EP2477865A1 - Rocking compensation system for rail vehicles - Google Patents
Rocking compensation system for rail vehiclesInfo
- Publication number
- EP2477865A1 EP2477865A1 EP10754450A EP10754450A EP2477865A1 EP 2477865 A1 EP2477865 A1 EP 2477865A1 EP 10754450 A EP10754450 A EP 10754450A EP 10754450 A EP10754450 A EP 10754450A EP 2477865 A1 EP2477865 A1 EP 2477865A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- memory
- compensation system
- drv
- controller
- 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.)
- Granted
Links
- 230000006835 compression Effects 0.000 claims abstract description 3
- 238000007906 compression Methods 0.000 claims abstract description 3
- 230000001133 acceleration Effects 0.000 description 17
- 238000010586 diagram Methods 0.000 description 11
- 238000003860 storage Methods 0.000 description 9
- 238000000034 method Methods 0.000 description 5
- 230000002354 daily effect Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000003203 everyday effect Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- NQLVQOSNDJXLKG-UHFFFAOYSA-N prosulfocarb Chemical compound CCCN(CCC)C(=O)SCC1=CC=CC=C1 NQLVQOSNDJXLKG-UHFFFAOYSA-N 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
Definitions
- Rolling compensation system for rail vehicles The invention relates to a rolling compensation system for rail vehicles.
- Tilting technology systems known from the prior art as described, for example, in EP 0619212, enable a curve inclination of up to 8 °. So that the Ge ⁇ speed can be increased in curves by up to 30% without compromising the driving comfort through increased lateral acceleration.
- a disadvantage of the known tilting technology systems is the comparatively high design effort, which also causes high walls in terms of manufacturing, power requirements, sensors and maintenance.
- the invention has for its object to improve the known method.
- Fig. 1 illustrates the basic concept of the invention Wankkompensa ⁇ tion
- Fig. 2a and 2b is a sectional view of the primary springs with integrated hydraulic cylinders.
- FIG. 3 schematically shows a hydraulic circuit diagram in a first embodiment, the so-called “variant basic position below”.
- FIG 4 shows a hydraulic circuit diagram in a second embodiment, the so-called "variant basic position center with position measuring system”.
- FIG. 4a shows the integration of a position measuring system into an actuator
- FIG. 5 shows a hydraulic circuit diagram in a third embodiment, the so-called "variant basic position center with auxiliary piston”.
- Fig. 5a shows the structure of an actuator with Hilfsskoben
- FIG. 6 shows a hydraulic circuit diagram in a fourth embodiment, the so-called “variant basic position above.”
- Figure 7 shows a hydraulic circuit diagram in a fifth embodiment, the so-called “variant actuator parallel”.
- Fig.8 shows the relationship between pressure and primary spring travel.
- FIG. 1 shows a roll compensation system with a height adjustment of the DG frame by hydraulic cylinders, which are arranged within the primary helical compression springs and always raise against the outside of the sheet against gravity and lower it on the inside of the sheet.
- This functionality advantageously causes a Ver ⁇ magnification of the effect of the track cant in the arc, so by increasing the speed in the arc, the travel time of a rail vehicle on the corresponding route ver ⁇ can be shortened without having to change the path of the route.
- the roll angle which results in the primary and secondary spring stages through the spring stiffnesses, is not only compensated but deliberately overcompensated, thereby keeping the maximum lateral acceleration on the passenger in the required range.
- a lifting / lowering of the DG-frame by a predetermined by the control / regulation value is caused by the controller.
- the concept according to the invention offers advantages over known solutions in several respects.
- the running technique can be optimized in a known manner by transferring findings from existing vehicles to the concept according to the invention.
- the procedure for the registration of vehicles is also transferable from existing vehicles.
- FIG. 2a and 2b shows a Thomasdar- position of the primary springs according to the invention with integrated hydraulic cylinders.
- Fig. 2a shows the case of a full drive ⁇ NEN hydraulic cylinder
- Fig. 2b shows the case of a ride turned ⁇ NEN hydraulic cylinder.
