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
  • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
• • 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
  • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
  • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
• • 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
• • 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
  • B61F5/386—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 present invention relates to an actuator, in particular for a rail vehicle, with a fluidic first actuator unit and a control device with a first control unit, wherein the first actuator unit is connected to the first control unit and controlled by the first control unit with energy from a fluidic power source can be supplied , It further relates to a vehicle equipped with such an actuator.
• the car body is usually compared to the wheel units (for example, single wheels, wheel pairs or
• the present invention is therefore based on the object to provide an actuator or a vehicle of the aforementioned type, which or which does not have the above-mentioned disadvantages or at least to a lesser extent and in particular in a simple and reliable manner in a compact, Space-saving design allows the realization of various positioning movements in the chassis area.
• the present invention solves this problem, starting from an actuator according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
• the present invention is based on the technical teaching that a compact design of the actuator can be achieved in a simple and reliable manner while simultaneously implementing a plurality of separate actuating movements, if several actuator units are integrated in the actuator, but controlled separately by a common energy source with the working fluid be supplied. It has been shown that from several actuator units that provide separately controlled positioning movements (possibly different applications), and a common
• the present invention therefore relates to an actuator, in particular for a rail vehicle, having a fluidic first actuator unit and a control device having a first control unit, wherein the first actuator unit is connected to the first control unit and controlled by the first control unit with energy from a fluidic energy source can be supplied. Furthermore, a fluidic second actuator unit is provided and the control device comprises a second
• Control unit wherein the second actuator unit is connected to the second control unit and controlled by the second control unit with energy from the fluidic power source can be supplied.
• the actuator can in principle be made up of a plurality of separate components, which are preferably associated with each other, however, in a spatially close manner in order to keep them as short as possible
• the actuator is designed as a structural unit, in particular with a common housing, since hereby a particularly compact, advantageous design can be achieved.
• the first control unit and the second control unit are designed as a common structural subunit of the actuator.
• first actuator unit and the second actuator unit may be formed as a common structural subunit of the actuator.
• first and second actuator unit can in turn be provided with a common housing.
• the first actuator unit and the second actuator unit are arranged immediately adjacent to achieve a particularly compact arrangement.
• the energy source can be designed as a structural subunit of the actuator.
• the energy source can only be formed by a common buffer memory (of sufficient size) which is supplied with the working fluid by a suitable pump.
• the energy source but also only one Be pump that provides a sufficiently large volume flow for a particular application with sufficient dynamics.
• the power source comprises a motor, a pump driven by the motor for a working fluid, and a buffer tank supplied with the working fluid by the pump, which are arranged in a common housing.
• control units can each be designed in any suitable manner to supply the respective actuator unit controlled with working fluid.
• additional, separately controllable pumps may be provided which the respective
• Supply actuator unit with working fluid.
• valve units are provided, via which only the volume flow and / or the pressure level of the energy source with already
• Valve units have the advantage that they allow a comparatively simple design a high control bandwidth, which is advantageous from a dynamic point of view.
• actuator according to the invention comprises the first
• Control unit therefore at least a first valve unit, which is controlled by a
• Control module of the control device fluidly connects the power source with the first actuator.
• a single valve unit may suffice, but preferably a plurality of valve units are provided in order to provide redundancy in a simple manner and thus to increase reliability. It can be provided that only one of the two valve units of the control unit is operated in each case. It is understood, however, that in other variants, a parallel operation of the two
• Valve units can be provided.
• the first control unit therefore comprises two first valve units, which are preferably controlled separately by the control module and / or can be operated in parallel.
• the second control unit comprises at least a second one
• Valve unit which, under the control of a control module of the control device, fluidly connects the energy source to the second actuator unit.
• the second control unit comprise two second valve units, which are separately controlled in particular by the control module and / or can be operated in parallel.
• the two actuator units can in principle be controlled in any suitable manner. In particular, they can both be controlled in the same frequency range.
• the control device is designed to control the first control unit for actuating the first actuator in a first frequency range, and to control the second control unit for actuating the second actuator in a second frequency range, the second frequency range
• the first frequency range in particular from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1, 0 Hz, extend, while the second frequency range additionally or alternatively of 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
• This can be realized with a single actuator according to the invention complex control systems, in which superimposed adjusting movements of different frequency and / or different amplitude and a component to be actuated (for example, a vehicle) can be impressed.
