EP0764104B1 - Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails - Google Patents

Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails Download PDF

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Publication number
EP0764104B1
EP0764104B1 EP95921774A EP95921774A EP0764104B1 EP 0764104 B1 EP0764104 B1 EP 0764104B1 EP 95921774 A EP95921774 A EP 95921774A EP 95921774 A EP95921774 A EP 95921774A EP 0764104 B1 EP0764104 B1 EP 0764104B1
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EP
European Patent Office
Prior art keywords
transverse
chassis
wagon body
elements
drives
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
EP95921774A
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German (de)
English (en)
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EP0764104A1 (fr
Inventor
Manfred DÜSING
Jürgen JAKOB
Yuan LÜ
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.)
Talbot & Co KG GmbH
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.)
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Publication of EP0764104A1 publication Critical patent/EP0764104A1/fr
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Publication of EP0764104B1 publication Critical patent/EP0764104B1/fr
Anticipated expiration legal-status Critical
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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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to a transverse suspension for a rail vehicle and to Method for controlling the position of a rail car body with the Features of the preamble of device claim 1 and the method claim 8.
  • a known transverse suspension (EP 0 592 387 A1) with these features is based on a Pressure equalization control, in which the active, fluid-supported transverse springs are dependent from the transverse path y of the car body to the bogie frame via pressure regulating valves can be supplied with a predetermined target pressure from a pressure source.
  • the setpoint pressure is therefore a function of the body deflection in the y direction.
  • the car body is not in a specific position brought, especially not returned to its middle position. Instead, it should be normal Bow travel of the rail vehicle a start on the hard additional or emergency suspension be avoided.
  • the characteristic of the transverse suspension remains despite the pressure increase still softer than the (rubber) additional suspension, so that the driving comfort is considerable can be increased. Nevertheless, for safety reasons, the additional suspension cannot be used entirely are to be dispensed with, since in the event of a pressure control failure in addition to Secondary springs is the only remaining transverse suspension.
  • a certain disadvantage of this known transverse suspension is its relatively high energy requirement. This arises from the need, in the active elements in all driving conditions, So even when driving straight ahead, a certain pressure is constantly maintained obtained, on the other hand a constant dynamic pressure reduction must be possible, to make the transverse suspension smaller against the dynamic transverse vibrations Harden amplitudes.
  • the roll pole is the axis that is variable in the longitudinal direction of the vehicle and that can change position in the Z and possibly also the Y direction, about which the car body is currently rotating when it is inclined into an arc.
  • the roll pole is shifted upwards compared to a conventional rigid pivot-cross spring arrangement.
  • this ensures that the clearance profile is maintained on the vehicle side, and on the other hand the influence of lateral accelerations from active inclination control on the well-being of the passengers is minimized.
  • the invention is based on the object, starting from the state discussed at the outset Technique to specify an active transverse suspension for rail vehicles, with which also wanted transverse deflections of the car body when stationary bend dynamic Interferences with low vibration amplitudes from a soft spring characteristic can be compensated.
  • a method for actively controlling the position is also intended a car body can be specified by means of such transverse suspension.
  • a second advantage is the option of one with active tilt control equipped vehicle to be able to influence the position of the roll pole.
  • the energy requirement of the solution according to the invention is lower than in the state the technology, because no fluid supply to the drive elements is necessary when driving straight ahead is. If fluid from the drive elements occurs due to dynamic transverse vibrations is displaced, this does not get into the return, but is in the storage elements buffered.
  • a car body 1 is shown in FIG. 1 compared to a chassis indicated only by a cross member 2, for. B. a bogie frame, supported in the transverse direction via a driver 3 and articulated piston rods 4a, 4b of a right drive 5 and a left drive 6.
  • the driver 3 can lie as a pivot in the vertical axis of the pivoting movements of the bogie.
  • the existing secondary suspension and damping between the car body and the chassis is not shown here for simplicity.
  • the drives 5 and 6 are horizontal, double-acting differential lifting cylinders each executed two working chambers and articulated on the cross member 2 so that the Compression of the car body in the secondary suspension and turning out the chassis is not hindered when traveling through arches.
  • Your working chambers are cross-connected to each other by lines 7 and 8 and are thus connected in pairs to two separate system branches A, B.
  • the effective areas of the lifting cylinders are the same in both directions of movement.
  • Each of the two system branches A and B communicates - via a switchable or proportionally controllable valve V1 or V2 - with a hydropneumatic storage element 9 or 10.
  • the latter are preloaded on the air side by the hydraulic system pressure automatically being kept constantly above a minimum level.
  • the air volumes of the storage elements represent a relatively soft transverse suspension on which the body is supported by the hydraulic system. Cross components from the secondary suspension can also be added. Deviating from the simplified representation here, more than one storage element can be provided in each system branch, so that the transverse spring constant z. B. can influence by switching on and off another volume.
  • the drive device can also deviate from the representation selected here with only one synchronous cylinder instead of the two double-acting cylinders 5 and 6 work, whose two working chambers then each on one of the system branches A or B can be connected.
  • the memory elements 9 and 10 also buffer the differences between the displaced Volumes of the communicating working chambers. So the piston rods are can be moved against spring force by pushing the hydraulic chamber filling back and forth. This also applies if the pressure generator fails.
  • Flow resistances in lines 7 and 8 and in the valves cause one design-dependent movement damping.
