EP1074448A1 - Véhicule guidé, notamment véhicule feroviaire pour le trafic régional - Google Patents

Véhicule guidé, notamment véhicule feroviaire pour le trafic régional Download PDF

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Publication number
EP1074448A1
EP1074448A1 EP00116402A EP00116402A EP1074448A1 EP 1074448 A1 EP1074448 A1 EP 1074448A1 EP 00116402 A EP00116402 A EP 00116402A EP 00116402 A EP00116402 A EP 00116402A EP 1074448 A1 EP1074448 A1 EP 1074448A1
Authority
EP
European Patent Office
Prior art keywords
track
guided vehicle
vehicle according
car body
hydraulic
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.)
Withdrawn
Application number
EP00116402A
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German (de)
English (en)
Inventor
Anton Gaile
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.)
Liebherr Aerospace Lindenberg GmbH
Original Assignee
Liebherr Aerospace Lindenberg GmbH
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 Liebherr Aerospace Lindenberg GmbH filed Critical Liebherr Aerospace Lindenberg GmbH
Publication of EP1074448A1 publication Critical patent/EP1074448A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • 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
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the invention relates to a track-guided vehicle, in particular a Rail vehicle for local transport, consisting of at least three hinged car bodies, each on one associated chassis are rotatably supported in the horizontal direction.
  • Such track-guided vehicle systems are, if no further measures be met, statically simply undetermined, since the interconnected car bodies on the track-guided Can turn undercarriages.
  • These vehicle systems can, for example be determined statically that at least one of the car bodies is rotatably connected to its associated chassis. If such a measure is missing, the system records from outside forces acting on the system enter an undefined position. This lights up immediately for cases in which the track-guided vehicle is pushed or braked. In these cases, the Push the car bodies together in an uncontrolled manner like an accordion. But this also occurs when cornering and accelerating same problem on. Because when the leading undercarriage turns retracts, so it does not initially affect the position of the rotatable supported car body, and at further corner entry an indefinite and dynamically changing position of the first and also the following car bodies for their respective undercarriages to adjust.
  • the associated car body becomes the simply undefined system to a particular system. Because of this fixation is the position the first car body is always defined relative to the track channel, and thereby the position of the following car body is simultaneously also defined because it is articulated with the first car body is connected and because its associated chassis in the track channel is forced. This always results in a defined position a car body based on the defined position of the previous one Car body. This applies regardless of any external forces.
  • DE-C-195 26 865 proposes a chassis control for this purpose been, depending on the angle of rotation of a All other relative to its associated chassis Car bodies relative to their respective undercarriage are actively deflected according to a given formula. The The angle of rotation of the other car bodies affects the angle of rotation of the first car body, so that a self-regulating system results. According to the formula given in DE-C-195 26 865 Deflection of adjacent car bodies in opposite directions Direction, where the sum of all turning angles is 0.
  • the control system ensures a deflection of the next one Car body opposite the associated chassis left or in the negative direction and the car body after next back to the right or in a positive direction etc.
  • the object of the present invention is a track-guided vehicle of the type mentioned with a less complex control system to propose an acceptable envelope.
  • a vehicle with a control system with which the turning angle ⁇ n of the last car body in the direction of travel relative to its associated chassis is controlled as a function of the turning angle ⁇ 1 of the first car body relative to its associated chassis.
  • the deflection angles ⁇ 1 and ⁇ n are preferably the same.
  • ie ⁇ 1 - ⁇ n
  • the k factor indicates the ratio of the bogie deflections. In the simplest case, k is 1. If k factors are not equal to 1, there is a Envelope curve dependent on the direction of travel.