• the first control unit comprises two first valve units, wherein at least one of the first
• Valve units is designed for a control in the second frequency range. This makes it possible, in the event of a failure of the second actuator unit, to realize its function by corresponding activation of one of the first valve units (at least to a reduced extent).
• the second control unit may comprise two second valve units, wherein at least one of the second valve units is designed for a control in the first frequency range.
• the two actuator units can in principle be designed in any suitable manner. In particular, they can have any active movements and effective directions. Preferably, at least one of the actuator units has a rotary action
• Actuator and / or at least one of the actuator units is a translationally acting actuator.
• Actuator have a different direction of action, since this is a particularly simple way the fulfillment of complex control tasks can be realized.
• at least one further, third actuator unit is provided, wherein the third actuator unit is connected to a third control unit of the control device and controlled by the third control unit with energy from the power source can be supplied.
• Actuator provided in order to meet particularly complex control tasks.
• the actuator is substantially free of internal fluidic tubing and / or tubing connections to reduce the stiffness of the fluid system through the resilience of such
• Preferably block-shaped units are used in which the channels are designed to guide the working fluid, whereby a high rigidity of the fluid system is ensured. These blocks are then preferably connected directly to each other in order to achieve a positive design under rigidity in the region of their connection.
• the first control unit is designed as a valve block
• the second control unit may be formed as a valve block, which in turn is flanged to the production of the fluidic connection to the second actuator unit and / or the power source.
• any suitable fluid ie a gas or a liquid
• liquid media are preferably used. This is preferably a hydraulic oil.
• the present invention further relates to a vehicle, in particular a
• the use of the first actuator may be sufficient.
• at least one second actuator according to the invention may also be provided. This can then realize particularly complex control tasks in the vehicle.
• the actuator can in principle be provided at any suitable point in the vehicle, and there realize any actuating tasks.
• the actuators according to the invention can be used particularly advantageously (not least thanks to the achievable large control bandwidth) for actuating tasks in the vehicle which are relevant under driving dynamic aspects.
• the actuators according to the invention are therefore preferably arranged in the chassis or in the region of the interface between the chassis and the car body.
• the actuator can be used in the vehicle at any suitable location for any control tasks.
• it can be used in the area of level control, hydraulic brakes or active dampers. But it can be particularly advantageous on the one hand in connection with the inclination of
• the carbody is therefore tiltable about a longitudinal axis of the vehicle and at least one actuator unit of the first actuator is adapted to a
• Tilt angle of the car body about the longitudinal axis in particular in a first
• Actuator of the first actuator and / or the second actuator configured to adjust the tilt angle of the car body in a second frequency range, wherein the second frequency range is preferably at least partially, in particular completely, above the first frequency range.
• the actuator according to the invention can also be particularly advantageous in
• the chassis therefore preferably has at least one wheel unit designed to be steerable about a vertical axis of the vehicle and at least one actuator unit of the first Actuator is adapted to set a steering angle of the wheel unit, in particular in a third frequency range, about the vertical axis.
• at least one further actuator unit of the first actuator and / or of the second actuator is then configured to change the steering angle of the wheel unit in a fourth
• the fourth frequency range is at least partially, in particular completely, above the third frequency range in particular. This makes it possible to achieve a particularly favorable influence on the driving behavior of the vehicle, as has already been described above.
• the two actuators can basically be realized as completely independent components.
• the first actuator and the second actuator are fluidly connected to one another such that in the event of failure of the energy source of one actuator, the energy source of the other actuator can take over the power supply of both actuators. This will be the
• Fail-safety of the overall system increased in a simple manner.
• At least one actuator unit of the first actuator and at least one actuator unit of the second actuator act on the same component of the vehicle, in particular with setting movements in different frequency ranges, and a higher-level control is designed to in case of failure of one of the two actuator units to control the remaining actuator unit such that it assumes the function of the failed actuator unit at least partially.
