquées aux premières entrées du dispositif (34) de formation de la valeur moyenne et le nombre (a) des roues individuelles (11,12,21,22) du mécanisme de roulement (4 ou 5) est appliqué à la seconde entrée.
EP93106248A 1992-09-29 1993-04-16 Méthode et dispositif pour éliminer l'inclinaison d'un bogie avec des blocs de roues Expired - Lifetime EP0590234B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US08/129,644 US5416707A (en) 1992-09-29 1993-09-29 Method and apparatus for eliminating an inclination of a wheel-block bogie or undercarriage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP92116656 1992-09-29
EP92116656 1992-09-29

Publications (2)

Publication Number Publication Date
EP0590234A1 EP0590234A1 (fr) 1994-04-06
EP0590234B1 true EP0590234B1 (fr) 1995-11-02

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EP93106248A Expired - Lifetime EP0590234B1 (fr) 1992-09-29 1993-04-16 Méthode et dispositif pour éliminer l'inclinaison d'un bogie avec des blocs de roues

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EP (1) EP0590234B1 (fr)
AT (1) ATE129674T1 (fr)
DE (1) DE59300853D1 (fr)
ES (1) ES2079223T3 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2332409B (en) * 1997-11-27 2001-08-15 Willitz Decartered Gabbidon Rail vehicle drive arrangement
DE19826452B4 (de) * 1998-06-13 2004-03-25 Bombardier Transportation Gmbh Verfahren zur Antriebskoordinierung von einzelradgetriebenen, spurgeführten Fahrzeugen
DE50104729D1 (de) 2000-01-14 2005-01-13 Siemens Ag Schienenfahrzeugdrehgestell mit aktiver Lenkvorrichtung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3345260C2 (de) * 1983-12-14 1996-04-11 Magnet Motor Gmbh Elektrisches Schienenfahrzeug

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DE59300853D1 (de) 1995-12-07
ATE129674T1 (de) 1995-11-15
EP0590234A1 (fr) 1994-04-06
ES2079223T3 (es) 1996-01-01

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