EP2212178B1 - Verfahren zum begrenzen des winkels zwischen den längsachsen miteinander verbundener wagenkästen - Google Patents

Verfahren zum begrenzen des winkels zwischen den längsachsen miteinander verbundener wagenkästen Download PDF

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Publication number
EP2212178B1
EP2212178B1 EP08850427.9A EP08850427A EP2212178B1 EP 2212178 B1 EP2212178 B1 EP 2212178B1 EP 08850427 A EP08850427 A EP 08850427A EP 2212178 B1 EP2212178 B1 EP 2212178B1
Authority
EP
European Patent Office
Prior art keywords
angle
activation member
joint
target value
car body
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.)
Active
Application number
EP08850427.9A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2212178A1 (de
Inventor
Anton Gaile
Thomas Nickl
Friedrich Vemmer
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
Original Assignee
Siemens AG
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 filed Critical Siemens AG
Priority to PL08850427T priority Critical patent/PL2212178T3/pl
Publication of EP2212178A1 publication Critical patent/EP2212178A1/de
Application granted granted Critical
Publication of EP2212178B1 publication Critical patent/EP2212178B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • B61F5/44—Adjustment controlled by movements of vehicle body
    • 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

Definitions

  • the invention relates to a method for limiting the angle between the longitudinal axes with each other via a joint connected car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle is actively influenced by a connected to the joint electrically controlled actuator it assumes a desired value and wherein this desired value from the Auscardwinkeln (also called relative angle) of the bogies is determined relative to the associated car bodies.
  • a multipart rail vehicle is z. B. from the DE 21 23 876 A known.
  • articulated vehicle it is important that the clearance gauge is not injured when cornering.
  • two hydraulic cylinders are associated with a joint, which are connected to a line for hydraulic fluid. In this way, it is possible to prevent excessive buckling of the car parts against each other.
  • the invention has for its object to provide a particularly advantageous in terms of its practical application method of the type mentioned.
  • This object is achieved by a method for limiting the angle between the longitudinal axes with each other via a hinge jointed car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle is actively influenced by an electrically controlled actuator connected to the joint until it assumes a desired value and wherein this desired value is determined from the angle of rotation (relative angles) of the bogies relative to the associated car bodies, according to a first inventive solution achieved in that for adjusting the angle, the kinetic energy and / or the potential energy of the suspension of the Rail vehicle is used.
  • the advantage is achieved that on the one hand, an electrically controlled actuator is used, which limits the angle between the car bodies particularly reliable and that no elaborate detection of the track is necessary to control this actuator. So it is possible with simple means, a multi-part rail vehicle, in which each car body is supported on only one bogie to keep reliable even in tight bends or tight bow sequences in the gauge. It can not be damaged by a collision with outside of the clearance gauge arranged devices. According to the kinetic energy and / or the potential energy of the suspension of the rail vehicle is used to adjust the angle. Thus, the particular advantage is achieved that no external auxiliary power is necessary for adjusting the angle.
  • the object underlying the invention is for a method for limiting the angle between the longitudinal axes with each other via a joint connected car bodies of a multi-part rail vehicle, wherein each car body is supported on only one bogie, wherein the angle by a connected to the joint electrically controlled actuator is actively influenced until it assumes a target value and this setpoint is determined from the Auscardwinkeln (relative angles) of the bogies relative to the associated car bodies, according to a second inventive solution further solved in that the force acting on the joint measured and in the Control of the actuator is included and that when this force changes the angle away from the setpoint, the actuator is blocked or remains blocked.
  • the force acting on the joint is thus measured and included in the control of the actuator and when this force changes the angle away from the setpoint, the actuator is blocked or remains blocked.
  • This provides the added benefit that the joint does not have to move to detect that it is not moving to an undesired angle. It is too strong buckling adjacent car bodies against each other reliably prevented even under the action of static forces.
  • external auxiliary power is used to adjust the angle. This provides the advantage that the angle remains the same even when the vehicle is not moving (statically acting forces). This auxiliary power can come when towing the towing vehicle.
