EP0619212B1 - Wankstütze für Schienenfahrzeuge - Google Patents

Wankstütze für Schienenfahrzeuge Download PDF

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Publication number
EP0619212B1
EP0619212B1 EP94104993A EP94104993A EP0619212B1 EP 0619212 B1 EP0619212 B1 EP 0619212B1 EP 94104993 A EP94104993 A EP 94104993A EP 94104993 A EP94104993 A EP 94104993A EP 0619212 B1 EP0619212 B1 EP 0619212B1
Authority
EP
European Patent Office
Prior art keywords
carriage body
roll device
drive element
supporting component
roll
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
EP94104993A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0619212A1 (de
Inventor
Manfred Dipl.-Ing. Düsing
Yuan Dr.-Ing. Lü
Jürgen Dipl.-Ing. Jakob
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.)
Waggonfabrik Talbot GmbH and Co KG
Original Assignee
Waggonfabrik Talbot GmbH and Co KG
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 Waggonfabrik Talbot GmbH and Co KG filed Critical Waggonfabrik Talbot GmbH and Co KG
Publication of EP0619212A1 publication Critical patent/EP0619212A1/de
Application granted granted Critical
Publication of EP0619212B1 publication Critical patent/EP0619212B1/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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/148—Side bearings between bolsterless bogies and underframes

