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 enters a device for compensating transverse forces acting on a rail vehicle according to the preamble of claim 1.
• a compensation device against centrifugal forces known from DE-OS 40 40 047 for example, hereinafter referred to as transverse compensation device
• transverse compensation device is used, inter alia, in wagons and Locomotives of railway trains used.
• a car body is supported by air suspension in the vertical and horizontal directions on two bogies and the transverse compensation device is additionally provided between the car body and the bogies.
• the known device has a hydraulic or pneumatic cylinder, which acts with its one active section, for example the cylinder, on the bogie, while the other active section, in this case the piston, is articulated on the car body.
• the effective axis of the cylinder is arranged transversely to the longitudinal axis of the rail vehicle.
• Trains of this type are usually equipped with a body inclination system, by means of which the body can be inclined towards the inside of the curve in dependence on the radius of curvature of the curve and the driving speed in such a way that as little lateral forces as possible act on the passenger. Based on the maximum possible side acceleration for the passenger without sacrificing driving comfort, this technology therefore permits significantly higher bow speeds than with trains that are equipped with a conventional chassis.
• the body can be actively moved laterally relative to the bogie by a transverse compensation device.
• the roll compensation of the car body can be set to a predetermined (target) position with the transverse compensation device.
• the roll axis is the virtual axis of rotation running parallel to the longitudinal direction of the vehicle, about which the Car body rotates when traveling on bends due to the centrifugal force and possibly due to the effect of the car body tilt system.
• the aim is to set the roll position approximately at the seat height or, more precisely, at the stomach level of the passenger. This ensures that the wellbeing of the passenger is not adversely affected by centrifugal forces, even at high bow speeds.
• a transverse suspension device is known from EP-A 0 592 387, in which, in a hydraulic variant, two hydraulic cylinders arranged in opposite directions are provided and can be controlled in order to increase the transverse spring forces generated by the secondary suspension in the event of quasi-static transverse displacements of the car body.
• the object of the invention is to create a device for compensating the transverse forces acting on a rail vehicle, which ensures a high level of driving comfort with minimal expenditure on device technology, even when traveling through bends.
• the device according to the invention ensures that the car body is inclined toward the outside of the arc essentially only on account of the quasi-static centrifugal forces. An additional inclination caused by the dynamic vibrations is largely prevented by the cross spring system.
• the clearance profile, which determines the maximum inclination of the car body, is not violated by the deflection effect of the dynamic vibrations.
• the transverse suspension thus enables driving at higher cornering speeds without violating the clearance profile. In addition, excessively high transverse accelerations are effectively buffered.
• the transverse suspension is designed as a passive system with a hydraulic accumulator, preferably a gas accumulator.
• a hydraulic accumulator For certain driving conditions, for example when driving straight ahead, it may be advantageous to switch off the transverse suspension.
• the connection to it can be designed to be lockable.
• both accumulators can be temporarily connectable to one another.
• the transverse compensator is formed with at least one cylinder, preferably two cylinders, one cylinder chamber of which can be controlled via a hydraulic circuit, while the other cylinder chamber is connected to a hydraulic accumulator.
• a bypass line with a check valve is provided parallel to the steaming device, which allows pressure to be built up in the cylinder bypassing the steaming device of a cylinder, so that the steaming valve only acts in one direction of flow.
• FIG. 1 shows a cross section through a rail vehicle with a device according to the invention for compensating transverse forces
• Fig. 2 is a schematic representation of a cross compensator with a
• FIG. 3 a hydraulic circuit diagram for an exemplary embodiment of a device for compensating lateral forces
• Fig. 4 is a damping valve used in a circuit according to FIG. 3 and
• FIG. 5 shows a simulation model for simulating the driving dynamics of a rail vehicle with transverse suspension.
• FIG. 1 shows a cross section of a rail vehicle 1 which is in the bend.
• This has a car body 2, which is supported by a suspension with shipsfeder ⁇ 3 on two bogies 4, of which only one is visible here. Wheels 6 or groups of wheels are guided in each bogie 4 and roll on the rails 8 of a slide.
• the car body 2 tilts due to the centrifugal forces and possibly due to the corresponding activation of the car body inclination system (not shown), the maximum angle of inclination ⁇ being predetermined by an envelope curve of the so-called clearance profile 10 which is not in any driving state by the rail vehicle 1 may be injured.
• the right side of the rail vehicle 1 would be the outside of the arc to which the car body 2 is inclined due to the centrifugal forces.
