EP1412240B1 - Procede et dispositif de commande radiale active de paires de roues ou de jeux de roues de vehicules - Google Patents

Procede et dispositif de commande radiale active de paires de roues ou de jeux de roues de vehicules Download PDF

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Publication number
EP1412240B1
EP1412240B1 EP02776917A EP02776917A EP1412240B1 EP 1412240 B1 EP1412240 B1 EP 1412240B1 EP 02776917 A EP02776917 A EP 02776917A EP 02776917 A EP02776917 A EP 02776917A EP 1412240 B1 EP1412240 B1 EP 1412240B1
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EP
European Patent Office
Prior art keywords
wheel unit
wheel
actuating
frequency range
vehicle
Prior art date
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Expired - Lifetime
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EP02776917A
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German (de)
English (en)
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EP1412240A2 (fr
Inventor
Richard Schneider
Wolfgang Auer
Günther Himmelstein
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Publication date
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Publication of EP1412240A2 publication Critical patent/EP1412240A2/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
    • 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 method and a device for active radial control of pairs of wheels or wheelsets of vehicles.
  • the invention is particularly suitable for - but not limited to - use in rail vehicles.
  • Radech wheel pairs or sets of wheels in track arches which have passive or active means. With active control, the wheel units are aligned and locked according to the radius of curvature. These devices steer the wheel unit in fixed relation to the radius of curvature and achieve an equalization of the sums of the forces acting on the wheel units of a chassis or vehicle lateral forces at most for a limited area.
  • the disadvantage here is that the running stability is not better than in a conventional chassis with stiff longitudinal guidance of the wheel units; at best, no deterioration is achieved.
  • rolling damper or friction rotation inhibitors are needed, for example, rolling damper or friction rotation inhibitors. These can only represent a compromise between bow compliance and running stability and generally lead to the excitation of structural vibrations in the car body. Often there are additional ones Damping elements in the Radechkopplung necessary.
  • the EP 0 785 123 B1 describes methods for obtaining and processing data for the guidance of landing gears from individual wheel units.
  • the turning movement of the chassis as angle, angular velocity or angular acceleration are scanned force-free by means of angle sensors, the measured size or measured variables decomposed into their frequency components, outstanding movements from the frequency spectra detected by amplitude, frequency and phase as disturbing, the or so identified vectors after their phase rotation of 180 ° and conditioning of a control or regulation as information for changing the adjustment angle of the chassis forwarded and hidden by the control or regulation, the disturbing motion components from the chassis motion.
  • the invention does not take into account the transverse force between the wheel pair or wheelset and the track.
  • a rail vehicle which on both sides along the vehicle longitudinal axis comprises a predeterminable number of individual wheels, which are pivotable by steering.
  • a tracking error-free steering of each individual wheel in curve areas is to be achieved by providing a rail course measuring device which measures the deviation of a vehicle axle from the course of the rails and which generates a steering signal for each individual wheel independently of the other depending on the measured deviation.
  • rail track measuring equipment non-contact systems are opto-electronic or magnetic or electromagnetic Base proposed. The invention is not applicable to vehicles with pairs of wheels or wheelsets.
  • JP A 06199236 JP A 07081564 and JP A 07081565 describes an influence of the shaft or sinusoidal run by hydraulic actuators between bogie frame and wheelset bearing. It is based on the identification of the frequency of the wave in a spectrum of recorded translational or yaw vibration, which requires at least eight sensors per bogie and a longer data collection with subsequent frequency analysis.
  • the object of the invention is to eliminate the disadvantages of the prior art described and in particular to propose a method and apparatus for active radial control of wheel units of vehicles, the safe, low-wear and comfortable guidance of the vehicle, especially when driving straight ahead, but also when cornering guarantee. It is another object of the invention to eliminate unwanted, disturbing movements of the wheels directly by appropriate stabilization measures, without the need for a longer data collection for a frequency analysis would be necessary, which nullifies the real-time effect. Wheels rolling smoothly on rails are quiet. In addition, the wear on wheels and rails is reduced.
  • the inventive method for the active radial control of the wheels of at least one wheel unit of a chassis consists in an integrated control that - in the case of bogies preferably purely inside the chassis, ie without mechanical operative connection to the car body - the wheel unit imposes actuating movements in at least two, not identical frequency ranges.
  • the wheel unit is superimposed on first actuating movements in a first frequency range and second actuating movements in a second frequency range different from the first frequency range.
  • control movements in the second frequency range control the running stability of the vehicle.
  • the device according to the invention for active radial control of at least one wheel unit of a vehicle comprises at least one adjusting device connected to the wheel unit for impressing adjusting movements on the wheel unit and a regulating device connected to the adjusting device for activating the adjusting device.
  • the adjusting device serves in particular for imparting a rotation about the vertical axis and additionally or alternatively a translation in the transverse direction to the wheel unit.
  • the control device according to the invention for controlling the adjusting device is designed such that the adjusting device of the wheel unit in a first frequency range first actuating movements for generating quasi-static deflections of the wheel unit according to the radius of curvature of a currently traversed infrastructure segment imprints.