  • the articulation angles ⁇ 1 and ⁇ n-1 between the first two and the last two car bodies can also be controlled as a function of the turning angle ⁇ 1 of the first car body relative to its associated undercarriage. It has been shown that an acceptable envelope can be achieved in particular if the control is carried out according to the following equation: where k 1 and k 2 represent freely selectable proportionality factors, n indicates the number of car bodies, and the joint angles ⁇ are positive if the car body following in the direction of travel is deflected clockwise relative to the leading car body.
  • the proportionality factor k 1 is preferably formed from the ratio of the maximum possible joint angle ⁇ max to the maximum possible turning angle ⁇ max .
  • the k factor can be assumed to be 8. The position of the vehicle in the lane channel when cornering can be changed by varying the k factor.
  • the ratio of the joint angles ⁇ 1 and ⁇ 2 can be influenced via the proportionality factor k 2 .
  • k 2 is 1 in the simplest case.
  • the turning angle ⁇ 1 of the first car body relative to the chassis can be detected by means of mechanical, hydraulic or electrical position sensors.
  • the control of the last car body relative to the chassis (1st alternative) or the control of the articulation angle between the first two and the last two car bodies (2nd alternative) takes place by means of actuators, which in turn can be implemented mechanically, hydraulically, pneumatically or electrically.
  • the sensor and the actuators are linked to form a closed control loop.
  • the deflection can be complete in both alternative solutions realized mechanically by means of cables or by means of coupling rods by, for example, the deflection in the first alternative on the first vehicle part with the deflection on the third vehicle part is coupled directly using cables or coupling rods.
  • the turning angles of the first and last car bodies to the chassis are detected by means of suitable electrical sensors and an active actuator, for example an electrohydraulic, pneumatic or electromechanical actuator, then ensures a permanent adjustment of the deflection angles ⁇ 1 and ⁇ n .
  • an active actuator for example an electrohydraulic, pneumatic or electromechanical actuator
  • a superordinate computer unit is used to control and monitor the active actuator. In this case it is therefore not important at which point the active actuator is effective.
  • the active actuator can control, for example, the angle of rotation of any car body (except the first car body) or the articulation angle between any two car bodies.
  • the active actuator can, for example, also be integrated in the sensor on the last part of the vehicle.
  • transducers for detecting the turning angle ⁇ 1 and the joint angle ⁇ 1 and ⁇ n-1 are attached to the first vehicle part and to the vehicle joints between the first and the last two car bodies.
  • an active actuator with a higher-level computer unit for control and monitoring is attached to the vehicle.
  • the electrical implementation offers the possibility of realizing an identical envelope curve independently of the direction of travel of the vehicle.
  • a further transducer for detecting the angle of rotation of the last car body to the undercarriage, which becomes the first undercarriage when the direction of travel changes is merely attached to the last undercarriage, and the higher-level computer unit receives a corresponding direction of travel signal from the vehicle computer.
  • Another advantage of the electrical implementation is that the wheel forces are reduced, since the mass forces of the car bodies do not become noticeable as torques that act on the chassis, but act as shear forces on the complete chassis. This results in a larger effective lever arm for supporting the inertial forces of the vehicle.
  • the hydraulic Actuators 40, 50 of the first vehicle member are via hydraulic lines 21, 22 connected to the hydraulic actuators 60, 70, so that the hydraulic actuators 40, 50 and 60, 70 mutually influence.
  • the hydraulic system 20 is through a valve block 24 and hydraulic accumulator 23 completed.
  • the hydraulic actuators 40, 50, 60, 70 are basically identical built up. Using the example of the hydraulic actuator 40, they have one Piston rod 41 with a piston 43 in a hydraulic cylinder 46 in which the piston rod 41 is guided axially with the piston 43.
  • the piston rod 41 is on one side on the bogie 16 via a bogie joint 47 articulated.
  • the hydraulic cylinder 46 is in turn over a car body joint 45 is articulated on the car body 11.
  • This Construction allows angular deflection of the bogie 16 opposite the car body 11, which fixed to the bogie 16 Piston rod 41 with the piston 43 axially in the on the body 11 fixed hydraulic cylinder 46 can move.
  • the piston 43 divides the hydraulic cylinder 46 in two cylinder chambers 42, 44, which are accordingly with an angular deflection of the car body 11 to Increase bogie 16 on the one hand and reduce on the other hand.
