EP2727790B1 - Fahrgestelleinheit mit verstellbarer Radkontaktkraft - Google Patents

Fahrgestelleinheit mit verstellbarer Radkontaktkraft Download PDF

Info

Publication number
EP2727790B1
EP2727790B1 EP12190663.0A EP12190663A EP2727790B1 EP 2727790 B1 EP2727790 B1 EP 2727790B1 EP 12190663 A EP12190663 A EP 12190663A EP 2727790 B1 EP2727790 B1 EP 2727790B1
Authority
EP
European Patent Office
Prior art keywords
wheel
unit
contact
rail
magnetic
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.)
Not-in-force
Application number
EP12190663.0A
Other languages
English (en)
French (fr)
Other versions
EP2727790A1 (de
Inventor
Charles Brunel
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP12190663.0A priority Critical patent/EP2727790B1/de
Publication of EP2727790A1 publication Critical patent/EP2727790A1/de
Application granted granted Critical
Publication of EP2727790B1 publication Critical patent/EP2727790B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices

Definitions

  • the present invention relates to a running gear unit for a rail vehicle, comprising at least one wheel unit and a magnetic circuit device for a magnetic circuit arrangement, the at least one wheel unit being configured to contact a part of a rail of a track to be travelled on with a contact force acting between the at least one wheel and the rail.
  • the magnetic circuit arrangement has an activated state and a deactivated state, the magnetic circuit device being configured to participate in generating, in the activated state, a magnetic flux in a magnetic circuit of the magnetic circuit arrangement to increase the contact force compared to the deactivated state (see, for example, DE 103 59 821 A1 or US 3 881 578 A , also corresponding to the preambles of independent product claim 1 and independent method claim 12, respectively).
  • the present invention further relates to a rail vehicle comprising such a running gear unit as well as to a corresponding method of adjusting a contact force acting between a wheel of a wheel unit and a part of a rail of a track to be travelled on.
  • a further approach is to increase the contact force between the rail and the wheel to compensate for the loss in power transmission due to the reduction in the coefficient of friction present between the rail and the wheel.
  • a straightforward variant of this approach is to increase the axle load of the driven wheel units of the vehicle (up to the maximum axle load allowed by the infrastructure), if needed even by adding ballast. Nevertheless, obviously, heavier vehicles have apparent disadvantages in terms of cost, energy consumption and wear of the whole system (vehicle and track components).
  • a further approach is known from generic running gear units such as described in DE 20 12 388 A1 , DE 199 40 046 A1 and EP 1 048 542 A2 .
  • magnetic circuit devices in a manner similar to conventional magnetic track brakes
  • Magnetic attraction forces acting between the magnetic circuit device and the rail are, in some cases selectively, used in order to increase the contact force.
  • These magnetic attraction forces result from the fact that a magnetic circuit strives to reduce its magnetic resistance by closing any air gaps in the magnetic circuit, such as gaps between the magnetic circuit device and the adjacent rail.
  • a defined and sufficiently large contact force is also required in the context of derailment safety of the vehicle.
  • unfavorable load distributions over the vehicle e.g. due internal static and dynamic factors but also due to external factors, such as wind loads
  • the above objects are achieved starting from a running gear unit according to the preamble of claim 1 by the features of the characterizing part of claim 1.
  • the above objects are also achieved starting from a method according to the preamble of claim 12 by the features of the characterizing part of claim 12.
  • the present invention is based on the technical teaching that a simpler and lighter configuration with reduced bending loads on the running gear and the track can be accomplished, if a part of the wheel contacting the track is integrated into the magnetic circuit such that the magnetic attraction forces enhancing the contact force between the wheel and the rail are produced at and in the vicinity of the wheel to rail contact area.
  • the present invention as defined in claim 1 relates to a running gear unit for a rail vehicle, comprising at least one wheel unit and a magnetic circuit device for a magnetic circuit arrangement, the at least one wheel unit being configured to contact a part of a rail of a track to be travelled on with a contact force acting between the at least one wheel and the rail.
  • the magnetic circuit arrangement has an activated state and a deactivated state, the magnetic circuit device being configured to participate in generating, in the activated state, a magnetic flux in a magnetic circuit of the magnetic circuit arrangement to increase the contact force compared to the deactivated state.
  • the magnetic circuit device is configured such that at least a part of the at least one wheel unit and the part of the rail contacted by the at least one wheel unit, at least in the activated state, each form a part of the magnetic circuit.
  • the magnetic circuit device may be of any design suitable for generating the magnetic flux in the activated state.
  • the magnetic circuit device comprises a magnetic core device, the magnetic core device, in the activated state, forming a part of the magnetic circuit.
  • a magnetic interface for an inductor device comprising e.g. one or more electrical windings or the like surrounding the magnetic core device
  • the magnetic core device may be arranged at any suitable and readily accessible location within the magnetic circuit.
  • the magnetic core device is configured and, in particular, spatially associated to the at least one wheel unit, such that, at least in the activated state, the magnetic core device and the at least one wheel unit form adjacent parts of the magnetic circuit.
  • a particularly simple and compact configuration may be achieved.
  • the magnetic core device comprises a contact unit, the contact unit being configured to contact, at least in the activated state, a part of the wheel unit largely reduce or avoid an air gap at this contact location.
  • the contact unit may be spatially associated to and, in particular, contact any desired part of the wheel unit readily available for forming such a magnetic interface.
  • Such locations or components of the wheel unit may be, for example, a shaft or a bearing unit of the wheel unit.
  • a wheel of the wheel unit is used for this magnetic interface to keep the magnetic circuit as short as possible (thereby reducing magnetic losses as far as possible).
  • any part of the wheel may be used for this magnetic interface.
  • a lateral surface i.e. a surface facing in a transverse direction of the running gear unit
  • lateral surfaces are particularly suitable for forming such a magnetic interface even under eventually varying steering angles of the wheel.
  • the magnetic core device may be a stationary component (i.e. a component that is substantially rigidly mounted to a support structure of the running gear unit, such as e.g. a running gear frame) without any movable elements or the like.
  • a stationary component i.e. a component that is substantially rigidly mounted to a support structure of the running gear unit, such as e.g. a running gear frame
  • the magnetic core device may also move the entire core device, if necessary.
  • only the contact unit is movable.
  • the contact unit is configured and, in addition or as an alternative, articulated to a magnetic core element of the magnetic core device in such a manner that, in the deactivated state, the contact unit does not contact the wheel unit.
  • This configuration has the advantage that wear of the magnetic interface may be minimized.
  • the contact unit comprises a resetting means, in particular, a spring element.
  • the resetting means at least in the deactivated state, exerts a resetting force on the contact unit, the resetting force, if not compensated by a counterforce, bringing the contact unit out of contact with the wheel unit.
  • the contact unit is configured and/or articulated to a magnetic core element of the magnetic core device in such a manner that, in the activated state, an actuation force is exerted on the contact unit, the actuation force, if not compensated by a counterforce, bringing the contact unit into contact with the wheel unit.
  • the contact unit may be locked in position by suitable locking means once contact is established, such that the actuation force may only be necessary for establishing this contact.
  • the actuation force for bringing the contact unit into contact with the wheel unit may be generated by any suitable means.
  • a separate actuator device may be provided (and triggered in the activated state) to move the contact unit accordingly whenever needed.
  • the actuation force is generated as a result of the magnetic flux in the magnetic circuit (i.e. through the magnetic attraction force acting between the wheel unit and the contact unit and resulting from the magnetic flux in the magnetic circuit), such that no additional actuator is needed.
  • Immediate contact between the contact unit and the wheel unit may be of any contact type.
  • a sliding contact may be provided between the contact unit and the wheel unit.
  • a contact type including rolling relative motion is selected.
  • the contact unit comprises at least one contact element and a contact element holder rotatably holding the at least one contact element, the contact element, in the activated state, being in substantially rolling contact with the wheel unit.
  • a combined rolling and sliding motion may be present at the contact location.
  • the running gear unit defines a longitudinal direction, a transverse direction and a height direction, while the contact element holder defines at least one axis of rotation of the at least one contact element.