Definitions

  • the invention relates to a roll support for rail vehicles with the features of the preamble of claim 1.
  • this anti-roll support becomes ineffective without further measures; on the other hand, it could also be expanded to an active tilt control by allowing a controlled overflow of hydraulic fluid between the two normally separate cylinder sides or pressure circuits.
  • the anti-roll device In wheel-rail vehicles, the anti-roll device is usually pivoted in the form of a torsion bar arranged transversely to the direction of travel in the chassis or on the car body. This structure is less expensive than the two rockers discussed above.
  • EP-B-0 358 143 describes a hydraulic vibration damper which can be directly connected to conventional anti-roll supports and which dampens vertical vibrations of the secondary suspension.
  • the object of the invention is to provide an embodiment of an active body inclination device which is particularly suitable for retrofitting in an existing conventional wheel-rail chassis.
  • chassis 1, z. B. a biaxial bogie under a rail vehicle for passenger transport has, according to Figure 1, two parallel side bolsters 2 and at least one crossbar connecting them 3.
  • the wheel sets of the chassis 1, not shown, are each mounted outside in the side bolsters 2 extending in the direction of travel, so that the cross member 3 is substantially parallel to the roll axis of the wheel sets.
  • a car body 4 rests on the chassis 1 via a (secondary) suspension 5, which is formed here by two air springs that communicate fluidly with one another via a throttle, with rubber-elastic emergency springs.
  • a mechanical suspension could also be combined with the subject of the application.
  • a pin 6 is fixed in a known manner on the base of the body 4, which engages in a guide 7 fixed to the chassis with play and is laterally buffered by elastic elements.
  • This ensemble has been modified compared to an earlier system without active tilt control in order to take account of the bodywork movements, which also changed in the transverse direction.
  • Parallel to the traverse extends over the entire width of the car as a torsion bar spring and preferably pivotally mounted in the chassis frame in the region of the side bolsters 2 8 Wear a pivot axis 9A at each end.
  • Corresponding articulation axes 4A are provided on the body 4.
  • the articulation axes 4A, 9A, which extend parallel to the support part 8, are connected to one another in pairs and sides by connecting pieces 10.
  • a controllable drive 11 is now assigned to each connecting piece 10 such that the distance between the two articulation axes 4A and 9A of the connecting piece 10 can be actively changed.
  • the car body is based on the mechanical anti-roll bracket by changing the length can be actively inclined at the connecting pieces 10 about a longitudinal axis lying in the direction of travel of the vehicle. The angle of inclination is then essentially determined by the difference in length between the two connecting pieces.
  • the weight of the car body is borne by the suspension 5; due to the pivot bearing of the support part 8 in the chassis 1, this does not provide any significant resistance to a symmetrical or parallel deflection of the suspension 5 and, consequently, the vibrations occurring due to unevenness in the route, apart from bearing frictional forces.
  • parallel is meant the cases in which the car body remains parallel to itself during deflection.
  • the transverse tilt function can in principle be carried out in the same way with only one drive element on one side and a conventional connecting piece designed as a longitudinally rigid pendulum support on the other side.
  • the support member 8 In the direction of extension of the drive element from the central position, the support member 8 would be rotated so that both levers 9 pivot downward; but while the car body side supported on the variable-length connector is raised, the side coupled to the rigid connector is pulled down.
  • a reverse process occurs when the length-adjustable connecting piece is shortened.
  • the controllable drives 11 are designed here as hydraulic lifting cylinders, the piston rods of which are formed by the connecting pieces 10. In principle, however, other suitable drive elements can also be used if they can only be adjusted sufficiently quickly and precisely and can be adapted for installation and operation in the rail vehicle.
  • the articulation axes are only indirectly connected here via the connecting pieces 10; the drives 11 are interposed.
  • drives 11 and connectors 10 only for descriptive purposes; functionally, the lifting cylinders formed from them can be seen as a unit.
  • the asymmetrical solution mentioned with only one double-acting lifting cylinder has the advantage in itself of requiring fewer components.
  • the actual control / regulation can also be much easier because only one (1) additional degree of freedom is introduced; Accordingly, less measurement data are to be processed than with the symmetrical solution.
  • the torsional rigidity of the support part 8 is dimensioned so high in both variants that a deliberately caused unequal length of the connecting pieces 10 cannot be compensated for by twisting the support part 8. Nevertheless, the elastic deformation is not negligible.
  • the effective car body cross slope (actual value) is set or controlled with the aid of an actual value-setpoint comparison.
  • a distance measurement is provided on the drive elements 11 or the connecting pieces 10 as a direct feedback of the actual values of the car body inclination. This results in a high stability of the control; Body vibrations are absorbed by the roll support and do not affect the measurement.
  • Displacement sensors are provided which, in the present exemplary embodiment, have to detect the stroke of a piston in a hydraulic cylinder, as is indicated in FIG. 3 by a double arrow "x". They can be installed directly in the drive elements or attached to the outside with the cylinder as the base to detect the stroke of the piston rod or the connecting piece 10.
  • the so-called inclination coefficient S w can be used as an auxiliary variable for determining the setpoint value of the bank gradient to be adapted to the route and driving speed.
  • S w is the ratio between the (adjustable) angle between the car body and the track and the difference from the compensation angle - at which theoretically all transverse forces are compensated for by centrifugal force - minus the track angle, thus the elevation of the outer rail compared to the inner rail.
  • Inclination coefficients for conventional vehicles are positive and are usually between 0.2 and 0.4; d. H. the lateral acceleration acting on the travelers is greater than that acting on the chassis. In contrast, vehicles with tilt control have negative tilt coefficients; is this z. B. - 0.5, means that 50% of the centrifugal forces occurring in the track plane are compensated for the passenger (the chassis experiences higher lateral accelerations than the passenger with the car body inclined to the inside of the bend).