• first actuator unit and the second actuator unit of the first actuator may additionally or alternatively be provided that the first actuator unit and the second actuator unit of the first actuator to the same
• Component of the vehicle in particular with actuating movements in different frequency ranges, act and a higher-level control is designed to control the remaining actuator unit in case of failure of one of the two actuator units such that it takes over the function of the failed actuator unit at least partially.
• the control of the first actuator and the second actuator via a higher-level control takes place, which parts of Integrated control units of the first and second actuator, thus fulfilling their tasks.
• At least one further actuator unit is provided, which can be supplied with working fluid via a control unit of the first actuator from the energy source of the first actuator.
• This further actuator unit does not necessarily have to be arranged in close spatial proximity to the first and second actuator units. Rather, this may also be a remote actuator unit. This makes it possible in an advantageous manner, to realize a wide variety of actuating tasks (of any kind) in the vehicle with only one energy source.
• Figure 1 is a schematic side view of a preferred embodiment of
• Figure 2 is a schematic perspective view of a part of the vehicle of FIG.
• Figure 3 is a schematic perspective view of one of the invention
• FIG. 4 shows a schematic block diagram of one of the actuators according to the invention from FIG. 2.
• FIGS. 1 to 4 a preferred one
• a predetermined by the wheel contact level of the bogie 104 vehicle Coordinate system x, y, z indicated, in which the x-coordinate, the longitudinal direction of the rail vehicle 101, the y-coordinate, the transverse direction of the rail vehicle 101 and the z-coordinate, the height direction of the rail vehicle 101.
• the vehicle 101 comprises a car body 102 which is supported in the region of its two ends on a chassis in the form of a bogie 103.
• a chassis in the form of a bogie 103.
• the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
• the bogie 103 comprises two wheel units in the form of wheelsets 103.1 and 103.2, on each of which a bogie frame 103.4 is supported via a primary suspension 103.3.
• the car body 102 is in turn supported by a secondary suspension 103.5 on the bogie frame 103.4.
• the primary suspension 103.3 and the secondary suspension 103.5 are simplified in FIG. 1 as coil springs. It is understood, however, that the primary suspension 103.3 or secondary suspension 103.5 can be any suitable spring device. Especially at the
• Secondary suspension 103.2 is preferably a well-known
• Air suspension or the like Air suspension or the like.
• FIG. 2 shows in a perspective view as a detail of the vehicle 101, a roll compensation device 104 in the region of each bogie 103 kinematically parallel to the Sekundärfederung 103.5 between the bogie frame 103.4 and connected to the car body 102 car body 102.1 in the manner described in more detail below acts.
• Roll compensation device 104 is a well-known roll support 105, which is connected on the one hand to the bogie frame 103.4 and on the other hand to the car body 02.
• FIG. 4 shows a perspective view of this roll support 105.
• the roll support 105 comprises a torsion arm in the form of a first lever 105.1 and a second torsion arm in the form of a second lever 105.2.
• the two levers 105.1 and 105.2 sit on both sides of the longitudinal center plane (xz-plane) of the vehicle 101 respectively rotationally fixed on the ends of a torsion shaft 105.3 of the roll support 105.
• the torsion shaft 105.3 extends in the transverse direction (y-direction) of the vehicle 101 and is rotatable stored in bearing blocks 105.4, which in turn are firmly connected to the bogie frame 103.2.
• a first link 105.5 angeienkt At the free end of the first lever 105.1 is a first link 105.5 angeienkt, while at the free end of the second lever 105.2, a second link 105.6 is articulated.
• about the two links 105.5, 105.6 is the two links 105.5, 105.6.
• Roll support 105 hingedly connected to the car body 102.
• the state in the neutral position of the vehicle 101 is shown, which results in a ride in a straight and not twisted track 106.
• the two links 105.5, 105.6 in the sectional plane of FIG. 2 (yz plane) in the present example are inclined to the vertical axis (z-axis) of the vehicle 101 in such a way that their upper ends (hinged to the vehicle body 102) extend towards the center of the vehicle offset and their longitudinal axes intersect at a point MP, which lies in the longitudinal center plane (xz-plane) of the vehicle.