  • This axis of rotation may have any desired and suitable orientation in space.
  • the axis of rotation is oriented to minimize sliding motion at the contact location between the contact element and the wheel unit.
  • the at least one axis of rotation is substantially parallel to the longitudinal direction or substantially parallel to the height direction since these two orientations allow particularly simple configurations taking into account relative motion between the running gear structure (supported on the wheel unit) and the wheel unit under normal operating conditions due to steering/yawing and/or tilting and/or pitching motions.
  • the at least one axis of rotation when running on a straight level track, extends through a virtual cylinder defined by a maximum diameter and a rolling axis of a wheel unit rolling axis device, in particular, a wheel unit shaft or a wheel unit axle.
  • the at least one axis of rotation is located in close proximity to the rolling axis of the wheel unit, thereby minimizing sliding motion.
  • the at least one axis of rotation when running on a straight level track, substantially intersects the rolling axis of the wheel unit.
  • Particularly favorable contact conditions may be achieved if the at least one axis of rotation, when running on a straight level track, is substantially parallel to a radial direction of a wheel of the wheel unit defined at a contact point of the contact element with the wheel.
  • the contact unit may contact any part of the wheel unit.
  • the contact unit contacts a lateral surface of a wheel of the wheel unit, in particular a lateral surface of a wheel flange of the wheel, since this allows particularly simple and low wear implementation of the contact.
  • the contact unit may be connected to the magnetic core device by any suitable means.
  • the contact unit may be connected to the magnetic core device via elastic elements, such as spring devices, e.g. leaf spring devices. These may be configured to form part of the magnetic circuit and to integrate the function of a resetting device moving and/or keeping the contact unit out of contact with the wheel unit in the deactivated state of the magnetic circuit device.
  • the contact unit is hinged to a magnetic core element of the magnetic core device and/or the contact unit is slidably mounted to a magnetic core element of the magnetic core device, both allowing particularly simple and robust configurations.
  • the magnetic core device is configured and, in particular, spatially associated to the part of the rail (forming part of the magnetic circuit) such that, in the activated state, the magnetic core device and said part of the rail form adjacent parts of the magnetic circuit.
  • the magnetic core device in the activated state, contacts said part of the rail to keep the magnetic losses to a minimum at this location.
  • the running gear unit comprises a further wheel unit contacting the rail, the magnetic core device being configured and, in particular, spatially associated to the further wheel unit, such that, at least in the activated state, the magnetic core device and the further wheel unit form adjacent parts of the magnetic circuit.
  • the part of the magnetic circuit arrangement associated to the further wheel unit may be of a design that is substantially symmetric to the part associated to the wheel unit as described above.
  • the magnetic circuit device may be of any suitable design to generate an appropriate magnetic flux in the magnetic circuit.
  • the magnetic circuit device comprises at least one (electrically operated) inductor device configured to generate the magnetic flux in the magnetic circuit under control of a control device.
  • the at least one inductor device is associated to a magnetic core device of the magnetic circuit device, the at least one inductor device, in particular, comprising at least one electrical winding surrounding a part the magnetic core device. ;
  • the control device may be adapted to adjust the magnetic flux as function of at least one operational parameter of the running gear calculated and/or detected via at least one detection unit.
  • This operational parameter of the running gear unit may, for example, be an operational parameter providing information about the actual running state of the vehicle but it may also be a parameter providing information on the actual external loads on the vehicle, such as e.g. wind loads (in particular so called side wind or crosswind loads), having an influence on the actual contact force situation.
  • the at least one operational parameter is representative of an actual amount of the contact force and/or an actual slip between the wheel unit and the rail and/or an actual traction power to be transmitted between the rail and the wheel unit and/or the actual rotational speed of the wheel unit and/or the actual translational speed of the wheel unit.
  • the components forming part of the magnetic circuit are made from a material having low magnetic resistance.
  • a material that allows high magnetic field strength (so called B field) strength at low magnetization field (so called H field) strengths are used.
  • B field high magnetic field strength
  • H field low magnetization field
  • a material is used for some components forming part of the magnetic circuit, preferably substantially all components forming part of the magnetic core device, comprising a soft magnetic or ferromagnetic material, such as iron and/or electrical steels (iron alloys with up to 6.5% silicon) and/or cobalt iron alloys (FeCo).
  • the running gear unit comprises a control device, a first wheel and a second wheel, both the wheels contacting a rail of the track.
  • the magnetic circuit device forms a first magnetic circuit device associated to the first wheel
  • the running gear unit comprises a second magnetic circuit device associated to the second wheel, such that it is possible to individually control the contact forces of the two wheels.
  • the control device may be adapted to adjust a first magnetic flux in the first magnetic circuit device and a second magnetic flux in the second magnetic circuit device.
  • the respective magnetic circuit device may have a split or branched design with at least two branches located on both sides (in the longitudinal direction) of the wheel and associated to the respective adjacent section of the rail contacted by the wheel. Such a configuration allows increasing the magnetic flux in the area of the respective contact location between the rail and the wheel and, hence, increasing the magnetic attraction forces enhancing the contact force.
  • control device may be adapted to adjust the first magnetic flux and/or the second magnetic flux as function of at least one operational parameter of the running gear unit, in particular calculated and/or detected via at least one detection unit.
  • the at least one operational parameter may be representative of an actual amount of the contact force at the associated wheel and/or an actual slip between the associated wheel unit and the rail and/or an actual traction power to be transmitted between the rail and the associated wheel and/or the actual rotational speed of the wheel unit and/or the actual translational speed of the wheel unit and/or an actual coefficient of friction (present at the contact location) between the respective wheel and the rail.
  • the magnetic circuit device may also be used for generating braking forces itself.
  • the magnetic circuit device may have a braking mode, the magnetic circuit device, in the braking mode, being used to generate a braking moment acting on the wheel unit in the manner of an eddy current braking device.
  • the present invention as defined in claim 11 further relates to a rail vehicle comprising a running gear unit according to the invention as defined in claim 1.
  • the present invention as defined in claim 12 further relates to a method of adjusting a contact force acting between a wheel of a wheel unit and a part of a rail of a track to be travelled on.
  • the method comprises, in a activated state, generating a magnetic flux in a magnetic circuit to increase the contact force compared to a deactivated state, wherein the magnetic flux is generated in at least a part of the wheel and the part of the rail contacted by the wheel as parts of the magnetic circuit.
  • a magnetic core device is associated to the wheel unit, in particular to the wheel, such that, at least in the activated state, the magnetic core device and the at least one wheel unit form adjacent parts of the magnetic circuit.
  • contact is (preferably automatically, more preferably using the magnetic flux) generated between a contact unit of the magnetic core device and a part of the wheel unit, in particular, a wheel of the wheel unit, preferably a lateral surface of the wheel.
  • contact between the contact unit and the wheel unit is preferably removed (preferably automatically).
  • the magnetic core device is associated to the part of the rail (forming part of the magnetic circuit) such that, in the activated state, the magnetic core device and the part of the rail form adjacent parts of the magnetic circuit, wherein the magnetic core device, in the activated state, may contact this part of the rail.
  • the magnetic flux, in the activated state is generated in a part of a further wheel unit contacting the rail such that the magnetic core device and the further wheel unit form adjacent parts of the magnetic circuit.
  • the vehicle 101 may be any type of rail vehicle configured for passenger transport. It may, however, also be a locomotive or the like.
  • the vehicle 101 comprises a wagon body 101.1 supported by a suspension system on two running gears 102.
  • the respective running gear 102 comprises two wheel units in the form of wheel sets 103.1 and 103.2 supporting a running gear frame 104 via a primary spring unit 105.
