EP0870664B1 - Procedure and device for guiding the wheel sets of railway vehicles - Google Patents

Abstract

Predetermined static or quasi-static setting is provided by a guide frame. On this setting a variable setting angle is superimposed by an active control system, which allows several wheel-sets (3,3') to be inclined in the same or opposite directions. As control value for the setting angle (St) the angle of deflection (AR) of the bogie frame (2) or wheel-set from the vehicle body (1) can be used, dependent on time (sic). Wheel-set links adjustable for length can be locked in a stable position in the bogie frame in the event of failure of the active control system, preventing the bogie frame slewing in relation to the body.

Description

The invention relates to a method and associated facilities for Radsatzführung of rail vehicles, especially for ensuring the running stability of the vehicles in high-speed traffic, where the wheelsets in guide frame aligned at right angles to each other and defined stiff and immovable statically guided and those in which to improve the arch run quasi-static radial Radsatzstellungen are given.

They are chassis for high-speed traffic ( GDS 300, Railway Engineer 45 (1994) 10, page 722 ), in which the running stability in the track is achieved by the interaction of defined rigid and immovable guided, at right angles to each other in the guide frame aligned axes with a rotation inhibition between the guide frame and car body.

This solution has the disadvantage that this type of Strekkung the Sinuslaufes leads to a strong coupling between the chassis and car body and thus to a vibration excitation of the car body, which can be limited only by complex design measures.

Furthermore, chassis with rigid axle guide in narrow bends on a higher road resistance and above-average wear of the wheel profiles.

Other chassis for high-speed traffic (example TGV, Electric Railways 90 (1992) 5 pages 176 to 179 ) complement these measures by the use of a larger wheelbase and by the use of articulated trains with Jacob bogies. A disadvantage here is that the longer wheelbase degrades the sheet running ability, increases the bogie frame mass and requires additional space under the car body. The greater space requirement particularly for double-decker vehicles increases the disadvantages of shorter car bodies. Articulated trains with Jakobsdrehgestellen lead in practice because of the axle load limit to shorter car bodies and thus either to reduce the seating area or to reduce or reduce the transition and entry areas. These Trains can only be separated in factory plants. Therefore, a traffic-oriented adaptation of the train lengths is expensive. Also falls in relevant disturbances on a car, the entire train.

As additional measures to increase the running stability, damping between wheel set and guide frame is also generally used, with the aim of reducing the masses and forces involved in the movement behavior.

The practical influence options are rather low here.

After DE 31 23 858 The in-phase wheelset inrun first leads to unstable running behavior of the chassis. The wheelsets perform a combined transverse and turning movement about their respective vertical axis. The antiphase Radsatzlauf, which can occur at the same frequency as the in-phase Radsatzlauf, however, is significantly higher attenuated. By opposing coupling of the wheelsets their same direction deflection is prevented and improves the running behavior both in the straight track and in the bow. This has the disadvantage that only a limited increase in the critical speeds is possible with this solution, which is not sufficient for high-speed traffic.

Furthermore, trolleys are known in which the wheel sets in the arch within the guide frame quasistatic arc are set to improve the sheet run, with directly acting on the elastic frame side Achslenkerlager external forces force the radial turning out of the wheelsets ( DE 42 40 098 ) or cylinder lever systems determine the position of the wheel set so that a predetermined according to the direction and curvature of the curve Radsatzausdrehwinkel ( DE 30 04 082 ). The disadvantage here is that these trolleys tend due to the existing and in these solutions also unavoidable elasticities early on unstable vehicle running and thus are not applicable to high-speed traffic.

From the Scriptures EP 0 759 390 Furthermore, a method for wheel set guidance of rail vehicles with predetermined in the guide frame static or quasi-static Radsatzstellung is known, wherein the predetermined Radsatzstellung is superimposed by an active wheelset control of a variable co-directional adjustment angle.

All existing facilities for quasi-static change of Radsatzstellung react relatively sluggish and are therefore not suitable for actively influencing the wheel set shaft running.

The indicated in claim invention is based on the problem in avoiding the above-described disadvantages

To provide methods and devices for the control of landing gear, which allow a stable Radsatzlauf in all driving conditions and power decoupling between the chassis and car body high running quality.

The object is solved by the features of the main claims.

By the measure to superimpose the given static or quasistatic wheel set position with a variable setting angle ψ _St , which is due to active forces within the

Chassis between wheelset and guide frame is created, the determined by the contact geometry trajectory of the wheelset is changed and track slip deviations and changes in the contact geometry controlled without the basic stiffness of the guide is significantly impaired. Frequency and

Decay of the rash amplitude can be stable over the entire low power range

Running behavior to be matched. The method can be carried out redundantly without significant overhead. A rotation inhibition between the chassis and car body is no longer required, but can also be provided as a fallback level. The setting angle is small compared to the quasi-static

Turning angle of wheelsets with radial adjustment in small and medium arches and can also be superimposed on this, if the required overall stiffness of the axle guide is given. Its direction, size and frequency is determined from the mentioned in the characterizing part of claim 2 control variables and by the driving speed.

