EP0833766B1 - Vehicule sur rails a train de roulement a essieu simple - Google Patents

Vehicule sur rails a train de roulement a essieu simple Download PDF

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Publication number
EP0833766B1
EP0833766B1 EP97920684A EP97920684A EP0833766B1 EP 0833766 B1 EP0833766 B1 EP 0833766B1 EP 97920684 A EP97920684 A EP 97920684A EP 97920684 A EP97920684 A EP 97920684A EP 0833766 B1 EP0833766 B1 EP 0833766B1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
actuator
signal
wheelset
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
EP97920684A
Other languages
German (de)
English (en)
Other versions
EP0833766A1 (fr
Inventor
Detlef Müller
Johannes Hock
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.)
Bombardier Transportation GmbH
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0833766A1 publication Critical patent/EP0833766A1/fr
Application granted granted Critical
Publication of EP0833766B1 publication Critical patent/EP0833766B1/fr
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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements

Definitions

  • the invention relates to a rail vehicle according to the preamble of the first claim.
  • a known rail vehicle of this type (DE 42 24 467 A1) consists of at least two vehicle bodies that sit on at least three controlled single-axle drives.
  • the control signals for controlling the multiple drives involved is from one Control device that generates the control signal from the angular position of two neighboring car bodies wins.
  • the control device includes one hydraulic actuator, which is coupled to the drives and that of a Encoder sensor unit obtained from the angular position of adjacent car bodies and control signal dependent on the arc radius of a track to be traversed a functional swiveling of the affected drives around a vertical axis implements.
  • a disadvantage of this configuration is a complex energy supply, which in addition to an electrical power supply, a hydraulic system on the car makes necessary.
  • the angular position of two neighboring ones is scanned Car bodies via mechanical lever arrangements, which are based on corresponding hydraulic Act actuators that control the respective drive frame in a target position.
  • a rail vehicle with a two-axle bogie is also known (EP-A-0318923), in which the bogie has two steerable wheel sets.
  • the wheelsets are centrally on the bogie frame in a common ball joint in one horizontal plane pivoted. Both are for radial radial adjustment Wheelsets sensors are assigned, which track the course of the rail route scan.
  • an actuator is controlled, which between the Both wheelsets are effective and the wheelsets are each radially radial to the current one Track course controls.
  • the steering angle of the two wheel sets caused by the actuator is determined by means of a common angle sensor.
  • the actuator can be electrical or work electro-hydraulically.
  • the invention has for its object in a rail vehicle according to the Preamble of the first claim to take measures by which simple Control devices a reliable setting of a single-axis drive is made possible.
  • a Encoder sensor in an encoder sensor unit directly from the radius of one traversing track generated electrical origin signal generated from the current position of a particular leading, due to the wheel-rail geometry self-adjusting drive from the angular position of neighboring Car body parts or the like is derived.
  • the original signal is one Low-pass filter supplied, which is a cut-off frequency below the interference vibrations having. It has been shown that this cutoff frequency is below 5 Hertz and preferably up to 0.5 Hertz is selected.
  • the signal thus freed from interference vibrations corresponds to a setpoint signal matched to the radius of the arc to be traversed, that as a quasi-static reference variable for the control of the one to be set Serves assigned actuator.
  • Those with the drive to be controlled, especially with its drive frame coupled actuator has an electrical controller and one of its as Reference variable acting output signal controlled electromagnetic actuator.
  • This actuator is mechanically on the one hand with the drive and on the other hand with the associated car body coupled so that a by adjusting the actuator Swiveling the drive around its real or virtual vertical axis is possible.
  • Becomes a Stepper motor used as an actuator it may be sufficient to output the To convert filters via the controller into an actuating pulse sequence which corresponds to the one to be traversed Arc radius adjusted angle adjustment of the drive compared to assigned car body causes.
  • a precise control is not ensured, then it is advisable to have one on the actuator or on the drive Provide position transmitter that an electrical position signal on the current Setting position delivers.
  • This position signal can then be used as an actual position value electrical comparison device are supplied, the quasi-static as a setpoint Output signal of the filter is supplied and from the setpoint and actual value each Control deviation to be compensated feeds the controller, its output signal as Control variable is output to the actuator until the control deviation at least approaches almost zero.
  • the sensor unit and in particular the filter can have two quasi-static ones Have signal outputs, with an actuator at each of these signal outputs is connected, the actuators together on the same drive and in particular act on its drive frame.
  • the mechanical points of attack of the two Actuators are in particular diagonally to one another and in the areas of Drive frame, in which there are secondary spring elements for connecting the drive frame with the assigned car body.
  • primary spring elements between the drive frame and the wheel bearings of the uniaxial wheel set.
  • the transverse rigidity of these spring elements causes the basic alignment of the drive in the vehicle's longitudinal axis and can be in operation limited deflection of the wheel set resulting from the wheel-rail geometry, while the displacement forced by the actuator against the force of Secondary spring elements takes place.