  • the adjusting device is designed to control the adjusting device in the manner of a stability control such that the wheel unit in a second frequency range different from the first frequency range the first positioning movements superimposed second actuating movements are applied, which serve to generate deflections of the wheel unit to stabilize the vehicle running.
  • the adjusting device which may be designed as a simple actuator generates in other words deflections and forces according to the specifications of the control device and thus causes a rotation of the wheel unit, ie a pair of wheels or wheelset to the vertical axis and additionally or alternatively a translation of the wheel unit in the transverse direction.
  • the adjusting device that is, for example, the actuator, according to the invention is designed so that they quasistatic deflections and forces according to the radius of curvature of a segment to be traversed, such as a curve, and generates deflections and forces with other, usually higher frequency to stabilize the vehicle both during the Driving on a bow as well as superimposed during straight-ahead.
  • a particularly good adjustment of the transverse forces as well as a particularly effective stabilization can be achieved if several, preferably all wheel units of the vehicle are controlled via the radial control according to the invention.
  • the frequency of the first and second actuating movements is not a fixed predetermined frequency but each a time-varying frequency, which ultimately by the current state of motion of the vehicle, in particular by the instantaneous speed of the vehicle and the currently traveled section is specified.
  • the second frequency range comprises frequencies which are at least partially higher than frequencies from the first frequency range.
  • the second frequency range is preferably above the first frequency range. Further preferably, the second frequency range connects to the first frequency range. Preferred values for the first frequency range are between 0 Hz and 3 Hz, while the second frequency range is between 0 Hz and 10 Hz, preferably between 3 Hz and 10 Hz.
  • each wheel unit has a respective lateral force resultant, at least the amount of which substantially corresponds to that of the lateral force generators acting on the other wheel units.
  • Another advantage of the invention is that it allows to achieve by appropriate settings and algorithms special transverse force distributions between the wheel units and / or to provoke special conditions of wear between the wheel and rail on the wheel units of the chassis or vehicle to the running behavior z.
  • B. special operating and / or maintenance conditions optimally adapt. So can for the individual Rad a targeted distribution of wear, so for example, a predetermined wear pattern, be provoked to control the development of the wheel-rail profile pairing.
  • Preferred variants of the method according to the invention are characterized in that the running stability of the vehicle is regulated by the second setting movements in the second frequency range. This is preferably done by determining a representation of the instantaneous state of the mechanical system from the measured instantaneous values of one or more state variables of the system during the control, for example in the form of a corresponding stability matrix. In this case, of course, the variability of the adjusting movements generating actuators are taken into account.
  • the state variables include, inter alia, the speed and acceleration of the wheel unit in the transverse direction, ie transversely to the vehicle longitudinal direction, as well as the speed and acceleration of the wheel unit about the vertical axis.
  • this representation of the current state of the mechanical system is checked for stability.
  • the variable parameters of the system description resulting from the adjusting means are suitably varied in such a way that a stable system is obtained.
  • the so-obtained "stable" instantaneous values for the variable parameters resulting from the adjusting devices are then used to generate the control signals for the respective actuating device in order to establish a stable system state via the actuating devices.
  • a measured value recording over a long time and an analysis of these series of measurements for example by means of Fourier transformation
  • the solution according to the invention allows the waiver of mechanical stabilizing devices between the chassis and car body for the running behavior such.
  • damping elements in the coupling of the wheel units in particular in the coupling linkage.
  • Another advantage is the minimization of the starting angle and thus the track load and the minimization or optimization of the wear on the wheel and rail. It is a stable vehicle running over the entire speed range, even at high speeds achieved. Due to the lack of a coupling linkage between the wheel units and the car body, it can also, in addition to the simpler mechanical structure, not come to a transmission of structure-borne noise and vibration through these coupling elements.
  • the integrated control in a vehicle with a bogie comprehensive chassis is designed such that it works inside the chassis without mechanical operative connection to the car body to avoid just as already indicated next to the simpler mechanical structure transmission of structure-borne noise and vibration by coupling elements to the car body ,
  • the device for signal processing or the like can of course also be arranged in or on the vehicle body, but these can then be connected only via appropriate control lines, such as cables or the like, with the active elements of the adjusting device.
  • control activates at least one quickly reacting actuating device, for example a fast-acting actuator, which adjusts the angular position of the wheel unit relative to the chassis frame or car body, for example an optimum radial alignment of the wheel unit with respect to a curved track to achieve.
  • actuating device for example a fast-acting actuator
  • the relative movements between the outer wheel units of a vehicle with at least two wheel units are regulated by the adjusting movements so as to be able to achieve optimum alignment of the wheel units of the vehicle, for example in the track curve.
  • arbitrary input variables can be used for the control, which individually or in combination draw conclusions about the current state, in particular the current state of motion of the vehicle and / or the Allow wheel unit.
  • the control of the position of the wheel unit in dependence on the radius of curvature and / or the vehicle speed and / or unbalanced lateral acceleration and / or the coefficient of friction and / or the profile parameters between wheel and rail.
  • the determined transverse path of at least one wheel unit relative to the bogie frame or car body, the determined yaw angle of at least one wheel unit relative to the bogie frame or car body are used for the control method.
