EP2552761B1 - Véhicule sur rails doté d'une géométrie d'essieu variable - Google Patents

Véhicule sur rails doté d'une géométrie d'essieu variable Download PDF

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Publication number
EP2552761B1
EP2552761B1 EP11714719.9A EP11714719A EP2552761B1 EP 2552761 B1 EP2552761 B1 EP 2552761B1 EP 11714719 A EP11714719 A EP 11714719A EP 2552761 B1 EP2552761 B1 EP 2552761B1
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Prior art keywords
axle
rail vehicle
axles
variable
angle
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EP11714719.9A
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German (de)
English (en)
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EP2552761A1 (fr
Inventor
Klaus Six
Martin Teichmann
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Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the invention relates to a rail vehicle with variable axle geometry.
  • the cracks can also appear on the surface, grow deeper and also lead to material breakouts, as happens, for example, with the well-known phenomenon of the herringbone pattern.
  • surface-initiated cracks there is the effect that the cracks are partly removed again by the profile wear mentioned, from which it follows that a certain amount of profile wear is sometimes desirable can.
  • tread damage mentioned a number of other types of damage occur, such as flat spots, material application, tread tears, etc.
  • the wheel-rail contact is therefore of particular importance in terms of safety, for example also for high-speed trains. Irregularities in the wheel-rail contact, for example due to severe damage to a wheel, can lead to considerable consequential damage and even derailment. Even slight damage such as fine cracks can cause great difficulties because they require maintenance work and can therefore cause high costs and delays in train traffic.
  • a number of mechanical devices for tracking a rail vehicle are therefore known. Many of the known systems assume that the radial position of the wheels in the track is optimal when traveling through bends in order to reduce the forces acting on the idler gear sets or gear sets of a chassis or vehicle. It is argued that the friction and thus the profile wear in the wheel-rail contact can be reduced.
  • the EP 0 600 172 A1 a chassis for rail vehicles, in which the wheel sets are turned against the bogie frame by means of force-controlled actuators during bends.
  • no radial position of the wheel sets relative to the track is realized, only the angle between the wheel set and undercarriage frame is set according to the radial position.
  • the DE 44 13 805 A1 discloses a self-steering three-axle drive for a rail vehicle, in which the outer two wheel sets are provided with a radial control and the inner wheel set is movable transversely to the direction of travel by an active actuator. This reduces the lateral forces on the outer wheel sets - with a suitable action on the active actuator, one third of the centrifugal force acts on each wheel set. This means that all three wheel sets are used for steering when cornering, and the alignment of the wheel sets to the center of the curve is improved.
  • the invention is therefore based on the object of specifying a rail vehicle with variable axle geometry, which can set any desired positions (angular position and transverse displacement) of the axles relative to one another while the rail vehicle is traveling, and the actuator effort required for this is minimized.
  • each axis of a rail vehicle is horizontally displaceable relative to the vehicle frame and can be changed continuously and independently of the other axes in its horizontal angular position by means of an associated actuator during the operation of the rail vehicle
  • the angular position of each axis is specified by an optimization process.
  • the rail vehicle according to the invention or the bogie according to the invention are particularly advantageously suitable for implementing the method for optimizing the wear behavior described in the unpublished application A942 / 2007, since the design effort is greatly simplified by the present invention.
  • the present invention enables the use of structurally simple actuators (for example hydraulic or pneumatic cylinders or electrical actuators).
  • the method described in A942 / 2007 provides the angular position between two axes and the so-called transverse displacement as output variables. These two sizes can be set with a rail vehicle according to the present invention only by setting certain horizontal angles of the axes to the vehicle frame, whereby smooth running of the rail vehicle and optimized wear behavior of the wheels is achieved.
  • the present invention achieves the advantage that optimum values for the angular position and transverse displacement can be set, only the horizontal angle of each axis to the vehicle frame being provided as variable.
  • the present invention makes it possible to dispense with the structurally very complex transverse actuators.
  • the so-called asymmetrical control according to the invention makes it possible by means of the asymmetrical distribution of the angle da between two axes on two different ones Angle ⁇ 1 and ⁇ 2 to make the specific adjustment of the transverse displacement without having to provide an actuator for the transverse displacement.
  • a preferred embodiment of the invention provides for a fixed point (vertical pivot point) of each axis to be provided at one end of the axis and to assign an actuator which acts on the other end of the axis.
  • this actuator is mounted on one side at a fixed point on the vehicle frame and on a second side on the horizontally angularly displaceable mounting of the associated axle of the rail vehicle. It is thus possible to achieve any desired horizontal angular positions of each axis by modulating the length of the actuator.
  • a further preferred embodiment of the invention provides that the actuators assigned to them act alternately on opposite ends of the axles on successive axles, so that, for example, on an axle whose actuator is arranged on one side of the rail vehicle, an axle whose actuator is on the opposite side of the Rail vehicle is arranged follows.
  • This provides the advantage of being able to make optimal use of the space available in the chassis of the rail vehicle.
  • Other embodiments, in which, for example, the actuators of all axes are provided on one side of the rail vehicle, are also conceivable.
  • a special embodiment of the invention provides that the axles of the rail vehicle as a so-called “idler gear set” in which the wheels are mounted on a shaft (axle) and can rotate independently of one another.
  • Another embodiment of the invention provides the use of so-called “wheel sets”, in which the wheels are firmly connected to the axle.
  • the invention is well suited for use in a bogie of a rail vehicle.
  • Fig. 1 shows an example and schematic of the basic structure of a rail vehicle with variable axle geometry.
  • a rail vehicle S comprising two axles A1, A1 which are horizontally rotatably supported about a pivot point at one end of each axis A1, A2.
  • an actuator AKT1, AKT2 acts on the end of each axis A1, A2, which is connected at its other end to the frame of the rail vehicle S.
  • a specific horizontal angle ⁇ 1, ⁇ 2 can thus be set for each axis A1, A2.
  • This transverse displacement dy is geometrically defined in that the normals N1, N2 do not meet the center points of the wheel axles in the plane of symmetry S of the bogie, but have a distance in this plane of symmetry S.
  • the transverse displacement dy is achieved together with the radial position of the axes by the specific setting of the axis angles ⁇ 1, ⁇ 2 of the axes. This provides a simple and reliable possibility of adjusting the transverse displacement dy with little effort on actuators.
  • Fig. 2 shows an example and schematically the output variables of a model-based method for minimizing tread damage and tread wear.
  • a rail vehicle with two axes A1 and A2 is shown, which can assume any horizontal angular positions (axis angle da) with respect to one another and which have a transverse displacement dy with respect to one another.
  • the center distance L corresponds to the distance between the centers of the axes A1 and A2.
  • the effective center distance can approximately be equated to the center distance L, since usually only very small axis angles occur.
  • the two sizes axis angle there and Transverse displacement dy are determined using a model-based method so that, among other things, optimal wear behavior of the wheels and rail profiles is achieved.
  • Fig. 3 shows, by way of example and schematically, the determination of the horizontal angles of each axis, the combination of the horizontal angle of the first axis ⁇ 1 and the horizontal angle of the second axis ⁇ 2 being determined from the predetermined values of the axis angle da and transverse displacement dy.
  • Fig. 4 shows an example and schematically the determination of the deflection of actuators in a rail vehicle according to Fig1 .