  • the hydraulic actuators 40, 50 on the first vehicle member and 60, 70 on the last vehicle member are arranged parallel to each other on both sides of the bogie 16 and 18, respectively. That is, a rotation of the car body 11 relative to the bogie 16 by the turning angle ⁇ 1 in the direction of the arrow (FIG. 1) causes the piston 43 in the hydraulic cylinder 46 to be displaced to the right and the piston 53 in the hydraulic cylinder of the opposite hydraulic actuator 50 to be displaced to the left.
  • the bogie 16 of the first vehicle part turns under the car body 11 to the right. That is, the car body 11 rotates relative to the bogie 16 to the left, ie counterclockwise or in the negative direction of rotation, by the turning angle ⁇ 1 (direction of arrow in FIG. 1). This reduces the size of the cylinder chambers 42, 52 and increases the size of the cylinder chambers 44, 54.
  • the decreasing cylinder chambers 42, 52 are connected to the hydraulic line 22, so that the displaced hydraulic oil flows from the cylinder chambers 42, 52 into the hydraulic line 22. In a corresponding manner, hydraulic oil flows from the hydraulic line 21 into the enlarging cylinder chambers 44, 54.
  • This hydraulic oil flow is used to deflect the last car body 13 relative to its chassis or bogie 18. That is, hydraulic oil displaced from the cylinder chambers 42, 52 flows into the cylinder chambers 62, 72 of the hydraulic actuators 60, 70 of the last vehicle member, whereby at the same time hydraulic oil in an appropriate amount from the cylinder chambers 64, 74 of the hydraulic actuators 60, 70 the hydraulic line 21 is displaced into the enlarging cylinder chambers 44, 54 of the hydraulic actuators 40, 50 of the first vehicle member.
  • the control system described above thus automatically adjusts itself to a defined position at any point in time.
  • the turning angles ⁇ 1 and ⁇ n of the first car body 11 and the last car body 13 are in opposite directions because the number n of car bodies is odd.
  • the control system described above is also applicable to vehicles with more than three links, with vehicles with an even number n of car bodies by interchanging the connections of the hydraulic lines 21, 22 on the hydraulic actuators 60, 70 that the directions of rotation of the first car body 11 and the last car body 13 are not opposite to their respective bogies 16, 18 but in the same direction.
  • the absolute dimension of the turning angle ⁇ 1 on the first vehicle element is identical to the dimension of the turning angle ⁇ n on the last vehicle element: If the number of car bodies is odd: and with an even number of car bodies: This can also be stated generally by:
  • the hydraulic control system described above also represents an anti-kink device, as will be explained below.
  • the vehicle assumes the position shown in FIG. 1 on a straight lane channel. That is, all car bodies 11, 12, 13 and undercarriages 16, 17, 18 are arranged linearly to one another.
  • the coupling of the first with the last vehicle part results in with a k-factor of 1 a symmetrical one for both directions of travel Behavior.
  • On the hydraulic actuators 50 and 70 can also be dispensed with, without affecting the principle and changes the result achieved.
  • Figures 2a to 2d show the behavior of a three-part vehicle with different rail guidance.
  • the ratio of the bogie distance to the radius R of the track channel is 7/17 m / m, that is, about 0.4.
  • the turning angles ⁇ i of the car bodies relative to their respective undercarriage are indicated, a positive turning angle ⁇ indicating a deflection of the car body with respect to the undercarriage or track channel in the clockwise direction.
  • FIG. 2a shows the behavior of the vehicle when entering a curve (arrow direction).
  • An identical constellation also results when the direction of travel is reversed.
  • Figure 2b shows the same tripartite vehicle during cornering.
  • the turning angle ⁇ 2 on the middle part of the vehicle is ⁇ 2 ⁇ -2 °.
  • FIG. 2c shows the same three-part vehicle when driving through a curve with an intermediate straight line.
  • FIG. 2d shows the behavior of the same three-part vehicle when driving on an S-bend with an intermediate straight line.
  • the turning angle on the middle part of the vehicle is ⁇ 2 ⁇ 5 °.
  • the hydraulic actuators 40 and 60 are shown in FIGS. 2a to 2d shown schematically, the actuating cylinder each with the car bodies and their piston rods each with the bogie or chassis are connected, as explained with reference to FIG. 1.
  • the position of the piston is in the hydraulic cylinder of the hydraulic actuator indicated.
