EP0755839B2 - Track guided vehicle, especially railway vehicle, for regional transport - Google Patents

Abstract

The tram consist of at least two cars pivoted to each other, supported by bogies along the centre line of each car. All the bogies are in a fixed relation to each other as regards their turn angle relative to the cars, regardless of the relative position of the cars. This fixed relation is expressed by the equation: 0 = K1.psi 1 - K2.psi 2 + K3.psi - K4.psi 4,..., - (-1n).Kn.psi n where psi 1 to psi n are the turn angle of the bogie in question, K1 to Kn are freely selectable proportionality factors, and n is any number of cars.

Description

The invention relates to a track-guided vehicle according to the preamble of claim 1.

If in such articulated vehicles with only one chassis per car body none of the chassis is rotatably connected to the car body, the vehicle in the lane channel is simply guided statically underdetermined. This means that the vehicle assumes no defined position in the track channel.

In order to eliminate the static underdetermination, is through the DE-AS 21 23 876 a mechanical (Figure 1) or a hydromechanical (Figure 2) arrangement for two-part vehicles known, which controls the articulation angle of the vehicle joint depending on the angle of rotation of the two trolleys for each car body. An extension of these arrangements on each joint of a more than two-part vehicle leads to the static over-determination in the track channel. Therefore, according to the DE-OS 16 05 140 in a three-part vehicle only one articulated joint controlled, resulting in different envelopes depending on the direction of travel. In addition, only the suspension systems involved in the joint control are used to support moments around the car body vertical axis.

The prior art further includes a two-part vehicle ( DE-PS 32 05 613 ), in which the car bodies are aligned by the forces of secondary springs with high horizontal spring stiffness in the track channel, ie by an equilibrium of forces. This arrangement can be extended to more than two-part vehicles (see the magazine "The local traffic" 3/1988 page 45 ff). By external forces - such. As braking and acceleration forces, clutch forces - the balance of power is disturbed, so that the car bodies occupy undesirable positions to the track channel. This often means that only a single landing gear must take over the support of all external forces.

The state of the art also includes the DE 2 060 231 A1 , which describes an active hydraulic joint control, taking into account rotational angles between landing gear and car bodies.

The invention has for its object to make a track-guided vehicle of the generic type such that it occupies a clear position to the track channel at any point of its travel, regardless of the effect of external forces, all trolleys used to support external forces and an independent of the direction of travel envelope should be realized.

This object is achieved in the vehicle mentioned by the characterizing features of claim 1.

Advantageous embodiments of the invention are specified in the subclaims.

Furthermore, the invention will be explained in more detail with reference to exemplary embodiments, which are shown schematically in the drawing.

The Fig. 1b shows a hydromechanical arrangement, which establish the fixed relationship of the angle of rotation of the trolleys FW1 ... FW4 relative to the respectively associated car body WK1 ... WK4 with each other, this being exemplified here for a four-part vehicle. An extension of such arrangements on vehicles with any number of car bodies or chassis is possible.

In Fig. 2a to 2e the positions of such a vehicle at different Trassierungsabschnitten be shown using the example of a three-part vehicle with a rotational angle linkage of the chassis by hydraulic means.