  • the running gear frame 104 supports the wagon body via a secondary spring unit 106.
  • the running gear frame 104 has a frame body 107 comprising two longitudinal beams 108 and a transverse beam unit 109 providing a structural connection between the longitudinal beams 108 in the transverse direction, such that a substantially H-shaped configuration is formed.
  • Each longitudinal beam 108 has two free end sections forming a primary suspension interface for a primary suspension device of the primary suspension unit 105 connected to the associated wheel unit 103.1, 103.2.
  • each wheel set 103.1, 103.2 comprises two wheels 103.3 and 103.4, respectively, each contacting one of the two rails 110.1 of a track 110 currently travelled with a contact force FC1 and FC2, respectively (the two wheels 103.3, 103.4 of the two wheel sets 103.1, 103.2 located on the same side of the vehicle 101 obviously contacting the same rail 110.1).
  • FC1 and FC2 depends of the actual wheel to rail contact geometry and, hence, will slightly vary continuously (under stable running conditions).
  • the contact force FC1, FC2 substantially lies in a plane parallel to the yz-plane.
  • the running gear 102 on each of the two vehicle sides, further comprises a magnetic circuit device 111 of a magnetic circuit arrangement 112 having an activated state and a deactivated state.
  • the respective magnetic circuit device 111 is mounted to the running gear frame 104.
  • the respective magnetic circuit device 111 is spatially closely associated to the two wheels 103.3, 103.4 of the two wheel sets 103.1, 103.2 located on the same side of the vehicle 101 and contacting the same rail 110.1.
  • the magnetic circuit device 111 is configured to participate in generating, in the activated state, a magnetic flux MF in a magnetic circuit 113 of the magnetic circuit arrangement 112 to increase the respective contact force FC1 and FC2 compared to the deactivated state.
  • the magnetic circuit device 111 is configured such that a part of each wheel 103.3, 103.4 and the part of the rail 110.1 contacted by these wheels 103.3, 103.4, in the activated state, each form a part of the magnetic circuit 113.
  • This integration of the wheels 103.3, 103.4 into the magnetic circuit 113 has the advantage that a simpler and lighter configuration with reduced bending loads on the running gear 102 and the rails 110.1 of the track 110 is achieved, since the magnetic attraction forces FM enhancing the contact force FC1, FC2 are produced at and in the vicinity of the wheel to rail contact area 114.
  • these magnetic attraction forces FM result from the fact that the magnetic circuit 113 strives to reduce its magnetic resistance by closing any air gaps in the magnetic circuit 113.
  • the magnetic flux MF present in the air gaps formed between the wheels 103.3, 103.4 and the rails 110.1 (both forming part of the magnetic circuit 113) in close proximity to the respective wheel to rail contact area 114 generates these magnetic attraction forces FM.
  • the wheels 103.3, 103.4 form parts of the magnetic circuit 113, compared to conventional solutions, a simpler design of the magnetic circuit device 111 and its support may be achieved since the magnetic circuit device 111 does not have to be placed in close proximity to the rail 110.1. Furthermore, compared to conventional designs with the magnetic attraction force FM acting in the running gear frame substantially halfway between the wheel to rail contact areas, additional bending loads on the rail 110.1 as well as on the running gear frame 104 due to a lever arm between the magnetic attraction force FM and the wheel to rail contact area 114 are at least largely avoided.
  • the magnetic circuit device 111 comprises a magnetic core device 115 mounted to the running gear frame 104 in the area of the transverse beam 109.
  • the magnetic circuit device 111 further comprises an electrically operated inductor device 116 associated to a magnetic interface of the magnetic core device 115 and configured to generate the magnetic flux MF in the magnetic circuit 113.
  • the inductor device 116 comprises an electrical winding 116.1 surrounding a magnetic interface part of the magnetic core device 111 and electrically connected to a power source 117.
  • the power source 117 is operated under control of a control device 118 to selectively generate the magnetic flux MF in the magnetic circuit 113.
  • control device 118 in the activated state, adjusts the magnetic flux MF in the magnetic circuit 113 as function of one or more operational parameters OP of the running gear 102 and/or the vehicle 101 calculated and/or detected via one or more detection units 119 connected to the control device 118.
  • Suitable operational parameters OP of the running gear 102 or the vehicle 101 may, for example, be an operational parameter OP providing information about the actual running state of the vehicle 101 and/or the running gear 102, but it may also be a parameter providing information on the actual external loads on the vehicle 101 and/or the running gear 102, such as e.g. wind loads (in particular so called side wind or crosswind loads), having an influence on the actual values of the contact forces FC1, FC2.
  • wind loads in particular so called side wind or crosswind loads
  • the operational parameter OP is representative of an actual amount of the contact force FC1, FC2 and/or an actual slip between the wheels 103.3, 103.4 and the rail 110.1 and/or an actual traction or braking power to be transmitted between the wheels 103.3, 103.4 and the rail 110.1 and/or the actual rotational speed of the wheel and/or the actual translational speed of the wheel and/or an actual coefficient of friction (present at the contact location) between the wheels 103.3, 103.4 and the rail 110.1.
  • the magnetic core device 115 is at least largely made from a material having low magnetic resistance, such as, for example, a ferromagnetic material, such as iron and/or electrical steels and/or cobalt iron alloys.
  • a material having low magnetic resistance such as, for example, a ferromagnetic material, such as iron and/or electrical steels and/or cobalt iron alloys.
  • the magnetic core device 115 is configured and spatially associated to the wheels 103.3, 103.4, such that the magnetic core device 115 and the wheels 103.3, 103.4 form adjacent parts of the magnetic circuit 113.
  • the magnetic core device 115 comprises a first contact unit 115.1 (located at one end of the magnetic core device 115 and associated to the first wheel 103.3), a second contact unit 115.2 (located at the other end of the magnetic core device 115 and associated to the second wheel 103.4) and magnetic core element 115.3 (located between the contact units 115.1, 115.2).
  • the contact units 115.1, 115.2, in the present example, are of identical design and functionality, which will be described in the following using the first contact unit 115.1.
  • the contact unit 115.1 is slidably connected to the magnetic core element 115.3 and configured to contact, in the activated state, an inner lateral surface 103.5 (i.e. a surface facing in the transverse direction of the running gear unit) of the wheel flange 103.6 of the associated wheel 103.3 in order to largely reduce or avoid air gaps at the respective contact location (and, hence, to minimize magnetic losses).
  • an inner lateral surface 103.5 i.e. a surface facing in the transverse direction of the running gear unit
  • the wheel flange 103.6 of the associated wheel 103.3 in order to largely reduce or avoid air gaps at the respective contact location (and, hence, to minimize magnetic losses).
  • Using the inner lateral surface 103.5 in the uppermost area of the wheel flange 103.6 as the contact location is advantageous, since these surfaces are particularly suitable for forming a magnetic interface even under eventually varying steering angles of the
  • each contact unit 115.1 is slidably connected to the magnetic core element 115.3 in such a manner that, in the deactivated state, the contact unit 115.1 does not contact the wheel 103.3 in order to minimize wear.
  • the contact unit 115.1 comprises a resetting means in the form of a spring element 115.4 connected to the magnetic core element 115.3.
  • the resetting spring element 115.4 exerts a resetting force FR on the contact unit 115.1, the resetting force FR, if not compensated by a counterforce, bringing the contact unit 115.1 out of contact with the associated wheel 103.3 and into a retracted state (as indicated by the double-dot-dashed contour 120 in Figure 3 ).
  • the contact unit 115.1 is slidably mounted to the magnetic core element 115.3 in such a manner that, in the activated state, an actuation force FA is exerted on the contact unit 115.1.
  • the actuation force FA if not compensated by a counterforce, brings the contact unit 115.1 into contact with the wheel 103.3.
  • the contact unit may be locked in position by suitable locking means (not shown) once contact is established, such that the actuation force FA may only be necessary for establishing this contact.
  • the actuation force FA for bringing the contact unit 115.1 into contact with the wheel 103.3 is generated as a result of the magnetic flux MF in the magnetic circuit 113 (i.e. through the magnetic attraction force acting between the wheel 103.3 and the contact unit 115.1 that results from the magnetic flux MF of the magnetic circuit 113), such that no additional actuator is needed.
  • a contact including rolling relative motion is provided between the contact unit 115.1 and the wheel 103.3.
  • the contact unit 115.1 comprises one or more contact elements in the form of rollers 115.6 rotatably held in a contact element holder 115.7 of the contact unit 115.1.
  • the contact element 115.6 in the activated state, is in substantially rolling contact with the wheel 103.3.
  • a combined rolling and sliding motion may be present at the contact location.