  • the determined travel or setting angle of at least one actuating device or the determined actuating forces of at least one actuating device can be used.
  • the determined travel speed, the determined speed or acceleration of the wheel unit in the transverse direction or the determined yaw rate or yaw acceleration of the wheel unit can be used.
  • the radius of curvature of the track can be used.
  • the adjusting device can in principle be configured as desired in order to achieve the corresponding adjusting movements.
  • the first and second actuating movements are generated by a single adjusting device.
  • the setting device is designed to react sufficiently quickly in order to generate the second setting movements in the second frequency range.
  • different actuating devices can be provided for the generation of the first and second actuating movements.
  • the adjusting device designed as an electric, hydraulic or pneumatic actuator.
  • the number and arrangement of the adjusting devices can basically be chosen arbitrarily. It only has to be ensured that the corresponding positioning movements can be reliably generated.
  • at least one adjusting device is provided per wheel of the wheel unit and additionally or alternatively per wheel bearing of the wheel unit and furthermore additionally or alternatively per coupled wheel of the wheel unit.
  • the coupling between the adjusting device and the wheel unit can basically be configured as desired.
  • the device according to the invention can be arranged between the adjusting device and the wheel or wheel bearing of the wheel unit, a transmission, so as to produce with simple adjusting devices in a simple manner, the adjusting movements or actuating forces of desired height.
  • the mode of action in particular the effective movement of the adjusting device can be adapted to the required adjusting movement. If, for example, a linear adjusting movement is required or desired, it is preferably provided that the setting device has a linear active movement. However, if a rotational adjustment movement is required or desired, it is preferably provided that the adjusting device has a rotary active movement.
  • the arrangement of the adjusting device can in principle be arbitrary depending on the desired coupling between the individual wheel units.
  • the adjusting device can be arranged between the wheels of different sides of the vehicle, while it can also be arranged on a vehicle side, in particular between wheels of a vehicle side.
  • Fig. 1 shows a three-axle chassis 1 for a rail vehicle, such as a three-axle bogie or three attached to the car body coupled wheel units in Shape of wheelsets or pairs of wheels.
  • This has a in Fig. Not shown, consisting of longitudinal and transverse beams bogie or car body frame.
  • Wheel bearing housings 2 to 7 of the three wheel units 8, 9, 10 are attached to the longitudinal members via spring elements, not shown, namely wheel bearing housings 2, 3 for the first wheel unit 8 (outer wheel unit), wheel bearing housings 4, 5 for the second wheel unit 9 (middle wheel unit) and Wheel bearing housing 6, 7 for the third wheel unit 10 (outer wheel unit).
  • the wheel units 8, 9, 10 comprise wheels 11.
  • the wheel units 8, 9, 10 can be driven by drive motors, not shown, for example, Tatzlager- or rack motors.
  • the wheel bearing housing 2, 3, 6, 7 of the tworelyradin cleanse 8, 10 are movable, inter alia, in the direction of travel or opposite to the direction of travel of the rail vehicle, which is indicated by directional arrows x1, x2 .
  • the wheel bearing housings 4, 5 of the middle wheel unit 9 are movable inter alia perpendicular to the direction of travel of the rail vehicle, which is indicated by directional arrows y1, y2 .
  • the wheel bearing housings 2, 3, 4, 5, 6, 7 are each coupled only on the same chassis side via handlebar pivot-lever configurations.
  • An oblique handlebar 12 is disposed between a hinge 13 of an angle lever 14 and a hinge 15 of the wheel bearing housing 3 .
  • the angle lever 14 has a frame-fixed axis of rotation 16 and is connected via hinge 17 via its second arm to the end face of the wheel bearing 5 of the center wheel unit 9 .
  • the wheel bearing housing 7 is assigned a rotary lever 18 with a frame-fixed centric axis of rotation 19 , the bearing for the wheel bearing housing 7 handlebar 20 at the first joint 21 of this rotary lever 18 engages and the second joint 22 of this rotary lever 18 is connected to a handlebar 23 , on the other hand to the already mentioned Joint 13 of the angle lever 14 leads.
  • the couplings of the wheel bearing housing 3, 5, 7 of a chassis side symmetrical to the longitudinal axis of the rail vehicle are also realized in the wheel bearing housings 2, 4, 6 of the other suspension side.
  • An oblique handlebar rod 24 is disposed between a hinge 25 of an angle lever 26 and joint 27 of the wheel bearing housing 2 .
  • the angle lever 26 has a frame-fixed axis of rotation 28 and is connected via the joint 29 via its second arm to the end face of the wheel bearing 4 of the center wheel unit 9 .
  • the wheel bearing housing 6 is a rotary lever 30 associated with a frame-fixed centric axis of rotation 31 , wherein the wheel bearing housing 6 leading handlebar 32 at the first joint 33 of this rotary lever 30 engages and the second joint 34 of this rotary lever 30 with a handlebar 35th is connected, on the other hand leads to the already mentioned joint 25 of the angle lever 26 .
  • At the wheel bearing housing 2 is a linear, in the direction of travel or counter to the direction of travel (x1, x2) acting actuator 36 is arranged.