The mode of operation of the rotational angle linkage of the landing gear is particularly easy on the two-piece vehicle Fig. 1a recognizable. For simplicity, it is assumed that in this vehicle each chassis FW1 and FW2 has a pronounced fulcrum on the associated car body WK1 and WK2; Transverse and longitudinal displacements of the chassis relative to the respective car body are therefore excluded, there are only pure rotational movements possible. Thus, a direct coupling of only one hydraulic cylinder Z1 and Z2 to the respective landing gear and car bodies is possible. Depending on a working space of a hydraulic cylinder is connected to a working space of the other hydraulic cylinder by means of the hydraulic lines L1 and L2. In this case, this connection is arranged such that a rotation, for example, from FW1 to WK1 clockwise also has a rotation of FW2 compared to WK2 clockwise result. If FW1 is rotated clockwise relative to WK1, for example, hydraulic fluid is displaced from V11 by Z1 and, because of the volume constancy of fluids, forced into the working space V12 via the hydraulic line L1. This causes the twisting of FW2 towards WK2 also in a clockwise direction, whereby the hydraulic fluid flowing out of V22 from Z2 finds space in L2 over V21 of Z1. It is therefore a passive hydraulic system with two hydraulically separated, each always in the sum of constant fluid volumes, each hydraulic cylinder is both master cylinder and slave cylinder. If hydraulic cylinders with the same effective surfaces are used for Z1 and Z2 for V11 and V12 or V21 and V22, then the following applies to the angle of rotation linkage of the undercarriage: Ψ ₂ . = Ψ ₂ and Ψ 0 = ₁ - Ψ. ₂ Through this rotation angle linking of the trolleys results in the statically determined position of the car bodies to the track channel. Since the track channel clearly defines the position of the chassis, only one position of the car bodies is always possible while maintaining the rotational angle linkage. If external moments act on one or both car bodies, which endeavor to twist them out of the clearly defined position, then such a rotation could only take place in opposite directions because of the coupling of the car bodies in the vehicle joint, ie, Ψ ₁ would have to grow and Ψ _{2 would become} smaller or the other way around. In this case, however, Ψ ₁ = Ψ ₂ can not remain valid. Hydraulically interpreted the opposite rotation of the car bodies would lead to the fact that at the two cylinders Z1 and Z2 fluid from the respectively interconnected workrooms V11 and V12 or V21 and V22 would have to be displaced, which of course is not possible because of the incompressibility of fluids. Rather, builds on both cylinders Z1 and Z2 an equal, the effect of external moments opposing pressure, which holds the car bodies in their predetermined track from the track, with the same torque because of the pressure equality in connected vascular systems with the same cylinder diameters of both suspensions FW1 and FW2 be supported in equal parts against the track channel.

Out Fig. 2b It can be seen that lateral deflections of the car bodies are at sheet entry in a significant size at the end of the vehicle, so far before beginning of sheet are recorded. This peculiarity of vehicles of the generic type with a bogie in the longitudinal center of each car body often requires in practice extensive adjustments to the clearance conditions of existing route networks. It may therefore be useful to reduce the occurring before the start of the bow lateral vehicle rash. This can be done by varying the rotational angle linkage of the running gears by means of proportionality factors, by preferably selecting the effective areas of the hydraulic cylinders for the individual running gears differently. For example, the hydraulic cylinder Z2 for both V12 and V22 should each have twice the effective area as each of the other two hydraulic cylinders Z1 and Z3. The volume of fluid displaced from V21 at the turn entrance is no longer divided equally between V22 and V23, but a larger part is taken up by V22, a smaller part of V23. Since the trolleys FW2 and FW3 are both still in the straight section of the track and WK2 and WK3 are coupled in their rotational movements via the trolley joint, both Ψ ₃ = -Ψ ₂ and the angles bei ' ₃ = - Ψ' that occur when the piston surfaces change. ₂ , or in other words, of the fluid displaced from V21, two parts are taken up by V22 and one part of V23, since the same pistons are present on the two cylinders Z2 and Z3, but effective piston areas are in the ratio 2: 1. The relationship valid for the example chosen here for the rotational angle linking of the running gears would therefore be 0 = Ψ ' ₁ - 2 * Ψ' ₂ + Ψ ' ₃ . The changed effective piston area is reflected in this Relationship as a proportionality factor for the associated turnout angle of the chassis FW2.

• für ein Fahrzeug mit der Drehwinkelverknüpfung 0 = Ψ₁ - Ψ₂ + Ψ₃ (alle Kolbenflächen gleich) Ψ₁ = 2*Ψ₂ und
• für ein Fahrzeug mit der Drehwinkelverknüpfung 0 = Ψ'₁ - 2*Ψ'₂ + Ψ'₃ (doppelte- Kolbenfläche für Z2) Ψ'₁ = 3*Ψ'₂.