• the air spring 3 on the right in FIG. 1 is compressed, while the air spring 3 'on the opposite side (left) is partially relieved.
• the chassis of the rail vehicle 1 and its driving speed are to be designed such that the clearance profile 10 is not violated even under limit conditions, so that, for example, when driving through tunnels there can be no collision with the tunnel wall or with components arranged to the side of the track body outside of the envelope curve .
• a transverse compensator 12 is provided in the area between the car body and the bogie, by means of which the car body can be displaced in the horizontal transverse direction (y direction) with respect to the bogie 4.
• the body 2 could be shifted from the center position shown to the left by means of the transverse compensator 12 in the direction of the arrow Z, a virtual roll pole P of the body being raised from a position at the level of the bogie 4 to a position P 'at the level of the body.
• the controlled lateral deflection of the car body 2 on the one hand ensures that - in the driving state shown in FIG.
• the right side of the car body is at a greater distance from the clearance profile 10, so that a greater driving speed is possible, and on the other hand the roll pole becomes due to the transverse shift in the Seat area of the passengers moved, so that their subjective driving comfort is significantly improved
• the transverse compensator 12 shown in Fig. 1 is assigned a transverse suspension 14, the structure of which is shown schematically in Fig. 2.
• the transverse compensator has two double-acting cylinders 16, 17, the cylinder housing of which is articulated on the frame of the bogie 4, while the pistons 18 with their oppositely arranged piston rods are attached to the body 2 (if necessary via a driver pin)
• the positional orientation of the cylinders 16, 17 could also be kinematically reversed, so that the piston rods extend towards the bogie, while the cylinder housing is attached to the body
• a hydraulic accumulator 28 or 29 is connected to an annular space 26, 27 of each cylinder 16, 17. preferably designed as a gas accumulator, so that the piston 18 moves against the spring action of the hydraulic accumulators 28 or 29
• each hydraulic accumulator 28, 29, damping valves 32, 33 designed as proportional valves are switched. In a first end position (shown in FIG. 2), they shut off the supply lines 30, 31. In the second end position and the transition positions, allow the pressurization of the associated annular space 26, 27 via the associated hydraulic accumulator 28, 29 with variable flow cross-sections. If both steaming valves are completely shut off, the connection between the Annular spaces 26, 27 to the hydraulic accumulators are interrupted and the transverse compensation device is hydraulically blocked in its current position.
• Each damping valve 32, 33 comprises a measuring orifice with a variable cross section.
• the connections 30, 31 to the hydraulic accumulators 28, 29 can be variably controlled via the measuring orifice by appropriate control. Dynamic vibrations in the system or in the transverse compensator are absorbed by the damping valves, and undesired body movements are dampened as a result.
• a controller 34 controls the damping valves 32, 33, while the transverse compensator 12 is controlled by another controller 36. Both systems can be controlled independently of one another; however, depending on one and the same measured variable, e.g. B. the measured lateral acceleration of the rail vehicle or car body can be influenced.
• transverse suspension 14 and the transverse compensator 12 are shown as a structural unit in the exemplary embodiment described here, the two systems can also be arranged separately from one another if required.
• a pump line 38 branches off from the pump and branches into branch lines 38a and 38b. These are each led to the inlet connections of a pressure reducing valve 40, 41. From the outlet of the respective pressure reducing valve, the two pump lines are led to the input of a 4/2-way valve 44, which in its switching position shown blocks the two pump lines 38a, 38b from the working lines 22, 23, but connects the latter to one another. In the second switching position of the directional control valve 44, each branch line 38a, 38b is connected to a working line 22, 23, so that the two cylinder spaces 20 can be supplied with hydraulic fluid or can flow out again
• the working lines 22, 23 can be activated by correspondingly controlling the electromagnetically actuated pressure reducing valves 40, 41 Connect in the second switching position of the directional control valve 44 to the tank T (return). So a z. B. cylinder space is pressurized by the pump P, while the hydraulic fluid in the other cylinder space is discharged into the tank by the onset of piston movement.
• the valve spool of the damping valves 32, 33 is biased by a spring into the blocking end position shown.
• a control pressure which is proportional to the difference between the storage pressure and the annular space pressure acts on the other control side of the valve slide, so that when the pressure in the annular space 26 (27) increases, the damping valve 33 (32) is opened, while it is closed when the pressure is reduced.
• the damping valves are controlled so that there is practically always a connection to the respective hydraulic accumulators 28, 29.
