EP2762377B1 - Châssis avec roue commandée - Google Patents

Châssis avec roue commandée Download PDF

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Publication number
EP2762377B1
EP2762377B1 EP13153359.8A EP13153359A EP2762377B1 EP 2762377 B1 EP2762377 B1 EP 2762377B1 EP 13153359 A EP13153359 A EP 13153359A EP 2762377 B1 EP2762377 B1 EP 2762377B1
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EP
European Patent Office
Prior art keywords
actuator
unit
fluid flow
operating mode
actuator chamber
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EP13153359.8A
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German (de)
English (en)
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EP2762377A1 (fr
Inventor
Volker Brundisch
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to ES13153359T priority Critical patent/ES2750362T3/es
Priority to EP13153359.8A priority patent/EP2762377B1/fr
Publication of EP2762377A1 publication Critical patent/EP2762377A1/fr
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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
    • 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 a chassis assembly for a rail vehicle, comprising a vehicle part, in particular a chassis frame or a car body, a wheel unit and a fluidic, in particular hydraulic, actuator arrangement, wherein the vehicle part defines a longitudinal direction, a transverse direction and a height direction and a spring device, in particular a primary suspension, supported on the wheel unit.
  • the actuator arrangement comprises a first actuator chamber and a second actuator chamber, which are fluidically coupled via a control device.
  • the wheel unit is coupled to the vehicle part via the actuator arrangement in such a way that a first fluid flow of a working fluid from the first actuator chamber to the second actuator chamber is generated during a first turning movement of the wheel unit relative to the vehicle part about a turning axis parallel to the height direction via the control device and at a The first turning movement opposite second turning movement of the wheel unit with respect to the vehicle part via the control device, a second fluid flow of the working fluid from the second actuator chamber to the first actuator chamber is generated.
  • the invention further relates to a rail vehicle with such a chassis and a method for influencing a turning movement of a wheel unit of a chassis with respect to a vehicle part.
  • a longitudinally soft connection of the wheel units on the chassis frame leads to good sheet behavior, while a transverse soft connection of the wheel units on the chassis frame reduces dynamic cross peaks, as they arise due to sudden, caused by the track geometry lateral acceleration (for example, when driving through a switch or like).
  • both have the disadvantage that it comes to unstable behavior of the turning movements of the wheel units because of the low management forces between wheel unit and chassis frame in the straight track above certain speeds.
  • a wheel unit in the sense of the present application can be constructed as desired. This may in particular be a wheel set, a pair of wheels or even a single wheel unit.
  • a disadvantage of such a solution with passive adjustment of the turning angle of the respective wheel unit is that the desired for the current track curvature ideal setting (for example, a precise bend radial adjustment) due to the counter to the direction of adjustment acting elastic restoring forces or restoring moments (in particular from the primary suspension ) can not be fully achieved.
  • the desired for the current track curvature ideal setting for example, a precise bend radial adjustment
  • elastic restoring forces or restoring moments in particular from the primary suspension
  • the present invention is therefore based on the object to provide a chassis assembly and a method of the type mentioned above, which does not bring the above-mentioned problems, or at least to a lesser extent and in particular in a simple way allows an improved solution in which in particular, the approximation of the turning angle of the wheel unit to the desired ideal value is improved and the inertia of the adjustment of the turning angle of the wheel unit is reduced.
  • the present invention solves this problem starting from a landing gear assembly according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a method according to the preamble of claim 13 by the features stated in the characterizing part of claim 13.
  • the present invention is based on the technical teaching that in generic landing gear arrangements a simple and improved, because less sluggish solution allows when the control device designed in the manner of a switchable freewheel, so admitted in a first switching state turning movements of the wheel unit in a first direction of rotation while turning movements in the be locked in the opposite second direction of rotation substantially. In a second switching state of the control device reversing movements in the second direction of rotation are then allowed conversely, while turning movements are substantially locked in the first direction of rotation.
  • the present invention is suitable both for use in the chassis itself between a chassis frame (which in this case forms the vehicle part within the meaning of the present invention) and one or more wheel units, such as wheelsets, etc. It is also suitable for use between a Car body (which in this case forms the vehicle part in the sense of the present invention) and a chassis (which in this case forms the wheel unit in the sense of the present invention), for example a bogie etc.
  • this sinusoidal circuit usually requires a turning movement which oscillates around the optimum value that can be achieved with the current track curvature.
  • This oscillatory turning movement about the optimum value is usually at a frequency (typically 2 Hz to 10 Hz), which is usually higher than the frequency of the change in the track curvature (typically up to 0.5 Hz), and because of its sinusoidal nature, thus, therefore, because of their gurschwingenden share, of course, no contribution to the adjustment according to the track curvature.