As explained above, in the vehicle position after Fig. 2b the relationships Ψ ₃ = - Ψ ₂ and Ψ ' ₃ = - Ψ' _{2 are} valid. Thus, for this particular position of the vehicle at the beginning of the arc, it can be deduced from the relationships for the rotational angle link:

• for a vehicle with the angle of rotation connection 0 = Ψ ₁ - Ψ ₂ + Ψ ₃ (all piston surfaces equal) Ψ ₁ = 2 * Ψ ₂ and
• for a vehicle with the rotation angle combination 0 = Ψ ' ₁ - 2 * Ψ' ₂ + Ψ ' ₃ (double piston area for Z2) Ψ' ₁ = 3 * Ψ ' ₂ .

$${\mathrm{\Psi ʹ}}_2\mathrm{=}{\mathrm{\Psi }}_{\mathrm{2}}-\mathrm{\gamma }$$

und $${\mathrm{\Psi ʹ}}_3\mathrm{=}{\mathrm{\Psi }}_{\mathrm{3}}\mathrm{+}\mathrm{\gamma }\mathrm{.}$$

For the assessment of Wagenkastenausschläge by the introduction of proportionality factors in the relationship for the rotational angle linkage of the vehicles can be assumed that the new position of the vehicle with the turning angles Ψ ' ₁ , Ψ' ₂ and Ψ ' ₃ from the old position of the vehicle results by changing the angles Ψ ₁ , Ψ ₂ and Ψ ₃ each by the same amount γ. This is due to the coupling of the car bodies by means of a joint, which inevitably forces equal amounts of twisting of the coupled car bodies from the rotation of a car body. This results $${\mathrm{\Psi \text{'}}}_{\mathrm{1}}\mathrm{=}{\mathrm{<figure-callout\; id="1"\; label="\Psi "\; filenames="imgf0001.png"\; state="\{\{state\}\}">\Psi </figure-callout>}}_{\mathrm{1}}\mathrm{+}\mathrm{\gamma }\mathrm{.}$$

$${\mathrm{\Psi \text{'}}}_2\mathrm{=}{\mathrm{\Psi }}_{\mathrm{2}}-\mathrm{\gamma }$$

and $${\mathrm{\Psi \text{'}}}_3\mathrm{=}{\mathrm{\Psi }}_{\mathrm{3}}\mathrm{+}\mathrm{\gamma }\mathrm{,}$$

die Beziehung $${\mathrm{\Psi }}_{\mathrm{1}}\mathrm{+}\mathrm{\gamma }\mathrm{=}\mathrm{3}\mathrm{*}\left({\mathrm{\Psi }}_{\mathrm{2}}\mathrm{-}\mathrm{\gamma }\right)$$

und daraus $${\mathrm{\Psi }}_{\mathrm{1}}\mathrm{=}3*{\mathrm{\Psi }}_{\mathrm{2}}-4\mathrm{\gamma }\mathrm{.}$$

For the position of the vehicle at the beginning of the arc Fig. 2b is thus out $${\mathrm{\Psi \text{'}}}_{\mathrm{1}}\mathrm{=}3*{\mathrm{\Psi \text{'}}}_{\mathrm{2}}$$

the relationship $${\mathrm{\Psi }}_{\mathrm{1}}\mathrm{+}\mathrm{\gamma }\mathrm{=}\mathrm{3}\mathrm{*}\left({\mathrm{\Psi }}_{\mathrm{2}}\mathrm{-}\mathrm{\gamma }\right)$$

and it $${\mathrm{<figure-callout\; id="1"\; label="\Psi "\; filenames="imgf0001.png"\; state="\{\{state\}\}">\Psi </figure-callout>}}_{\mathrm{1}}\mathrm{=}3*{\mathrm{\Psi }}_{\mathrm{2}}-4\mathrm{\gamma }\mathrm{,}$$

daraus ergibt sich $$\mathrm{\gamma }\mathrm{=}\mathrm{0}\mathrm{,}\mathrm{25}\mathrm{*}{\mathrm{\psi }}_{\mathrm{2}}\mathrm{.}$$