• a bypass line 46, 47 is provided in each feed line 30, 31 parallel to the respective damping valve 32, 33, in each of which a check valve 48 is arranged, which prevents a flow of the hydraulic fluid from the hydraulic accumulator 28, 29 to the corresponding annular space 26, 27 Bypassing the damping valve allows.
• a tank line 50, 51 branches off from each supply line 30, 31, in each of which a pressure-limiting valve 52 is arranged. If the pressure rises above a permitted limit pressure in the feed line 30, 31, the hydraulic fluid is automatically discharged into the tank.
• the two hydraulic accumulators 28, 29 are connected to one another via a short-circuit line 54, in which a switching valve 56 is arranged. In its basic position shown, it shuts off the short-circuit line 54. In its second switching position, it opens the short-circuit line 54.
• a pressure line 58 branches off from the latter and can be connected to the pump line 38.
• a further switching valve 60 is provided between the pump line and the pressure line, which interrupts the connection in its spring-preloaded basic position and enables the connection between the pressure line and the pump line in its second switching position.
• the pump is a constant pressure pump, which can deliver a pressure of approximately 200 bar, for example. Apart from line pressure losses, this is therefore present upstream of the pressure reducing valves 40, 41.
• a reduction body 62 is provided in the cylinder space 20 of each cylinder 16, 17, which is designed as a tube in the exemplary embodiment shown. The reduction body 62 projects in the axial direction of the cylinder towards the piston into the cylinder space 20.
• the piston head has a recess 64 in the form of a blind hole, into which the reduction body can penetrate in a fluid-tight manner.
• the space enclosed between the walls of the recess 64 and the end face of the reduction body 62 is vented.
• the reduction body 62 which replaces a second piston rod with the advantage that it does not require any movement space outside the cylinder, reduces the piston area by the cross-sectional area of the reduction body, so that an effective piston area A ⁇ results.
• This cylinder construction thus enables the supply of hydraulic fluid via the high pressure pump.
• the oppositely arranged piston rods of the pistons 18 are articulated together on the body 2.
• An (inductive) displacement transducer 66 is provided for detecting the transverse displacement of the car body.
• Fig. 4 shows an embodiment for a damping valve 32 or 33.
• This has a valve spool 67 which is guided in a valve bore 68 of a valve housing 70. Via the valve slide 67, the connection between the feed line 30, 31 and the hydraulic accumulator 28, 29 can be interrupted or set with a variable opening cross section.
• the valve spool 67 has a cup-shaped structure, a pilot valve being assigned to it, the control needle 72 of which plunges into the space formed by the valve spool 67. With this, an outlet opening 74 formed in the bottom of the valve slide can be opened or closed, which opens into the valve bore.
• the control needle 72 is biased in the closing direction by means of an actuating spring 76 and can be actuated by means of a magnet coil 78.
• an inlet bore 78 is provided in the bottom of the valve slide 67, which connects the inlet line 30, 31 to the control chamber 80 of the pilot valve.
• the valve slide 67 rests on its valve seat, so that the connection between the hydraulic accumulator 28 and the feed line 30 is interrupted.
• the Hy ⁇ draulikfluid in the supply line 3.beta. acts on the end face of the valve slide, and passes through the inlet throttle 78 into the control chamber 80, so that a rear side A * of the valve spool is pressurized.
• a stepped surface A is applied to the control needle 72.
• the control needle 72 is moved upward against the pretension of the actuating spring 76, so that the drain opening 74 is opened and a control volume flow Q, which causes a pressure drop in the control chamber 80, is applied to the valve slide rear side A .
• acting force is equal to the force acting on the valve spool end face A-.
• damping valves 32 can also be used, in which a predetermined number of discrete intermediate stages can be called up, in which case, instead of a proportional valve, a solution with a plurality of switching valves can be used which, for example, allows three intermediate stages to be set.
• the switching valve 56, the further switching valve 60 and the directional control valve 44 are first brought into their open positions and the hydraulic accumulators 28, 29 and the cylinder spaces 20 of the cylinders 16, 17 are supplied with hydraulic fluid. At the same time, the annular spaces of the pistons are acted upon by the pump pressure via the bypass lines 46, 47. The hydraulic accumulators are then brought to their operating pressure and the pistons 18 of the cylinders are clamped in their central position.