The advantages of the solution according to the invention are, in particular, that the stability and quality of the vehicle running while maintaining the proven wheelset construction theoretically unlimited guaranteed up to the maximum speed range without security losses.

Fig. 1:

eine prinzipielle Darstellung eines Schienenfahrzeuges in einer beliebigen Stellung im geraden Gleis oder in großen Bögen mit den entsprechenden Winkeln

Fig. 2:

eine prinzipielle Darstellung eines Schienenfahrzeuges im Gleisbogen mit den entsprechenden Winkeln

Fig. 3:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Exzenterwelle und Schwingarm

Fig. 4:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Zweikammer- Fluidbuchsen und Schwingarm

Fig. 5:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Führungsspindeln und Zweikammer- Fluidbuchsen

Fig. 6:

eine Einrichtung zur Erzeugung des Stellwinkels der Radsätze mit Doppelfederblatt- Radsatzlenkern

Preferred embodiments of the invention are explained in more detail below with reference to schematic drawings. Here are the drawings in

Fig. 1:

a basic representation of a rail vehicle in any position in the straight track or in large arcs with the appropriate angles

Fig. 2:

a schematic representation of a rail vehicle in the track arc with the appropriate angles

3:

a device for generating the adjustment angle ψ _St the wheelsets with eccentric shaft and swing arm

4:

a device for generating the adjustment angle ψ _St the wheelsets with two-chamber fluid sockets and swing arm

Fig. 5:

a device for generating the adjustment angle ψ _St the wheelsets with guide spindles and two-chamber fluid sockets

Fig. 6:

a device for generating the adjustment angle of the wheelsets with double spring leaf Radsatzlenkern

From the Fig. 1 is the car body 1 of a rail vehicle visible, which is rotated relative to the track axis x by the angle ψ _K and is transversely displaced relative to the guide frame 2 by the amount w. The guide frame 2 is even rotated with respect to the track axis x by the angle ψ _D. The rotation ψ _{AD of} the guide frame 2 to the car body 1 results as the difference between the two rotations. The aligned without external force perpendicular to the longitudinal axis of the guide frame 2 wheelsets 3, 3 'are _rotated by an active control in each case by the variable angle ψ _St3.3' with respect to this. Likewise, the turn-off angle ψ _AR can be used, which results as the difference of the rotation of the wheelsets 3, 3 'to the track and the car body 1 to the track.

The Fig. 2 shows the car body 1 in the track arc, the guide frame 2 is turned out tangent to the bow. The wheelsets 3, 3 'are already by external forces with the angles -ψ _B3 and ψ _{B3 '} are set radically and are also rotated by an active control through the variable angles -ψ _St3' and -ψ _St3 .

The Fig. 3 to 6 Possible embodiments of the active control of the adjustment angle ψ _St for influencing the Radsatzwellenlaufes. This was based on the device technology for determining the control variable for the adjustment angle ψ _St (transducer for ψ _AD and / or ψ _AR , evaluation), with the known per se technical solutions is feasible, waived.

From the Fig. 3 a device can be seen, with a by a swing arm 4 statically or quasi-static held in the guide frame 2 wheelset 3 with the variable angle ψ _St can be acted upon. The guide frame 2 is sprung supported on the axle box 5 of the wheelset 3. The axle box 5 has a swing arm 4 with an elastic sleeve 6, which is mounted on eccentric 7 and 8 eccentric shaft in Schwingarmlager 9. An adjusting device 10, for example a hydraulic cylinder, changes over the eccentric lever 11, the connection length L of the swing arm 4 relative to the guide frame 2 to ± .DELTA.L.

The Fig. 4 shows a further device that generates the adjustment angle ψ _St by using a two-chamber fluid connector 12 in the swing arm 4. The guide frame 2 is supported on the axle box 5 from. The Achslagergehäuse 5 also has the swing arm 4, but equipped with a resilient two-chamber fluid jack 12, the chambers 13, 13 'via the terminals 14, 14' can be alternately acted upon with fluid and so a change in the connection length L of the swing arm 4 relative to the Guide frame 2 by the amount ± ΔL cause.