  • a target acceleration which is effective for the passenger in the vehicle body can be calculated from measured data (speed, lateral acceleration on the chassis or car body); this in turn allows the target angle between the body and the track to be determined.
  • a falsifying influence of the resilient anti-roll bracket on the measured actual inclination values can be compensated satisfactorily by calculation using an approximation formula empirically determined by simulation. This includes an excess of centrifugal force, the setpoint of the inclination coefficient, the car body load (determined e.g. via air spring pressures) and some vehicle-specific constants.
  • the lifting cylinders must be kept free of transverse forces, particularly when the bogie is being turned out from under the body; e.g. B. the connector 10 - the piston rod - is attached via a hinge eye and the drive element 11 via a crosshead or ball joint.
  • the illustration of the articulation axes as hinges in FIG. 1 is imprecise due to simplification.
  • the air springs of the chassis 1 must carry out larger strokes after installing an active inclination device that acts parallel to the springs.
  • the larger volume required for this can, with the spring rate remaining the same, make it unnecessary to install buffer volumes that were previously provided.
  • the playful transverse suspension formed by the arrangement of the pin 6 and the guide 7 between the chassis 1 and the car body 4 has a large effect on the spatial position of the so-called "roll pole" in the case of a transverse inclination not positively guided by pendulum supports or the like. out.
  • the roll pole is the current axis running in the direction of travel or longitudinal direction, around which the car body is swiveled when the bank is active. In relation to the car body, it should always be as high as possible in order to achieve a behavior of the overall system that is favorable from an energy point of view.
  • a high position of the roll pole supports passive swinging out of the car body in the desired sense, so that the active The control then only has to work in a supporting manner.
  • the lateral and roll movements run in phase.
  • an existing transverse spring of a bogie car body system can remain unchanged per se, but should be set a certain distance higher in order to fix the car body closer to the desired roll collage.
  • the free spring play should also be reduced.
  • the active tilt control can also be combined with an active cross-clearance control known per se, ie a certain idling from a central position of the car body in the y direction until the cross suspension becomes effective, for. B.
  • both drive elements 11 are preferably blocked in one of the two end positions —that is, both connecting pieces are set to the same length. This can be done, for example, hydraulically via valves or mechanically non-positively by clamping or a form-fitting locking. If both drive elements 11 are blocked in the same position, the vehicle can also be driven over longer distances with a fully functional anti-roll support.
  • a system failure may be detected by recording signals from the position of the drive elements and from a force or pressure measurement.
  • the side view of the head part of a multiple unit train according to FIG. 2 shows that the "active" anti-roll bracket described here can be arranged on a normal running gear 1 as well as on a Jacobs bogie 1J in a double version for lead and following vehicles.
  • the drive elements 11 are connected in pairs to the vehicle side via controllable valves 12 and pressure lines, each with hydraulic units 13.
  • Control electronics 14 are schematically assigned to each hydraulic unit 13. Their entirety is in turn connected to a central computer 16 via a signal data bus line 15 running through the vehicle.
  • Signals from pressure sensors 17, which are arranged in the air springs of the suspension 5, are also supplied to the computer on the bus line 15.
  • the computer 16 is also assigned a data memory 18 (for example for route data) and it is supplied with a speed sensor 19 by a tachometer 19 and a current route position s of the vehicle from a distance measurement 20.
  • each electronic control unit 14 receives actual value signals of the current position of the drive elements 11 from the displacement sensors mentioned. It also controls the continuous valves 12 for the drive elements 11 assigned to them.
  • the hydraulic drive elements 11 which are preferably designed as differential cylinders, are operated in accordance with FIG. 3 such that each of the two working chambers 11.1 (on the rod side) or 11.2 on both sides of the piston 11K via the assigned continuous 4/3-way valve 12 alternately with a fluid inlet 21 (with check valve 22 and pressure accumulator 23) and a return 24 is connected.
  • the fully blocking central position of the directional control valve 12 mainly serves to hold a certain position of the lifting piston 11K between its two extreme positions.
  • the working chamber 11.1 is connected to the fluid inlet 21 and the second working chamber 11.2 to the return 24. Only when the valve 12 is electrically actuated can the reverse connection method (crossover position) for extending the piston 11K be established.
  • An unlockable check valve 25 is also connected upstream of the rod-side working chamber 11.1. In the event of a pressure failure in the fluid inlet 21, this serves to block the lifting piston 11K in the fully retracted position, regardless of the respective position of the directional valve 12.
  • the check valve 25 is automatically unlocked hydraulically via a dashed control path as soon as pressure is supplied to the working chamber 11.2 in the "crossover position" of the directional control valve 12 via its supply connection, so that it cannot hinder the extension of the piston 11K in normal operation. If the pressure at this supply connection drops, the check valve 25 closes, so that the piston 11K can only move in the retracting direction.
  • the retracted end position is reached either with the residual pressure or through a self-pumping effect in the event of dynamic load fluctuations in the anti-roll bracket.
  • the spring of the check valve 25 is intended to prevent oil backflows during dynamic load changes. A pressure difference resulting from the spring force can be accepted. This preferred purely hydraulic solution is easy to install close to the cylinder without installation space problems and is therefore particularly cost-effective.
  • mechanical blocking devices can also be provided.
  • a hydraulically or electrically controllable mechanical clamping device would be provided parallel to each drive element 11, or a preferably hydraulically controllable positive locking device.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Winding, Rewinding, Material Storage Devices (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)
  • Railway Tracks (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
EP94104993A 1993-04-07 1994-03-30 Wankstütze für Schienenfahrzeuge Expired - Lifetime EP0619212B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4311521 1993-04-07
DE4311521A DE4311521C1 (de) 1993-04-07 1993-04-07 Wankstütze für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP0619212A1 EP0619212A1 (de) 1994-10-12
EP0619212B1 true EP0619212B1 (de) 1997-05-14