With this relation between Ψ1 and Ψ2 as well as γ, the relationship for the considered vehicle position Ψ1 = 2 * Ψ2 can be used to determine the size ratio for γ: $$\mathrm{3}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{2}}\mathrm{-}\mathrm{4}\mathrm{\gamma }\mathrm{=}\mathrm{2}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{2}}\mathrm{.}$$

this results in $$\mathrm{\gamma }\mathrm{=}\mathrm{0}\mathrm{.}\mathrm{25}\mathrm{*}{\mathrm{\psi }}_{\mathrm{2}}\mathrm{,}$$

This means that the deflections of the car bodies WK2 and WK3 in the vehicle position according to Fig. 2b At the beginning of the arc, when the effective piston area of Z2 is doubled, it becomes 25% smaller, but the deflection of WK1 is 12.5% larger. For the positions of the vehicle in the straight line ( Fig. 2a ), in a constant arc ( Fig. 2c ) and in an arc with an intermediate straight ( Fig. 2d ), the changed effective piston area of Z2 has no influence. When driving in S-bend with intermediate straight ( Fig. 2e ), the angle of rotation of FW2 with respect to WK2 would be reduced by 25% in absolute value, while the turning angles of FW1 and FW3 would increase in magnitude by 50% in each case. At the vehicle position after Fig. 2e So then the turnout of all chassis are the same size.

When introducing proportionality factors, it should be taken into account that larger amounts are then assumed in the support of external moments in relation to the track channel of suspensions which are equipped with hydraulic cylinders of greater effective piston area. In the illustrated example, now no longer supports every chassis 1/3 of the external moment, but the chassis FW2 50% and the chassis FW1 and FW3 each 25%.

In Fig. 1b is another possibility of hydromechanical rotation angle linking of the chassis for a four-part vehicle with four suspensions shown. In principle, the four-part vehicle is easy by expanding the two-piece vehicle Fig. 1a by adding two vehicle parts with the corresponding hydraulic connecting lines L1 and L2 representable. Also in the Fig. 1b illustrated form of coupling of the hydraulic cylinder to the chassis can be realized by mere extension to a vehicle part of the four-part vehicle.

In the Fig. 1b selected arrangement of two hydraulic cylinders Z1a, Z1b, ..., Z4a, Z4b per chassis is another way for the detection or generation of pure rotational movements of the chassis by the hydraulic cylinder, even if the trolleys relative to the respective car body transversely and longitudinally elastic are. Thus, in this case, the in Fig. 1b illustrated arrangement of Doppelparallelogrammen. A transverse displacement of a chassis without rotational movement relative to the associated car body has in an arrangement of two hydraulic cylinders per chassis accordingly Fig. 1b only a fluid exchange between the two associated with the same chassis cylinders result. A fluid exchange between cylinders, which are assigned to different suspensions, does not take place.

Are used for the cylinder Z1a, Z1b, Z2a, ..., Z4b those that for their means of L1 or L2 interconnected work spaces V _11a , V _11b , V _12b , ..., V _14b and V _21a , V _21b , V _22a ,..., V _24b each have all the same effective piston surfaces, one obtains as a relationship for the rotational angle linking of the chassis: $$0={\mathrm{\Psi }}_1-{\mathrm{\Psi }}_2+{\mathrm{\Psi }}_3-{\mathrm{<figure-callout\; id="4"\; label="\Psi "\; filenames="imgf0001.png"\; state="\{\{state\}\}">\Psi </figure-callout>}}_4\mathrm{or}{\mathrm{\Psi }}_1-{\mathrm{\Psi }}_2={\mathrm{\Psi }}_4-{\mathrm{\Psi }}_3\mathrm{,}$$