  • Expediently forms a pivot bearing a real vertical axis for the swiveling movement of the drive compared to the Car body.
  • the respective actuator is designed in particular as a linear drive and can electric linear motor or a servomotor with threaded spindle drive or with Be planetary gear.
  • the connection of the actuator (s) takes place in particular elastic to the drive or the body, which is preferably interposed Rubber-metal elements are used to hold the actuator against one hand to protect shock loads and necessary resulting from driving Allow pendulum movements between the chassis frame and the body.
  • the sensor for generating the original signal dependent on the track curve can be used as electrical resistance transmitter a coupling joint between two car bodies be assigned and the angle of rotation change that arises there when traveling through bends the origin signal as a changing electrical resistance, as an inductance or Capture capacity value or the like.
  • the sensor can also one drive to be controlled on the same or another car body or trailing drive can be assigned and from which the wheel-rail geometry be automatically influenced by turning deflection when traveling through bends.
  • a not shown car body of a rail vehicle sits over Secondary spring elements 1 on a drive frame 2 of only one axis 3 Single-axis running gear with rigidly fixed rail wheels on the axle 3 4 on.
  • the axis 3 of the wheel set 3, 4 lies in one of the vertical central axes 5
  • Secondary spring elements 1 receiving vertical, transverse to the vehicle longitudinal direction running level, the wheel bearing 6 above and downstream in the direction of travel
  • Primary spring elements 7 supported on the underside of the drive frame 2 and are fixed.
  • the primary spring elements 7 not only take on weight forces their axial direction but also leave a certain transverse elasticity Wheel-rail geometry resulting pivoting deflections of axis 3 or Drive frame 2 to the car body 13 to a limited extent.
  • the Swiveling takes place about a vertical axis 8, which is connected with the associated one Car body connected and in a bearing seat on the drive frame 2nd engaging bearing journal is realized.
  • an actuator consisting of two diagonally and symmetrically arranged actuators 9 provided that on the respective outside of the drive frame 2 in the area of Wheel bearing 6 or the secondary spring elements 1 via an adjusting rod 10 with one there provided holding eye 11 are engaged and the other via a rubber elastic Element as an elastic connection means 12 rigid with a rigid on the car body arranged car body part 13 is connected.
  • a control device is provided to control the actuators 9.
  • she consists of a sensor unit 14 and two of them controlled, at least in the Basic function of the same control units 15, each of which is one of the actuators 9 include forced rotation of the drive 2, 3.
  • the sensor unit 14 consists of an encoder sensor 17, which is the radius of one to be driven Track arc dependent origin signal, which depends on another, itself according to the wheel-rail geometry adjusting drive or to each other related angular position of car body parts of neighboring cars is generated. After these transmitter devices not only from the radius of the track to be driven but are also subject to interference, is the bow-dependent signal part an interference signal resulting from the vehicle dynamics is superimposed.
  • the sensor sensor 17 accordingly provides a dynamic original signal w (t) dyn, which a low-pass filter 18 with an upper cutoff frequency of up to 5 Hertz, but preferably only 0.5 Hertz is fed.
  • the shares of the faster, higher-frequency interference vibrations are thereby eliminated from the original signal, so that at the output of the filter 18, preferably two separate output connections for the two actuating units 15 has, in each case, a quasi-static reference variable w (t) which acts as a setpoint serves for the setting of the respective actuator 9.
  • this Output signal leads the actuator 9, in particular containing an electric motor Turning, in the present case, however, a change in length, which controls the chassis 1, 2 so that the axis 3 lies in a radius line of the track section to be traveled.
  • the actuator 9 or the drive 2, 3 is a position sensor 21 assigned to the one depending on the rotational setting of the drive 2, 3 or Position of the control rod 10 dependent position signal xr (t) provides.
  • This position signal is fed to an electrical comparator 20, which also as a further input signal the filtered reference variable w (t) is supplied.
  • the position signal is therefore the Actual value actually reached in relation to the target position specified by the target value.
  • the Position transmitter 21 can be, for example, an adjustable electrical resistance on the one hand with the drive frame 2 and on the other hand with a fixed Car body part 13 is mechanically connected and that from the rotary adjustment of the Drive 2, 3 resulting control signal xr (t) delivers.
  • the sensor unit 14 can also be used, for example, for a Test run on a given rail route depending on the route Rail configuration in a data store as a filtered reference variable for the Filing the entire route and for further journeys on this route Data storage the quasi-static reference variable w (t) for controlling the actuating units 15 retrieve.
  • the relative position between the drive frame 2, 3 and the one in it mounted axis 3 detected and accordingly via the actuators on the associated Drive frame causes a total adjustment of the drive 2, 3 in a rotational position, in which the resulting from the wheel-rail geometry and by the Primary spring elements 7 possible deflection of the wheel set 3, 4 relative to the associated drive frame 2 is compensated.
  • the control means to be used are cheaper than assigning a second set of wheels that the axis 3 carries brake disks 22, which assigned to the drive frame 3 disc brake assemblies 23 are.