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

Claims (10)

  1. Véhicule sur rails (S) doté d'une géométrie d'essieu variable comprenant au moins deux essieux (A1, A2), dans lequel la position angulaire horizontale (a) de chaque essieu par rapport au châssis du véhicule est variable, caractérisé en ce que la position angulaire (a) de chaque essieu pendant le fonctionnement du véhicule sur rails est réglée en continu par des actionneurs de manière à obtenir un déplacement transversal (dy) prédéterminé et un angle entre les essieux (dα)prédéterminé, dans lequel, une distance entre des centres des essieux (A1) et (A2) correspondant à un entraxe (L), un angle d'un premier essieu (α1) est déterminé par la relation α 1 = dα 2 − dy L
    Figure imgb0013
     et un angle d'un second essieu (α2) est déterminé par la relation α 2 = dα 2 + dy L .
    Figure imgb0014
  2. Véhicule sur rails (S) doté d'une géométrie d'essieu variable selon la revendication 1, caractérisé en ce que le déplacement transversal (dy) et l'angle entre les essieux (dα) sont déterminés au moyen d'un procédé basé sur un modèle.
  3. Véhicule sur rails (S) doté d'une géométrie d'essieu variable selon la revendication 1 ou 2, caractérisé en ce que les essieux sont configurés sous forme d'essieux équipés de roues indépendantes.
  4. Véhicule sur rails (S) doté d'une géométrie d'essieu variable selon la revendication 1 ou 2, caractérisé en ce que les essieux sont configurés sous forme d'essieux montés.
  5. Véhicule sur rails (S) doté d'une géométrie d'essieu variable selon la revendication 1 ou 2, caractérisé en ce que les actionneurs (AKT) de deux essieux consécutifs (A1, A2) sont disposés sur les côtés respectivement opposés des essieux.
  6. Bogie doté d'une géométrie d'essieu variable pour des véhicules sur rails (S) comportant au moins deux essieux (A1, A2), dans lequel la position angulaire horizontale (a) de chaque essieu par rapport au châssis du bogie est variable,
    caractérisé en ce que la position angulaire (a) de chaque essieu pendant le fonctionnement du véhicule sur rails est réglée en continu par des actionneurs de manière à obtenir un déplacement transversal (dy) prédéterminé et un angle entre les essieux (dα) prédéterminé tel qu'il est indiqué selon la revendication 1.
  7. Bogie doté d'une géométrie d'essieu variable selon la revendication 6, caractérisé en ce que le déplacement transversal (dy) et l'angle entre les essieux (dα) sont déterminés au moyen d'un procédé basé sur un modèle.
  8. Bogie doté d'une géométrie d'essieu variable selon la revendication 6 ou 7, caractérisé en ce que les essieux sont configurés sous forme d'essieux équipés de roues indépendantes.
  9. Bogie doté d'une géométrie d'essieu variable selon la revendication 6 ou 7, caractérisé en ce que les essieux sont configurés sous forme d'essieux montés.
  10. Bogie doté d'une géométrie d'essieu variable selon la revendication 6 ou 7, caractérisé en ce que les actionneurs (AKT) de deux essieux consécutifs (A1, A2) sont disposés sur les côtés respectivement opposés des essieux.
EP11714719.9A 2010-03-29 2011-03-28 Véhicule sur rails doté d'une géométrie d'essieu variable Active EP2552761B1 (fr)