Be used for the chassis cylinders with different from chassis to chassis effective piston surfaces, the envelope behavior of the vehicle of Fig. 1c can be influenced in an analogous manner as described with reference to the three-part vehicle. This is then also reflected in the relationship for the rotational angle link of the chassis in the form of proportionality factors. If, for example, the cylinders assigned to the undercarriages FW2 and FW3 were each equipped with twice the effective piston area in comparison to the cylinders which are assigned to the trolleys FW1 and FW4, a rotation angle combination of the trolleys would be based on the relationship 0 = Ψ ' ₁ - 2 * Ψ ' ₂ + 2 * Ψ ₃ - Ψ' ₄ .

Depending on the given requirements with regard to the envelope behavior of the vehicle to be realized or also with regard to minimizing the angle of turnout of running gears relative to the associated vehicle bodies when driving certain route sections (eg S-bends with an intermediate straight line), the choice of effective piston surfaces or optimally design the vehicle by selecting appropriate proportionality factors in the relationship of the rotational angle linkage of the trolleys. Thus, for the four-lane vehicle, for example, a general relationship for the rotational angle linkage of the chassis can be given: 0 = K ₁ * Ψ ₁ - K ₂ * Ψ ₂ + K ₃ * Ψ ₃ - K ₄ * Ψ ₄ , where K ₁ , K ₂ , K ₃ and K _{4 are} the freely selectable proportionality factors.

If it is a vehicle with n car bodies or n chassis, so can the relationship for the rotation angle link of the trolleys analogous to the four-part vehicle in general form: $$\mathrm{0}\mathrm{=}{\mathrm{<figure-callout\; id="1"\; label="K"\; filenames="imgf0001.png"\; state="\{\{state\}\}">K</figure-callout>}}_{\mathrm{1}}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{1}}\mathrm{-}{\mathrm{K}}_{\mathrm{2}}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{2}}\mathrm{+}{\mathrm{K}}_{\mathrm{3}}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{3}}\mathrm{-}{\mathrm{<figure-callout\; id="4"\; label="K"\; filenames="imgf0001.png"\; state="\{\{state\}\}">K</figure-callout>}}_{\mathrm{4}}\mathrm{*}{\mathrm{<figure-callout\; id="4"\; label="\Psi "\; filenames="imgf0001.png"\; state="\{\{state\}\}">\Psi </figure-callout>}}_{\mathrm{4}}\mathrm{.}\mathrm{...}\mathrm{.}\mathrm{-}\left(\mathrm{-}{\mathrm{1}}^{\mathrm{n}}\right)\mathrm{*}{\mathrm{K}}_{\mathrm{n}}\mathrm{*}{\mathrm{\Psi }}_{\mathrm{n}}\mathrm{,}$$

Additional information to Fig. 2a to 2e

• To Fig. 2a : Straight line drive
  • Turning angle: Ψ ₂ = Ψ ₁ + Ψ ₃
  • Volumes: V ₁₁ + V ₁₂ + V ₁₃ = constant V ₂₁ + V ₂₂ + V ₂₃ = constant
• To Fig. 2b : Bow entry
  • Turning angle: Ψ ₂ = Ψ ₁ + Ψ ₃
  • Volumes: V _{21-2 .DELTA.V} + V ₂₂ + _Δ V + V ₂₃ + _Δ V = constant V ₁₁ + 2 V + V _{Δ 12} - _Δ V + V ₁₃ - _Δ V = constant
• To Fig. 2c : Constant arch ride
  • Turning angle: Ψ ₂ = Ψ ₁ + Ψ ₃
  • Volumes: V ₁₁ + V ₁₂ + V ₁₃ = constant V ₂₁ + V ₂₂ + V ₂₃ = constant
• To Fig. 2d : Bogenfahrt with intermediate straight
  • Turning angle: Ψ ₂ = Ψ ₁ + Ψ ₃
  • Volumes: V ₂₁ - _Δ V + V ₂₂ + V ₂₃ + _Δ V = constant V ₁₁ + _Δ V + V ₁₂ + V ₁₃ - _Δ V = constant
• To Fig. 2e : Drive in S-bend with intermediate straight
  • Turning angle: Ψ ₂ = Ψ ₁ + Ψ ₃
  • Volumes: V ₂₁ + _ΔV + V ₂₂ - 2 _ΔV + V ₂₃ + _ΔV = constant V ₁₁ - _ΔV + V ₁₂ + 2 _ΔV + V ₁₃ - _ΔV = constant