Landscapes

  • Mechanical Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Motor Power Transmission Devices (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vibration Prevention Devices (AREA)
  • Road Paving Machines (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (14)

  1. Véhicule ferroviaire comportant au moins un organe de roulement (2, 3, 4) à un essieu, qui par rapport à une caisse de voiture (13) qui lui est affectée est logé de façon à pouvoir pivoter autour d'un axe vertical réel ou virtuel (8) et est couplé à une unité de réglage (15), qui est commandée par un signal (w(t)), lequel dépend d'un bloc capteur-émetteur (14), qui est influencé par le rayon de courbure d'une voie à parcourir, caractérisé en ce que le bloc capteur-émetteur (14) comporte un capteur-émetteur électrique (17) et un filtre passe-bas électrique (18) ; que le capteur-émetteur (17) émet un signal électrique dynamique d'origine (w(t)dyn), et que ce signal d'origine (w(t)dyn) est envoyé au filtre passe-bas (18), dont le signal de sortie quasi-statique (w(t)) commande l'unité de réglage (15), et qui présente une fréquence limite supérieure qui est inférieure à la fréquence des signaux parasites qui sont contenus dans le signal d'origine (w(t)dyn).
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que l'organe de réglage (15) comporte un régulateur (19) et un actionneur électromécanique (9), commandé par son signal de sortie (y(t)) servant de grandeur de conduite, et que l'actionneur (9) est mécanique-ment couplé, d'une part à l'organe de roulement (2,3), et d'autre part à la caisse (13).
  3. Véhicule ferroviaire selon la revendication (2), caractérisé en ce qu'un transmetteur de position (21) est prévu contre l'actionneur (9) ou l'organe de roulement (2,3), transmetteur qui livre un signal de position (xr(t)), et que le signal de sortie quasi-statique (w(t)) du filtre passe-bas et le signal de sortie (xr(t)) du transmetteur de position (21), servant de grandeur commandée sont envoyés à un comparateur (20) de signaux électriques, qui envoie au régulateur (19), en tant que signal d'entrée, un signal de sortie (xw(t)), correspondant à l'écart de régulation entre la position prescrite prédéfinie par le signal de sortie (w(t)) du filtre passe-bas (18) et la position mesurée, fournie par le transmetteur de position (21), de l'organe de roulement (2, 3).
  4. Véhicule ferroviaire selon la revendication 1 ou l'une des suivantes, caractérisé en ce que le bloc capteur-émetteur (14) comporte deux sorties de signaux quasi-statiques, et qu'en aval de chacune des ces sorties de signaux est montée une unité de réglage (15), dont les actionneurs (9) agissent en commun sur un organe de roulement (2, 3).
  5. Véhicule ferroviaire selon la revendication 1 ou l'une des suivantes, caractérisé en ce que deux actionneurs (9) agissent sur des points diagonalement opposés de l'organe de roulement (2, 3).
  6. Véhicule ferroviaire selon la revendication 2 ou l'une des suivantes, caractérisé en ce que l'actionneur (9) est un organe d'entraínement linéaire.
  7. Véhicule ferroviaire selon la revendication 6, caractérisé en ce que l'actionneur (9) est un moteur linéaire.
  8. Véhicule ferroviaire selon la revendication (6), caractérisé en ce que l'actionneur (9) est un servomoteur avec entraínement par broche filetée.
  9. Véhicule ferroviaire selon la revendication 6, caractérisé en ce que l'actionneur (9) est un servomoteur avec entraínement planétaire.
  10. Véhicule ferroviaire selon la revendication 1 ou l'une des suivantes, caractérisé en ce que l'actionneur (9) est relié d'une manière élastique à l'organe de roulement (2, 3) et/ou à la caisse (13).
  11. Véhicule ferroviaire selon la revendication 1 ou l'une des suivantes, caractérisé en ce que le capteur-émetteur (17) est disposé contre une articulation d'attelage entre deux caisses, et est commandé par la variation, qui se crée à cette occasion, de l'angle de rotation des éléments de l'articulation d'attelage autour d'un axe vertical.
  12. Véhicule ferroviaire selon au moins l'une des revendications 1 à 10, caractérisé en ce que le capteur-émetteur (17) est affecté à un organe de roulement en avance ou en retard par rapport à l'organe de roulement (2, 3) à commander et pouvant pivoter autour d'un axe vertical, et est influencé par sa déviation en rotation, qui découle automatiquement de la géométrie roue-rail.
  13. Véhicule ferroviaire selon au moins l'une des revendications 1 à 10, caractérisé en ce que le capteur-émetteur (17) contient une mémoire de données, dans laquelle des signaux, rapportés au tronçon de voie, sont enregistrés en tant que grandeurs de commande pour l'unité de réglage, les données mémorisées correspondant au signal de sortie quasi-statique filtré.
  14. Véhicule ferroviaire selon la revendication 1 ou l'une des suivantes, caractérisé en ce que le filtre passe-bas (18) a une fréquence limite allant jusqu'à environ 5 Hertz, et de préférence jusqu'à environ 0,5 Hertz.
EP97920684A 1996-04-27 1997-04-15 Vehicule sur rails a train de roulement a essieu simple Expired - Lifetime EP0833766B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19617003A DE19617003C2 (de) 1996-04-27 1996-04-27 Schienenfahrzeug mit einem einachsigen Laufwerk
DE19617003 1996-04-27
PCT/EP1997/001873 WO1997041022A1 (fr) 1996-04-27 1997-04-15 Vehicule sur rails a train de roulement a essieu simple