• the handlebars 105.5, 105.6 a (in the neutral position) to the vehicle longitudinal axis 101.1 parallel extending roll axis is defined in a well-known manner, which runs through the point MP.
• the point of intersection MP of the longitudinal axes of the links 105.5, 105.6 forms the instantaneous pole of a rolling movement of the car body 102 about this roll axis.
• the roll support 105 allows in a well-known manner a synchronous on both sides of the vehicle compression of the secondary suspension 103.2, while preventing a pure rolling motion about the roll axis or the instantaneous pole MP. Furthermore, as can be seen in particular from FIG. 2, due to the inclination of the links 105.5, 105.6, a kinematics with a combined movement of a rolling movement about the roll axis or the instantaneous pole MP and a transverse movement in the direction of the vehicle transverse axis by the roll support 105 (y). Axis). It is understood that the intersection MP and thus the roll axis due to the predetermined by the handlebars 105.5, 105.6 kinematics at a deflection of the car body 102 from the
• Neutral position usually also sideways emigrated.
• the vehicle 101 comprises a first-acting first actuator 106 according to the invention and a multiple-acting second actuator 107 according to the invention which requires the same
• the two actuators 106 and 07 are attached thereto on opposite sides of the bogie 103 respectively to the bogie frame 103.4.
• the first actuator 106 via a first in the vehicle transverse direction (y-axis) extending first link 108 with a Projection of the car body cross member 102.1 connected, while the second actuator 107 is connected via a likewise primarily in the vehicle transverse direction (y-axis) extending second link 109 with the projection of the car body cross member 02.1.
• the handlebars 108 and 109 are acting (primarily in the vehicle transverse direction) actuating movements of the actuators 106 and 107 to the car body 102.1 and thus the
• Car body 102 transmitted so as to the desired rolling motion on the
• Car body 102 to achieve.
• the first actuator 106 serves to impart a first roll angle deflection to the car body 102 via first setting movements in a first frequency range of approximately 0.5 Hz to 1.0 Hz. So this is a quasi-static one
• Wankwinkelauslenkung which is tuned, for example, to the curvature of a currently traversed at a certain speed track curve, in the context of a tilt control the (at this track curvature and this
• Driving speed to reduce lateral acceleration acting on the passengers.
• the second actuator 07 is used to the car body 102 via second actuating movements a second roll angle deflection in a (largely above the first
• Roll angle deflection which is tuned, for example, currently introduced into the car body (usually higher-frequency) disturbances in order to reduce the effect of these disturbances on the passengers lateral acceleration in the context of a comfort control.
• the active adjustment of the roll angle takes place exclusively in the case of curved travel in the curved track, ie the two actuators 106 and 107 are thus active only in such a driving situation.
• the second actuator 107 is active even when driving straight ahead, so that the vibration comfort is ensured in an advantageous manner in these driving situations.
• the two actuators 106 and 107 are also used to adjust the steering angle of the wheelsets 103.1 and 103.2 about a parallel to the height direction (z-axis) extending turning axis of the respective wheelset 103.1 and 103.2.
• Such active adjustment of the steering angle is used in a known manner to avoid unstable driving conditions and thus to increase driving safety, to avoid disturbing vibrations in the vehicle and thus to increase passenger comfort and not least to optimize the wear of wheel and rail as far as possible.
• the first actuator 106 via a (extending primarily in the vehicle longitudinal direction) third link 1 10 connected to the chassis side adjacent Radladergepuruse the first gear 103.1, while the second actuator 107 via a (himself primarily in
• Chassis side of the adjacent wheel loader housing of the second gear 103.2 is connected.
• About the handlebar 1 10 or 111 are (primarily in the longitudinal direction of the
• Vehicle 101 acting actuating movements of the actuators 106 and 107 transmitted to the wheelsets 103.1 and 103.2, so as to achieve the desired turning movement of the respective wheelset 103.1 and 103.2.
• the first actuator 106 serves to impose a first steering angle deflection in a third frequency range of about 0.5 Hz to 1.0 Hz for the first set of wheels 103.1 via third setting movements. So this is a quasi-static one
• Lenkwinkelausschung which is tuned for example to the curvature of a currently traversed track curve to achieve a bend-radial adjustment of the first gearset 103.1 as part of a wear control.
