EP1323610B1 - Système pour optimiser l'orientation d'essieux ferroviaires - Google Patents

Système pour optimiser l'orientation d'essieux ferroviaires Download PDF

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Publication number
EP1323610B1
EP1323610B1 EP02380246A EP02380246A EP1323610B1 EP 1323610 B1 EP1323610 B1 EP 1323610B1 EP 02380246 A EP02380246 A EP 02380246A EP 02380246 A EP02380246 A EP 02380246A EP 1323610 B1 EP1323610 B1 EP 1323610B1
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EP
European Patent Office
Prior art keywords
wheelset
wheel
steering
wheels
rotation
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
EP02380246A
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German (de)
English (en)
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EP1323610A1 (fr
Inventor
Jose Luis Lopez Gomez
Julio Frutos Aguado
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Patentes Talgo SL
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Patentes Talgo SL
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Application filed by Patentes Talgo SL filed Critical Patentes Talgo SL
Publication of EP1323610A1 publication Critical patent/EP1323610A1/fr
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    • 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

Definitions

  • the invention relates to the steering of axles of railway rolling stock and, in particular, to the active steering of single-axle wheelsets with independent wheels.
  • the invention applies especially to the TALGO ® type wheelsets of variable width or others of similar design.
  • the invention is applicable to wheelsets of the aforementioned classes, designed to be fitted on railway vehicles that have to form part of formations for high-speed travel.
  • the flange in an optimized relationship between a wheel and the rail, the flange must not touch the rail, since it solely constitutes a final recourse to prevent derailment of the wheel; in other words, the flange is a safety feature.
  • the outer wheel of a wheelset When negotiating a bend, the outer wheel of a wheelset obviously has to travel a greater distance than the inner one.
  • This fact combined with the lateral forces that occur during the movement round a bend and the fact that the wheels of a railway vehicle sit on top of the rail without any steering whatsoever apart from that derived from the shape of the wheel tread in relation to the rail head, means that the inherent reaction of the wheelset is to tend to move laterally relative to the rail track, so that on the outer rail on the bend the corresponding wheel revolves at its largest radius, in other words with its circumference located more towards the inside of the wheel tread, in contact with the track.
  • the inner wheel revolves with the outer edge of its wheel tread in order to reduce the distance travelled during the movement round the bend.
  • a very primitive technique for improving the wheel/rail interaction consisted in using lubricants on the flange or rail, for example, using devices fitted on the track or on the vehicle itself.
  • This method does not solve the problems that arise in the technical field to which the invention belongs and, furthermore, poses numerous disadvantages since it is difficult to apply the correct amount of said lubricant, with consequent fouling of the wheel tread and/or rail that makes the wheel slip and causes flattened areas on its tread to form.
  • WO 98/28176 Another, more recent, known approach, for example, based on the applicant's document WO 98/28176, comprises the incorporation of a steering system for single-axle wheelsets with movable wheels, designed to ensure that the angle formed by the flange of each wheel with the tangent on a bend in the track is zero at the point of contact with the latter.
  • This steering system comprises steering rocker arms on the carrying frame of the wheelset and steering bars, arranged on either side of the vehicle, secured at one of their ends to said rocker arms and attached by their other ends (in the case of an end wheelset in the above document) to the respective adjacent ends of the rolling stock that shares the single-axle wheelset.
  • This steering system comprises steering rocker arms on the carrying frame of the wheelset and steering bars, arranged on either side of the vehicle, secured at one of their ends to said rocker arms and attached by their other ends (in the case of an end wheelset in the above document) to the respective adjacent ends of the rolling
  • the subject of the present invention is a system for increasing the precision of the automatic steering of the wheels in a wheelset with independent wheels of the class indicated in the preamble to this description, which obviates the defects exhibited by steering systems of the prior art.
  • the novelty of the invention resides in the fact that, in order to obtain said optimization, a rolling parameter from each of the wheels in a single-axle wheelset of the type to which the invention relates is continuously sensed, with the parameters detected on the two independent wheels on a single wheelset being continuously compared and with the steering of said wheelset being controlled, in response to variations detected in said relationship, by means of actuating mechanisms that operate in order to change the position of, at least, one of the steering bars on said wheelset, with all the foregoing being according to the characterizing part of Claim 1 attached.