  • the auxiliary power is used depending on the driving conditions and / or the vehicle configuration.
  • the force is limited by a pressure limiting valve in the actuator, so that a derailment of the bogies can not occur.
  • the actuator is blocked for a limited time. It can not come to a too long failure of the actuator. Errors are reduced.
  • the joint is a single joint and the target value is determined as a value at which the difference between the relative angle between bogie and car body for the connected car bodies is zero. This reliably limits the angle between the car bodies.
  • the joint is a double joint with two vertical axes of rotation spaced apart longitudinally of the rail vehicle, and the target value is determined as the value at which the relative angle between the bogie and the body on at least one of the connected bodies is zero. It may be sufficient in this case to consider only one of the interconnected car bodies and its bogie.
  • a vertical axis of rotation in front of the sedan module and the other vertical axis of rotation behind the sedan module is arranged in the longitudinal direction of the rail vehicle. It is regarded as the simple double joint only the relative angle between the bogie and the car body on one of the car seat boxes connected by the sedan module.
  • the z. B. have two, three, four, five, six, seven or eight car bodies.
  • the movement of the actuator is spatially and / or temporally limited. In this way it is prevented that the angle becomes so large that the clearance gauge is injured or even derailed the rail vehicle.
  • a blocking of the actuator or a limiting (damping) of the movement of the actuator in dependence on the driving speed and / or other driving conditions of the rail vehicle.
  • the limiting (damping) of the movement of the actuator can be useful, for example, from a speed of 60 km / h.
  • the actuator is blocked for example during rapid braking and / or towing. In particular, in an emergency braking too large angle between the car bodies are avoided in this way.
  • the amount of a permissible deviation of the angle from the desired value is changed, for example, as a function of the speed and / or the state of the rail vehicle. This excludes that the angle at z. B. high speed or z. B. is actively changed when towing too often. It is prevented that the angle is changed in short time intervals.
  • the actuator is designed for example as an electromechanical, pneumatic, hydraulic or electro-hydraulic actuator.
  • the angle is influenced by two electro-hydraulic actuators with differential cylinder.
  • the actuator of the actuator comprises a chamber with piston movable therein.
  • the chamber is completely or partially closed, for example. In this way, the desired blocking or limiting is particularly easy to carry out.
  • the chamber is connected to a feed pump for supplying external auxiliary power.
  • a feed pump for supplying external auxiliary power.
  • hydraulic fluid can be introduced.
  • the actuator for example, auxiliary energy is supplied only in the piston or annular chamber by electric motor and pump.
  • the chamber is connected to a medium tank via a valve.
  • This medium tank can contain the required hydraulic fluid.
  • the movement of the actuator is effected for example by means of a Nachsaugventils between the piston and / or annular chamber on the one hand and the medium tank on the other hand, and by means of a Switching or proportional valve, which serves to relieve the cylinder chambers in the medium tank.
  • valves are advantageously well suited to regulate the flow of hydraulic fluid.
  • the advantage is achieved in particular that with simple means in a multi-part rail vehicle whose car bodies are each supported on only one bogie, a violation of the clearance gauge is prevented in curves.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Pressure Circuits (AREA)
EP08850427.9A 2007-11-16 2008-11-04 Verfahren zum begrenzen des winkels zwischen den längsachsen miteinander verbundener wagenkästen Active EP2212178B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08850427T PL2212178T3 (pl) 2007-11-16 2008-11-04 Sposób ograniczania kąta między osiami wzdłużnymi połączonych ze sobą pudeł wagonów

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007054861A DE102007054861A1 (de) 2007-11-16 2007-11-16 Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen
PCT/EP2008/064910 WO2009062859A1 (de) 2007-11-16 2008-11-04 Verfahren zum begrenzen des winkels zwischen den längsachsen miteinander verbundener wagenkästen

Publications (2)

Publication Number Publication Date
EP2212178A1 EP2212178A1 (de) 2010-08-04
EP2212178B1 true EP2212178B1 (de) 2017-08-02

Family

ID=40344797

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08850427.9A Active EP2212178B1 (de) 2007-11-16 2008-11-04 Verfahren zum begrenzen des winkels zwischen den längsachsen miteinander verbundener wagenkästen

Country Status (8)