• the second actuator 107 serves to the second set of wheels 103.2 on fourth
• Steering angle deflection which is tuned, inter alia, currently on the track in the bogie 103 introduced (usually higher-frequency, usually randomly scattered) disturbances. This can be in the context of a comfort control from Vibrations resulting from these disturbances are reduced, as is known, for example, from the aforementioned WO 2007/137906 A1.
• the actuator 106 is designed as a compact structural unit which operates according to a fluidic operating principle, namely hydraulically.
• the actuator 106 comprises a fluidic energy source 106.1, a control device 106.2, a first actuator unit 106.3 and a second actuator unit 106.4, which are mounted together to form a monolithic unit. So are the two
• Actuator units 106.3 and 106.4 connected to a structural subunit with each other, to which in turn the controller 106.2 and the power source 106.1 is flanged.
• the energy source 106.1 comprises an electric motor 106.5, pump 106.6, a reservoir 106.7 and a buffer 106.8.
• the pump 106.6 is connected to the engine 106.5
• the pump 106.6 conveys a working fluid in the form of hydraulic oil from the reservoir 106.7 in the buffer 106.8, so that in the buffer memory a predetermined amount of hydraulic oil is present, the pressure of which is at a predetermined pressure level.
• the control device 106.2 is constructed as a structural subunit in the form of a valve block which comprises a first valve unit 106.9 assigned to the first actuator unit 106.3 and a second valve unit 106.10 assigned to the second actuator unit 106.4.
• the first actuator unit 106.3 is designed as a linear drive in the form of a double-acting hydraulic cylinder whose working spaces can be mutually connected via a multi-way valve of the first valve unit 106.9 with the buffer 106.8 to achieve the positioning movements of the first actuator 106.
• the piston rod 106.11 of the first actuator unit 106.3 is connected to the first link 108 in order to introduce the above-described first actuating movements into the vehicle body 102 and thus to produce the first roll angle deflection of the vehicle body 102 in the first frequency range.
• the electromagnetically actuated first valve unit 106.9 in the first frequency range of about 0.5 Hz to 1, 0 Hz to the first actuating movements of the first actuator 106.3 and thus of the first actuator 106 in this first frequency range achieve.
• the control module 1 2 receives in the present example in turn via a data bus 1 13 (for example, a CAN bus) from a higher-level vehicle control 1 14 corresponding control commands. It is understood, however, that the chain of commands can be otherwise constructed in other variants of the invention. In particular, purely analog signal paths can also be provided. Likewise, an immediate control of the control device 106.2 may be provided by the higher-level vehicle control 14.
• a data bus 1 13 for example, a CAN bus
• first valve unit 106.9 only a first valve unit 106.9 is provided. It is understood, however, that in other variants of the invention, a plurality (preferably two, preferably integrated in the valve block 106.2) first valve units 106.9 may be provided to provide a simple way of redundancy and thus in the
• first valve units 106.9 are controlled by the control module 1 12. It is understood, however, that in other variants, a parallel operation of the first valve units 106.9 may be provided.
• the second actuator unit 106.4 is designed as a rotary drive in the form of a pivot drive, which via a multi-way valve of the second valve unit 106.10 with the
• Buffer memory 106.8 can be connected to achieve the third actuating movements of the first actuator 106.
• Actuator unit 106.4 is connected to the third link 110 to the above
• control module 1 12 controls the electromagnetically actuated second valve unit 106.10 in the third frequency range from about 0.5 Hz to 1, 0 Hz in order to achieve the actuating movements of the second actuator 106.4 and thus of the first actuator 106 in this third frequency range ,
• a plurality (preferably two, preferably integrated in the valve block 106.2) second valve units 106.10 may be provided to provide a simple way of redundancy and thus increase the reliability of the system. It can be provided that only one of the second valve units 106.10 is controlled by the control module 1 12. It is understood, however, that in other variants, a parallel operation of the second valve units 106.10 may be provided.
• the fluidic connections within the first actuator 06 are realized exclusively by channels in the respective components or housing components of the first actuator 06.