  • said rolling parameter that is measured and compared is the speed of rotation of each independent wheel of said single-axle wheelset and the steering of the latter is performed by means of actuating means that operate on at least one of the steering bars of said wheelset, in response to variations in the result of said continuous comparison in relation to a predetermined benchmark based on the radii of each of said wheels of the wheelset and of the speed of rotation of each one at a particular time.
  • 1 generally denotes a single-axle wheelset steered by means of the system according to invention, shown in a lateral view, with 2 indicating the carrying frame of the wheelset, in the form of a yoke (see Fig. 2), fitted with upper platforms 3 designed to hold the suspension posts (not shown) of the body or frame of a railway vehicle.
  • wheelset 1 On said wheelset 1 are fitted separate independent wheels 4 that can move in a direction that is transverse to the direction of travel of the railway vehicle by means of outer and inner bearings C 1 , C 2 that can move and be immobilized, of a known type, for example such as are fitted on TALGO® wheelsets that can be adapted for changes in gauge.
  • outer and inner bearings C 1 , C 2 that can move and be immobilized, of a known type, for example such as are fitted on TALGO® wheelsets that can be adapted for changes in gauge.
  • a support 5 which in this case takes the form of two essentially radial arms, on one of which arms a rocker arm 7 is pivotably fitted at 6, which rocker arm comprises, for example, two parallel plates 7', 7'' (see Fig. 2) between the top ends of which one end of a passive bar 9 for steering the wheelset is articulated at 8, the other end of which is articulated at 10 on the frame or body 11 of a first railway vehicle of the two that share said wheelset 1.
  • the position and the size of said steering bar 9 are fixed, i.e. its articulation 8 with the rocker arm 7 acts as a point of support for the latter in order to obtain the forward or backward movement of the end of the axle with which said bar 9 is coupled.
  • a second steering bar 13, or active bar Articulated by one of its ends at 12 on the bottom arm of the rocker arm 7 there is a second steering bar 13, or active bar, which at its other end is articulated at 14, by means of a cam device 15 secured by means of brackets 16 to the frame or body 17 of a second railway vehicle, as described in detail hereafter.
  • Figs 4 and 5 the first of these shows, on a larger scale, the coupling of the end 14 of the active steering bar 13 with the frame or body 17 of said second railway vehicle (not shown in this figure).
  • Said end 14 articulates on a cam fitted on the inside of the housing 15 secured by means of upper and lower plates 18, 19 to brackets 16 (only one of these is shown in Fig. 4) secured, for example, by means of bolts or rivets at 20 to the body or frame 17 of said second railway vehicle.
  • the cam mechanism/motor assembly with which the bar 13 is coupled slopes slightly with respect to the horizontal such that the geometric axes of the cam and bar 13 form an angle that is essentially a right angle so that the movement of the latter does not subject its articulation with said cam mechanism to undue stresses.
  • Fig. 5 which is a cross section along plan D-D' of Fig. 4, illustrates in greater detail the cam mechanism for the installation of the active steering bar 13 on the body or frame of said second railway vehicle.
  • Said end 14 of said bar 13 is fitted so that it can rotate, with the intercalation of a resilient support of the usual type generally comprising external and internal bushings 24, 25 with a resilient element 26 between them, on a short shaft 27 supported in rotation in an eccentric manner by its ends 28, 29 on bearings 30, 31 housed in said upper plate 18 and lower plate 19 respectively, secured to the housing 15 of the cam by means of, for example, T bolts.
  • a resilient support of the usual type generally comprising external and internal bushings 24, 25 with a resilient element 26 between them, on a short shaft 27 supported in rotation in an eccentric manner by its ends 28, 29 on bearings 30, 31 housed in said upper plate 18 and lower plate 19 respectively, secured to the housing 15 of the cam by means of, for example, T bolts.
  • the upper end 28 of the shaft 27 whose diameter is considerably larger than the eccentric rod part of said shaft has fitted on and secured to it a toothed wheel 32 designed to engage with a worm 33 fitted on the actuating shaft 22 of the motor 21.
  • This gear allows the rotation of the motor 21 to be converted into rotation of the cam shaft 27 on which is fitted one end 14 of the steering bar 13, which consequently moves longitudinally in either direction.
  • FIG. 6 shows, in diagrammatic form, the measurement system for the outphasing of the wheels, comprising the following elements:

