EP0600172B1 - Running gear for railway vehicles - Google Patents

Abstract

On undercarriages for railway vehicles with at least four wheelsets which are combined into trucks, the invention teaches that force-controlled or displacement-controlled actuators are located on the end wheelsets of the trucks. These actuators thereby act on the wheelset bearings, and in terms of their effect, they are connected in parallel, in the case of the force-controlled actuators, and in series, in the case of the displacement-controlled actuator with a wheelset restraint. This system makes possible a controlled rotation of the wheelset in relation to the truck frame.

Description

The invention relates to a chassis for Rail vehicles with four wheelsets, each two wheelsets form a bogie and the wheelsets via coupling and guide elements with a bogie frame are connected and in addition the bogie frame rotatable relative to a vehicle frame is arranged being on the end wheel sets of the bogies Actuators are articulated.

• ein stabiler Lauf in der Geraden über den gesamten Geschwindigkeitsbereich und
• ein verschleißarmer Lauf im Bogen.

There are two main problem areas to consider when designing this type of chassis. These are:

• a stable run in the straight line over the entire speed range and
• a low-wear barrel in the bow.

Trolleys are already known, which by a Rigid longitudinal guidance of the wheel sets prevent it from going too self-excited vibrations comes and a safe Ensure transmission of drive and braking forces. Because of the large restoring forces that the turning out of the wheel sets brought up by such longitudinal guides these wheelsets can be in the Do not set the arc completely radially. The remaining one Skewing induced on the leading wheelset of the bogie an outward transverse force and on the trailing wheelset one to the center of the curve pointing force. As a result of the moment effect the bogie anti-radial. This is called a gauntlet or called rear freewheel.

This sheet running behavior leads to great frictional forces between wheel and rail and one accordingly high wear.

With the choice of lower stiffnesses in the longitudinal wheelset guides the cornering behavior can be improve, but at the same time the deteriorates Stability when driving in a straight line.

The demand for low-wear sheet travel and after a sufficiently large stability in the Driving straight ahead therefore usually requires a compromise with regard to the longitudinal suspension of the wheelset.

Trolleys are also known, the two by one mechanical coupling device in opposite directions to each other have coupled wheel sets and their wheel profile and wheel set longitudinal restraint are designed in such a way that the elastic restoring forces that the turning out counteract the wheelsets on the bogie frame, are smaller than that due to the taper of the tread Wheels generated longitudinal forces.

Such cross-coupled drives have the disadvantage afflicted that due to the low longitudinal rigidity of the wheelset guides additional handlebars for the transmission of traction or braking force are required. Furthermore wheel profiles are particularly necessary.

Other designs try good sheet travel and to combine a high stability in that about Lever the turning movement between the bogie frame and the vehicle frame to a radial setting the wheelsets are transmitted. Because of the general different turning angle of the two Bogies will be the leading bogie on one too large arc radius set while the trailing Bogie is overridden.

Besides this disadvantage is another unfavorable property such constructions the high effort mechanical coupling elements, such as levers and joints, which are subject to losses and wear and tear call.

An improvement can be achieved by using Elastomer elements as joints. However, these have Joints larger elastic games and therefore meet the transfer function is only conditional.

Furthermore, the couplings between the vehicle frame and the wheelsets negatively affect stability impact when running in a straight line.

According to EP 0 280 040 A2, a chassis is a training become known with coupling elements that Generic two oppositely coupled Has wheel sets. Here are for adjustment no active elements arranged for control.

Furthermore, according to EP 368 403 A1 is a generic Chassis known, with actuators as well Suspension and guide elements between the bogie frame and wheelset bearing housings as a parallel arrangement are arranged. Here is also a control unit, for comparison of the setpoint / actual value of the actuators remove. This arrangement has the defect that none Regulation of the actuators is provided.

According to FR-A-2 530 567, a radial control is included With the help of hydraulic cylinders known the wheelset links are connected in series, being as Control variable turning angle measurements of a stationary Signal system can be used. This is one Uniform use of adhesive value in all wheel contact points not ensured.

The object of the invention is a generic chassis for rail vehicles to create that with a low expenditure on mechanical coupling devices the radial adjustability of the wheel sets during sheet travel ensures that wear is reduced to a minimum and thus ensuring a good transmission of traction in the sheet run and stability when running in a straight line not affected.

According to the invention, the object is achieved by the characteristic combination of features according to Claim 1.

Furthermore, training according to the characteristic combination of features according to claim 2 intended.