Country Link
US (1) US8483892B2 (zh)
EP (1) EP2212178B1 (zh)
CN (1) CN101868394B (zh)
DE (1) DE102007054861A1 (zh)
ES (1) ES2645071T3 (zh)
PL (1) PL2212178T3 (zh)
RU (1) RU2481215C2 (zh)
WO (1) WO2009062859A1 (zh)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015000718A1 (de) * 2015-01-21 2016-07-21 Man Truck & Bus Ag Verfahren und Vorrichtung zur Niveauregelung eines gefederten Fahrzeugaufbaus
DE102017208760A1 (de) * 2017-05-23 2018-11-29 Bombardier Transportation Gmbh Verfahren zur Erkennung einer Entgleisung eines Schienenfahrzeugs

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DE2060231A1 (de) 1970-12-08 1972-06-15 Wegmann & Co Wagengelenksteuerung fuer ein zweiteiliges Schienen-Gelenkfahrzeug,insbesondere einen Strassenbahn-Gelenkwagen
DE2123876B2 (de) 1971-05-14 1975-07-31 Bremer Strassenbahn Ag, 2800 Bremen Hydraulische Gelenksteuerung fur Schienenfahrzeuge
DE2555031A1 (de) * 1975-12-06 1977-06-08 Bbc Brown Boveri & Cie Triebdrehgestell fuer schienenfahrzeug
DE2854776A1 (de) * 1978-12-19 1980-07-17 Maschf Augsburg Nuernberg Ag Gelenksteuerung fuer schienenfahrzeuge
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge
DE4221117A1 (de) * 1992-06-26 1994-01-05 Krupp Verkehrstechnik Gmbh Laufwerk für Schienenfahrzeuge
CH690032A5 (fr) * 1994-07-13 2000-03-31 Vevey Technologies Sa Procédé de réglage de l'orientation des dispositifs de roulement à roues orientables d'un ensemble roulant sur rail et ensemble roulant utilisant ce procédé.
DE19538379C1 (de) * 1995-10-14 1997-01-02 Daimler Benz Ag Zweirädiges Fahrwerk für spurgeführte Fahrzeuge
DE19543172C1 (de) 1995-11-20 1997-05-15 Duewag Ag Stadtbahnwagen
DE19617003C2 (de) 1996-04-27 2002-08-01 Bombardier Transp Gmbh Schienenfahrzeug mit einem einachsigen Laufwerk
US5732789A (en) * 1996-06-24 1998-03-31 Eaton Corporation Articulated vehicle steering with bogie feedback
DE19654862C2 (de) 1996-12-04 1999-11-04 Abb Daimler Benz Transp Verfahren zur Beeinflussung des Knickwinkels von Schienenfahrzeug-Wagenkästen und Schienenfahrzeug zur Durchführung des Verfahrens
DE19712752C2 (de) 1997-03-26 2003-03-27 Bombardier Transp Gmbh Schienenfahrzeug mit Knickgelenk und Verfahren zur Steuerung des Knickwinkels
ATE191407T1 (de) * 1997-10-09 2000-04-15 Moog Gmbh Neigevorrichtung
DE19861086B4 (de) * 1998-06-13 2004-04-15 Bombardier Transportation Gmbh Verfahren zur Achsausrichtung bei Schienenfahrzeugen
DE19826448C2 (de) * 1998-06-13 2001-07-26 Daimler Chrysler Ag Fahrwerk für ein Schienenfahrzeug
DE19848127A1 (de) * 1998-10-19 2000-04-20 Claas Selbstfahr Erntemasch Vorrichtung zur Steuerung einer Überladeeinrichtung
DE19919208A1 (de) * 1999-04-28 2000-11-02 Daimler Chrysler Ag Einstellbares Drehgestell mit drei Radsätzen für ein Schienenfahrzeug
FR2794707B1 (fr) * 1999-06-11 2003-03-14 Alstom Procede et dispositif de commande de l'inclinaison d'un vehicule ferroviaire pendulaire
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Also Published As

Publication number Publication date
ES2645071T3 (es) 2017-12-04
EP2212178A1 (de) 2010-08-04
US20100270254A1 (en) 2010-10-28
WO2009062859A1 (de) 2009-05-22
CN101868394A (zh) 2010-10-20
RU2481215C2 (ru) 2013-05-10
US8483892B2 (en) 2013-07-09
PL2212178T3 (pl) 2018-01-31
CN101868394B (zh) 2014-07-30
RU2010124387A (ru) 2011-12-27
DE102007054861A1 (de) 2009-05-28

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