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (5)

  1. Système pour optimiser l'orientation d'axes d'essieux de chemin de fer du type qui comporte un essieu monté (1) à un seul axe portant des roues indépendantes (4) et commun à deux véhicules attelés adjacents, lequel essieu monté comporte :
    a) un châssis (2) d'essieu monté ;
    b) un axe comportant deux ensembles à roues indépendants agencés coaxialement et opposés l'un à l'autre, dont chacun comporte une roue (4) ajustée sur un axe court porteur de roue dont les extrémités sont supportées en rotation sur des corps de paliers individuels (C1, C2) ;
    c) un système d'orientation pour ledit essieu monté comportant, pour chaque extrémité dudit essieu monté :
    1) une première barre passive (9) d'orientation articulée par l'une de ses extrémités (10) sur le côté du châssis (11) d'un premier desdits véhicules ferroviaires et articulée, par son autre extrémité (8), sur un premier bras d'un levier oscillant (7) monté de façon pivotante sur le corps de palier extérieur (5) de l'ensemble à roue correspondant, et
    2) une seconde barre d'orientation active (13) articulée par une première (12) de ses extrémités sur un second bras dudit levier oscillant (7) et dont la seconde extrémité (14) est reliée au côté du châssis (17) de l'autre desdits véhicules ferroviaires couplés,
    caractérisé en ce que, pour chaque extrémité dudit essieu monté, il est prévu :
    une came (15) montée de façon à tourner dans le côté du châssis (17) dudit second véhicule ferroviaire, à laquelle est reliée ladite seconde extrémité (14) de ladite seconde barre d'orientation active (13) afin que la rotation de ladite came dans un sens ou dans l'autre provoque le déplacement longitudinal de ladite seconde barre d'orientation (13) dans un sens ou dans l'autre par rapport au châssis dudit second véhicule ferroviaire ;
    des moyens d'actionnement de ladite came ;
    des moyens de génération de signaux, conçus pour générer des signaux qui varient en fonction de la vitesse de chaque roue dudit essieu monté ; et
    des moyens de contrôle qui reçoivent lesdits signaux qui varient en fonction de la vitesse des roues desdits ensembles à roue dudit essieu monté et sont conçus pour actionner sélectivement lesdits moyens d'actionnement desdites cames afin de déplacer sélectivement dans la direction longitudinale lesdites secondes barres de direction active.
  2. Système selon la revendication 1, caractérisé en ce que lesdits moyens d'actionnement de ladite came comprennent un ensemble à moteur/vis sans fin/couronne d'entraínement, ce dernier étant fixé à ladite came.
  3. Système selon la revendication 1, caractérisé en ce que lesdits moyens qui génèrent des signaux variant en fonction de la vitesse des roues comprennent les capteurs d'un système de freinage à anti-enrayage.
  4. Système selon l'une quelconque des revendications précédentes, caractérisé en ce que le plan d'inclinaison du levier oscillant est essentiellement vertical, ladite première barre de direction passive étant reliée au bras supérieur dudit levier oscillant et ladite seconde barre de direction active étant reliée à son bras inférieur.
  5. Procédé pour optimiser la direction d'un essieu ferroviaire selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'il comprend les opérations qui consistent :
    à capter la vitesse de rotation de chacune des roues dudit essieu monté ;
    à générer des signaux qui varient en fonction de ladite vitesse de rotation de chaque roue ;
    à fournir lesdits signaux à un dispositif électronique capable de déterminer, sur la base des rayons des roues et des signaux reçus desdits moyens de génération de signaux, un point de repère pour lesdits moyens d'actionnement pour lesdites secondes barres de direction active en réponse au déphasage produit entre les signaux qui varient en fonction de la vitesse de rotation de chaque roue de l'essieu monté ; et
    l'activation desdits moyens d'actionnement desdites cames en fonction dudit point de repère pour provoquer sélectivement le déplacement desdites secondes barres de direction active dans une direction longitudinale afin de déplacer chaque extrémité dudit essieu monté vers l'avant et/ou vers l'arrière de façon à maintenir un angle nul entre le rail et le boudin de chaque roue dudit essieu monté pendant le roulement.
EP02380246A 2001-12-27 2002-12-02 Système pour optimiser l'orientation d'essieux ferroviaires Expired - Lifetime EP1323610B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES200102892A ES2195756B1 (es) 2001-12-27 2001-12-27 Sistema para optimizar el guiado de ejes ferroviarios.
ES200102892 2001-12-27