Priority Applications (1)

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EP11714719.9A EP2552761B1 (fr) 2010-03-29 2011-03-28 Véhicule sur rails doté d'une géométrie d'essieu variable

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP10158173A EP2371656A1 (fr) 2010-03-29 2010-03-29 Véhicule sur rails doté d'une géométrie d'essieu variable
PCT/EP2011/054719 WO2011120915A1 (fr) 2010-03-29 2011-03-28 Véhicule sur rails à géométrie d'essieu variable
EP11714719.9A EP2552761B1 (fr) 2010-03-29 2011-03-28 Véhicule sur rails doté d'une géométrie d'essieu variable

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EP2552761A1 EP2552761A1 (fr) 2013-02-06
EP2552761B1 true EP2552761B1 (fr) 2020-06-17

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US (1) US8833267B2 (fr)
EP (2) EP2371656A1 (fr)
JP (1) JP2013523515A (fr)
CN (1) CN102947162B (fr)
CA (1) CA2794789C (fr)
RU (1) RU2603176C2 (fr)
WO (1) WO2011120915A1 (fr)

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WO2013061641A1 (fr) * 2011-10-26 2013-05-02 新日鐵住金株式会社 Procédé et dispositif de direction de bogie de véhicule ferroviaire et bogie
DE102012109443B4 (de) * 2012-10-04 2015-07-09 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrwerksanordnung für Schienenfahrzeuge
DE102013103827A1 (de) * 2013-04-16 2014-10-16 Bombardier Transportation Gmbh Fahrwerk mit quergekoppelten Radeinheiten
DE102014102115B4 (de) 2014-02-19 2019-08-01 Deutsches Zentrum für Luft- und Raumfahrt e.V. Laufwerk für ein Schienenfahrzeug, Schienenfahrzeug und Verbund aus wenigstens zwei Schienenfahrzeugen
RU2621828C2 (ru) * 2015-07-03 2017-06-07 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Воронежский государственный технический университет" Железнодорожная колесная пара с управляемым дифференциалом
DE102017002926A1 (de) * 2017-03-27 2018-09-27 Liebherr-Transportation Systems Gmbh & Co. Kg Aktuator zum Steuern eines Radsatzes eines Schienenfahrzeugs
DE102017114421A1 (de) * 2017-06-28 2019-01-03 Rheinisch-Westfälische Technische Hochschule (Rwth) Aachen Gelenktes Losradpaar für Schienenfahrzeuge
US10597034B2 (en) 2017-09-07 2020-03-24 Ford Global Technologies, Llc Method for adjusting requested vehicle torque
GB2566715B (en) * 2017-09-22 2020-05-20 Bombardier Transp Gmbh Rail vehicle provided with running gear with a steering actuator and associated control method
DE102019129457A1 (de) * 2019-10-31 2021-05-06 Liebherr-Transportation Systems Gmbh & Co Kg Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug
DE102020206252A1 (de) * 2020-05-18 2021-11-18 Siemens Mobility GmbH Fahrwerk für ein Schienenfahrzeug
DE102022103096A1 (de) 2022-02-10 2023-08-10 Liebherr-Transportation Systems Gmbh & Co Kg Schienenfahrzeugfahrwerk mit einer Vorrichtung zum Steuern einer Radachse

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Publication number Publication date
JP2013523515A (ja) 2013-06-17
CA2794789C (fr) 2020-01-07
CA2794789A1 (fr) 2011-10-06
CN102947162B (zh) 2018-03-06
EP2552761A1 (fr) 2013-02-06
WO2011120915A1 (fr) 2011-10-06
EP2371656A1 (fr) 2011-10-05
US20130019775A1 (en) 2013-01-24
US8833267B2 (en) 2014-09-16
RU2603176C2 (ru) 2016-11-20
RU2012145886A (ru) 2014-05-10
CN102947162A (zh) 2013-02-27

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