  • a further advantage of the solution according to the invention lies in the fact that the additional point energy from the sinusoidal run is utilized in order to "freeze" an overshoot above the optimum value, which would be achievable with the same mechanical boundary conditions with a conventional system.
  • the approximation of the turning angle of the wheel unit to a desired ideal value can be improved.
  • the invention therefore relates to a chassis, in particular for a rail vehicle, with a vehicle part, in particular a chassis frame or a car body, a wheel unit and a fluidic, in particular hydraulic, actuator assembly, wherein the vehicle part defines a longitudinal direction, a transverse direction and a height direction and is supported on the wheel unit via a spring device, in particular a primary suspension or a secondary suspension.
  • the actuator arrangement comprises a first actuator chamber and a second actuator chamber, which are fluidically coupled via a control device.
  • the wheel unit is coupled to the vehicle part via the actuator arrangement in such a way that a first fluid flow of a working fluid from the first actuator chamber to the second actuator chamber is generated during a first turning movement of the wheel unit relative to the vehicle part about a turning axis parallel to the height direction via the control device and at a The first turning movement opposite second turning movement of the wheel unit with respect to the vehicle part via the control device, a second fluid flow of the working fluid from the second actuator chamber to the first actuator chamber is generated.
  • the control device is embodied as a freewheel device which can be switched over between a first operating mode and a second operating mode, wherein the control device in the first operating mode allows the first fluid flow and at least substantially blocks the second fluid flow and the control device permits the second fluid flow in the second operating mode and the first fluid flow at least essentially locks.
  • the first operating mode and the second operating mode may be the only two operating modes of the control device.
  • a correspondingly fast switching between the two operating modes could then be provided, for example when driving straight ahead, in order to achieve a stable sinusoidal operation.
  • a suitably coordinated chronological sequence of the switching operations that is to say a correspondingly adapted switching frequency, could then be used to influence the characteristics of the sinusoidal waveform, in particular its frequency.
  • the sinusoidal run could be adapted to the respective driving speed.
  • the control device has a third operating mode, wherein the control device in the third operating mode at least substantially blocks the first fluid flow and the second fluid flow.
  • This can be achieved in a simple manner, a chassis configuration with a particularly rigid connection of the wheel unit to the vehicle part. This is in particular when driving straight ahead in terms of driving stability, especially at high speeds, an advantage.
  • this third mode of operation can also be used when driving in a full curve (ie a longer track section with constant track curvature), since here too a rigid connection of the wheel unit set or turned to the optimum value that can be achieved is advantageous.
  • control device may have a fourth operating mode, wherein the control device in the fourth operating mode allows a bidirectional fluid flow between the first actuator chamber and the second actuator chamber.
  • the control device in the fourth operating mode allows a bidirectional fluid flow between the first actuator chamber and the second actuator chamber.
  • a configuration with (compared to the third operating mode) reduced rigidity of the connection of the wheel unit to the vehicle part is achieved.
  • turning movements are allowed in both directions, as is the case with conventional vehicles.
  • this fourth operating mode for example, a driving behavior as in a conventional chassis with passively rotating wheel unit can thus be achieved.
  • control device is also designed such that the bidirectional fluid flow has an increased, in particular at least doubled, attenuation relative to the first fluid flow and / or the second fluid flow.
  • a corresponding throttle device can be switched or activated in the fluid flow in order to achieve this damping.
  • the damping is actively adjustable, for example via a correspondingly actively adjustable throttle device. Due to the increased damping and thus the increased rigidity of the connection of the wheel unit to the vehicle part, an increased driving stability can be achieved at higher driving speeds, for example when driving straight ahead.
  • the switching energy and / or the switching signal for switching between the individual operating modes can be provided in any desired manner, in particular via any desired energy source (individually or in any desired combination). In particular, come for this (individually or in any Combination) electrical, electro-mechanical, hydraulic or pneumatic systems into consideration.
  • the control device is designed so that it switches automatically in an energy-free state, in particular in an emergency operation in case of failure of an external power supply, in the third operating mode or the fourth operating mode.
  • the control device can be designed so that the selection of the third operating mode or the fourth operating mode is made as a function of the current driving state.
  • the third operating mode for emergency operation can be selected so as not to jeopardize the driving stability, while in the case of curved travel (at least initially) it is possible to switch to the fourth operating mode.
  • control device in the manner of a freewheel can in principle be carried out in any suitable manner, which allows the (switchable) unidirectional release of one of the two fluid streams.
  • an active closure element can be provided which only releases the connection between the two actuator chambers as a function of the signals of a corresponding sensor system (acceleration sensors, pressure sensors, etc.) if the fluid flow currently to be released in each case results due to the boundary conditions detected via the sensor system ,
  • the control device preferably comprises a switching element and a freewheeling element which has a passage input and a blocking input.