  • FIG. 2d shows a possible position for an active actuator 90, as can be provided when the control system is implemented electrically. That is, instead of the hydraulic actuators 40, 60, for example, a hydraulic actuator 100 is provided between two car bodies for controlling an articulation angle ⁇ .
  • the joint angle ⁇ is set so that the turning angles ⁇ 1 and ⁇ 3 are, in absolute terms, of the same size and in opposite directions.
  • the deflection angles ⁇ 1 and ⁇ 3 are determined using suitable sensors and the active actuator 100 is controlled by means of a higher-level computer unit.
  • FIG. 3 shows a hydraulic diagram for a three-part vehicle in accordance with the second alternative solution. Apart from details of the hydraulic diagram, the vehicle shown in FIG. 3 corresponds to the vehicle shown in FIG. 1. The same parts are therefore designated with the same reference numbers.
  • hydraulic actuators 40, 50 are provided in an identical manner, as previously explained in connection with FIG. 1, by the turning angle ⁇ 1 on the leading vehicle part between the car body 11 and the undercarriage or bogie 16 to grasp and influence. Accordingly, a single hydraulic actuator 40 or 50 would basically be sufficient for the intended purposes.
  • the hydraulic actuators 80, 90 are articulated to the respective car bodies 11, 12 and 12, 13 via car body joints 85 and 95, respectively.
  • a deflection of the leading car body 11 with respect to its associated undercarriage or bogie 16 by the turning angle ⁇ 1 is applied by means of the hydraulic lines 21, 22 to the hydraulic actuators 80, 90, which thereby act on the articulation angles ⁇ 1 and ⁇ n-1 between the first two and last two car bodies 11, 13 act.
  • a positive unscrewing angle ⁇ 1 means that the car body 11 is unscrewed clockwise relative to the chassis 16.
  • a positive angle ⁇ means a deflection of the car body following in the direction of travel relative to the leading car body in a clockwise direction.
  • the hydraulic actuators 80, 90 are of identical design, in particular, therefore, with identical cylinder chamber volumes.
  • the cylinder chamber volumes 42, 44 and 52, 54 of the hydraulic actuators 40, 50 on the leading vehicle part are larger.
  • the volume size of the cylinder chambers 42, 44 and 52, 54 therefore determines the proportionality factor k in the following equation: which is met by the hydraulic diagram shown in Figure 3.
  • ⁇ 1 indicates the angle of rotation of the leading car body relative to the chassis and ⁇ 1 , ⁇ 2 the articulation angle between the first and second or second and third car bodies.
  • FIG 4a The behavior of the vehicle when entering a curve is shown in FIG 4a.
  • the vehicle occupies the same position.
  • the individual take Vehicle parts when entering a curve in the opposite direction of travel a position other than the vehicle position shown in FIG. 4a, since the vehicle part with the hydraulic actuators 40, 50 in such a case, it only enters the curve as the last vehicle part.
  • a positive angle ⁇ 1 or ⁇ 2 means that the car body following in the direction of travel is deflected clockwise relative to the leading car body.
  • FIG. 4b shows the three-part vehicle during cornering.
  • FIG. 4c shows the behavior of the vehicle when driving through a curve with an intermediate straight line.
  • FIG. 4d shows the behavior of the three-part vehicle when driving through an S-curve with a straight line.
  • FIG. 4d also shows an active actuator 100 as an electro-hydraulic actuator which replaces the hydraulic actuators 40, 50, 80, 90 between the first two and the last two car bodies and between the chassis 16 and the car body 11 of the leading vehicle part.
  • an active actuator 100 as an electro-hydraulic actuator which replaces the hydraulic actuators 40, 50, 80, 90 between the first two and the last two car bodies and between the chassis 16 and the car body 11 of the leading vehicle part.
  • the electrical implementation of the control system has the advantage over the mechanical and hydraulic implementation that, by providing a further position sensor, identical envelopes for the vehicle can be obtained regardless of the direction of travel of the vehicle. It is only necessary to provide a further sensor on the last vehicle part to determine the turning angle ⁇ 3 between the car body 13 and the associated undercarriage 18 or bogie of the last vehicle part. Depending on the direction of travel, the deflection angle ⁇ would then be determined on the corresponding leading vehicle part in order to meet the specified equation.
  • n is the number of car bodies
  • k 1 and k 2 freely selectable proportionality factors
  • ⁇ 1 the angle of rotation of the leading car body relative to the chassis
  • ⁇ 1 and ⁇ n-1 the joint angle between the first two and between the last two car bodies