  • the contact element holder 115.7 defines an axis of rotation 115.8 of the contact element 115.6 that is substantially parallel to the height direction (z-axis) since this orientation allows particularly simple configurations taking into account relative motion between the running gear frame 104 and the wheel set 103.1 under normal operating conditions due to steering/yawing and/or tilting and/or pitching motions.
  • the axis of rotation 115.8 when running on a straight level track, extends through a virtual cylinder defined by a maximum diameter D max and the rolling axis 103.7 of the wheel set 103.1. More precisely, in the present example and when running on a straight level track 110, the axis of rotation 115.8 is substantially parallel to a radial direction of the wheel 103.3 defined at the contact point of the contact element 115.6 with the wheel 103.3 and substantially intersects the rolling axis 103.7 of the wheel set 103.1, thereby minimizing sliding motion and, hence, wear.
  • the contact forces FC1, FC2 present on one side of the running gear 102 are commonly influenced or controlled by the control unit 118.
  • the contact forces FC1, FC2 on the windward vehicle side hit by crosswind may be increased, while the contact forces FC1, FC2 on the leeward vehicle side may be left uninfluenced or increased to a lower extent by the control unit 118.
  • control device may control the magnetic circuit device 111 to generate braking forces.
  • the magnetic circuit device 111 may have a braking mode, the magnetic circuit device 111, in the braking mode, being used to generate a braking moment acting on the wheel sets 103.1, 103.2 in the manner of an eddy current braking device.
  • the running gear 202 in its basic design and functionality largely corresponds to the running gear 102 of the first embodiment and may replace the running gear 102 in vehicle 101, such that it is here mainly referred to the differences.
  • identical components have been given the identical reference, while like components are given the same reference numeral increased by the value 100.
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the magnetic circuit arrangement 212 comprises two identically designed magnetic circuit devices 211 (separately generating a magnetic flux MF in two separate magnetic circuits 213) each associated to one of the wheels 103.3, 103.4 and individually controlled by the control device 118.
  • the magnetic circuit arrangement 212 differs from the magnetic circuit arrangement 112 only insofar as the magnetic core element 215.3 of the magnetic core device 215 is configured and spatially associated to the part of the rail 110.1 contacted by the associated wheel 103.3, 103.4 such that, in the activated state, the magnetic core device 215 and said part of the rail 110.1 form adjacent parts of the respective magnetic circuit 213. Hence, it is possible to individually control of the contact force FC1, FC2 at each single wheel 103.3, 103.4 of the running gear 202
  • the magnetic core device 215 in the activated state, contacts the associated part of the rail 110.1 to keep the magnetic losses to a minimum at this location.
  • a modified core element 215.3 is used, while, in the area of the contact element 115.1 and for the inductor device 116, an identical design as in the first embodiment is used.
  • a third preferred embodiment of a running gear unit 302 will be described with reference to Figure 5 .
  • the running gear 302 in its basic design and functionality largely corresponds to the running gear 202 of the second embodiment and may also replace the running gear 102 in vehicle 101, such that it is here mainly referred to the differences.
  • identical components have been given the identical reference, while like components are given the same reference numeral increased by the value 100 (compared to the second embodiment).
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the magnetic circuit arrangement 312 again comprises two identically designed magnetic circuit devices 311 (separately generating a magnetic flux MF in two separate magnetic circuits 313) each associated to one of the wheels 103.3, 103.4 and individually controlled by the control device 118.
  • the magnetic circuit arrangement 312 differs from the magnetic circuit arrangement 212 only insofar as the magnetic core element 315.3 of the magnetic core device 315 is a split or dual branch core device.
  • An inward branch 315.10 contacts an inward lying part of the rail 110.1 contacted by the associated wheel 103.3, 103.4 (i.e. a part of the rail 110.1 lying between the two contact points 114 of the wheels 103.3 and 103.4), while an outward branch 315.11 contacts an outward lying part of the rail 110.1 contacted by the associated wheel 103.3, 103.4 (i.e. a part of the rail 110.1 lying outside the space between the two contact points 114 of the wheels 103.3 and 103.4).
  • the branching point of the magnetic core element 315.3 into the two branches 315.10 and 315.11 is located upstream or downstream (depending on the direction of the magnetic flux MF) of the inductor device 116.
  • the two branches of the magnetic circuit 313 formed due to the branched design of the magnetic core element 315.3) furthermore re-unite or split (depending on the direction of the magnetic flux MF) at the respective contact unit 115.1, 115.2.
  • the two branches 315.10 and 315.11 are configured and spatially associated to the rail 110.1 such that, in the activated state, the respective branch 315.10, 315.11 of the magnetic core device 315 and the associated part of the rail 110.1 form adjacent parts of the respective branch of the magnetic circuit 313.
  • FC1, FC2 it is not only possible to individually control of the contact force FC1, FC2 at each single wheel 103.3, 103.4 of the running gear 302.
  • the branched design with an inward branch associated to an inward lying part of the rail 110.1 and an outward branch associated to an outward lying part of the rail 110.1 allows increasing the magnetic flux MF in the area of the respective contact location 114 and, hence, increasing the magnetic attraction forces FM enhancing the contact force FC1, FC2.
  • the branches 315.10, 315.11 of the magnetic core device 315 in the activated state, contact the associated part of the rail 110.1 to keep the magnetic losses to a minimum at this location.
  • a fourth preferred embodiment of a running gear unit 402 will be described with reference to Figure 6 .
  • the running gear 402 in its basic design and functionality largely corresponds to the running gear 202 of the second embodiment and may also replace the running gear 102 in vehicle 101, such that it is here mainly referred to the differences.
  • identical components have been given the identical reference, while like components are given the same reference numeral increased by the value 200 (compared to the second embodiment).
  • explicit reference is made to be explanations given above in the context of the first embodiment with respect to these components.
  • the magnetic circuit arrangement 412 again comprises two identically designed magnetic circuit devices 411 (separately generating a magnetic flux MF in two separate magnetic circuits 413) each associated to one of the wheels 103.3, 103.4 and individually controlled by the control device 118.
  • the magnetic circuit arrangement 412 differs from the magnetic circuit arrangement 212 only insofar as the magnetic core element 415.3 of the magnetic core device 415 is a split or dual branch core device.
  • An inward branch 415.10 contacts an inward lying part of the rail 110.1 contacted by the associated wheel 103.3, 103.4 (i.e. a part of the rail 110.1 lying between the two contact points 114 of the wheels 103.3 and 103.4), while an outward branch 415.11 contacts an outward lying part of the rail 110.1 contacted by the associated wheel 103.3, 103.4 (i.e. a part of the rail 110.1 lying outside the space between the two contact points 114 of the wheels 103.3 and 103.4).
  • the branching point of the magnetic core element 415.3 into the two branches 415.10 and 415.11 is located in the area of the respective contact unit 115.1, 115.2.
  • each branch has an associated inductor device 116 and 416, each being fed by the power source 117 under control of the control device 118 to selectively generate the magnetic flux MF in the respective magnetic circuit 413.
  • the two branches 415.10 and 415.11 are configured and spatially associated to the rail 110.1 such that, in the activated state, the respective branch 415.10, 415.11 of the magnetic core device 415 and the associated part of the rail 110.1 form adjacent parts of the respective branch of the magnetic circuit 413.
  • FC1, FC2 it is not only possible to individually control of the contact force FC1, FC2 at each single wheel 103.3, 103.4 of the running gear 402.
  • the branched design with an inward branch associated to an inward lying part of the rail 110.1 and an outward branch associated to an outward lying part of the rail 110.1 allows increasing the magnetic flux MF in the area of the respective contact location 114 and, hence, increasing the magnetic attraction forces FM enhancing the contact force FC1, FC2.
  • the branches 415.10, 415.11 of the magnetic core device 415 in the activated state, contact the associated part of the rail 110.1 to keep the magnetic losses to a minimum at this location.
  • rollers 415.9 as well as any other contact element 115.6, 215.9 and 315.9 described hereinbefore could be replaced by another contact element providing predominantly sliding contact.
  • Particularly favorable solutions may be achieved using brush elements or the like, which cause only comparatively limited wear of the contacted components (wheel and/or rail). Moreover, they may serve to clean the contacted component.
  • any of these contact elements may be configured to contact only in the activated state.
  • stops may be used to limit the contact pressure of the brush element and, hence, wear.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (15)