Publications (2)

Publication Number Publication Date
EP0833766A1 EP0833766A1 (fr) 1998-04-08
EP0833766B1 true EP0833766B1 (fr) 2001-02-14

Family

ID=7792713

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97920684A Expired - Lifetime EP0833766B1 (fr) 1996-04-27 1997-04-15 Vehicule sur rails a train de roulement a essieu simple

Country Status (14)

Country Link
EP (1) EP0833766B1 (fr)
JP (1) JPH10509403A (fr)
CN (1) CN1079754C (fr)
AT (1) ATE199138T1 (fr)
AU (1) AU700636B2 (fr)
CA (1) CA2225040C (fr)
CZ (1) CZ287922B6 (fr)
DE (2) DE19617003C2 (fr)
HU (1) HU221874B1 (fr)
PL (1) PL183677B1 (fr)
RU (1) RU2143356C1 (fr)
SK (1) SK11998A3 (fr)
WO (1) WO1997041022A1 (fr)
ZA (1) ZA973617B (fr)

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DE19861086B4 (de) * 1998-06-13 2004-04-15 Bombardier Transportation Gmbh Verfahren zur Achsausrichtung bei Schienenfahrzeugen
DE19826446C2 (de) * 1998-06-13 2000-06-08 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
DE10047432A1 (de) * 2000-09-26 2002-04-11 Alstom Lhb Gmbh Verfahren und Vorrichtung zur Stabilisiegung des Wellenlaufes von Eisenbahnradsätzen
DE10137443A1 (de) * 2001-07-27 2003-03-06 Bombardier Transp Gmbh Verfahren und Vorrichtung zur aktiven Radialsteuerung von Radpaaren oder Radsätzen von Fahrzeugen
ES2195756B1 (es) * 2001-12-27 2005-03-01 Patentes Talgo, S.A Sistema para optimizar el guiado de ejes ferroviarios.
DE102007054861A1 (de) * 2007-11-16 2009-05-28 Siemens Ag Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen
CN102009665A (zh) * 2010-11-19 2011-04-13 长春轨道客车股份有限公司 转向架轴装式盘型制动装置
DE102018210880A1 (de) 2018-07-03 2020-01-09 Siemens Aktiengesellschaft Radsatzzwischenrahmen für ein Schienenfahrzeug
DE202019102084U1 (de) * 2019-04-11 2019-06-28 Windhoff Bahn- Und Anlagentechnik Gmbh Aktive Lenkung eines schienengebundenen Zweiachs-Arbeitsfahrzeugs
CN110450807B (zh) * 2019-08-14 2021-09-17 中车株洲电力机车有限公司 一种单轴转向架
GB2588098B (en) * 2019-10-04 2024-04-24 Niba Solutions Ltd Flexibility assessment
CN115123333B (zh) * 2022-07-29 2023-05-23 中车唐山机车车辆有限公司 一种单轮对拖车转向架

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Publication number Priority date Publication date Assignee Title
CA1115126A (fr) * 1978-07-12 1981-12-29 Urban Transportation Development Corporation Ltd. Bogie orientable a roue unique pour vehicule articule de chemin de fer