  • a linear, perpendicular to the direction of travel (y1, y2) acting actuator 37 is arranged.
  • a rotationally acting actuator 38 which causes a rotation about the rotation axis 28 .
  • a linear, in the direction of travel or against the direction of travel (x1, x2) acting actuator 39 is arranged.
  • the actuator 41 causes a rotation about the rotation axis 31.
  • the actuators 36 to 41 may optionally be used singly or in combination. In the combination of several actuators 36 to 41 thereby redundancy is created, so that in case of failure of one or more actuators 36 to 41, the others, not failed or its function at least partially take over.
  • the method according to the invention consists in an integrated control system, the inside of the chassis, d. H. takes place without mechanical operative connection to the car body, simultaneously or integrated in at least two frequency ranges.
  • a quasi-static adjustment of the wheel units 8, 9, 10 takes place in track curves with equalization of the sums of the transverse forces acting on the wheel units 8, 9, 10 of the chassis or vehicle.
  • a lateral force resultant acts, which corresponds to the lateral force resultant at the other wheel units at least in terms of amount.
  • a representation of the instantaneous state of the mechanical system is determined from measured instantaneous values of one or more state variables of the system which are specified in more detail below.
  • This matrix is influenced on the one hand by the unchangeable mechanical parameters of the non-actively activatable elements of the system, such as springs, etc.
  • the variable parameters of the actuators also flow into the determination of this matrix.
  • this momentary stability matrix is checked for stability.
  • the actively influenceable variable parameters of the system description resulting from the actuators are suitably varied in such a way that or until a stable stability matrix results, ie a stable system is obtained.
  • the thus obtained "stable" instantaneous values for the variable parameters resulting from the actuators are then used to generate the control signals for the respective actuator.
  • the actuators can be used quickly, easily and effectively to achieve a stable system state.
  • no measured value recording over a long period of time and an analysis of these measurement series are required, with which only a time-delayed reaction to the current state of motion of the system is possible.
  • the above state variables include u. a. the speed and acceleration of the wheel unit in the transverse direction, d. H. transverse to the vehicle's longitudinal direction, as well as the speed and acceleration of the wheel unit about the vertical axis.
  • u. a. the speed and acceleration of the wheel unit in the transverse direction d. H. transverse to the vehicle's longitudinal direction, as well as the speed and acceleration of the wheel unit about the vertical axis.
  • at least one of these measured state variables or a combination of these measured state variables is used for the stability control described above.
  • the second frequency range includes frequencies that are at least partially higher than frequencies from the first frequency range.
  • This regulation controls fast-reacting actuators 36 to 41 , which control the angular position Setting of the wheel units 8 and 10 and the transverse displacement of the wheel unit 9 relative to the frame.
  • the relative angle between the contemplatradäen 8, 10 and the transverse displacement of the center wheel 9 is regulated.
  • the absolute angle or angles of one, several and / or all wheel units 8, 9, 10 can be regulated relative to a chassis frame or car body.
  • the control of the quasi-static setting of the relevant wheel unit 8, 9, 10 takes place in this embodiment, depending solely on the radius of curvature of the currently traversed track segment.
  • the radius of curvature is determined with the aid of the measurement signals from corresponding sensors, for example lateral acceleration and / or rotational acceleration sensors, rotational speed sensors and / or transverse velocity sensors.
  • the regulation of the position of the relevant wheel unit 8, 9, 10 in dependence on radius of curvature, driving speed, unbalanced lateral acceleration, coefficient of friction and / or profile parameters between impeller 11 and rail done.
  • the determination of these quantities is also carried out with a corresponding sensor.
  • a frequency analysis of the movements of the wheel pairs or wheelsets is not required and is omitted.
  • the inventive device includes a - in Fig. 1 not shown - connected to the corresponding control inputs of the actuators 36 to 41 control device. This serves both for quasi-static adjustment and for stability control of the wheel units 8, 9, 10 of the rail vehicle with at least two, in this embodiment three wheel units 8, 9, 10 or a bogie of a rail vehicle with at least two wheel units.
  • the actuators 36 to 41 generate for a first actuating movements in the form of quasi-static deflections and forces corresponding to the radius of curvature of a track segment to be traversed, such as a bow, and superimpose second actuating movements in the form of deflections and forces with higher frequency to stabilize the vehicle running both when driving a Bow as well as straight-ahead.
  • the actuators 36 to 41 produce deflections and powers according to the specifications of the control means.
  • the actuators 36 to 41 effect a rotation of the wheel units 8, 10 about the vertical axis and / or a translation of the wheel unit 9 in the transverse direction.
  • the force generation in the actuators 36 to 41 is carried out electrically, hydraulically, pneumatically or by a combination of these methods.
  • At least one actuator 36 to 41 is provided on a chassis side per wheel 11 or wheel bearing of the wheel unit 8, 9, 10, as in this embodiment.
  • An actuator 36 to 41 acts on at least two wheels which are coupled together.
  • the coupling may, as in this embodiment, be arranged between one wheel 11 and another wheel 11 of the same wheel unit 8, 9, 10 or the wheel of another wheel unit on the same or opposite side of the vehicle.
