EP2155528A1 - Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire - Google Patents

Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire

Info

Publication number
EP2155528A1
EP2155528A1 EP08759757A EP08759757A EP2155528A1 EP 2155528 A1 EP2155528 A1 EP 2155528A1 EP 08759757 A EP08759757 A EP 08759757A EP 08759757 A EP08759757 A EP 08759757A EP 2155528 A1 EP2155528 A1 EP 2155528A1
Authority
EP
European Patent Office
Prior art keywords
losradsatz
vehicle
rail vehicle
wheelset
chassis
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.)
Ceased
Application number
EP08759757A
Other languages
German (de)
English (en)
Inventor
Peter Dietmaier
Martin Rosenberger
Klaus Six
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.)
Siemens AG Oesterreich
Original Assignee
Siemens AG Oesterreich
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 Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Publication of EP2155528A1 publication Critical patent/EP2155528A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a method for minimizing tread damage and profile wear of the wheels of a rail vehicle with at least two idler gears or at least two wheelsets or a bogie of a rail vehicle with at least two idler gears or at least two wheelsets, wherein during the journey of the rail vehicle measurement data of at least one, be recorded during the journey of the rail vehicle variable size, which is relevant to the load in the wheel-rail contact.
  • the invention relates to a rail vehicle with at least two Losrad arrangementsn or at least two wheelsets and a bogie of a rail vehicle with at least two
  • Losradmentsn or at least two wheelsets for application of the method according to the invention.
  • 'idler gear' here refers to a pair of wheels, e.g. are mounted on an axle carrier and can rotate independently of each other, i. not rigidly connected.
  • a wheel set is understood as a wheel pair rigidly connected to each other via a wheel set shaft.
  • the wheel-rail contact is therefore, for example, in high-speed trains, a special safety significance to. Irregularities on the wheel-rail contact, for example due to severe damage to a wheel, can lead to considerable consequential damage or even derailment. But even slight damage such as fine cracks can cause great difficulties as they
  • EP 0 600 172 A1 describes a chassis for rail vehicles, in which the wheelsets are turned out against the bogie frame by means of force-controlled actuators.
  • no radial position of the wheelsets is realized relative to the track, but only the angle between the wheelset and chassis frame adjusted according to the radial position.
  • DE 44 13 805 A1 discloses a self-steering three-axle drive for a rail vehicle, in which the outer two wheelsets are provided with a radial control and the inner wheel is movable by an active actuator transversely to the direction of travel.
  • the lateral forces are reduced to the lecturrad accounts - with appropriate loading of the active actuator affects each wheel set one third of the centrifugal force.
  • all three wheelsets are used to control when cornering, the alignment of the wheelsets to the center of the arc is improved.
  • This object is achieved by a method of the type mentioned in the present invention that based on measurements of at least one, while driving the
  • Rail vehicle variable size which is relevant for the formation of tread damage and profile wear, set points for parameters that characterize the position of at least one wheel relative to the track, provided that thereby
  • Tread damage and tread wear on the wheels of the rail vehicle are minimized, wherein the position of the at least one idler gear or wheelset is set according to the desired values by means of control, regulation or a combination of both.
  • routing data such as radius of curvature and track cant, but also sizes directly related to wheel-rail contact conditions, such as contact geometry and friction coefficient in the wheel rail contact.
  • parameters characterizing the position of the wheels relative to the track are adjusted taking into account the current condition of the rail vehicle such that tread damage and tread wear can be minimized together or optimized for a particular situation. This is done with special consideration of caused by rolling contact fatigue damage and caused by friction wear profile wear. As a result, it can also be taken into account that, due to somewhat increased friction losses, damage caused by rolling contact fatigue can be removed by abrasion.
  • the nominal values of the parameters are calculated by means of a mathematical model describing the interaction between the rail vehicle and the track and stored in tables of a database.
  • the parameters currently to be set are selected from the tables of the database according to the measured values taken.
  • the mathematical model used here can be, for example, a model for a quasi-stationary sheet travel of a rail vehicle.
  • the setpoint values for the parameters during travel of the rail vehicle are calculated on the basis of the measured values by an evaluation unit with a mathematical model describing the interaction between the rail vehicle and the track.
  • This embodiment has the advantage that no database has to be used and the calculation takes place directly from the measured values.
  • the method is also much more flexible: While in the embodiment with the database with the addition of further variable, the results improving variables whose measured values are used for the calculation of the setpoints of the parameters, also the database entries would have to be recalculated, is here only a change of the mathematical model needed, which is associated with much less effort.
  • the parameters are the position of the at least one wheel relative to the track Characterize the transverse displacement between at least one Losradsatz- or wheelset axle and a chassis or vehicle frame and / or the angular position between at least one Losradsatz- or wheelset axle and a chassis or vehicle frame.
  • Transverse displacement and angular position are of greatest influence on the formation of tread damage, due to rolling contact fatigue and profile wear in the wheel-rail contact.