JPH0741836B2 (ja) * 1986-01-29 1995-05-10 財団法人鉄道総合技術研究所 自己車軸操舵台車
FR2604964B1 (fr) * 1986-10-14 1993-12-31 Matra Transport Essieu a guidage magnetique pour vehicule sur voie ferree
FR2624081A1 (fr) * 1987-12-03 1989-06-09 Alsthom Vehicule a essieux orientables
DE4109356C2 (de) * 1990-11-29 1996-02-08 Siemens Ag Verfahren zur Spurführung der Laufräder eines schienengebundenen Fahrzeuges
DE4109403C2 (de) * 1990-11-29 1996-01-25 Siemens Ag Verfahren zur Spurführung der Laufräder eines schienengebundenen Fahrzeuges
DE4039540C1 (en) * 1990-12-11 1991-12-12 Bochumer Eisenhuette Heintzmann Gmbh & Co Kg, 4630 Bochum, De Railway vehicle bogie with several opposite wheels - has wheel steering positions coupled hydraulically via track rod system
DE4224467A1 (de) * 1992-07-24 1994-01-27 Linke Hofmann Busch Aus mindestens zwei Fahrzeugen bestehender spurgeführter Fahrzeugverband mit gesteuerten Einzelradsatzfahrwerken
DE4236442C1 (de) * 1992-10-28 1994-01-05 Siemens Ag Verfahren zur Steuerung bzw. Regelung der Drehzahlen von angetriebenen Rädern eines Schienenfahrzeugs
AT407140B (de) * 1993-11-26 2000-12-27 Integral Verkehrstechnik Ag Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges
DE4344469C1 (de) * 1993-12-22 1995-02-09 Aeg Schienenfahrzeuge Einzelfahrwerk für Schienenfahrzeuge
CH690032A5 (fr) * 1994-07-13 2000-03-31 Vevey Technologies Sa Procédé de réglage de l'orientation des dispositifs de roulement à roues orientables d'un ensemble roulant sur rail et ensemble roulant utilisant ce procédé.

Also Published As

Publication number Publication date
AU2697497A (en) 1997-11-19
HUP9901459A2 (hu) 1999-08-30
AU700636B2 (en) 1999-01-07
PL324245A1 (en) 1998-05-11
PL183677B1 (pl) 2002-06-28
SK11998A3 (en) 1999-01-11
WO1997041022A1 (fr) 1997-11-06
CN1079754C (zh) 2002-02-27
ZA973617B (en) 1997-11-28
CA2225040C (fr) 2001-08-28
HUP9901459A3 (en) 2001-09-28
CA2225040A1 (fr) 1997-11-06
EP0833766A1 (fr) 1998-04-08
JPH10509403A (ja) 1998-09-14
DE19617003C2 (de) 2002-08-01
DE19617003A1 (de) 1997-10-30
HU221874B1 (hu) 2003-02-28
CZ287922B6 (cs) 2001-03-14
CZ8198A3 (cs) 1999-12-15
CN1189802A (zh) 1998-08-05
DE59702996D1 (de) 2001-03-22
RU2143356C1 (ru) 1999-12-27
ATE199138T1 (de) 2001-02-15

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