  • the transmission of the force or torque of the actuators 36 to 41 is carried out directly or with the interposition of a gearbox.
  • the effective movement of the actuators 36, 37, 39, 40 is linear in this embodiment.
  • the actuators 36, 37, 39, 40 can take over the function of a steering rod simultaneously. They act in addition to any existing passive coupling and are connected to it via levers or handlebars.
  • the actuator can act rotationally, as is the case in the embodiment for the actuators 38, 41 . Then he can simultaneously take over the function of a pivot bearing. It acts in addition to any existing passive coupling and is connected to it via levers or handlebars or via a rotary coupling.
  • Fig. 2 shows a chassis of a railcar. Shown are a bogie or car body frame 50, two wheel units 51, 52, with wheels 53 and wheel bearing housings 54 to 57.
  • the wheel units 51, 52 are mounted radially controllably by means of a rotary shaft 58, rotary lever 59, 60 and handlebars 61 and by means of primary spring elements 62 connected to the frame 50 .
  • Actuators 63 to 65 generate first actuating movements in the form of quasi-static deflections and forces corresponding to the radius of curvature of a track segment to be traversed, such as a track curve, and superimpose second positioning movements in the form of deflections and forces with higher frequency to stabilize the vehicle running both when driving on a bow and straight ahead.
  • the actuators 63 to 65 generate deflections and forces according to the specifications of an associated - in Fig. 2 not shown - control device according to the invention.
  • the actuators 63 to 65 cause rotation of the wheel units 51, 52 about the vertical axis.
  • the force generation in the actuators 63 to 65 is carried out electrically, hydraulically, pneumatically or by a combination of these methods.
  • the actuators 63 to 65 act in this embodiment on both wheel units 51, 52, since they are coupled via the rotary shaft 58, the rotary lever 59, 60 and the handlebars 61 .
  • the linear actuator 63 is disposed at a hinge point 66 of the rotary lever 59 .
  • the linear actuator 64 is disposed on the wheel bearing housing 56 of the wheel unit 52 .
  • the rotary actuator 65 is disposed on the rotary lever 59 and causes a rotation about a horizontal axis of rotation 67th
  • One, several or all of the actuators 63 to 65 may be provided. If several of the actuators 63 to 65 are used, it is conceivable that certain actuators for generating the first actuating movements, ie the quasi-static adjustment of the wheel units according to the track curve (dhia in the lower frequency range) and others for the generation of the second actuating movements, ie the stability control (dhia in the higher frequency range) can be used.
  • the rotating shaft 58 can be omitted; for this purpose, at least one actuator of the type 63 to 65 is arranged in this case on each side.
  • a quasi-static adjustment of the wheel units 51, 52 takes place in track curves with equalization of the sums of the transverse forces acting on the wheel pairs or wheel sets 51, 52 of the chassis or vehicle. In other words, it is achieved that acts on the respective wheel unit a lateral force resulting, which corresponds to the force acting on the other wheel units transverse force resulting at least in terms of amount.
  • the control device controls the fast-reacting actuators 63 to 65 , which adjust the angular position of the wheel units 51, 52 relative to the frame.
  • the relative angle between the wheel units 51, 52 is controlled.
  • the regulation of the quasi-static setting of the wheel unit 51, 52 in question also takes place in this embodiment in dependence solely on the radius of curvature of the roadway segment to be traveled.
  • FIG. 3 and 4 are each individual wheel units of chassis or vehicles with active radial controls and different arrangement options of one or more actuators 68 to 76 shown.
  • the linear actuator 68 is arranged on a wheel bearing housing 77 .
  • the linear actuator 69 is arranged on a hinge 78 at the end of a steering bar 79 .
  • the joint 78 is simultaneously connected via a handlebar 80 to the wheel bearing housing 77 .
  • the handlebar 80 is rotatably supported about a vertical axis of rotation 81 which intersects the centerline of the vehicle.
  • joint 82 of the linear actuator 70 is arranged.
  • the rotary actuator 71 is disposed at the fulcrum 81 of the steering beam 79 .
  • the rotary actuator 72 is connected via a rotary lever 83 and a handlebar 84 with a hinge 85 of the steering bar 79 outside the axis of rotation 81 .
  • the steering beam 79 is connected via a arranged at its end joint 86 and a handlebar attached thereto 87 with a wheel bearing housing 88 .
  • the linear, acting in the direction of travel actuator 73 acts via a hinge 89 with a leg of an angle lever 90 and a handlebar 91 to a wheel bearing housing 92.
  • the angle lever 90 is mounted about a horizontal axis of rotation 93 to which a rotary actuator 76 engages.
  • the linear actuators 74, 75 act in parallel on a steering beam 94. This is done via a hinge 95 on the steering beam 94 and a hinge 96 of a leg of an angle lever 97.
  • the angle lever 97 is mounted about a vertical axis of rotation 98 and is at the other end via a Joint, a handlebar 99 connected to a wheel bearing housing 100 .
  • Fig. 5 to 7 are individual wheel units of a chassis or vehicle, each with an actuator 101, 102 shown.