List of reference numbers

WK1 ... n

Car body parts with numbering

FW1 ... n

Suspension with numbering

Ψ _{1 ... n}

Revolving angle of the chassis relative to the respective associated car body

Ψ _{1 ... n}

Revolving angle of the chassis relative to the respectively associated car body after the introduction of proportionality factors in the relationship for the rotational angle linkage of the chassis

V _{11 ... 1n}

Volumes of hydraulic fluid in the first of the interconnected work spaces of the hydraulic cylinder

V _{21 ... 2n}

Volumes of hydraulic fluid in the second of the interconnected work spaces of the hydraulic cylinder

.DELTA.V

Volume change of the hydraulic fluid in the work spaces of the hydraulic cylinders in the case of non-standard paths

Z1 ... Zn

Hydraulic cylinder with numbering

L1

Hydraulic line for connection of working spaces V ₁₁ ... _1n

L2

Hydraulic line for connection of the working spaces V ₂₁ ... _2n

n

Number of car body parts and chassis

1

transmission rods

2

summation

3

product lever

4

Scissors lever mechanism

5

parallel lever

6

wishbone

7

Angle lever pair with lying in the vehicle joint transverse axis connecting rod

Claims (2)

1. Track-guided vehicle, especially railway vehicle, for regional transport, composed of a number n of at least three wagon bodies (WK1, ..., WKn) which are connected in an articulated fashion by means of vehicle joints and are each supported on a bogie (FW1, ..., FWn) which is arranged in the longitudinal central region of the wagon body,
   characterized in that
   all the bogies always have a fixed relationship with one another, generated by passive hydraulic means, in terms of their displacement angle with respect to the particular wagon body, independently of the position of all the vehicle joints and of all the external forces which occur, wherein this fixed relationship is determined by the equation $$\mathrm{0}\mathrm{=}\mathrm{K}\mathrm{1}\mathrm{*}\mathrm{\psi }\mathrm{1}\mathrm{-}\mathrm{K}\mathrm{2}\mathrm{*}\mathrm{\psi }\mathrm{2}\mathrm{+}\mathrm{K}\mathrm{3}\mathrm{*}\mathrm{\psi }\mathrm{3}\mathrm{-}\mathrm{K}\mathrm{4}\mathrm{*}\mathrm{\psi }\mathrm{4}\mathrm{,}\mathrm{\dots }\mathrm{,}\mathrm{-}\left(\mathrm{-}1\mathrm{n}\right)\mathrm{*}\mathrm{Kn}\mathrm{*}\mathrm{\psi n},$$

   

   
   where Ψ1 to Ψn give the displacement angle of the respective bogie, K1 to Kn are freely selectable proportionality factors and n gives any desired number of, if appropriate, more than three wagon bodies, and
   there is provision for the rotational angles of the bogies to be combined using the passive hydraulic means,
   wherein the passive hydraulic means are embodied as a passive hydraulic system with two fluid volumes, which are hydraulically separated from one another, are always constant when summed and are formed by hydraulic cylinders which are connected to one another, wherein each hydraulic cylinder is both a master cylinder and a slave cylinder and a direct coupling of, in each case, one hydraulic cylinder to the respective bogies and wagon bodies is provided.
2. Vehicle according to Claim 1,
   characterized in that
   the proportionality factors K1, K2, ..., Kn have the value 1.

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