  1. Fahrwerkseinheit (102; 202; 302; 402) für ein Schienenfahrzeug, mit
    - wenigstens einer Radeinheit (103.1, 103.2) und
    - eine Magnetkreiseinrichtung (111; 211; 311; 411) für eine Magnetkreisanordnung (112; 212; 312; 412); wobei
    - die wenigstens eine Radeinheit (103.1, 103.2) dazu konfiguriert ist, einen Teil einer Schiene (110.1) eines zu befahrenden Gleises mit einer Kontaktkraft zu kontaktieren, die zwischen der wenigstens einen Radeinheit (103.1, 103.2) und der Schiene (110.1) wirkt;
    - die Magnetkreisanordnung (112; 212; 312; 412) einen aktivierten Zustand und einem deaktivierten Zustand aufweist;
    - die Magnetkreiseinrichtung (111; 211; 311; 411) dazu konfiguriert ist, dazu beizutragen, in dem aktiviert Zustand einen magnetischen Fluss in einem magnetischen Kreis (113; 213; 313; 413) der Magnetkreisanordnung (112; 212; 312; 412) zu erzeugen, um die Kontaktkraft im Vergleich zu dem deaktivierten Zustand zu erhöhen; wobei
    - die Magnetkreiseinrichtung (111; 211; 311; 411) so konfiguriert ist, dass wenigstens ein Teil der wenigstens eine Radeinheit (103.1, 103.2) und der Teil der Schiene (110.1), der sich in Kontakt mit der wenigstens einen Radeinheit (103.1, 103.2) befindet, wenigstens in dem aktivierten Zustand einen Teil des Magnetkreises (113; 213; 313; 413) bildet;
    - die Magnetkreiseinrichtung (111; 211; 311; 411) eine Magnetkerneinrichtung (115; 215; 315; 415) umfasst;
    - die Magnetkerneinrichtung (115; 215; 315; 415) in dem aktivierten Zustand einen Teil des Magnetkreises bildet (113; 213; 313; 413),
    - die Magnetkerneinrichtung (115; 215; 315; 415) derart ausgebildet ist, dass die Magnetkerneinrichtung (115; 215; 315; 415) und die wenigstens eine Radeinheit (103.1, 103.2) wenigstens in dem aktivierten Zustand benachbarte Teile des Magnetkreises (113; 213; 313; 413) bilden;
    dadurch gekennzeichnet, dass
    - die Magnetkerneinrichtung (115; 215; 315; 415) eine Kontakteinheit (115.1; 115.2) umfasst, wobei die Kontakteinheit (115.1; 115.2) dazu konfiguriert ist, wenigstens in dem aktivierten Zustand einen Teil der Radeinheit (103.1, 103.2) zu kontaktieren,
    und/oder
    - die Magnetkerneinrichtung (215; 315; 415) derart konfiguriert ist, dass im aktivierten Zustand die Magnetkerneinrichtung (215; 315; 415) und der Teil der Schiene (110.1) benachbarte Teile des magnetischen Kreises (213; 313; 413) bilden; wobei die Magnetkerneinrichtung (215; 315; 415) in dem aktivierten Zustand den Teil der Schiene (110.1) kontaktiert.
  2. Fahrwerkseinheit nach Anspruch 1, wobei
    - die Magnetkerneinrichtung (115; 215; 315; 415) der wenigstens einen Radeinheit (103.1, 103.2) derart räumlich zugeordnet ist, dass die Magnetkerneinrichtung (115; 215; 315; 415) und die wenigstens eine Radeinheit (103.1, 103.2) wenigstens in dem aktivierten Zustand benachbarte Teilen des Magnetkreises (113; 213; 313; 413) bilden.
  3. Fahrwerkseinheit nach Anspruch 1 oder 2, wobei
    - die Kontakteinheit (115.1; 115.2) dazu konfiguriert ist, wenigstens in dem aktivierten Zustand ein Rad der Radeinheit (103.1, 103.2), vorzugsweise eine Seitenfläche des Rades, zu kontaktieren;
    und/oder
    - die Kontakteinheit (115.1; 115.2) derart konfiguriert ist und/oder an einem Magnetkernelement der Magnetkerneinrichtung (115; 215; 315; 415) angelenkt ist, dass die Kontakteinheit (115.1; 115.2) im deaktiviert Zustand die Radeinheit (103.1, 103.2) nicht kontaktiert,
    und/oder
    - die Kontakteinheit (115.1; 115.2) eine Rückstelleinrichtung (115.8), insbesondere ein Federelement, umfasst, wobei die Rückstelleinrichtung (115.8) wenigstens im deaktivierten Zustand eine Rückstellkraft auf die Kontakteinheit (115.1; 115.2) ausübt, wobei die Rückstellkraft, wenn sie nicht durch eine Gegenkraft kompensiert wird, die Kontakteinheit (115.1; 115.2) außer Kontakt mit der Radeinheit (103.1, 103.2) bringt.
  4. Fahrwerkseinheit nach einem der Ansprüche 1 bis 3, wobei
    - die Kontakteinheit (115.1; 115.2) derart konfiguriert ist und/oder an einem Magnetkernelement (115.3; 215.3; 315.3; 415.3) der Magnetkerneinrichtung (115; 215; 315; 415) angelenkt ist, dass in dem aktivierten Zustand eine Betätigungskraft auf die Kontakteinheit (115.1; 115.2) ausgeübt wird, wobei die Betätigungskraft, wenn sie nicht durch eine Gegenkraft kompensiert wird, die Kontakteinheit (115.1; 115.2) mit der Radeinheit (103.1, 103.2) in Kontakt bringt;
    - die Betätigungskraft insbesondere als Ergebnis des magnetischen Flusses in dem Magnetkreis erzeugt wird (113; 213; 313; 413).
  5. Fahrwerkseinheit nach Anspruch 4, wobei
    - die Kontakteinheit (115.1; 115.2) wenigstens ein Kontaktelement (115.6) und einen Kontaktelementhalter (115.7) umfasst, der das wenigstens eine Kontaktelement (115.6) drehbar hält, wobei sich das Kontaktelement (115.6) in dem aktivierten Zustand in im Wesentlichen rollendem Kontakt mit der Radeinheit (103.1, 103.2) befindet;
    - wobei die Fahrwerkseinheit eine Längsrichtung, eine Querrichtung und eine Höhenrichtung definiert und der Kontaktelementhalter (115.7) wenigstens eine Drehachse (115.8) des wenigstens einen Kontaktelements (115.6); wobei
    - die wenigstens eine Drehachse (115.8) insbesondere im Wesentlichen parallel zu der Längsrichtung oder im Wesentlichen parallel zu der Höhenrichtung verläuft;