• the first actuator 106 is thus designed (with the advantages already described with regard to the rigidity of the fluid system) substantially free of tube and / or hose connections.
• the second actuator 107 is (as already mentioned) constructed identically to the first actuator 106. It therefore comprises an energy source 107.1, a control device 107.2, a third actuator unit 107.3 and a fourth actuator unit 107.4, which are mounted together to form a monolithic unit.
• the third actuator unit 107.3 is configured identically to the first actuator unit 106.3, while the fourth actuator unit 107.4 is configured identically to the second actuator unit 106.4.
• the control device 107.2 (configured identically to the control device 106.2) is controlled by the control module 12 in the second frequency range of approximately 1.0 Hz to 6.0 Hz such that the third actuator unit 107.3 performs the second actuating movements of the second actuator 106 in FIG performs this second frequency range.
• control device 107.2 is controlled by the control module 12 in the fourth frequency range of about 4.0 Hz to 8.0 Hz such that the fourth
• Actuator 107.4 executes the above-described fourth actuating movements of the second actuator 06 in this fourth frequency range.
• control module 1 12 is designed to 106.3 and 107.3 in case of failure of one of the two actuator units
• the first actuator 106 and the second actuator 107 are fluidly connected to each other via a (not shown) hydraulic line such that in Case of the failure of the energy source 106.1 or 107.1 of the one actuator 106.1 or 107.1 via a corresponding, controlled by the control module 1 12 valve in this hydraulic line, the energy source of the other actuator 107.1 or 106.1 the
• the actuators 106, 107 are modular, so that different performance and functional requirements can be realized with little effort. In addition, extensive diagnostic functions are provided, which can detect all major types of failure of the actuators 106, 107 in good time and a repair or replacement of the affected
• At least one further actuator unit is provided, as indicated in FIG. 4 by the dashed contour 15.
• This further actuator unit 1 15 is supplied via a control unit 1 15.1 of the first actuator 106 from the power source 06.1 with the hydraulic fluid.
• This further actuator unit does not necessarily have to be arranged in close spatial proximity to the first and second actuator units 106.3, 06.4. Rather, this may also be a remote actuator unit. This makes it possible in an advantageous manner, with only one energy source 106.1 diverse Stell tasks (of any kind) to realize in the vehicle.
• the further actuator unit 1 15 for generating actuating movements for a level control of the vehicle 101 and / or for a brake of the vehicle 101 and / or for an active damper of the vehicle 101 and / or for an additional device for (quasi-static and / or dynamic) influencing the deflection of the car body 102 in the vehicle transverse direction formed.
• the actuator units 106.3, 106.4 of the first actuator 106 both operate in the lower first and third frequency ranges while the
• Actuator units 107.3, 107.4 of the second actuator 107 both operate in the higher second and fourth frequency ranges. It is understood, however, that in others
• actuator units 106.3, 106.4 of the first actuator 106 operate in different frequency ranges.
• the second actuator unit 106.4 operates in the higher fourth frequency range.
• the fourth actuator unit 07.4 will then operate in the lower second frequency range.
• the actuator units 106.3, 106.4 of the first actuator 106 act on the vehicle body 102 in the first or second frequency range, for example, both being designed as linear actuators (or both as a pivot drive) can.
• the control module 1 12 is then preferably designed to control the remaining actuator 106.3 and 106 4 such that they malfunction of the failed actuator unit 106.3 or 106.4 at least partially in case of failure of one of the two actuator units 106.3, 106 takes over.
• Comparable can apply in this variant for the second actuator 107, whose (then, for example, both trained as a rotary actuator or linear actuators)
• Actuator 107.3, 107.4 act on the wheelsets 103.1 and 103.2 in the third and fourth frequency range.
• actuator in further variants of the actuator according to the invention two or more individual actuator units of any kind (linear, rotary, etc.) and effective direction can be used. Likewise, all built-actuator units can be controlled independently of each other via their own valve units, the frequencies, amplitudes and force levels of the positioning movements can be arbitrarily selected and combined.
• Vehicle longitudinal direction is integrated within the chassis frame 103.4.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
• Vibration Prevention Devices (AREA)

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• 2009
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