  • a fluid flow entering the freewheeling element via the passage inlet is permitted, while a fluid flow entering the freewheeling element via the barrier inlet is substantially blocked.
  • the switching element connects the first actuator chamber to the passage input, while it connects the second actuator chamber to the barrier input.
  • the switching element then conversely connects the second actuator chamber with the passage inlet and the first actuator chamber with the lock input.
  • the fluidic freewheel can be realized in a particularly simple manner with conventional, simple components.
  • the switching element can separate the first actuator chamber and the second actuator chamber from the freewheel element in a third operating mode. With this, the above-described operation in the third operation mode can be easily realized.
  • the switching element in a fourth operating mode, the first actuator chamber and the second actuator chamber connect bidirectionally. This can be realized in a simple manner, the above-described operation in the fourth mode of operation.
  • the fluidic freewheeling element can in principle be designed in any suitable manner.
  • the freewheeling element is designed as a valve device with a passage direction and a locking direction.
  • a particularly simple and inexpensive configuration results when the freewheeling element is designed in the manner of a check valve.
  • the check valve may be formed as a biased check valve to achieve a certain damping of the fluid flow in the forward direction.
  • the bias of the check valve and / or a passage cross section of the freewheeling element for adjusting a damping of a transmitted in the passage direction fluid flow is adjustable. This can optionally be an actively tuned to the current driving situation behavior of the chassis, in particular the rigidity of the connection of the wheel unit to the vehicle part can be achieved.
  • the switching element can in principle be designed in any suitable manner designed as a fluidic switching element, which allows the switching between the individual operating modes.
  • the switching element can be designed as a simple, correspondingly switchable valve device.
  • the switching element in the manner of a 4/3-way valve or a 4/4-way valve is formed, wherein the switching element in an energy-free state, in particular an emergency operation in case of failure of an external power supply, preferably automatically in the third mode of operation or the fourth operating mode switches.
  • the switching element may for this purpose have a switching spring device, which switches the switching element in the de-energized state in the third operating mode or the fourth operating mode.
  • the actuator arrangement can act between any suitable components of the relevant wheel unit and the vehicle part.
  • the actuator assembly comprises an actuator unit, which is arranged between the wheel unit and the vehicle part such that it undergoes a deflection in the first turning movement and the second turning movement, wherein the first actuator chamber and the second actuator chamber are working spaces of the same actuator unit.
  • the freewheel is thus realized directly on an actuator, so that this design is suitable for example for a separate control of individual actuator units in the chassis.
  • actuator units on both chassis sides of a wheel unit can also be controlled in a coordinated manner, as are actuator units that are assigned to different wheel units (the same or different chassis sides).
  • the wheel units can be controlled coordinated in chassis with single wheels.
  • the two work spaces are preferably arranged on mutually remote sides of a trained for force and / or torque transmission movable interface element of the actuator. This results in particularly easy-to-implement structures.
  • the actuator arrangement preferably has a first actuator unit and a second actuator unit.
  • the first actuator unit is arranged between a first component of the wheel unit, in particular a wheel bearing unit of the wheel unit, and the vehicle part such that it experiences a specific deflection during the first turning movement and the second turning movement.
  • the second actuator unit which is arranged between a second component of the wheel unit, in particular a wheel bearing unit of the wheel unit, and the vehicle part, that it also undergoes a certain deflection during the first turning movement and the second turning movement.
  • the first actuator chamber is a working space of the first actuator unit
  • the second actuator chamber is a working space of the second actuator unit.
  • the first actuator chamber and the second actuator chamber are arranged such that an emptying of the first actuator chamber and a filling of the second actuator chamber supports the same turning movement of the wheel unit.
  • the wheel unit is a first wheel unit, wherein the vehicle part is then supported on a further, second wheel unit and the actuator assembly, a first actuator and a second actuator having.
  • the first actuator unit is thus between a component of the first wheel unit, in particular a wheel bearing unit of first wheel unit, and arranged the vehicle part, that in turn undergoes a certain deflection in the first turning movement and the second turning movement.
  • the second actuator unit is arranged between a component of the second wheel unit, in particular a wheel bearing unit of the second wheel unit, and the vehicle part such that it also experiences a specific deflection during a turning movement of the second wheel unit.
  • the first actuator chamber is a working space of the first actuator unit
  • the second actuator chamber is a working space of the second actuator unit.
  • the first actuator chamber and the second actuator chamber are arranged in this design such that an emptying of the first actuator chamber and a filling of the second actuator chamber supports opposite turning movements of the first wheel unit and the second wheel unit.
  • a coupling of the two wheel units is realized, which causes an opposite rotation of the wheel units when traveling on a curved path, as is generally desired for particularly curve-friendly running gears.