  • the transverse displacement occurs automatically in conventional methods depending on a number of parameters.
  • the angular position adjusts itself in conventional methods or is adjusted with regard to the profile wear behavior.
  • the advantage of the method according to the invention is therefore the additional consideration of the damage due to rolling contact fatigue.
  • the parameters which characterize the position of the at least one wheel relative to the track may be the transverse displacement between at least one idler gear set. Wheelset and the at least one other Losradsatz- or wheelset axle of the chassis or vehicle and / or the angular position between the at least two Losradsatz- or axles of the chassis or vehicle act.
  • a control variable for the control of the wheel position in the track a drive and braking torque superimposed differential torque between the wheels of an axle. This can be achieved by specifying a differential torque, a certain position of the wheels in the track. It is conceivable to thereby save an actuator for angle adjustment.
  • a rail vehicle of the type mentioned or a chassis of a rail vehicle of the type mentioned according to the invention that at least one of Losradsatz- or Radsatzachsen is transversely displaceable by means of at least a first actuator against a vehicle frame, wherein the determination the transverse displacement takes place according to one of the above-mentioned methods and / or that the angle between at least one idler gear or axle set can be adjusted relative to the vehicle frame by means of at least one second actuator, wherein the determination of the angle takes place according to one of the above-mentioned methods.
  • At least one of the Losradsatz- or Radsatzachsen be transversely displaceable by means of at least one first actuator against the at least one further Losradsatz- or wheelset axle of the vehicle, wherein the determination of the transverse displacement takes place according to one of the above methods and / or can the angle between the at least two Losradsatz- or Radsatzachsen be set by means of at least one second actuator, wherein the determination of the angle takes place according to one of the above-mentioned methods.
  • actuators as hydraulic, pneumatic or electromechanical
  • Actuators are executed. Such actuators are relatively simple to manufacture and have long been in use for other applications, so that their function and solution to occurring problems are well known.
  • FIG. 3 is a surface RCF index map.
  • FIGS. 4.1 to 4.3 exemplarily a chassis of a rail vehicle with two wheelsets with one or more actuators for setting a transverse displacement
  • FIGS. 5.1 to 5.4 a chassis from fig. 3.1 to 3.3 with one or more actuators for adjusting an angle, Fig. 6 by way of example a chassis of a rail vehicle with two Losradaxen.
  • FIG. 1 shows a block diagram in which the mode of operation of the method according to the invention is presented on the basis of a rail vehicle 101.
  • a rail vehicle 101 may be any rail vehicle, such as one with two or more wheelsets or Losrad amongn, the inventive method is also on a Bogie of a rail vehicle with at least two wheelsets or Losrad arrangementsn applicable.
  • the mode of operation is described with reference to a rail vehicle 101 with two wheelsets.
  • Each wheel set consists of a wheel set shaft and two wheel discs, which are more or less rigidly connected to the shaft; In contrast, in a loose wheel set, the wheel discs can rotate independently.
  • variable size may be, for example, routing data such as arc radius or
  • the lateral acceleration can either be measured directly or calculated from other quantities (for example, from the
  • Tread damage is understood here to mean, in particular, damage due to rolling contact fatigue (RCF), which can be detected, for example, by when
  • the measured values of the variable variable are transmitted to an evaluation device 104, which uses this
  • Measurements Determines setpoints for parameters that characterize the position of the wheels relative to the track. These target values in the present exemplary embodiment are the angle OC between the two wheelset axles and the relative transverse displacement y of the two wheelset axles relative to one another.
  • Figure 2 shows schematically a rail vehicle 201 having a first gear set 210 and a second gear set 211 on a short track with two rails 212, the rails 212 describing an arc having a certain radius.
  • the wheelsets 210, 211 are at an angle OC to each other, further a transverse displacement y of the second set of wheels 211 is realized against the first wheel 210.
  • Fig. 1 are for Setting the determined setpoint values of the parameters at least two actuators 106, 107 provided.
  • a first actuator 106 sets the angle OC
  • a second actuator 107 sets the transverse displacement y.
  • Actuators 106, 107 can be designed in different ways, for example, hydraulic, pneumatic or electromechanical actuators are mentioned here.
  • the setting of the setpoint values of the parameters takes place with the described actuators 106, 107, which takes place either by means of control or by regulation. This results in the position of the vehicle / chassis in the track. For vehicles with idler gear sets, an additional regulation is required, because there the mentioned
  • Differential torque is effected with at least one additional drive module 108.
  • Evaluation device 104 done in different ways.
  • the applied procedure depends not least on how the damage caused by rolling contact fatigue and the profile wear are evaluated relative to each other.
  • the respective frictional power is calculated for the profile wear by material abrasion, the damage due to RCF are determined by means of the model of Anders Ekberg et al. determined. This model is described in An engineering model for prediction of rolling contact fatigue of railway wheels, Anders Ekberg et al (Fatigue fract. Engng. Mater., Struct. 25, 2002, 899-909).
  • surface RCF surface-initiated fatigue
  • sub-surface RCF subsurface initiated fatigue
  • the surface RCF is quantified with a surface RCF index FI obf , which is essentially determined from the normalized vertical load v and the utilized friction coefficient ⁇ .