    - sich die wenigstens eine Drehachse (115.8) bei Betrieb auf gerader ebener Strecke insbesondere durch einen virtuellen Zylinder erstreckt, der durch einen maximalen Durchmesser und eine Rollachse einer Radeinheitsrollachseneinrichtung, insbesondere einer Radeinheitswelle oder eine Radeinheitsachse, definiert wird, wobei die wenigstens eine Drehachse (115.8) bei Betrieb auf gerader ebener Strecke die Rollachse vorzugsweise im Wesentlichen schneidet;
    - die wenigstens eine Drehachse (115.8) bei Betrieb auf gerader ebener Strecke insbesondere im Wesentlichen parallel zu einer radialen Richtung eines Rades der Radeinheit (103.1, 103.2) verläuft, die an einem Kontaktpunkt des Kontaktelements (115.6) mit der Radeinheit (103.1, 103.2) definiert ist.
  6. Fahrwerkseinheit nach einem der Ansprüche 1 bis 5, wobei
    - die Kontakteinheit (115.1; 115.2) eine Seitenfläche (103.5) eines Rades (103.3, 103.4) der Radeinheit (103.1, 103.2), insbesondere eine Seitenfläche eines Radflansches (103.6) des Rades (103.3, 103.4), kontaktiert
    und/oder
    - die Kontakteinheit an einem Magnetkernelement (115.3; 215.3; 315.3; 415.3) der Magnetkerneinrichtung (115; 215; 315; 415) angelenkt ist und/oder
    - die Kontakteinheit (115.1; 115.2) verschieblich an einem Magnetkernelement (115.3; 215.3; 315.3; 415.3) der Magnetkerneinrichtung (115; 215; 315; 415) angebracht ist.
  7. Fahrwerkseinheit nach einem der Ansprüche 1 bis 6, wobei
    - die Magnetkerneinrichtung (215; 315; 415) derart konfiguriert und insbesondere dem Teil der Schiene (110.1) derart räumlich zugeordnet ist, dass im aktivierten Zustand die Magnetkerneinrichtung (215; 315; 415) und der Teil der Schiene (110.1) benachbarte Teile des magnetischen Kreises (213; 313; 413) bilden; wobei die Magnetkerneinrichtung (215; 315; 415) in dem aktivierten Zustand insbesondere den Teil der Schiene (110.1) kontaktiert;
    oder
    - die Fahrwerkseinheit eine weitere Radeinheit (103.1, 103.2) umfasst, welche die Schiene (110.1) kontaktiert, wobei die Magnetkerneinrichtung (115) derart konfiguriert und insbesondere der weiteren Radeinheit (103.1, 103.2) räumlich zugeordnet ist, dass wenigstens in dem aktivierten Zustand die Magnetkerneinrichtung (115) und die weitere Radeinheit (103.1, 103.2) benachbarte Teile des magnetischen Kreises (113) bilden.
  8. Fahrwerkseinheit nach einem der Ansprüche 1 bis 7, wobei
    - die Magnetkreiseinrichtung (111; 211; 311; 411) wenigstens eine Induktionseinrichtung (116) umfasst, die dazu konfiguriert ist, gesteuert durch eine Steuereinrichtung (118);den magnetischen Fluss in dem Magnetkreis (113; 213; 313; 413) zu erzeugen; wobei
    - die wenigstens eine Induktionseinrichtung (116) insbesondere einer Magnetkerneinrichtung (115; 215; 315; 415) der Magnetkreiseinrichtung (111; 211; 311; 411) zugeordnet ist;
    - die wenigstens eine Induktionseinrichtung (116) insbesondere wenigstens eine elektrische Wicklung (116.1) umfasst, die einen Teil einer Magnetkerneinrichtung (115; 215; 315; 415) der Magnetkreiseinrichtung (111; 211; 311; 411) umgibt;
    wobei die Steuereinrichtung (118), insbesondere dazu konfiguriert ist, den magnetischen Fluss in Abhängigkeit von wenigstens einem Betriebsparameter der Fahrwerkseinheit einzustellen, der insbesondere berechnet und/oder über wenigstens eine Detektionseinheit (119) erfasst wird, wobei der wenigstens eine Betriebsparameter insbesondere für einen aktuellen Betrag der Kontaktkraft und/oder einen aktuellen Schlupf zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) und/oder eine aktuell zwischen der Schiene (110.1) und der Radeinheit (103.1, 103.2) zu übertragende Antriebs- oder Bremsleistung und/oder eine aktuelle Drehzahl der Radeinheit und/oder eine aktuelle Translationsgeschwindigkeit der Radeinheit und/oder einen aktuellen Reibungskoeffizienten zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) repräsentativ ist.
  9. Fahrwerkseinheit nach einem der Ansprüche 1 bis 8, wobei
    - wobei die Fahrwerkseinheit eine Steuervorrichtung (118), ein erstes Rad (103.3) und ein zweites Rad (103.4) umfasst, wobei beide Räder (103.3, 103.4) mit einer Schiene (110.1) der Strecke in Kontakt stehen;
    - die Magnetkreiseinrichtung (211; 311; 411) eine erste Magnetkreiseinrichtung (211; 311; 411) bildet, die dem ersten Rad zugeordnet ist;
    - die Fahrwerkseinheit eine zweite Magnetkreiseinrichtung (211; 311; 411) umfasst, die dem zweiten Rad (103.4) zugeordnet ist;
    - wobei die Steuervorrichtung (118) insbesondere dazu ausgebildet ist, einen ersten magnetischen Fluss in der ersten Magnetkreiseinrichtung (211; 311; 411) und einen zweiten magnetischen Fluss in der zweiten Magnetkreiseinrichtung (211; 311; 411) einzustellen.
    wobei die Steuervorrichtung (118) insbesondere dazu ausgebildet ist, an die ersten magnetischen Fluss und/oder den zweiten magnetischen Fluss in Abhängigkeit von wenigstens einem Betriebsparameter der Fahrwerkseinheit einzustellen, der insbesondere berechnet und/oder über wenigstens eine Detektionseinheit (119) erfasst wird, wobei der wenigstens eine Betriebsparameter insbesondere für einen aktuellen Betrag der Kontaktkraft und/oder einen aktuellen Schlupf zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) und/oder eine aktuell zwischen der Schiene (110.1) und der Radeinheit (103.1, 103.2) zu übertragende Antriebs- oder Bremsleistung und/oder eine aktuelle Drehzahl der Radeinheit und/oder eine aktuelle Translationsgeschwindigkeit der Radeinheit und/oder einen aktuellen Reibungskoeffizienten zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) repräsentativ ist.