  • the actuator assembly may comprise at least one actuator unit having at least one working space, wherein the actuator unit comprises at least one piston-cylinder arrangement, which is designed in particular in the manner of a double-acting piston-cylinder arrangement. This makes it possible to achieve particularly simple actuator arrangements using conventional standard components.
  • the actuator arrangement may comprise at least one actuator unit having at least one working space, wherein the actuator unit comprises at least one elastic chamber element and an interface element.
  • the elastic chamber element delimits at least the first actuator chamber, which can be filled with a working medium under an elastic deformation of the chamber element and a displacement of the interface element.
  • Such actuator units are for example basically from the EP 1 457 706 A1 or the EP 1 457 707 A1 known.
  • the switching between the individual operating modes can in principle take place in any suitable manner, which enables a switching adapted to the current driving state. In this case, any suitable variables can be taken into account, which allow appropriate conclusions to relevant parameters or variables that describe the current driving state sufficiently accurately.
  • the control device is designed to switch between different operating modes depending on a control command of a higher-level control unit.
  • the higher-level control unit may include its own sensors. Additionally or alternatively, the higher-level control unit can either itself be part of a higher-level vehicle control or receive corresponding commands and / or information for further processing from this corresponding extent.
  • the higher-level control unit is in particular designed to generate the control command as a function of a current value and / or the current time change of at least one actual or predefined driving state variable, in particular a curvature of a traveled track, a driving speed or an acceleration.
  • a traction power and / or braking power currently applied and / or to be applied to the respective wheel unit can be taken into account. This is particularly advantageous if there is no fluidic forced coupling of different actuator units (the same wheel unit or different wheel units) via the control device.
  • the higher-level control unit comprises a device for determining the current curvature of a track being traveled, which typically represents a particularly important influencing variable for the switching operation.
  • a device for determining the current curvature of a track being traveled typically represents a particularly important influencing variable for the switching operation.
  • any suitable devices in particular gyroscopic sensors or the like, can be used to determine the current track curvature.
  • a suitable vibration monitoring or vibration analysis of the turning movement of the wheel unit in question can be made and the switching so carried out that the low-frequency component (for example, below 2 Hz, preferably below 1 Hz, more preferably below 0.5 Hz) of the turning movement, which results from the so-called quasi-static, corresponding to the current track curvature turning of the wheel unit, is controlled to zero.
  • the low-frequency component for example, below 2 Hz, preferably below 1 Hz, more preferably below 0.5 Hz
  • the higher-level control unit is configured to detect in a travel condition determination whether a currently traveled travel path section is a straight travel section, a full-arch section with a substantially constant radius of curvature, or a transition arc section with changing Radius of curvature is.
  • the higher-order control unit is designed to generate corresponding control commands for the control device as a function of a result of the travel route state determination.
  • the higher-level control unit in the case of determining a transition arc section, the higher-level control unit generates a first control command for the control device, wherein the first control command preferably comprises direction information about the direction of the path curvature.
  • the higher-level control unit In the case of the determination of a straight section and / or a full-arc section, the higher-level control unit generates a second control command for the control device.
  • control device is designed to switch to the first operating mode or the second operating mode as a function of the first control command and the direction information.
  • control device is designed to switch in response to the second control command in a third operating mode, in which the control device at least substantially blocks the first fluid flow and the second fluid flow.
  • the present invention further relates to a vehicle, in particular a rail vehicle, with a chassis arrangement according to the invention.
  • a vehicle in particular, several, possibly even all running gears can be designed according to the invention and, in particular, can be controlled centrally by a superordinate vehicle control.
  • track data stored in particular in the higher-level vehicle control (such as, for example, the track curvature) of the route currently being traveled can be used, in which case of course a corresponding device is provided for detecting the current position of the vehicle.
  • the invention relates to a method for influencing a turning movement of a wheel unit of a chassis assembly, in particular a rail vehicle, with respect to a vehicle part, in particular with respect to a chassis frame or with respect to a car body, which defines a longitudinal direction, a transverse direction and a height direction and a spring device, in particular a primary suspension or a secondary suspension supported on the wheel unit.
  • a first fluid flow of a working fluid from a first actuator chamber of an actuator assembly to a second actuator chamber of the actuator assembly generates at a first turning movement of the wheel unit relative to the vehicle part about a turning axis parallel to the height direction.
  • a second fluid flow of the working fluid is generated by the second actuator chamber to the first actuator chamber.
  • the first fluid flow is permitted in the manner of a freewheel and the second fluid flow is at least substantially blocked.
  • the second fluid flow is permitted in the manner of a freewheel and the first fluid flow is at least substantially blocked.
  • the first fluid flow and the second fluid flow are at least substantially blocked.
  • a bidirectional fluid flow between the first actuator chamber and the second actuator chamber is permitted, wherein the bidirectional fluid flow in particular has an increased, in particular at least doubled, damping compared with the first fluid flow and / or the second fluid flow.