  • a displacement sensor 11 is also provided on the piston rod 4, the each transverse movement of the driver 3 or the piston rod 4a and / or 4b (ie in Y direction if the direction of travel is the X and the height of the Z direction) into a voltage signal U implements.
  • the guide given here for the sake of clarity 11 is preferably integrated into the hydraulic drive.
  • Its electrical Motion or position signal is a controller 12 as the output or actual variable Transverse displacement of the car body supplied.
  • the control output signal in turn arrives at a hydraulic control block equipped with various valves (Fig. 2) 13. This is hydraulic between lines 7 and 8 and a high pressure pump 14 switched in addition to a return 15 and hydraulic reservoir 16.
  • the pump is e.g. B. designed for a delivery pressure of 210 bar.
  • the controller 12 is for actively influencing the force-neutral central position of the transverse suspension provided, as will be discussed in more detail later. If necessary, he can also do more Have inputs for pressure-analog signals with which the hydraulic system pressure in the system branches A and B are transmitted by suitable pressure sensors, not shown here becomes.
  • a further controller 17 can be provided, the output signal of which, of course, via amplifier, has to control the two valves V1 and V2.
  • this device can be used to change the hydraulic damping of the piston rod movement in one step or proportionally by actuating the valve by changing from the rest position shown, in which the valves V1 and V2 have no throttling effect, to one in one or more steps stronger throttling of the flow between the working chambers of the drives 5 and 6 and the storage elements 7 and 8 is switched.
  • Valves V1 and V2 are normally always controlled together. In principle, the device could also work with only one of these valves, since the other system branch is positively coupled via the piston rods 4a and 4b.
  • the degree of damping is adjusted depending on the driving speed, the vehicle load and the route situation (straight or curved), if necessary according to the given track position.
  • the input signals of this controller 17 can be their speed dy / dt and acceleration d 2 y / dt 2 , possibly also stored route data or track data read from the route (track radii, track quality).
  • the control block 13 preferably comprises a proportional control valve 18, the positions of which can be adjusted by the controller 12. It controls the connections between the two system branches A, B on the one hand and the pump connection P and the return connection T on the other. Said connections are closed in its non-activated rest position (e.g. when driving straight ahead). This position is set automatically even if the electronic control fails. If, on the other hand, a system branch is connected to the pump when the control valve is activated, pressure from the other system branch can be reduced towards the return at the same time.
  • control valve 18 is followed by a check valve 19 and anti-parallel to it a pressure-switchable support valve 20 (from the inlet pressure switch; functionally a pressure limiter) with an adjustable switching threshold, the respective check valve allowing hydraulic fluid to flow into the downstream system branch almost unhindered by the pump 14 , while the support valve allows a flow from the system branch to the return only above a predeterminable pressure level in the system branch.
  • This arrangement alone prevents the pressure level in the two system branches from dropping below a permissible minimum value.
  • a pressure maintaining device 21 from the outlet pressure switched; e.g. B. a pressure reducing valve
  • Check valves 22 prevent back flow through this line, which otherwise caused by dynamic pressure peaks above the delivery pressure on the system branch side could be.
  • the check valves 22 also represent the separation of the two system branches for sure.
  • control block 13 also includes a between the two system branches A. and B arranged short-circuit valve 23, which is closed in its rest position, however a throttled direct pressure equalization between the two in the working position System branches enabled. This valve is activated when driving straight ahead to ensure the transverse spring stiffness further decrease.
  • the control follows a predetermined desired mean value y soll, the transverse movement y of the car body, as an input signal or reference variable, which is generated by a setpoint generator (not shown).
  • the desired mean value is zero, ie the body should not move out of the centered center position if possible. Dynamic transverse vibrations of small amplitudes are absorbed by the secondary springs (not shown) and by the hydropneumatic storage elements 9 and 10 with low spring stiffness and damping according to requirements.
  • the desired mean value is to y, however, depending on the actual lateral acceleration and the clearance profile. As is known, the latter also restricts the permitted lateral deflection of the car body in addition to the static vehicle outline, in order to prevent collisions with objects located near the track or with vehicles in the neighboring track.
  • the controller has to minimize such control deviations between y target and y that go beyond a predefined threshold value.
  • the threshold value must of course be greater than the amplitude of the dynamic transverse vibrations mentioned.
  • the feedback of the value y to the controller ensures that the maximum permissible lateral deviation of the car body cannot be exceeded.
  • the control works by increasing the hydraulic system pressure in one of the System branches or one of the two communicating pairs of working chambers.
  • the control valve 18 is switched in the control block 13 so that the High pressure pump 14 can supply the corresponding system branch. Should be in other system branch, the pressure above the switching threshold of the respective pressure regulating valve rise, it will open towards the return.
  • the pump 14 must be connected to the system branch B or the line 8.
  • the line 7 is simultaneously connected to the return. Since the car body continues to support itself on the soft storage elements 9 and 10 even after the transverse displacement, the effective stiffness of the transverse suspension remains relatively soft, although not as soft as when driving straight ahead due to the increase in system pressure. If the piston rod is moved to the left, the process is reversed.
  • a significant effect of the transverse displacement of the driver is - as is known per se Influence on the height of the roll pole when the vehicle has an active tilting device Is provided.
  • the roll pole height increased significantly. This should also be aimed at, so that the passengers not as clearly perceive transverse movements resulting from the active inclination.
  • the roll pole should therefore preferably lie at the level of the passenger seats.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (10)