  10. Fahrwerkseinheit nach einem der Ansprüche 1 bis 9, wobei
    - die Magnetkreiseinrichtung (111; 211; 311; 411) einen Bremsmodus aufweist,
    - die Magnetkreiseinrichtung (111; 211; 311; 411) in dem Bremsmodus dazu verwendet wird, nach Art einer Wirbelstrombremsvorrichtung ein auf die Radeinheit (103.1, 103.2) wirkendes Bremsmoment zu erzeugen.
  11. Schienenfahrzeug mit einer Fahrwerkseinheit (102; 202; 302; 402) nach einem der Ansprüche 1 bis 10.
  12. Verfahren zum Einstellen einer Kontaktkraft, die zwischen einem Rad (103.3, 103.4) einer Radeinheit (103.1, 103.2) und einem Teil einer Schiene (110.1) eines zu befahrenden Gleises wirkt, umfassend,
    - in einem aktivierten Zustand, Erzeugen eines magnetischen Flusses in einem magnetischen Kreis (113; 213; 313; 413), wobei die Kontaktkraft gegenüber einem deaktivierten Zustand erhöht wird; wobei
    - der magnetische Fluss in wenigstens einem Teil des Rades (103.3, 103.4) und dem Teil der Schiene (110.1), der mit dem Rad (103.3, 103.4) in Kontakt steht, als Teile des Magnetkreises (113; 213; 313; 413) erzeugt wird,
    - eine Magnetkerneinrichtung (115; 215; 315; 415) der Radeinheit (103.1, 103.2) derart zugeordnet wird, dass die Magnetkerneinrichtung (115; 215; 315; 415) und die wenigstens eine Radeinheit (103.1, 103.2) wenigstens in dem aktivierten Zustand benachbarte Teile des Magnetkreises (113; 213; 313; 413) bilden;
    dadurch gekennzeichnet, dass
    - wenigstens in dem aktivierten Zustand ein Kontakt zwischen einer Kontakteinheit (115.1; 115.2) der Magnetkerneinrichtung (115; 215; 315; 415) und einem Teil der Radeinheit (103.1, 103.2) hergestellt wird,
    und/oder
    - die Magnetkerneinrichtung (215; 315; 415) dem Teil der Schiene (110.1) derart zugeordnet wird, dass die Magnetkerneinrichtung (215; 315; 415) und der Teil der Schiene (110.1) im aktivierten Zustand einander kontaktieren, um benachbarte Teile des magnetischen Kreises (213; 313; 413) zu bilden.
  13. Verfahren nach Anspruch 12, wobei
    - die Magnetkerneinrichtung (115; 215; 315; 415) dem Rad (103.3, 103.4) zugeordnet wird;
    und/oder
    - in dem aktivierten Zustand, vorzugsweise automatisch, weiter vorzugsweise automatisch unter Verwendung des magnetischen Flusses, Kontakt zwischen der Kontakteinheit (115.1; 115.2) und dem Teil der Radeinheit (103.1, 103.2), insbesondere einem Rad (103.3, 103.4) der Radeinheit (103.1, 103.2), vorzugsweise eine Seitenfläche (103.5) des Rades (103.3, 103.4), hergestellt wird;
    und/oder
    - in dem deaktivierten Zustand, der Kontakt zwischen der Kontakteinheit (115.1; 115.2) und der Radeinheit (103.1, 103.2), insbesondere automatisch, aufgehoben wird.
  14. Verfahren nach Anspruch 12 oder 13, wobei
    - der magnetische Fluss in dem aktivierten Zustand in einem Teil einer weiteren Radeinheit (103.1, 103.2) erzeugt wird, welche die Schiene (110.1) derart kontaktiert, dass die Magnetkerneinrichtung (115) und die weitere Radeinheit (103.1, 103.2) benachbarte Teile des magnetischen Kreises (113) bilden.
  15. Verfahren nach einem der Ansprüche 12 bis 14, wobei
    der magnetische Fluss als in Abhängigkeit von wenigstens einem Betriebsparameter einer die Radeinheit (103.1, 103.2) umfassenden Fahrwerkseinheit eingestellt wird, der insbesondere berechnet und/oder über wenigstens eine Detektionseinheit (119) erfasst wird, wobei der wenigstens eine Betriebsparameter insbesondere für einen aktuellen Betrag der Kontaktkraft und/oder einen aktuellen Schlupf zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) und/oder eine aktuell zwischen der Schiene (110.1) und der Radeinheit (103.1, 103.2) zu übertragende Antriebs- oder Bremsleistung und/oder eine aktuelle Drehzahl der Radeinheit und/oder eine aktuelle Translationsgeschwindigkeit der Radeinheit und/oder einen aktuellen Reibungskoeffizienten zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) repräsentativ ist,
    - insbesondere ein erster Magnetfluss in einem ersten Magnetkreis (213; 313; 413), der einem ersten Rad (103.3) der Fahrwerkseinheit zugeordnet ist, und/oder ein zweiter Magnetfluss in einem zweiten Magnetkreis (213; 313; 413), der einem zweiten Rad (103.4) der Fahrwerkseinheit zugeordnet ist, in Abhängigkeit von wenigstens einem Betriebsparameter der Fahrwerkseinheit eingestellt wird, der insbesondere berechnet und/oder über wenigstens eine Detektionseinheit (119) erfasst wird, wobei der wenigstens eine Betriebsparameter insbesondere für einen aktuellen Betrag der Kontaktkraft und/oder einen aktuellen Schlupf zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) und/oder eine aktuell zwischen der Schiene (110.1) und der Radeinheit (103.1, 103.2) zu übertragende Antriebs- oder Bremsleistung und/oder eine aktuelle Drehzahl der Radeinheit und/oder eine aktuelle Translationsgeschwindigkeit der Radeinheit und/oder einen aktuellen Reibungskoeffizienten zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) repräsentativ ist,
    - der magnetische Fluss in einem Bremsmodus dazu verwendet wird, nach Art einer Wirbelstrombremsvorrichtung ein zwischen der Radeinheit (103.1, 103.2) und der Schiene (110.1) wirkendes Bremsmoment zu erzeugen.
EP12190663.0A 2012-10-30 2012-10-30 Fahrgestelleinheit mit verstellbarer Radkontaktkraft Not-in-force EP2727790B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12190663.0A EP2727790B1 (de) 2012-10-30 2012-10-30 Fahrgestelleinheit mit verstellbarer Radkontaktkraft