Publications (2)

Publication Number Publication Date
EP1323610A1 EP1323610A1 (fr) 2003-07-02
EP1323610B1 true EP1323610B1 (fr) 2004-10-20

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Application Number Title Priority Date Filing Date
EP02380246A Expired - Lifetime EP1323610B1 (fr) 2001-12-27 2002-12-02 Système pour optimiser l'orientation d'essieux ferroviaires

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EP (1) EP1323610B1 (fr)
AT (1) ATE280063T1 (fr)
DE (1) DE60201651D1 (fr)
ES (1) ES2195756B1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2316220B1 (es) 2006-02-24 2010-01-12 Patentes Talgo, S.L. Metodo para optimizar el guiado de vehiculos ferroviarios.
AT505488A2 (de) * 2007-06-19 2009-01-15 Siemens Transportation Systems Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs
RU2543125C2 (ru) * 2013-03-05 2015-02-27 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Елецкий государственный университет им. И.А. Бунина" Тележка локомотива
RU2711010C1 (ru) * 2019-04-11 2020-01-14 Федеральное государственное бюджетное образовательное учреждение высшего образования "Елецкий государственный университет им. И.А. Бунина" Колёсно-моторный блок локомотива
RU202640U1 (ru) * 2020-11-02 2021-03-01 Акционерное общество "Научно-исследовательский и конструкторско-технологический институт подвижного состава" (АО "ВНИКТИ") Устройство для подвешивания тягового двигателя к раме тележки локомотива
AT524550B1 (de) * 2021-05-27 2022-07-15 Siemens Mobility Austria Gmbh Fahrwerk für ein Schienenfahrzeug

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1273155A (fr) * 1959-11-11 1961-10-06 Maschf Augsburg Nuernberg Ag Dispositif pour inscrire dans les courbes les bogies à un ou plusieurs essieux des véhicules ferroviaires
CH644555A5 (en) * 1980-01-30 1984-08-15 Schweizerische Lokomotiv Device for controlling the swivelling movement of a wheel set of a rail vehicle in a bend
DE4306114A1 (de) * 1993-02-27 1994-09-01 Abb Patent Gmbh Laufwerk für ein Schienenfahrzeug mit radialer Einstellbarkeit
FI941065A (fi) * 1993-03-09 1994-09-10 Herbert Scheffel Ajoneuvon pyöränripustus
DE19617003C2 (de) * 1996-04-27 2002-08-01 Bombardier Transp Gmbh Schienenfahrzeug mit einem einachsigen Laufwerk
ES2133229B1 (es) * 1996-12-24 2000-04-16 Talgo Patentes Rodadura monoeje con ruedas independientes desplazables para vagones articulados de transporte de automoviles.
SE510294C2 (sv) * 1997-09-24 1999-05-10 Abb Daimler Benz Transp Spårbundet fordon med stryrning av hjulaxlar
GB2332409B (en) * 1997-11-27 2001-08-15 Willitz Decartered Gabbidon Rail vehicle drive arrangement
DE19861086B4 (de) * 1998-06-13 2004-04-15 Bombardier Transportation Gmbh Verfahren zur Achsausrichtung bei Schienenfahrzeugen
JP2001001896A (ja) * 1999-06-22 2001-01-09 Mitsubishi Heavy Ind Ltd 鉄道車両用の一軸独立車輪台車

Also Published As

Publication number Publication date
ES2195756B1 (es) 2005-03-01
ES2195756A1 (es) 2003-12-01
EP1323610A1 (fr) 2003-07-02
ATE280063T1 (de) 2004-11-15
DE60201651D1 (de) 2004-11-25

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