  1. Suspension transversale pour véhicule sur rail, comprenant
    des éléments faisant ressort, qui suspendent sur ressort une caisse de wagon (1) du véhicule sur rail par rapport à un bogie (2) qui la porte, à l'encontre de déviations latérales à partir d'une position médiane se présentant en particulier lors d'un déplacement en ligne droite,
    des éléments de travail (5, 6) actionnés par des moyens hydrauliques, servant à appliquer des forces entre la caisse de wagon et le bogie, qui sont raccordés à deux branches indépendantes (A, B) du système et dont les pressions sont modulables au moyen d'un régulateur (12) et d'un générateur de pression (14),
    un capteur de position (11) destiné à produire un signal à acheminer au régulateur, indiquant l'écartement de la caisse de wagon de sa position médiane par rapport au bogie, caractérisée en ce que
    les éléments faisant ressort de la suspension transversale sont formés en tant qu'éléments accumulateurs (9 ou 10) à effet ressort, dont l'un au moins communique par voie fluide avec chacune des branches indépendantes (A ou B) du système et
    les éléments de travail peuvent fonctionner en tant que mécanismes d'entraínement (5 et 6), un bloc de commande de soupapes (13) étant activable par le régulateur (12) pour le raccordement sélectif des deux branches (A ou B) du système au générateur de pression (pompe 14), afin d'ajuster la déviation de la caisse de wagon, par une modification au moins unilatérale de la pression dans les mécanismes d'entraínement (5 et 6), à une position de déviation de consigne suspendue sur ressort par les éléments accumulateurs (9 ou 10), prédéterminable par un élément d'affichage de la valeur de consigne en fonction des caractéristiques de déplacement instantanées.
  2. Suspension transversale selon la revendication 1, caractérisée en ce qu'on prévoit deux mécanismes d'entraínement à double effet (5 et 6) avec des chambres de travail reliées par paires et en croix, chaque paire de chambres de travail étant raccordée séparément à l'une des branches (A ou B) du système par le biais d'une ligne de raccordement (7 ou 8) respectivement à l'un des éléments accumulateurs (9 ou 10) et à un bloc de commande hydraulique (13).
  3. Suspension transversale selon la revendication 2, caractérisée en ce que les deux mécanismes d'entraínement (5 et 6) sont raccordés chacun de manière articulée, par une tige de piston (4a ou 4b) à la caisse de wagon, et en ce que le capteur de position (11) est intégré à l'un des mécanismes d'entraínement et détermine la course de la tige de piston par rapport au mécanisme d'entraínement articulé au bogie (traverse de caisse 2).
  4. Suspension transversale selon la revendication 2 ou 3, caractérisée en ce que les deux mécanismes d'entraínement (5 et 6) sont réalisés sous forme de vérins hydrauliques différentiels, la chambre de travail du côté de la tige de piston d'un vérin hydraulique étant raccordée à chaque fois à la chambre de travail sans tige de piston de l'autre vérin hydraulique.
  5. Suspension transversale selon l'une quelconque des revendications précédentes, caractérisée en ce qu'on prévoit une résistance hydraulique dans une ligne de raccordement (7 ou 8) allant d'une branche du système à au moins l'un des éléments accumulateurs (9 ou 10).