  • the rotary actuator 101 at the same time assumes the function of coupling the two wheels 103 via corresponding joints 104, angled at both ends by 90 ° and rotatably mounted about its longitudinal axis rotary shafts 105, handlebars 106 and wheel bearing housing 107.
  • the actuator 101 simultaneously both wheels 103rd according to the stability control and causes a rotation of the wheels 103 about the vertical axis. In other words, it simultaneously generates the first and second actuating movements.
  • two wheels 108 are coupled with their associated wheel bearing housings 109 via handlebars 110, joints 111 and an angled at both ends in the opposite direction by 90 ° and rotatably mounted about its longitudinal axis rotatably mounted shaft 112 .
  • the rotary actuator 102 is arranged via a joint 113 and a handlebar 114 , which rotate the rotary shaft 112 about its longitudinal axis and thus allows the wheels 108 to rotate about the vertical axis.
  • the actuators 101 , 102 can be arranged approximately centrally between the wheels 103, 108 .
  • the optimum installation location depends on the space required and the weight distribution of the individual components.
  • Fig. 7 shows a further modification of a single wheel unit with coupled wheels 115.
  • the coupling via wheel bearing housing 116, arranged thereon handlebars 117 , 118 , 119 , joints 120 and a rotary shaft 121.
  • the rotary shaft 121 is mounted by means of bearings mounted on the frame 122 rotatably about its longitudinal axis .
  • levers 123 are arranged for connection to the handlebars 118, 119 via joints 120 .
  • the two handlebars 117, 119 are connected to a rotary actuator 124 , which causes rotation of the wheels 115 about the vertical axis.
  • the rotary actuator 124 can thus be arranged laterally of the frame.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Testing Of Balance (AREA)

Claims (26)

  1. Procédé de réglage radial actif des roues (11, 53, 103, 108, 115) d'au moins un ensemble de roues (8, 9, 10, 51, 52) d'un train de roulement, en particulier d'un train de roulement d'un véhicule ferroviaire, dans lequel
    - des mouvements d'actionnement sont exercés sur l'ensemble de roues (8, 9, 10, 51, 52), par le biais d'au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124), en réalisant un réglage intégré par des mouvements d'actionnement dans au moins deux gammes de fréquences non identiques, dans lequel
    - des premiers mouvements d'actionnement dans une première gamme de fréquences et des deuxièmes mouvements d'actionnement dans une deuxième gamme de fréquences, qui est différente de la première gamme de fréquences, sont exercés d'une manière superposée sur l'ensemble de roues (8, 9, 10, 51, 52),
    caractérisé en ce que
    - le réglage dans la deuxième gamme de fréquences se fait en temps réel, dans lequel
    - une valeur instantanée d'au moins une variable d'état représentant l'état actuel du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52) est déterminée,
    - une représentation de l'état actuel du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52) est directement établie d'après la valeur instantanée et la stabilité de celui-ci est analysée,
    - si l'état actuel est déterminé comme étant instable, une valeur dudit au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) étant nécessaire pour produire un état stable des paramètres modifiables est déterminée et
    - ledit au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est réglé en utilisant la valeur déterminée du paramètre modifiable respectif pour produire un état stable du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52).
  2. Procédé selon la revendication 1, caractérisé en ce que le réglage intégré, dans un véhicule équipé d'un train de roulement comportant un bogie, est conçu de telle manière qu'il n'agit qu'à l'intérieur du train de roulement sans aucun raccordement fonctionnel mécanique à la caisse de la voiture.
  3. Procédé selon la revendication 1 ou la revendication 2, caractérisé en ce que, dans une courbe, au moyen des mouvements d'actionnement dans la première gamme de fréquences, un réglage quasi statique des roues (11, 53, 103, 108, 115) de l'ensemble de roues (8, 9, 10, 51, 52) se fait de telle manière qu'une égalisation des sommes des forces transversales agissant sur les roues (11, 53, 103, 108, 115) des ensembles de roues (8, 9, 10, 51, 52) du train de roulement se fait.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que, dans une courbe, au moyen des mouvements d'actionnement dans la première gamme de fréquences, un réglage quasi statique des roues (11, 53, 103, 108, 115) de l'ensemble de roues (8, 9, 10, 51, 52) se fait de telle manière qu'une distribution des forces transversales agissant sur les roues (11, 53, 103, 108, 115) des ensembles de roues (8, 9, 10, 51, 52) du train de roulement se fait, dans lequel le comportement de roulement est adapté à des conditions spécifiables d'opération et de maintenance.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'un réglage de la stabilité de roulement du véhicule se fait au moyen des mouvements d'actionnement dans la deuxième gamme de fréquences.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que la deuxième gamme de fréquences comporte des fréquences qui sont, au moins en partie, supérieures à des fréquences de la première gamme de fréquences.
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que la deuxième gamme de fréquences repose au-dessus de la première gamme de fréquences.
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce que la deuxième gamme de fréquences découle de la première gamme de fréquences.
  9. Procédé selon l'une quelconque des revendications 1 à 8, caractérisé en ce que la première gamme de fréquences s'étend entre 0 Hz et 3 Hz.