• the car body 2 can be offset laterally with respect to the bogie 4, for example by pressurizing the right cylinder chamber 20 in FIG. 3 via the pressure reducing valve 41 and the directional control valve 44, while the left cylinder chamber via the Directional control valve 44 and the pressure reducing valve 40 is connected to the tank T, for which purpose the pressure reducing valve 40 is activated accordingly by its controller 36.
• the transverse suspension is activated, the two damping valves 32, 33 are switched into a through position when the curve is traveling, while the switching valve 56 is closed.
• Vibrations are damped by the throttling action of the damping valves 32, 33.
• the two bypass lines 46, 47 ensure that only that damping valve 32 or 33 is effective via which pressure builds up in the direction of the hydraulic accumulator 28, 29.
• the other damping valve 33 or 32 is then bypassed by the backflow from the associated hydraulic accumulator 28, 29 via the bypass line 46, 47 and the check valve 48.
• the damping effect can be influenced by correspondingly controlling the damping valves 32, 33 via the transverse damping control 34, so that different degrees of damping can be set.
• the switching valve By activating the switching valve into its through position, the short-circuit line 54 between the two hydraulic accumulators 28, 29 can be opened.
• the damping valves When the damping valves are open, the hydraulic fluid is then only pumped back and forth between the annular spaces 26, 27; the cross suspension is then practically ineffective.
• a corresponding admission pressure can be set in the reducing cylinder space 20, which also dampens the transverse compensator movement.
• the system can also be equipped with an emergency spring, which takes over the transverse suspension in the event of a hydraulic circuit failure. If the control fails, the directional control valve 44 is brought into the position shown, in which the two cylinder spaces 20 are connected to one another. Then there is a balance between the forces acting on the end faces of the pistons 18. The transverse movements of the car body are then no longer influenced by the active transverse compensator. Furthermore, the switching valve 56 is brought into its closed position when the control fails, so that the hydropneumatic suspension remains effective. Although the driving comfort changes slightly in some driving conditions, the driving safety is increased.
• FIG. 5 shows a simulation model with which the driving dynamics of a chassis provided with the transverse compensation device according to the invention can be simulated.
• the car body mass on which the pistons 18 of the cylinders 16, 17 act is designated by m.
• the cylinder spaces 20 of the cylinders 16, 17 can optionally be connected to the pump P or to the tank T via the pressure reducing valves 40, 41.
• the annular spaces 26, 27 of the cylinders 16, 17 are each connected to the hydraulic accumulators 28, 29, the damping valve 32, 33 being provided in the feed line 30, 31, respectively.
• the (secondary) air springs 3 Parallel to the transverse compensator 12 with the transverse suspension 14 are the (secondary) air springs 3, which form the vertical and in part also transverse support of the body 2.
• Desired driving conditions can be simulated by applying forces to the car body 2 and / or the bogie, which simulate the centrifugal force F (t) and the forces F '(t) caused by track position disturbances etc.
• the pressure reducing valves 40, 41 and the damping valves 32, 33 are controlled via their controls 34, 36.
• the transverse compensator is assigned a preferably hydraulic-pneumatic transverse suspension, which can optionally be switched on as a function of the route, the road and the condition of the road.
• the cross spring can also be combined with a preferably active damping system in order to effectively dampen high-frequency vibrations.
• the quasi-static transverse force can be kept in the cylinders by active pressure control.
• the dynamic transverse vibrations are absorbed by the secondary air springs and the transverse suspension.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Details Of Garments (AREA)
• Outer Garments And Coats (AREA)
• Body Structure For Vehicles (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Medicines That Contain Protein Lipid Enzymes And Other Medicines (AREA)

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• 1995
  • 1995-04-03 DE DE19512437A patent/DE19512437A1/de not_active Withdrawn
• 1996
  • 1996-03-27 EP EP96908143A patent/EP0819078B1/fr not_active Expired - Lifetime
  • 1996-03-27 CA CA002217222A patent/CA2217222A1/fr not_active Abandoned
  • 1996-03-27 AT AT96908143T patent/ATE174277T1/de active
  • 1996-03-27 DE DE59600969T patent/DE59600969D1/de not_active Expired - Lifetime
  • 1996-03-27 US US08/930,138 patent/US5943962A/en not_active Expired - Fee Related
  • 1996-03-27 WO PCT/EP1996/001341 patent/WO1996031385A1/fr active IP Right Grant
  • 1996-03-27 ES ES96908143T patent/ES2129959T3/es not_active Expired - Lifetime
• 1997
  • 1997-10-02 NO NO974560A patent/NO307650B1/no not_active IP Right Cessation

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