- 3 schematically shows a hydraulic circuit diagram in a first embodiment, the so-called "variant basic position below”.
- the HD memory is about 0.7 liters of oil and the pressure is reduced from 350bar to 250bar.
- the controller detects this via the pressure sensor and closes the DRV again, this increases the pressure in the line and the pump returns to the HD memory via the RV.
- the system design ensures that it is recharged until the next arc. 6) If the arc passes through, recognizes the control (gyro + lateral acceleration) and takes the Steuersig ⁇ signal back from the directional control valve, whereby the valve occupies its (ensured by springs) center position and the raised side again moves down to the Grund ⁇ position ,
- FIG. 4 shows schematically a hydraulic circuit diagram in a second embodiment the so-called "variant basic Stel ⁇ lung center with position measuring system”.
- Advantage of this design is the ability to use the geometry of the swing arm guide for radial adjustment of the wheelset and thus to minimize wheel wear.
- the actuator is arranged in series with the Pri ⁇ märfeder and the measuring system (4 # depending DG) is open ⁇ protects housed in the actuator (measures the actuator travel without the spring travel of the primary spring).
- the displacement sensors (2 per DG-side) in the Primnote identify the current altitude and the controller causes the height control valves of the bogie frame to a defi ⁇ -defined height (but not lift in the basic position to the stop). The system is ready to use.
- the HD memory gives off about 0.35 liters of oil and the pressure is thereby reduced from 350 bar to 300 bar.
- the controller recognizes the lower pressure level in the HP memory via the pressure sensor and closes the DRV again, which increases the pressure in the line and the pump returns to the HD memory via the RV.
- the sys- tem design ensures that this one is up to the next
- FIG. 5 shows schematically a hydraulic circuit diagram in a third embodiment, the so-called "variant basic Stel ⁇ lung center with auxiliary piston". The structural design of the actuator with auxiliary piston 5a is removed.
- Advantage of this design is the ability to use the geometry of the swing arm guide for radial adjustment of the wheelset and thus to minimize wheel wear.
- Actuator and appropriate choice of the piston surfaces of main and auxiliary pistons and the control pressure ensured. Due to the larger area of the auxiliary piston, the oil requirement and thus ⁇ with the HD memory is greater.
- the functionality in daily operation is as follows: 1) Power-free state: All valves (DRV-way valve, Ent ⁇ charging valve) are fully open, the system including memory HD is depressurized.. The WK has its lowest (fail safe) position.
- the pressure sensor detects the fully charged HD memory and the controller releases the DRV, thus the pressure in the supply line to the memory drops to Obar (energy savings) and the RV prevents a discharge of the memory into the tank.
- Pressure pl is required for center position and both valves open to lift both sides of the DG frame.
- the HD memory gives off about 0.35 liters of oil (lifting on Aw) and the pressure is thereby reduced from 350 bar to 320 bar.
- the oil requirement for regulation corresponds to approx. oil (lifting on Ah) and the pressure in the HD memory drops from 320bar to 250bar.
- the controller recognizes the lower pressure level in the HP storage tank via the pressure sensor and closes the DRV again, which increases the pressure in the line and the pump returns to the HD storage via the RV.
- the system design ensures that it is recharged until the next arc.
- An advantage of this embodiment is in particular the lack of requirement for displacement sensors, since the travel of the hydraulic hydraulic cylinder is mechanically defined by fixed stops and reached by pure pressurization and controlled by pressure sensors. A radial position of the wheelset by the swinging effect is feasible, but in case of ⁇ the system eliminates this advantage but again.
- the pressure sensor recognizes the fully loaded HD memory and the controller releases the DRV, thereby reducing the Pressure in the supply line to the storage on Obar (energy savings) and the RV prevents a discharge of the storage tank into the tank.
- the system is ready to use.
- the HD memory gives about 0.7 liters of oil and the
- Pressure is thereby reduced from 350bar to 250bar.