  • an energy-free state in particular an emergency operation in case of failure of an external power supply, can be switched automatically in the third operating mode or the fourth operating mode.
  • the first actuator chamber and the second actuator chamber are working spaces of an actuator unit, which experiences a deflection during the first turning movement and the second turning movement.
  • the first actuator chamber is a working space of a first actuator unit connected to a first component wheel unit and the second actuator chamber is a working space of a second actuator unit connected to a second component of the wheel unit an emptying of the first actuator chamber and a filling of the second actuator chamber supports the same turning movement of the wheel unit.
  • the first actuator chamber is a working space of a first actuator unit which is connected to a first wheel unit of the chassis assembly
  • the second actuator chamber is a working space a second actuator unit, which is connected to a second wheel unit of the chassis assembly, wherein an emptying of the first actuator chamber and a filling of the second actuator chamber supports opposite turning movements of the first wheel unit and the second wheel unit.
  • a function of a control command of a higher-level control unit switches between different operating modes.
  • the higher-level control unit can generate the control command as a function of a current value and / or the current time change of at least one actual or predefined driving state variable, in particular a curvature of a traveled track, a driving speed or an acceleration.
  • a travel condition determination it can be detected whether a currently traveled travel path section is a straight travel section, a full-arch section with a substantially constant radius of curvature, or a transition arc section with a varying radius of curvature.
  • the vehicle 101 comprises a car body 102, which is supported in the region of both ends in a conventional manner in each case on a chassis arrangement according to the invention in the form of a bogie 103 with two wheel units in the form of a first gearset 104.1 and a second gearset 104.2. It is understood, however, that the present invention may be used in conjunction with other configurations in which the body is supported only directly on a chassis. Likewise, other wheel units, such as pairs of wheels or even single wheels, may be provided instead of wheelsets.
  • a vehicle coordinate system x, y, z (given by the wheel-uplift plane of the bogie 103) is indicated, in which the x-coordinate is the vehicle longitudinal direction, the y-coordinate is the vehicle transverse direction, and the z-coordinate indicate the vehicle height direction of the rail vehicle 101.
  • the respective bogie 103 comprises a chassis frame in the form of a substantially H-shaped bogie frame 105, which here represents a vehicle part in the context of the present invention and is supported via a spring device in the form of a primary suspension 106 on the Radsatzlagergephinen 107 of the wheelsets 104.1 and 104.2
  • FIG. 2 acts between the wheelsets 104.1 and 104.2 and the bogie frame 105, a fluidic actuator assembly 108.
  • the actuator assembly 108 includes four fluidic actuator units in the form of hydraulic cylinders 109, wherein each one hydraulic cylinder 109 hingedly connected between one of the wheelset bearing housing 107 and the bogie frame 105 is.
  • the respective actuator unit 109 thus experiences a first turning movement of the associated wheelset 104.1 or 104.2 relative to the chassis frame 105 about a to the height direction (z-direction) parallel turning axis (as in FIG. 2 is shown) a certain first deflection in the vehicle longitudinal direction.
  • the respective actuator unit 109 then undergoes natural one of the first deflection in the vehicle longitudinal direction opposite second deflection.
  • the actuator units 109 are arranged so that their effective direction in the in FIG. 2 by the dashed contour 110 indicated neutral position (in the straight plane track) substantially parallel to the vehicle longitudinal direction (x-direction) extends.
  • a different design and / or arrangement and / or effective direction of the actuator units may be provided.
  • rotary actuator units can be used which directly provide a rotational movement or a torque.
  • gears between the actuator and the associated wheelset can be switched, which provide a corresponding motion ratio and power ratio.
  • any other point of application of the respective actuator unit may be selected on the bogie frame and / or the wheel unit.
  • the actuator unit 109 is each designed as a double-acting cylinder with a first actuator chamber 109.1 and a second actuator chamber 109.2, which form the working spaces on both sides of a piston 109.3.
  • the piston 109.3 together with a piston rod 109.4 a movable interface element, via which the hydraulic cylinder 109 is pivotally connected to the associated Radsatzlagergephinuse 107.
  • the actuator unit 109 may comprise at least one elastic chamber element and an interface element, as basically shown in FIG EP 1 457 706 A1 or the EP 1 457 707 A1 known.
  • the example associated with the chassis frame elastic chamber element then limits the two actuator chambers 109.1 and 109.2, the can be filled with a working medium under an elastic deformation of the chamber element and a displacement of the interface element connected to the wheel unit.
  • the actuator assembly 108 further comprises a control device 111, wherein in the present example each actuator unit 109 is assigned a control unit 111.1 of the control device 111, by means of which the first actuator chamber 109.1 and the second actuator chamber 109.2 of the associated actuator unit 109 are fluidically coupled.