With this training it is possible to take a bow by actuating the actuators on a Arc radius corresponding dimension the end wheel sets of Spread bogies in the radial position without that thereby restoring forces on the wheelsets or Vehicle or bogie frames are created. The radial one Position of the wheel sets leads to a low level of wear and an even one Wear behavior of all wheels. Because of the almost Equal liability claims in all wheel contact points can a better traction or Achieve braking power utilization in the bow without it comes to skidding or blocking the wheels.

Because there is a mechanical coupling between the turning movement the wheelsets and the turning movement of the bogie frame is eliminated, the run-up angle of the wheel sets freely to that for the transfer of centrifugal forces Adjust the required dimension.

The lack of unwanted couplings and the fact that a stiff wheel set longitudinal restraint is chosen, guarantee high stability both when running in the straight line as well as when traveling through bends.

This is an advantageous embodiment of the invention created that as a measuring element between the vehicle frame and bogie frame a sensor is arranged and the actuators corresponding to that from the sensor determined turning angle are adjustable.

It is also proposed that on each bogie frame a sensor is arranged and the actuators together according to the mean of the two turning angles adjustable via a control device are. The particular advantage of this arrangement is in that very precisely from a medium turning angle the arc passed can be determined.

Fig. 1

eine Seitenansicht eines Fahrwerkes mit kraftgeregelten Stellgliedern zur radialen Einstellung,

Fig. 2

eine Seitenansicht eines Fahrwerkes mit weggeregelten Stellgliedern zur radialen Einstellung,

Fig. 3

eine Detailansicht eines weggeregelten Stellgliedes gemäß Fig. 2,

Fig. 4

eine Anordnung eines Sensors zwischen Drehgestellrahmen und Fahrzeugrahmen,

Fig. 5

eine Anordnung von Sensoren an Enddrehgestellen und die Aufbereitung der Meßsignale und

Fig. 6

eine Seitenansicht eines zweiachsigen Drehgestelles mit einem kombinierten Stellglied für beide Radsätze als kraftgeregeltes Stellglied.

Exemplary embodiments of the invention are shown schematically in the drawings. Show it:

Fig. 1

a side view of a chassis with force-controlled actuators for radial adjustment,

Fig. 2

a side view of a chassis with position-controlled actuators for radial adjustment,

Fig. 3

3 shows a detailed view of a position-controlled actuator according to FIG. 2,

Fig. 4

an arrangement of a sensor between the bogie frame and the vehicle frame,

Fig. 5

an arrangement of sensors on final bogies and the processing of the measurement signals and

Fig. 6

a side view of a biaxial bogie with a combined actuator for both wheel sets as a force-controlled actuator.

In the embodiment shown in FIG. 1 the two end wheel sets of a bogie with one leading end wheel set 6 and a trailing end wheel set 6 '. Corresponding idler gear sets are not shown in detail. The wheelsets 6,6 'are in wheelset bearings 5.5 'mounted with two coil springs 4,4 'the transverse loads from the bogie frame 3 to the Transfer wheel set 6.6 '. In the longitudinal direction Wheel sets 6.6 'with the help of a trailing arm 7.7' and a spring package 8.8 'braced against each other. Also on the trailing arm 7,7 'parallel to the Spring package 8.8 'engages a force-controlled actuator 9.9 '. In the present case, air bellows cylinders were used chosen as force-controlled actuators 9.9 '.

When driving straight ahead, all actuators are 9.9 'in Depressurized the form of air bellows cylinders and practice therefore no force on the wheelset 6,6 '. At Only the bows on the outside of the bow will travel Actuators 9,9 'are pressurized with compressed air, so that the two end wheel sets 6, 6 'spreading Force arises, which causes the wheel sets 6, 6 'themselves set radially. By varying the pressure can the force and therefore the angle between the wheelsets 6,6 'and the bogie frame 3 the arc radius be adjusted.

Instead of air bellows cylinders are a matter of course also other force-controlled actuators 9.9 ', such as Air cylinder, applicable. Unless these elements can exert both tensile and compressive forces the possibility of actuators 9,9 'either only to be arranged on one side of the wheel sets 6,6 'or to switch the actuators 9,9 'in such a way that the on the outside of the bow there is a spreading that there is a contracting force on the inside of the bow produce half the size.