  10. Procédé selon l'une quelconque des revendications 1 à 9, caractérisé en ce que la deuxième gamme de fréquences s'étend entre 0 Hz et 10 Hz, de préférence entre 3 Hz et 10 Hz.
  11. Procédé selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le réglage règle au moins un dispositif d'actionnement à réaction rapide (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) qui établit la position angulaire de l'ensemble de roues (8, 10, 51, 52) par rapport au châssis de train de roulement ou à la caisse de la voiture.
  12. Procédé selon l'une quelconque des revendications 1 à 11, caractérisé en ce que l'angle relatif entre les ensembles de roues extérieurs (8, 10, 51, 52) d'un véhicule ayant au moins deux ensembles de roues (8, 9, 10, 51, 52) est réglé au moyen des mouvements d'actionnement.
  13. Procédé selon l'une quelconque des revendications 1 à 12, caractérisé en ce que l'angle absolu d'au moins un ensemble de roues (8, 9, 10, 51, 52) est réglé par rapport à un châssis de train de roulement ou à une caisse de la voiture au moyen des mouvements d'actionnement.
  14. Procédé selon l'une quelconque des revendications 1 à 13, caractérisé en ce que le réglage de la position de l'ensemble de roues (8, 9, 10, 51, 52) est effectué en fonction du rayon de courbure et/ou de la vitesse de déplacement et/ou de l'accélération transversale déséquilibrée et/ou du coefficient de frottement et/ou des paramètres de profil entre roue (11, 53, 103, 108, 115) et rail.
  15. Procédé selon l'une quelconque des revendications 1 à 14, caractérisé en ce que les procédés suivants sont utilisés pour le procédé de réglage le déplacement transversal déterminé d'au moins un ensemble de roues (8, 9, 10, 51, 52) par rapport au châssis de bogie ou à la caisse de la voiture; l'angle de lacet déterminé d'au moins un ensemble de roues (8, 9, 10, 51, 52) par rapport au châssis de bogie ou à la caisse de la voiture; le déplacement d'actionnement déterminé ou l'angle d'actionnement déterminé d'au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124); les forces d'actionnement déterminées d'au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124); la vitesse de déplacement déterminée; la vitesse déterminée ou l'accélération déterminée de l'ensemble de roues (8, 9, 10, 51, 52) dans la direction transversale; la vitesse de lacet déterminée ou l'accélération de lacet déterminée de l'ensemble de roues (8, 9, 10, 51, 52); et/ou le rayon de courbure de la trajectoire de déplacement.
  16. Appareil de réglage radial actif d'au moins un ensemble de roues (8, 9, 10, 51, 52) d'un véhicule, en particulier pour appliquer le procédé selon l'une quelconque des revendications 1 à 15, comprenant
    - au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) raccordé à l'ensemble de roues (8, 9, 10, 51, 52) pour exercer des mouvements d'actionnement sur l'ensemble de roues (8, 9, 10, 51, 52), en particulier pour exercer un mouvement de rotation autour de l'axe vertical et/ou un mouvement de translation dans la direction transversale, et
    - un dispositif de réglage raccordé au dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) pour régler le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124), dans lequel
    - le dispositif de réglage destiné à régler le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est conçu de telle manière que le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124)
    - dans une première gamme de fréquences exerce des premiers mouvements d'actionnement sur l'ensemble de roues (8, 9, 10, 51, 52) pour générer des excursions quasi statiques de l'ensemble de roues (8, 9, 10, 51, 52) correspondant au rayon de courbure d'un segment de voie actuellement emprunté; et
    - dans une deuxième gamme de fréquences, qui est différente de la première gamme de fréquences, exerce des deuxièmes mouvements d'actionnement sur l'ensemble de roues (8, 9, 10, 51, 52) qui sont superposés sur les premiers mouvements d'actionnement, pour générer des excursions de l'ensemble de roues (8, 9, 10, 51, 52) pour stabiliser le roulement du véhicule,
    caractérisé en ce que
    - le dispositif de réglage destiné à régler le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est conçu de telle manière que le réglage dans la deuxième gamme de fréquences se fait en temps réel, dans lequel
    - une valeur instantanée d'au moins une variable d'état représentant l'état actuel du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52) est déterminée,
    - une représentation de l'état actuel du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52) est établie directement d'après la valeur instantanée et la stabilité de celui-ci est analysée,
    - si l'état en cours est déterminé comme étant instable, une valeur des paramètres modifiables dudit au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) nécessaire pour produire un état stable est déterminée et
    - ledit au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est réglé en utilisant la valeur déterminée du paramètre modifiable respectif pour produire un état stable du véhicule et/ou de l'ensemble de roues (8, 9, 10, 51, 52).
  17. Appareil selon la revendication 16, caractérisé en ce que le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est conçu sous la forme d'un entraînement d'actionnement électrique, hydraulique ou pneumatique (36 à 41, 63 à 65, 68 à 76, 101, 102, 124).
  18. Appareil selon la revendication 16 ou la revendication 17, caractérisé en ce qu'au moins un dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) est mis en oeuvre par roue (11, 53, 103, 108, 115) de l'ensemble de roues et/ou par boîte d'essieu de l'ensemble de roues (8, 9, 10, 51, 52) et/ou par roues couplées (11, 53, 103, 108, 115) de l'ensemble de roues.