  • the control unit 111.1 couples the first actuator chamber 109.1 and the second actuator chamber 109.2 such that in a first operating mode BM1 of the control device 111, as shown in FIG. 3 1, a first fluid flow FS1 of a working fluid from the first actuator chamber 109.1 to the second actuator chamber 109.2 is permitted, while an opposite second fluid flow FS2 of the working fluid is at least substantially blocked by the second actuator chamber 109.2 to the first actuator chamber 109.1.
  • the control unit 111.1 allows the second fluid flow FS2 while at least substantially blocking the first fluid flow FS1. Accordingly, in the second operating mode BM2 only retraction of the interface element 109.3, 109.4 in the second direction R2 is possible, while now an extension of the interface element 109.3, 109.4 in the first direction R1 is prevented.
  • control device 111 is designed in the manner of a switchable fluidic freewheel, which in each switching state permits a fluid flow in a first direction (dependent on the switching state) while at least substantially blocking a fluid flow in an opposite second direction.
  • the actuator units 109 assigned to the second gear set 104.2 can be controlled in such a coordinated manner that they can only execute a turning movement in the second rotational direction DR2, while the turning movement in the first rotational direction DR1 is prevented.
  • control device 111 further has a third operating mode BM3 in which the control unit 111.1 at least substantially blocks the first fluid flow FS1 and the second fluid flow FS2.
  • a blocking of the two fluid streams FS1 and FS2 makes it possible, for example when driving straight or in full arch (with constant track curvature), to stiffen the connection of the respective wheel set 104.1 or 104.2 to the bogie frame 105, which is not least with regard to the driving dynamics at high Driving speeds is beneficial.
  • the substantially complete blockage of a fluid flow in the sense of the present invention should include states in which smaller leakage flows flow in the reverse direction. All that is essential is that under the dynamic conditions during operation of the vehicle 101 in the respective operating mode, no appreciable return movements in the reverse direction occur at the wheel unit.
  • control device 111 is designed such that it switches in the respectively suitable operating mode BM1 to BM3 as a function of the current driving state of the vehicle.
  • any suitable variables can be taken into account, which corresponding Allow conclusions to be drawn about relevant parameters or variables which describe the current driving condition with sufficient accuracy.
  • control device 111 With the described design of the control device 111, it is possible, in particular in the region of a transitional arc, for the energy of the higher-frequency sinusoidal run of the respective wheelset 104.1, 104.2 for setting the respective wheelset 104.1, 104.2 corresponding to the track curvature K (ie, for example, a bend-radial adjustment). to use.
  • the design of the control device 111 in the manner of a freewheel advantageously only in the currently desired or required adjustment direction taking place (possibly over the achievable with conventional designs optimum value) proportion of the Sinuslauf resulting turning movement allowed, while the back swing is at least substantially prevented.
  • a further advantage of the solution according to the invention is that the additional point energy from the sinusoidal run of the respective wheel set 104.1, 104.2 is used in order to "freeze” an overshoot over the optimum value achievable with conventional designs (with the same mechanical boundary conditions).
  • the approximation of the turning angle of the wheel sets 104.1, 104.2 to a desired ideal value can be improved in an advantageous manner.
  • control device 111 is designed to switch between the different operating modes depending on a control command SB of a higher-level control unit 112.
  • the higher-level control unit may include its own sensor 113. Additionally or alternatively, the higher-level control unit can either itself be part of a higher-level vehicle control or receive corresponding commands and / or information for further processing from this corresponding extent.
  • the higher-level control unit 112 is designed to generate the control command SB as a function of a current value and / or the current time change of at least one actual or predefined driving state variable.
  • This driving state variable may be, for example, the curvature K act on the busy track section.
  • the driving speed and / or an acceleration of the vehicle 101 or of individual components of the vehicle 101, in particular of the chassis 103 can be used as such driving state variable.
  • a traction power and / or braking power currently applied and / or applied to the respective wheel set 104.1 or 104.2 can be taken into account. This is particularly advantageous in the present example in that no fluidic forced coupling of the individual actuator units 109 is present.
  • the sensor 113 of the higher-level control unit 112 in the present example comprises a device for determining the current curvature K of the track being traveled, which typically represents a particularly important influencing variable for the switching operation.
  • any suitable devices in particular gyroscopic sensors or the like, can be used in a conventional manner in order to determine the current track curvature K.
  • a suitable vibration monitoring or vibration analysis of the turning movement of the respective wheelset 104.1, 104.2 be made and the switching between the first operating mode BM1 and the second operating mode BM2 done such that the low-frequency component (for example, below 2 Hz, preferably below 1 Hz, more preferably below 0.5 Hz) of the turning movement resulting from the so-called quasi-static turning of the respective wheel set 104.1, 104.2 corresponding to the current track curvature is controlled to zero.