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
EP00116402A 1999-08-04 2000-07-28 Véhicule guidé, notamment véhicule feroviaire pour le trafic régional Withdrawn EP1074448A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19936564 1999-08-04
DE1999136564 DE19936564A1 (de) 1999-08-04 1999-08-04 Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr

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EP1074448A1 true EP1074448A1 (fr) 2001-02-07

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006131407A1 (fr) 2005-06-09 2006-12-14 Siemens Aktiengesellschaft Commande hydraulique passive avec correction de position par echange d'huile oriente
WO2011006827A1 (fr) * 2009-07-16 2011-01-20 Siemens Aktiengesellschaft Accouplement transversal de bogies
CN104487311A (zh) * 2012-06-04 2015-04-01 赫尔辛基交通运输公司 轨道车辆
CN106828528A (zh) * 2017-01-03 2017-06-13 株洲九方装备股份有限公司 一种城际轨道车辆车身抗折弯控制方法及装置
EP3556632A1 (fr) * 2018-04-16 2019-10-23 Siemens Mobility GmbH Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004045529B3 (de) * 2004-09-20 2006-02-16 Siemens Ag Verfahren und Vorrichtung zum Bestimmen der Fahrtrichtung eines Schienenfahrzeugs
DE102007057155A1 (de) 2007-11-28 2009-06-04 Liebherr-Aerospace Lindenberg Gmbh Schienenfahrzeug sowie Verfahren zur Kopplung von Drehgestellen eines Schienenfahrzeuges
DE102008063260A1 (de) * 2008-12-31 2010-09-16 Bombardier Transportation Gmbh Fahrzeug mit mehreren gelenkig verbundenen Wagenkästen

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19526865C1 (de) 1995-07-22 1996-10-17 Duewag Ag Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr
US5640910A (en) * 1994-07-13 1997-06-24 Vevey Technologies S.A. Method for adjusting the orientation of travelling wheel assemblies
DE19654862A1 (de) * 1996-12-04 1998-06-10 Abb Daimler Benz Transp Verfahren zur Beeinflussung des Knickwinkels von Schienenfahrzeug-Wagenkästen und Schienenfahrzeug zur Durchführung des Verfahrens
DE19712752A1 (de) * 1997-03-26 1998-10-01 Abb Daimler Benz Transp Schienenfahrzeug mit Knickgelenk

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5640910A (en) * 1994-07-13 1997-06-24 Vevey Technologies S.A. Method for adjusting the orientation of travelling wheel assemblies
DE19526865C1 (de) 1995-07-22 1996-10-17 Duewag Ag Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr
DE19654862A1 (de) * 1996-12-04 1998-06-10 Abb Daimler Benz Transp Verfahren zur Beeinflussung des Knickwinkels von Schienenfahrzeug-Wagenkästen und Schienenfahrzeug zur Durchführung des Verfahrens
DE19712752A1 (de) * 1997-03-26 1998-10-01 Abb Daimler Benz Transp Schienenfahrzeug mit Knickgelenk

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006131407A1 (fr) 2005-06-09 2006-12-14 Siemens Aktiengesellschaft Commande hydraulique passive avec correction de position par echange d'huile oriente
WO2011006827A1 (fr) * 2009-07-16 2011-01-20 Siemens Aktiengesellschaft Accouplement transversal de bogies
CN104487311A (zh) * 2012-06-04 2015-04-01 赫尔辛基交通运输公司 轨道车辆
EP2855230A4 (fr) * 2012-06-04 2016-03-30 Helsingin Kaupungin Liikennelaitos Liikelaitos Véhicule ferroviaire
RU2639366C2 (ru) * 2012-06-04 2017-12-21 Хельсингин Каупунгин Лиикеннелайтос-Лиикелайтос Рельсовое транспортное средство
CN106828528A (zh) * 2017-01-03 2017-06-13 株洲九方装备股份有限公司 一种城际轨道车辆车身抗折弯控制方法及装置
EP3556632A1 (fr) * 2018-04-16 2019-10-23 Siemens Mobility GmbH Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire

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