Family

ID=6485012

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94104993A Expired - Lifetime EP0619212B1 (de) 1993-04-07 1994-03-30 Wankstütze für Schienenfahrzeuge

Country Status (9)

Country Link
EP (1) EP0619212B1 (fi)
AT (1) ATE152981T1 (fi)
DE (2) DE4311521C1 (fi)
DK (1) DK0619212T3 (fi)
ES (1) ES2101377T3 (fi)
FI (1) FI941604A (fi)
HU (1) HUT66334A (fi)
NO (1) NO179362C (fi)
PL (1) PL177804B1 (fi)

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9319639D0 (en) * 1993-09-23 1993-11-10 Rfs Specialist Rail Products L Rail vehicles
DE4410970C1 (de) * 1994-03-29 1995-07-20 Talbot Waggonfab Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
DE4426166A1 (de) * 1994-07-23 1996-04-18 Haberstock Ferdinand Dr Ing Verfahren zur Querstabilisierung von Schienenfahrzeugen mit gleisbogenabhängiger Wagenkastensteuerung
DE19842338A1 (de) 1998-09-16 2000-03-23 Alstom Lhb Gmbh Einrichtung zur Neigung eines über eine Federung auf einem Fahrwerk abgestützten Wagenkastens eines Schienenfahrzeuges um eine Fahrzeuglängsachse, die eine Wankstütze umfaßt
JP2002104183A (ja) * 2000-09-26 2002-04-10 Hitachi Ltd 鉄道車両
DE102005041163A1 (de) * 2005-08-16 2007-02-22 Bombardier Transportation Gmbh Fahrzeug mit Wankstützen
ES2335793T5 (es) * 2006-09-01 2014-02-27 Alstom Transport Technologies Bogie con oferta de espacio de construcción mejorada
DE102007008444A1 (de) 2007-02-19 2008-08-28 Bombardier Transportation Gmbh Fahrzeug mit einer Wankstütze
DE102008060640B4 (de) * 2008-12-05 2014-07-03 Zf Friedrichshafen Ag Anordnung von Kolben-Zylinder-Aggregaten
AT508840A1 (de) 2009-09-15 2011-04-15 Siemens Ag Oesterreich Wankkompensationssystem für schienenfahrzeuge
DE202009015735U1 (de) 2009-09-15 2010-04-22 Bombardier Transportation Gmbh Schienenfahrzeug mit querweicher Anbindung des Wagenkastens am Fahrwerk
CN102991521B (zh) * 2012-11-21 2015-03-04 南车南京浦镇车辆有限公司 轨道车辆抗侧滚扭杆座安装方法
AT514029B1 (de) 2013-01-22 2015-05-15 Siemens Ag Oesterreich Schienenfahrzeug mit Neigetechnik
AT514305A1 (de) * 2013-04-23 2014-11-15 Siemens Ag Oesterreich Tragestruktur eines Schienenfahrzeugs
AT514374A1 (de) * 2013-05-02 2014-12-15 Siemens Ag Oesterreich Fahrwerksrahmen für ein Schienenfahrzeug
JP2015009696A (ja) * 2013-06-28 2015-01-19 日立オートモティブシステムズ株式会社 サスペンション制御装置
CN111168641B (zh) * 2020-02-28 2024-05-17 赫斯辛克(天津)智能自动化技术有限公司 一种巡检机器人运动系统
DE102020109930A1 (de) 2020-04-09 2021-10-14 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Drehgestell für ein Schienenfahrzeug mit Wankstütze
CN112158224A (zh) * 2020-10-20 2021-01-01 株洲时代新材料科技股份有限公司 一种连杆长度实时主动调节方法及主动抗侧滚扭杆系统
CN112644538B (zh) * 2021-01-04 2022-03-18 株洲时代新材料科技股份有限公司 一种连杆长度被动调节方法及被动控制扭杆系统
US20240270291A1 (en) 2022-04-29 2024-08-15 Zhuzhou Times New Material Technology Co., Ltd. Method for improving curvilinear running speed of railway vehicle and small tilting system

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1535473A (fr) * 1967-03-15 1968-08-09 Dba Sa Dispositif de commande d'inclinaison d'un véhicule suspendu
IT983298B (it) * 1973-06-05 1974-10-31 Breda Cost Ferroviarie Smorzatore antirullio per veicoli ferroviari e stradali
CH632199A5 (de) * 1978-09-04 1982-09-30 Schweizerische Lokomotiv Schienenfahrzeug.
FR2459168A1 (fr) * 1979-06-21 1981-01-09 Budd Co Systeme de commande d'inclinaison associe a la caisse et a un bogie de vehicule ferroviaire
WO1982000120A1 (en) * 1980-07-03 1982-01-21 Co Budd Tilt system for a railway car
DE3713615A1 (de) * 1987-04-23 1988-11-17 Weco Drehgestelltechnik Gmbh Schienenfahrzeug mit querneigungseinrichtung
FR2636030B1 (fr) * 1988-09-08 1990-10-19 Alsthom Creusot Rail Vehicule ferroviaire equipe, au niveau de chaque bogie, d'une barre anti-roulis agissant sur la suspension secondaire
DE4005767C1 (fi) * 1990-02-23 1991-05-08 Messerschmitt-Boelkow-Blohm Gmbh, 8012 Ottobrunn, De

Also Published As

Publication number Publication date
ATE152981T1 (de) 1997-05-15
DE4311521C1 (de) 1994-04-21
ES2101377T3 (es) 1997-07-01
DE59402713D1 (de) 1997-06-19
NO940665L (no) 1994-10-10
NO940665D0 (no) 1994-02-25
PL177804B1 (pl) 2000-01-31
HU9400979D0 (en) 1994-06-28
HUT66334A (en) 1994-11-28
FI941604A0 (fi) 1994-04-07
DK0619212T3 (da) 1997-08-04
FI941604A (fi) 1994-10-08
EP0619212A1 (de) 1994-10-12
NO179362C (no) 1996-09-25
NO179362B (no) 1996-06-17

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