- the controller detects this via the pressure sensor and closes the DRV again, this increases the pressure in the line and the pump returns to the HD memory via the RV.
- the system design ensures that it is recharged until the next arc.
- the actuator can perform the function of a hydraulic devices ⁇ rule damper simultaneously.
- the actuator When driving on the straight, the actuator acts as a passive damper.
- the controller recognizes the lowered pressure level in the HP storage tank via the pressure sensor and closes the DRV again, this increases the pressure in the line and the pump returns to the HD storage via the RV.
- the system design ensures that it is recharged until the next arc.
- FIG 8 shows schematically a hydraulic circuit diagram in a sixth embodiment, the so-called "variant actuator pin guide”.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL10754450T PL2477865T3 (en) | 2009-09-15 | 2010-09-06 | Rocking compensation system for rail vehicles |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0145909A AT508840A1 (en) | 2009-09-15 | 2009-09-15 | WANK COMPENSATION SYSTEM FOR RAIL VEHICLES |
PCT/EP2010/063002 WO2011032850A1 (en) | 2009-09-15 | 2010-09-06 | Rocking compensation system for rail vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2477865A1 true EP2477865A1 (en) | 2012-07-25 |
EP2477865B1 EP2477865B1 (en) | 2018-11-21 |
Family
ID=43066753
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10754450.4A Active EP2477865B1 (en) | 2009-09-15 | 2010-09-06 | Rocking compensation system for rail vehicles |
Country Status (10)
Country | Link |
---|---|
US (1) | US8899160B2 (en) |
EP (1) | EP2477865B1 (en) |
CN (1) | CN102481941B (en) |
AT (1) | AT508840A1 (en) |
DK (1) | DK2477865T3 (en) |
ES (1) | ES2712497T3 (en) |
PL (1) | PL2477865T3 (en) |
PT (1) | PT2477865T (en) |
TR (1) | TR201901186T4 (en) |
WO (1) | WO2011032850A1 (en) |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AT514029B1 (en) * | 2013-01-22 | 2015-05-15 | Siemens Ag Oesterreich | Rail vehicle with tilting technology |
CN107128835B (en) * | 2017-05-23 | 2024-02-20 | 中车长春轨道客车股份有限公司 | High-precision rail ultrahigh simulation test system |
US10427697B2 (en) * | 2017-07-04 | 2019-10-01 | Nordco Inc. | Rail pressure adjustment assembly and system for rail vehicles |
WO2019091637A1 (en) * | 2017-11-09 | 2019-05-16 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Level control system for adjusting the level of a vehicle, in particular a rail vehicle |
US11787450B2 (en) * | 2017-11-09 | 2023-10-17 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Level control system for adjusting the level of a vehicle, in particular a rail vehicle |
EP3483028B1 (en) * | 2017-11-09 | 2022-02-23 | KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH | Levelling system for a vehicle, in particular a rail vehicle |
US11352029B2 (en) | 2017-11-09 | 2022-06-07 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Level control system for adjusting the level of a vehicle, in particular a rail vehicle |
AT522647A1 (en) | 2019-06-13 | 2020-12-15 | Siemens Mobility Austria Gmbh | Method and device for determining the operational inclination of vehicles |
CN110758436B (en) * | 2019-10-31 | 2020-08-04 | 青岛理工大学 | Active control system for side rolling dynamic behavior of high-speed train |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2695875A1 (en) * | 1992-09-22 | 1994-03-25 | Daimler Benz Ag | Suspension system for motor vehicles. |