  • the low-frequency component for example, below 2 Hz, preferably below 1 Hz, more preferably below 0.5 Hz
  • the higher-level control unit 112 is designed to detect in a travel condition determination whether a currently traveled travel path section is a straight travel section, a full-arc section or a transition arc section. The higher-level control unit 112 then generates corresponding control commands SB for the control device 111 depending on a result of the travel state determination.
  • the higher-level control unit 112 in the case of determining a transition arc section, the higher-level control unit 112 generates a first control command SB1 for the control device 111, which provides direction information about the direction of the travel curvature includes.
  • the higher-order control unit 112 in the case of the determination of a straight section and / or a full-arc section, the higher-order control unit 112 generates a second control command SB2 for the control device 111.
  • the individual control units 111.1 of the control device 111 then switch into the first operating mode or the second operating mode as a function of the first control command SB1 and the direction information contained therein. It should be noted that in the present example the actuation of the individual control units 111.1 takes place such that the two control units 111.1 switch on the one landing gear side into the first operating mode BM1, while the two control units 111.1 switch on the other running gear side into the second operating mode BM2 and vice versa , As a result, an opposing coupling of the turning movements of the two sets of wheels 104.1 and 104.2 is achieved by signal engineering or control technology, as it is desirable for a good sheet travel. On the other hand, if the control device 111 receives the second control command SB2, it switches to the third operating mode BM3 described above.
  • an advantageous differentiation of the control of the actuator units 109 is thus carried out in accordance with these three types of track sections (straight track, transition curve, full arch) and thus a suitable adaptation of the chassis characteristic (in particular the stiffness characteristic of the connection of the wheelsets 104.1 and 104.2 on the chassis frame 105).
  • the purely signaling or control technology coupling of the turning movements of the two wheelsets 104.1 and 104.2 has the advantage that it can be realized in a particularly simple and space-saving.
  • control unit 111.1 of the control device 111 comprises a switching element in the form of an electrically controllable 4/3-way valve 111.2 and a freewheeling element in the form of a check valve 111.3.
  • the check valve 111.3 has a passage 111.4 and a blocking input 111.5 in a conventional manner. In this case, a fluid flow entering the check valve 111.3 via the passage inlet 111.4 is permitted, while a fluid flow entering the check valve 111.3 via the lock input 111.5 is essentially blocked.
  • the switching element 111.2 is driven by the higher-level control unit 112 so that in the first operating mode BM1 (FIG. FIG. 3 ) connects the first actuator chamber 109.1 with the passage entrance 111.4 while connecting the second actuator chamber 109.2 with the lock entrance 111.5.
  • the second operating mode BM2 FIG. 4
  • the fluidic freewheel in the present example is realized in a particularly simple manner with conventional, simple components.
  • the switching element 111.2 is further controlled by the higher-level control unit 112 so that in the third operating mode BM3 (FIG. FIG. 5 ) separates the first actuator chamber 109.1 and the second actuator chamber 109.2 of the check valve 109.3 and thus prevents both fluid flows FS1 and FS2.
  • BM3 FIG. FIG. 5
  • the check valve 111.3 is designed in the present example as a check valve provided with a bias, whereby a predetermined damping D of the fluid flow in the passage direction can be achieved.
  • the bias of the check valve 111.3 and / or a passage cross section of the check valve for adjusting the damping D of the transmitted fluid flow can be actively adjusted by the higher-level control unit 112 to an actively tuned to the current driving situation behavior of the chassis 103, in particular a tuned stiffness of the connection the wheelsets 104.1 and 104.2 on the chassis frame 105 to achieve.
  • the control device 111 more precisely the respective switching element 111.2, designed so that in an energy-less state, especially in an emergency operation in case of failure of an external power supply, is automatically switched to the third operating mode BM3.
  • the switching element 111.2 comprises a switching spring device 111.6, which moves the switching element 111.2 into the switching position in the de-energized state, which corresponds to the third operating mode BM3 ( FIG. 5 ).
  • the respective actuator unit 109 together with the associated control device 111 is preferably designed as a spatially compact component, since hereby a particularly space-saving configuration can be achieved. Incidentally, this is of course not only true for a piston-cylinder arrangement, as is implemented in the actuator units 109, but independent of the specific design or the operating principle of the actuator.
  • FIGS. 1 to 6 a further preferred embodiment of the rail vehicle 101 according to the invention with a second preferred embodiment of the chassis assembly according to the invention in the form a chassis 203 described.
  • the chassis 203 may replace the chassis 103 in the vehicle 101.
  • the chassis 203 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by 100, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • the only difference of the chassis 203 to the chassis 103 is the design of the respective control unit 211.1 of the control device 211, more precisely the design of the switching element 211.2 of the control unit 211.1.