2 is a chassis with a radial control represented by a position-controlled actuator 11. The The wheel set 6 is guided analogously to that in FIG. 1 outlined ways. The function of the spring assembly 8.8 ' take over spherical bearings at the ends of the trailing arm 10th

A detailed version of a position-controlled actuator in the form of a mechanical adjustment device is in Fig. 3 shown. The trailing link is in this version 10 with the spherical bearing and two claws 12 with a moving spindle 13 connected, the bearing 16 between a spindle nut 14 and a mounting block 17 make sure that the spindle nut 14 can rotate freely about its axis, but is axially fixed and thus absorbs the longitudinal forces of the wheel set 6. By driving the spindle nut 14 via a gear 15 with the help of an adjustment motor the rotary movement the spindle nut to an axial movement of the spindle 13 and the spherical bearing. Instead of a mechanical one Adjustment devices are a matter of course hydraulic cylinders can also be used.

4 shows the arrangement of a sensor 18 for control the actuators 9, 9 ', 11 using a schematic shown bogie. From a distance measurement between the sensor 18 and one on the vehicle frame 1 attached measuring surface becomes the turning angle between bogie frame 3 and vehicle frame 1 determined.

It makes sense to measure the angle in the longitudinal direction, because the movability between bogie frames and longitudinal vehicle frames in general is smaller than in the lateral direction.

5 is an arrangement of two bogies with sensors 18, 18 'and a logical connection of the two measurement signals based on one standing in the track channel Rail vehicle shown.

With the sensor 18 on the leading bogie 3 and the sensor 18 'on the trailing bogie 3' in each case the turning angle (α, α ') with respect to the vehicle frame 1 measured.

lg:

Drehgestellmittensbstand

rm:

mittlerer Bogenhalbmesser

Because of the inclination within the track channel and within the transverse suspension, the two angles and α 'can deviate from the angle (α ) that results for radially standing bogies: α  = lg / 2 Rm With

lg:

Bogie center distance

rm:

medium arc radius

It can be seen that the angle of rotation of the leading bogie is slightly smaller than α  α = α  - Δ α and the turning angle of the trailing slightly larger α '= α  + Δ α'

Because Δ α and Δ α 'are roughly the same size, a very precise measure of the arc radius Rm passing through can be derived from the sum or the mean of the two angles: α = α + α ' 2nd ≈ α  = lg / 2 Rm

The interconnection of the sensor output signals is also shown in FIG. 5. By summation or averaging (19), the two measurement signals become one variable α summarized and converted into the arc radius Rm (20). This processed variable is now available for specifying the setpoint within the control loop of the actuators 9, 9 '; 11. All that needs to be taken into account are the center distances and the stiffness, which are opposite to the turning out of the wheel set compared to the bogie frame.

As shown in Fig. 6, it offers two-axis Bogies with a not too large center distance on, the force-controlled actuators 9.9 'of the leading and the trailing wheelset 6,6 'to one To combine actuator 9. A similar arrangement can also be realized for position-controlled actuators 11.

Claims (4)

1. Chassis for rail vehicles with four wheel sets (6, 6'), two wheel sets forming a bogie in each case and the wheel sets (6, 6') being connected via coupling and guide elements to a bogie frame (3) and in addition the bogie frame (3) being rotatably arranged relative to a vehicle frame (1), adjusting members (9, 9'), which are arranged between the wheel set bearings (5, 5') of the wheel set (6, 6') and the bogie frame (3), being articulatedly connected to the end wheel sets (6, 6') of the bogies, characterised in that the said coupling and guide elements each comprise an adjusting member (9, 9'), a spring set (8, 8') consisting of prestressed springs and a longitudinal control arm (7, 7'), which are arranged in series, and the adjusting members (9, 9') are designed as a power-controlled air bellows cylinder.
2. Chassis for rail vehicles with four wheel sets (6, 6'), two wheel sets forming a bogie in each case and the wheel sets (6, 6') being connected via coupling and guide elements to a bogie frame (3) and in addition the bogie frame (3) being rotatably arranged relative to a vehicle frame (1), adjusting members (11) being articulatedly connected to the end wheel sets (6, 6') of the bogies, characterised in that path-controlled adjusting members (11) are arranged as adjusting motors for a spindle (13) with a driven nut (14) and are arranged on the wheel set bearings (5, 5') of the wheel set (6, 6') and on the bogie frame (3), and adjusting members (11) are arranged in series with longitudinal control arms (10).
3. Chassis according to claim 1 or 2, characterised in that a sensor (18) is arranged as a measuring element between the vehicle frame (1) and the bogie frame (3), and the adjusting members (9, 9', 11) are adjustable as a function of the turn-out angle determined by the sensor (18).
4. Chassis according to one of claims 1 to 3, characterised in that a sensor (18, 18') is arranged on each bogie frame (3) and the adjusting members (9, 9', 11) are adjustable together by means of a control device as a function of the average of the two turn-out angles.

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