JPH11129900A (en) * | 1997-10-30 | 1999-05-18 | Railway Technical Res Inst | Truck with tilting device of vehicle body for rolling stock |
DE20321079U1 (en) * | 2003-08-20 | 2006-06-29 | Liebherr-Aerospace Lindenberg Gmbh | Hydropneumatic spring element for rail vehicle has spring leg with hydraulic height regulating valve or height sensor for connection to control loop regulating or detecting piston position in cylinder |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR895668A (en) * | 1942-07-18 | 1945-01-31 | Sulzer Ag | Elastic side support with hydraulic damping, especially for rail vehicles |
US3580557A (en) | 1969-01-30 | 1971-05-25 | Budd Co | Railway spring suspension |
DE1916404A1 (en) * | 1969-03-31 | 1970-10-08 | Linke Hofmann Busch | Suspension for bogies of rail vehicles |
US3614931A (en) | 1969-05-12 | 1971-10-26 | Franklin P Adler | Hydraulic sway stabilizer |
CN1005762B (en) * | 1985-11-21 | 1989-11-15 | 米兰工业建筑公司 | Inclinable body type railway bogie for railway vehicle |
DE4311521C1 (en) | 1993-04-07 | 1994-04-21 | Talbot Waggonfab | Support against unsteadiness in rail vehicle - has cross inclination control with length-alterable, adjustable connecting piece controlled by drive component |
FR2706815B1 (en) * | 1993-06-23 | 1995-09-08 | Samm | |
DE19609032A1 (en) * | 1996-03-08 | 1997-09-11 | Abb Patent Gmbh | Rail vehicle tilt system in curves |
DE19653529C1 (en) * | 1996-12-20 | 1998-02-12 | Siemens Ag | Method of regulating rail vehicle carriage tilt w.r.t. ground |
NL1019609C2 (en) | 2001-12-19 | 2003-06-30 | Gijsbert Antonie Van Den Hater | Vehicle provided with at least one gas-filled spring bellows, as well as an anti-tilt device and a method for providing a vehicle with an anti-tilt device. |
-
2009
- 2009-09-15 AT AT0145909A patent/AT508840A1/en not_active Application Discontinuation
-
2010
- 2010-09-06 PT PT10754450T patent/PT2477865T/en unknown
- 2010-09-06 PL PL10754450T patent/PL2477865T3/en unknown
- 2010-09-06 ES ES10754450T patent/ES2712497T3/en active Active
- 2010-09-06 WO PCT/EP2010/063002 patent/WO2011032850A1/en active Application Filing
- 2010-09-06 DK DK10754450.4T patent/DK2477865T3/en active
- 2010-09-06 EP EP10754450.4A patent/EP2477865B1/en active Active
- 2010-09-06 TR TR2019/01186T patent/TR201901186T4/en unknown
- 2010-09-06 CN CN201080041099.XA patent/CN102481941B/en active Active
- 2010-09-06 US US13/395,918 patent/US8899160B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2695875A1 (en) * | 1992-09-22 | 1994-03-25 | Daimler Benz Ag | Suspension system for motor vehicles. |
JPH11129900A (en) * | 1997-10-30 | 1999-05-18 | Railway Technical Res Inst | Truck with tilting device of vehicle body for rolling stock |
DE20321079U1 (en) * | 2003-08-20 | 2006-06-29 | Liebherr-Aerospace Lindenberg Gmbh | Hydropneumatic spring element for rail vehicle has spring leg with hydraulic height regulating valve or height sensor for connection to control loop regulating or detecting piston position in cylinder |
Non-Patent Citations (1)
Title |
---|
See also references of WO2011032850A1 * |
Also Published As
Publication number | Publication date |
---|---|
PL2477865T3 (en) | 2019-05-31 |
US20120180693A1 (en) | 2012-07-19 |
PT2477865T (en) | 2019-01-28 |
AT508840A1 (en) | 2011-04-15 |
CN102481941B (en) | 2016-04-20 |
EP2477865B1 (en) | 2018-11-21 |
TR201901186T4 (en) | 2019-02-21 |
US8899160B2 (en) | 2014-12-02 |
CN102481941A (en) | 2012-05-30 |
WO2011032850A1 (en) | 2011-03-24 |
ES2712497T3 (en) | 2019-05-13 |
DK2477865T3 (en) | 2019-02-25 |
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