  19. Appareil selon l'une quelconque des revendications 16 à 18, caractérisé en ce qu'au moins deux roues (11, 103, 108, 115) sont couplées l'une par rapport à l'autre.
  20. Appareil selon la revendication 19, caractérisé en ce qu'au moins deux roues couplées (11, 53, 103, 108, 115) appartiennent à un ensemble de roues (8, 9, 10, 51, 52) et/ou deux roues couplées appartiennent à différents ensembles de roues, dans lequel les roues couplées sont disposées du même côté ou des côtés opposés du véhicule.
  21. Appareil selon l'une quelconque des revendications 16 à 20, caractérisé en ce qu'un mécanisme d'engrenage est disposé entre le dispositif d'actionnement (36 à 41, 63 à 65, 68 à 76, 101, 102, 124) et la roue (11, 53, 103, 108, 115) ou la boîte d'essieu de l'ensemble de roues (8, 9, 10, 51, 52).
  22. Appareil selon l'une quelconque des revendications 16 à 21, caractérisé en ce que le dispositif d'actionnement (36, 37, 39, 40, 63, 64, 68 à 70) a un mouvement effectif linéaire.
  23. Appareil selon l'une quelconque des revendications 16 à 22, caractérisé en ce que le dispositif d'actionnement (38, 41, 65, 71, 72, 101, 102, 124) a un mouvement effectif rotatoire.
  24. Appareil selon l'une quelconque des revendications 16 à 23, caractérisé en ce que le dispositif d'actionnement (71, 101, 102) est disposé entre les roues (11, 53, 103, 108, 115) de différents côtés du véhicule.
  25. Appareil selon l'une quelconque des revendications 16 à 24, caractérisé en ce qu'un dispositif d'actionnement (36 à 41, 63 à 65, 68, 69, 72, 75, 76, 124) est disposé d'un côté du véhicule, en particulier entre les roues (11, 53, 103, 108, 115) d'un côté du véhicule.
  26. Appareil selon l'une quelconque des revendications 16 à 25, caractérisé en ce qu'une pluralité de dispositifs d'actionnement (36 à 41) sont combinés dans le but de créer une redondance.
EP02776917A 2001-07-27 2002-07-29 Procede et dispositif de commande radiale active de paires de roues ou de jeux de roues de vehicules Expired - Lifetime EP1412240B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10137443A DE10137443A1 (de) 2001-07-27 2001-07-27 Verfahren und Vorrichtung zur aktiven Radialsteuerung von Radpaaren oder Radsätzen von Fahrzeugen
DE10137443 2001-07-27
PCT/EP2002/008436 WO2003010039A2 (fr) 2001-07-27 2002-07-29 Procede et dispositif de commande radiale active de paires de roues ou de jeux de roues de vehicules

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EP1412240A2 EP1412240A2 (fr) 2004-04-28
EP1412240B1 true EP1412240B1 (fr) 2010-03-03

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EP (1) EP1412240B1 (fr)
JP (1) JP4459617B2 (fr)
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AT (1) ATE459517T1 (fr)
AU (1) AU2002339430B2 (fr)
CA (1) CA2454390C (fr)
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DE (2) DE10137443A1 (fr)
DK (1) DK1412240T3 (fr)
ES (1) ES2341642T3 (fr)
HU (1) HU229434B1 (fr)
IL (2) IL160014A0 (fr)
NO (1) NO333436B1 (fr)
PL (1) PL208479B1 (fr)
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US20050103223A1 (en) 2005-05-19
DE10137443A1 (de) 2003-03-06
CZ2004130A3 (cs) 2005-01-12
WO2003010039A3 (fr) 2003-11-20
ES2341642T3 (es) 2010-06-24
JP4459617B2 (ja) 2010-04-28
PL367048A1 (en) 2005-02-21
KR20040017835A (ko) 2004-02-27
KR100916439B1 (ko) 2009-09-07
DK1412240T3 (da) 2010-06-21
WO2003010039A2 (fr) 2003-02-06
CN1325315C (zh) 2007-07-11
ZA200400554B (en) 2005-05-17
NO20040357L (no) 2004-03-19
CA2454390C (fr) 2012-02-21
IL160014A (en) 2009-09-22
CN1527773A (zh) 2004-09-08
PL208479B1 (pl) 2011-05-31
AU2002339430B2 (en) 2008-07-03
DE50214258D1 (de) 2010-04-15
RU2004105927A (ru) 2005-07-10
NO333436B1 (no) 2013-06-03
PT1412240E (pt) 2010-05-27
CA2454390A1 (fr) 2003-02-06
HU229434B1 (en) 2013-12-30
EP1412240A2 (fr) 2004-04-28
ATE459517T1 (de) 2010-03-15
RU2283254C2 (ru) 2006-09-10
US7458324B2 (en) 2008-12-02
IL160014A0 (en) 2004-06-20
JP2004535330A (ja) 2004-11-25
HUP0400802A2 (en) 2004-07-28

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