  • a sub-surface RCF index FI sub can also be calculated.
  • the tread damage caused by RCF and the profile wear caused by friction power which are to be expected for certain values of the parameters characterizing the position of the wheels relative to the track, the respective values of the parameters above-mentioned indices and the frictional loss.
  • the setpoint values for angles CC and transverse displacement y of a database 105 are taken from the measured values of the variable quantities measured by the sensors 102, 103.
  • the entries of the database 105 become 'offline', that is to say before the rail vehicle 101 is driven, by means of an algorithm which contains a mathematical model possible values of the variable variables.
  • the respectively matching pairing of angle CC and transverse displacement y is determined by searching for the optimum pairing for the damage influences of surface area RCF and subfacial RCF as well as the profile wear and then determining the overall optimum.
  • Optimal pairing is to be understood as the one in which the respectively expected damage or the profile wear are as small as possible.
  • the pairing that is then stored in the variable size measurement database 105 is the one where the individual damage effects are as small as possible.
  • Profile wear occur. This can be done, for example, by choosing the pairing at which the maximum of the weighted sum of damage and tread wear across all wheel rail contacts occupies a minimum. In the present case, this means that the friction power, the surface RCF index FI obf and the sub-surface RCF index FI sub would be the smallest at the highest loaded wheel. In a variant, the pairing can be selected in the the sum of the assessed amounts of damage and profile wear over all wheel-rail contacts occupies a minimum.
  • FIG. 3 shows a typical calculation result in the form of a 'surface RCF index map' 301, that is to say a graphical representation of, for example, the surface RCF index for particular values of the variable variables for any pairings of angle OC and transverse displacement y ,
  • map 301 the course of the surface RCF index can be detected by means of height layer lines 302.
  • the optimal pairing of angle CC and transverse displacement y, in which the surface RCF index would be minimal, is recognizable as point 303. This pairing would be stored for the values of the variable variables underlying the calculation in the database 105 mentioned in FIG.
  • the determination of the measured quantities can be supplemented by sensors 102, 103 by an additional position database 109, wherein path data such as radius of curvature and track cant are stored in this position database 109. If then one of the sensors 102, 103 is a GPS sensor, the the position of the rail vehicle 101 using a satellite positioning system, such as GPS or Galileo, determined, based on these position data from the position database 109, the corresponding routing data can be taken.
  • a satellite positioning system such as GPS or Galileo
  • the actuators 106, 107 may be arranged in different configurations.
  • the Fign. 4.1 to 4.2 show an example of a chassis of a rail vehicle 401 with two wheelsets and an actuator 402, with a
  • Transverse displacement of a wheelset can be realized.
  • a wheel set can be transversely displaced against the chassis frame.
  • a transverse displacement of a wheel set can be realized against the other, while in Fig. 4.3 shows a further variant for the transverse displacement of a wheelset is shown against the chassis frame.
  • the Fign. 5.1 to 5.4 show by way of example a running gear of a rail vehicle 501 with two sets of wheels and one or more actuators 502, 502 ', 502 ", 503, with which an angular position can be realized.
  • Fig. 5.1 shows a variant in which with an actuator 502 and optionally with a second actuator 502 ', an angle between the wheelset and the chassis frame is realized.
  • Fig. 5.2 the adjustment of the angle with an angle actuator 503, which is arranged on the axle of the wheelset.
  • an angle between the wheelsets of the chassis 501 is adjusted by means of an actuator 502.
  • Fig. 5.4 a further variant of an angular adjustment of a wheelset is realized against the chassis frame.
  • FIGS. 4.1 to 4.3 and Figs. 5.1 to 5.4 are shown, of course, only to be understood as an example, there are various other variants conceivable.
  • the above arrangements can also be realized for vehicles with Losrad arrangementsn, after adaptation to the specific characteristics of such vehicles.
  • Fig. 6 shows a chassis of a rail vehicle 601 with two Losrad algorithmsn.
  • Fig. 6 are no actuators for adjustment set the angle or the transverse displacement, but these can be essentially as shown in Figs. Attach 4.1 to 5.4 shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire (101, 201, 401, 501, 601) comprenant au moins deux jeux de roues libres ou au moins deux jeux de roues, ou d'un bogie d'un véhicule ferroviaire comprenant au moins deux jeux de roues libres ou au moins deux jeux de roues. On utilise selon l'invention des valeurs de mesure d'au moins une grandeur variable pendant la conduite du véhicule ferroviaire (101, 201, 401, 501, 601), qui est pertinente du point de vue de la formation d'endommagements des surfaces de roulement et de l'usure des profils, pour déterminer des valeurs de consigne pour des paramètres qui caractérisent la position d'au moins une roue par rapport au rail. Ces valeurs de consigne doivent satisfaire à la condition que les endommagements des surfaces de roulement et l'usure des profils des roues du véhicule ferroviaire (101, 201, 401, 501, 601) soient minimisés. La position d'au moins un jeu de roues libres ou d'un jeu de roues est ajustée selon les valeurs de consigne au moyen d'une commande, d'une régulation ou d'une combinaison des deux.
EP08759757A 2007-06-19 2008-05-20 Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire Ceased EP2155528A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0094207A AT505488A2 (de) 2007-06-19 2007-06-19 Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs
PCT/EP2008/056137 WO2008155185A1 (fr) 2007-06-19 2008-05-20 Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP2155528A1 true EP2155528A1 (fr) 2010-02-24