Fig. 5 varies Fig. 4 such that instead of a swing arm 4 guide spindles 15 with two-chamber fluid sockets 12, 12 'are used for Radsatzführung. Here, the guide frame 2 is in turn sprung supported on the axle box 5 of the wheelset 3. Between the vertical guide spindles 15 of the guide frame 2, not shown, and the axle box 5 are each two two-chamber fluid sockets 12, 12 ', the chambers 13, 13' via the terminals 14, 14 'are alternately acted upon by fluid and thus cause a center offset ± .DELTA.L of the Achslagergehäuses 5 to the guide spindles 15.

In the Fig. 6 a device is shown, which has the possibility to generate the adjustment angle ψ _St with a double spring leaf wheel set link 17. Again, the guide frame 3 is sprung supported on the axle box 5 of the wheelset 3. The guide frame 2 and the axle box 5 have bearings 16, 16 ', which are connected to each other with the oppositely cranked Federblatt- Radsatzlenkern 17', 17 ''. They are connected in their cranked central region by an adjusting device 10, the distance A of the links 17 ', 17''changed in this area by ΔA and thus a

Changing the length L by ± ΔL causes.

The solution according to the invention works as follows:

With Meßwertaufnehmern and an evaluation the Akkuelle angular position ψ _{AD of} the guide frame 2 to the car body 1 and / or the position ψ _{AR of} the wheelsets 3, 3 'to the car body 1 is determined and analyzed at the same time the Radsatzsinuslauf as a measure of stability. Depending on these positions and the type and frequency of the sinusoidal operation, a signal generator is activated, which via control variables and via control elements ( Fig. 3 to 6 ) between guide frame 2 and axle bearing housing 5 each Radsatzstellung with a setting angle ψ _St so superimposed that an extension of the sinusoidal is effected.

In Fig. 1 is a rectified sine wave of wheelsets 3, 3 'in the straight track or large arches shown, which is superimposed by likewise rectified angle -ψ _St so that the wheelset is stretched. An opposite sinus barrel can also be controlled in this sense. However, it is expedient to actively prevent the opposing sinusoid already in the formation phase and impose a rectified sinusoidal flow to the system.

In small arches, depicted in Fig. 2 , are different from Fig. 1 set the wheelsets 3, 3 'to the guide frame 2 quasi-static arc radial. At high speeds above the compensation speed, these positions are superimposed by rectified adjustment angles -ψ _St , which minimize the start-up angle outwards and avoid instabilities. At low speeds below the compensation speed, a negative setpoint ψ _{St is still} superimposed on the wheel set 3 and on the wheelset 3 '.

LIST OF REFERENCE NUMBERS

1

car body

2

guide frame

3, 3 '

wheelsets

4

swing arm

5

axle box

6

elastic bush

7

eccentric

8th

eccentric shaft

9

swing arm bearing

10

locking device

11

Cam

12, 12 '

Two-chamber fluid bushings

13, 13 '

chambers

14, 14 '

connections

15

lead screws

16, 16 '

camp

17, 17 ', 17' '

Double spring leaf wheelset

ψ _K

Turning angle of the car body

ψ _D

Bending angle of the guide frame to the track axis

ψ _R

Turning angle of the wheelsets to the track axis

ψ _AD

Bending angle of the guide frame to the car body

ψ _AR

Turning angle of the wheel sets to the car body

ψ _St

Setting angle of the wheelsets

ψ _B

Turning angle of the wheel sets to the guide frame (arc radial position)
A distance
w Transverse offset of the car body to the guide frame
x track axis

Claims (3)

1. Method of wheelset mounting for railway vehicles with preset static or semi-static wheelset positioning in the mounting framework, whereby the preset wheelset position is governed by an active wheelset control of a variable delay angle ψ_St, characterized in that the delay angle ψ_3t in several wheelsets (3,3') can be set in either the same or opposite directions, and in that as control factor of the delay angle ψ_St the displacement angles ψ_AD of the mounting framework (2) measured against the railcar superstructure (1) and/or ψ_AR of the wheelsets or their subsequent deflection can be utilised at a given time, and at the same time the wheelset's sideways motion analysed as a measure of stability, and an extension of the sideways motion achieved by means of the wheelset control in relation to the control factors and the type and frequency of the sideways motion.
2. Method according to claim 1, characterized in that, in the case of a shortfall of the active control, wheelset couplings (17) adjustable in their length or with a movable coupling point take up a stable running final position in the mounting framework (2) and/or effect a limiting effect on the torsion between the railcar superstructure (1) and the mounting framework (2) and/or the wheelsets (3,3').
3. Arrangement of wheelset mounting for railway vehicles with preset static or semi-static wheelset positioning in the mounting framework, characterized in that the active control consists of readings recorders, an evaluating processor unit and a quick reacting operating device, which not particularly influence the rigidity of the wheelset control, whereby the active control achieves an extension of the wheelset's sideways motion relating to the readings recorders and the type and frequency of a wheelset's sideways motion analysed as a measure of stability.

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