  6. Suspension transversale selon la revendication 5, caractérisée en ce que la résistance hydraulique peut être mise en circuit par au moins une soupape commutable ou commandable (V1 ou V2) avec un effet d'étranglement variable dépendant de la position, la soupape étant commandable par un régulateur (17) en fonction de l'une ou plusieurs parmi la déviation transversale (y), la vitesse transversale (dy/dt) et l'accélération transversale (d2y/dt2) de la caisse de wagon (1) par rapport au bogie (traverse de caisse 2) et/ou en fonction des données de l'allure de la ligne de chemin de fer.
  7. Suspension transversale selon l'une quelconque des revendications précédentes, caractérisée en ce qu'on prévoit une soupape commutable (23) pour produire une liaison par voie fluide entre les deux branches (A ou B) séparées du système.
  8. Procédé de commande de la position d'une caisse de wagon d'un véhicule sur rail par rapport à un bogie qui la porte, au moyen d'une suspension transversale qui comprend
    des éléments accumulateurs, en particulier d'un type hydropneumatique, servant au support élastique de la caisse de wagon transversalement à la direction d'avance par rapport au bogie, qui suspendent souplement sur ressort, à partir d'une position médiane d'oscillation respective, des portions soumises à des oscillations dynamiques de part et d'autre d'une position neutre du point de vue des forces, ainsi que
    des mécanismes d'entraínement hydrauliques, communiquant hydrauliquement avec les éléments accumulateurs et ayant une pression interne que l'on peut faire varier par le biais d'une commande, caractérisé en ce que dans des courbures des rails, la position médiane d'oscillation de la caisse de wagon par rapport au bogie et la position neutre, du point de vue des forces, des moyens élastiques sont ajustées, au moyen des mécanismes d'entraínement hydaruliques, vers l'extérieur de la courbe transversalement à la direction d'avance par la commande de la pression interne des mécanismes d'entraínement hydrauliques, la course effective (y) de la position médiane d'oscillation étant suivie en fonction d'une valeur moyenne préétablie ou calculée (ycons.) de la déviation transversale de la caisse de wagon.
  9. Procédé selon la revendication 8, caractérisé en ce que l'on prévoit, en tant que mécanismes d'entraínement, deux vérins hydrauliques à double effet avec des chambres de travail communiquant en croix, qui s'étendent entre la caisse de wagon et le bogie, et qui sont activés, suite à une valeur de mesure de la déviation transversale de la caisse de wagon résultant d'une force transversale, par un régulateur pour obtenir un décalage de son point d'articulation à la caisse de wagon dans la direction de la force transversale appliquée, les éléments accumulateurs amortissant les volumes déplacés.
  10. Procédé selon la revendication 8 ou 9, caractérisé en ce qu'en fonction d'une ou plusieurs parmi la déviation transversale (y), la vitesse transversale (dy/dt) et l'accélération transversale (d2y/dt2) de la caisse de wagon par rapport au bogie et/ou en fonction des données déterminées, ou disponibles dans le véhicule, de l'allure de la ligne de chemin de fer, une modification de la résistance hydraulique est commandée entre les mécanismes d'entraínement hydrauliques et les éléments accumulateurs.
EP95921774A 1994-06-10 1995-05-29 Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails Expired - Lifetime EP0764104B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4420367 1994-06-10
DE4420367A DE4420367C1 (de) 1994-06-10 1994-06-10 Querfederung für ein Schienenfahrzeug und Verfahren zu deren Steuerung
PCT/EP1995/002039 WO1995034455A1 (fr) 1994-06-10 1995-05-29 Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails

Publications (2)

Publication Number Publication Date
EP0764104A1 EP0764104A1 (fr) 1997-03-26
EP0764104B1 true EP0764104B1 (fr) 1998-10-07

Family

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Application Number Title Priority Date Filing Date
EP95921774A Expired - Lifetime EP0764104B1 (fr) 1994-06-10 1995-05-29 Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails

Country Status (8)

Country Link
EP (1) EP0764104B1 (fr)
AT (1) ATE171902T1 (fr)
DE (2) DE4420367C1 (fr)
ES (1) ES2125019T3 (fr)
FI (1) FI964464A (fr)
NO (1) NO307038B1 (fr)
PL (1) PL317581A1 (fr)
WO (1) WO1995034455A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH691462A5 (de) * 1995-10-05 2001-07-31 Sig Schweiz Industrieges Querfederelement für Schienenfahrzeuge und Verfahren zum Zentrieren eines Wagenkastens.
DE19806347C1 (de) * 1998-02-12 1999-07-15 Mannesmann Ag Vorrichtung zur aktiven Querzentrierung und Schwingungsdämpfung bei Schienenfahrzeugen (AQZ-Zylinder)
DE10012966A1 (de) * 2000-03-16 2001-10-04 Liebherr Aerospace Gmbh Spurgeführtes Fahrzeug mit hydraulischer Folgesteuerung und integrierter Schlingerdämpfung
CH694426A5 (de) * 2000-06-13 2005-01-14 Curtiss Wright Antriebstechnik Vorrichtung zur Querzentrierung und Schwingungsdämpfung bei Schienenfahrzeugen.
DE102004037104A1 (de) * 2004-07-30 2006-03-23 Dr.Ing.H.C. F. Porsche Ag Hydraulischer Linearantrieb, insbesondere hydraulischer Getriebeaktuator
JP5572236B1 (ja) * 2013-02-18 2014-08-13 カヤバ工業株式会社 アクチュエータ
DE102019218017A1 (de) 2019-11-22 2021-05-27 Contitech Luftfedersysteme Gmbh Sekundärfederung eines Schienenfahrzeugs

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9110978D0 (en) * 1991-05-21 1991-07-10 Brel Ltd Apparatus for controlling lateral movement of vehicle bodies
DE4137869C1 (fr) * 1991-11-11 1993-04-01 Mannesmann Ag, 4000 Duesseldorf, De
FR2689476B1 (fr) * 1992-04-01 1994-06-10 Faiveley Transport Suspension transversale pour vehicule ferroviaire.
DE4216727A1 (de) * 1992-05-20 1993-11-25 Rexroth Mannesmann Gmbh Querfederung von schienengebundenen Fahrzeugen
AT408975B (de) * 1992-10-08 2002-04-25 Siemens Sgp Verkehrstech Gmbh Anordnung zur regelung einer querfederung zwischen drehgestell und wagenkasten eines schienenfahrzeuges

Also Published As

Publication number Publication date
FI964464A0 (fi) 1996-11-06
NO965110L (no) 1996-11-29
PL317581A1 (en) 1997-04-14
NO307038B1 (no) 2000-01-31
NO965110D0 (no) 1996-11-29
EP0764104A1 (fr) 1997-03-26
WO1995034455A1 (fr) 1995-12-21
ATE171902T1 (de) 1998-10-15
DE59503858D1 (de) 1998-11-12
DE4420367C1 (de) 1995-08-17
FI964464A (fi) 1996-11-06
ES2125019T3 (es) 1999-02-16

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