Family

ID=39731620

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08759757A Ceased EP2155528A1 (fr) 2007-06-19 2008-05-20 Procédé pour minimiser les endommagements des surfaces de roulement et l'usure des profils des roues d'un véhicule ferroviaire

Country Status (5)

Country Link
US (1) US8485109B2 (fr)
EP (1) EP2155528A1 (fr)
CN (1) CN101821146B (fr)
AT (1) AT505488A2 (fr)
WO (1) WO2008155185A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT505488A2 (de) * 2007-06-19 2009-01-15 Siemens Transportation Systems Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs
EP2371656A1 (fr) * 2010-03-29 2011-10-05 Siemens AG Österreich Véhicule sur rails doté d'une géométrie d'essieu variable
CA2931477C (fr) * 2011-10-26 2017-07-18 Nippon Steel & Sumitomo Metal Corporation Procede et dispositif de direction de bogie de vehicule ferroviaire et bogie
EP3040251B1 (fr) * 2013-08-28 2018-10-17 Nippon Steel & Sumitomo Metal Corporation Procédé de diminution de la pression latérale dans un véhicule ferroviaire
DE102014226759A1 (de) * 2014-12-22 2016-06-23 Robert Bosch Gmbh Verfahren und Vorrichtung zur Regelung und/oder Steuerung einer Querführung eines Fahrzeugsmittels eines Spurhalteassistenten und Spurhalteassistent

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Also Published As

Publication number Publication date
CN101821146A (zh) 2010-09-01
US8485109B2 (en) 2013-07-16
CN101821146B (zh) 2013-02-06
AT505488A2 (de) 2009-01-15
WO2008155185A1 (fr) 2008-12-24
US20100170415A1 (en) 2010-07-08

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