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12190663.0A EP2727790B1 (de) 2012-10-30 2012-10-30 Fahrgestelleinheit mit verstellbarer Radkontaktkraft

Publications (2)

Publication Number Publication Date
EP2727790A1 EP2727790A1 (de) 2014-05-07
EP2727790B1 true EP2727790B1 (de) 2016-09-14

Family

ID=47146201

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12190663.0A Not-in-force EP2727790B1 (de) 2012-10-30 2012-10-30 Fahrgestelleinheit mit verstellbarer Radkontaktkraft

Country Status (1)

Country Link
EP (1) EP2727790B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU225074U1 (ru) * 2024-02-01 2024-04-12 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Устройство для увеличения сцепления ведущих колес локомотива с рельсами

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109677426B (zh) * 2018-12-18 2020-08-18 同济大学 一种用于提高列车轮轨粘着力的系统
RU195063U1 (ru) * 2019-01-18 2020-01-14 Андрей Сергеевич Космодамианский Устройство для предотвращения буксования локомотива
RU194614U1 (ru) * 2019-03-27 2019-12-17 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
RU196905U1 (ru) * 2019-06-05 2020-03-19 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
RU194613U1 (ru) * 2019-06-05 2019-12-17 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
RU196093U1 (ru) * 2019-06-05 2020-02-17 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
RU202706U1 (ru) * 2020-10-01 2021-03-03 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
RU210410U1 (ru) * 2021-11-17 2022-04-14 Андрей Сергеевич Космодамианский Устройство для увеличения сцепления ведущих колес локомотива с рельсами
CN113978487A (zh) * 2021-11-23 2022-01-28 李孝龙 通用磁压三轨高速列车

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2012388A1 (de) 1970-03-16 1971-10-07 Schieck K Vorrichtung zur Sicherung der Spur fuhrung von Schienenfahrzeugen
US3881578A (en) * 1972-11-10 1975-05-06 Yvon Dubreucq Apparatus for braking railway vehicles
EP1048542A3 (de) 1999-04-30 2000-12-06 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Erhöhung der Normalkraft eines Schienenfahrzeugs
DE19940046A1 (de) 1999-08-24 2000-11-16 Siemens Ag Verfahren und Vorrichtung zur Beeinflussung der zwischen einem Schienenfahrzeug und seiner Schiene wirkenden Normalkraft
DE10359821A1 (de) * 2003-12-14 2005-09-08 Staege, Rüdiger Vorrichtung und Verfahren zur magnetischen Brems- und/oder Beschleunigungshilfe für Rad/Schiene-Fahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU225074U1 (ru) * 2024-02-01 2024-04-12 ФЕДЕРАЛЬНОЕ ГОСУДАРСТВЕННОЕ БЮДЖЕТНОЕ ОБРАЗОВАТЕЛЬНОЕ УЧРЕЖДЕНИЕ ВЫСШЕГО ОБРАЗОВАНИЯ "Брянский государственный технический университет" Устройство для увеличения сцепления ведущих колес локомотива с рельсами

Also Published As

Publication number Publication date
EP2727790A1 (de) 2014-05-07

Similar Documents

Publication Publication Date Title
EP2727790B1 (de) Fahrgestelleinheit mit verstellbarer Radkontaktkraft
EP2331380B1 (de) Wirbelstromgleisbremse
EP2271535B1 (de) Einschienengestell mit verbessertem rollverhalten
US8505463B2 (en) Wheel-type ultra high speed railway system
JP5438796B2 (ja) 鉄道車両用台車及びそれを備えた鉄道車両
KR20110030500A (ko) 연결 부재를 포함하는 모노레일 대차 조립체
EP2196377A1 (de) Lenkfahrgestell für rollmaterial, rollmaterial und gelenkarm
JP5828235B2 (ja) 鉄道車両用操舵台車
KR101013126B1 (ko) 철도 차량용 자기 조향 장치
CA2653747A1 (en) Method for controlling an active running gear of a rail vehicle
KR102624360B1 (ko) 브레이크 시스템을 제어 또는 조절하기 위한 방법 및 브레이크 시스템
CN101870299B (zh) 动车组辅助转弯组合结构与辅助转弯方法
KR20140107485A (ko) 철도 차량용 조타 대차
JP6067850B2 (ja) 横圧を低減できる鉄道車両および横圧低減方法
JP2004161115A (ja) 台車枠旋回装置付鉄道車両
JP2005262957A (ja) 鉄道車両用アシスト操舵台車
WO2013150694A1 (ja) 鉄道車両用台車及びそれを備えた鉄道車両
JP2010235000A (ja) 貨物列車
JP2005261095A (ja) 鉄道車両制御方法
US9771088B2 (en) Locomotive truck steering system
KR20170087899A (ko) 철도차량용 조타 대차
EP2240642B1 (de) Bewegliches weichenherzstück
JP2012188039A (ja) 脱線防止装置
JPH04300773A (ja) 鉄道車両用台車の軸箱支持剛性制御装置およびその制御方法
JP5845043B2 (ja) 車体左右動ストッパ装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20121030

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20141107

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RIN1 Information on inventor provided before grant (corrected)

Inventor name: BRUNEL, CHARLES

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20160323

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 828605

Country of ref document: AT

Kind code of ref document: T

Effective date: 20161015

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602012022750

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: SCHMAUDER AND PARTNER AG PATENT- UND MARKENANW, CH

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160914

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161214

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161031

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161215

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170116

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20161214

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20170114

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602012022750

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20170630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161114

26N No opposition filed

Effective date: 20170615

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20161214

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161030

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161214

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20121030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161031

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160914

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20181019

Year of fee payment: 7

Ref country code: AT

Payment date: 20181022

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20181019

Year of fee payment: 7

REG Reference to a national code

Ref country code: AT

Ref legal event code: UEP

Ref document number: 828605

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160914

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602012022750

Country of ref document: DE

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200501

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191031

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191031

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 828605

Country of ref document: AT

Kind code of ref document: T

Effective date: 20191030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20191030