  • the switching element 211.2 is formed in the present example as an electrically controllable 4/4 way valve, which is compared to the switching element 111.2 extended only by a further switching position, which corresponds to a fourth operating mode BM4.
  • the switching element 211.2 allows a bidirectional fluid flow between the first actuator chamber 109.1 and the second actuator chamber 109.2. In such a case, therefore, a configuration with (compared to the third operating mode BM3) reduced rigidity of the connection of the respective wheel set 104.1 and 104.2 to the chassis frame 105 is achieved. Consequently, therefore, in the fourth operating mode BM4, turning movements in both rotational directions DR1 and DR2 are permitted, as is the case with conventional vehicles. In this fourth operating mode BM4, a driving behavior can thus be achieved, as in a conventional chassis with passively rotating wheelsets 104.1 and 104.2.
  • the switching element 211.2 is designed so that the bidirectional fluid flow in the fourth operating mode BM4 an increased compared to the first fluid flow FS1 and the second fluid flow FS2, namely doubled, damping D learns.
  • a corresponding throttle device 211.7 is connected in the bidirectional fluid flow.
  • the damping D is actively adjustable, for example by the throttle device 211.7 being actively activated by the higher-level control unit 112. Due to the increased damping D and thus the increased rigidity of the connection of the wheel sets 104.1 and 104.2 on the chassis frame 105, for example when driving straight ahead increased driving stability can be achieved at higher driving speeds.
  • the control device 211 is designed so that it automatically switches to the fourth operating mode BM4 in an energy-free state, in particular in an emergency operation in the event of an external power supply failure.
  • This has the advantage that through the increased damping D and thus the increased rigidity of the connection of the wheelsets 104.1 and 104.2 on the chassis frame 105 in an emergency operation when driving straight ahead increased driving stability is achieved at higher speeds, while still still a (if also slower) passive turning of the wheelsets 104.1 and 104.2 is achieved at Bogenfahrt.
  • FIGS. 1 to 5 and 7 a further preferred embodiment of the rail vehicle 101 according to the invention with a further preferred embodiment of the chassis assembly according to the invention in the form of a chassis 303 described.
  • the landing gear 303 may replace the landing gear 103 in the vehicle 101.
  • the chassis 303 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 200, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • the essential difference between the chassis 303 and the chassis 103 is (with regard to the actuator units 109) identical design and arrangement of the actuator units 309.5 to 309.8 only in the coupling of the actuator units 309.5 to 309.8 via the control device 311.
  • the two Actuator 309.5 and 309.6 or 309.7 and 309.8 of the respective wheelset 104.1 and 104.2 via a switching element 311.2 of the (otherwise identical to the switching unit 111.1 constructed) switching unit 311.1 fluidly positively coupled, while the two (in FIG.
  • wheelsets 104.1 and 104.2 are positively coupled via a (typically rigid) mechanical connection of the associated switching elements 311.2 so that the two sets of wheels 104.1 and 104.2 perform in the first operating mode BM1 and the second operating mode BM2 each mutually opposite turning movements.
  • the first actuator chamber 309.1 of the first actuator unit 309.5 is fluidically coupled via the associated switching element 311.2 to the second actuator chamber 309.2 of the second actuator unit 309.6.
  • first actuator chamber 309.1 of the first actuator unit 309.5 and the second actuator chamber 309.2 of the second actuator unit 309.6 are arranged such that a draining of the first actuator chamber 309.1 of the first actuator unit 309.5 and a filling of the second actuator chamber 309.2 of the second actuator unit 309.6 the same turning movement of the first gear 104.1 supported.
  • the first actuator chamber 309.1 of the third actuator unit 309.7 is fluidically coupled to the second actuator chamber 309.2 of the fourth actuator unit 309.8 via the associated switching element 311.2.
  • first actuator chamber 309.1 of the third actuator unit 309.7 and the second actuator chamber 309.2 of the fourth actuator unit 309.6 are arranged such that a draining of the first actuator chamber 309.1 of the third actuator unit 309.7 and a filling of the second actuator chamber 309.2 of the fourth actuator unit 309.8 the same turning movement of the second gear 104.2 supported.
  • the respective compensation coupling 311.8 may be provided in the present example for adjusting the damping D of the system with a throttle device 311.9, which is connected in the bidirectional fluid flow. It can be provided that the damping D is actively adjustable, for example by the throttle device 311.9 active by the Parent control unit 112 is controlled. As a result, it is possible (in the simple manner already described above) to actively influence the chassis characteristic, in particular the rigidity of the connection of the wheel sets 104.1 and 104.2 to the chassis frame 105.
  • Switching between the operating modes BM1 to BM3 is carried out as in the previous embodiments as a function of the control commands of the higher-level control unit 112.
  • the higher-level control unit 112 again detects in a travel condition determination whether a currently traveled travel path section is a straight stretch section, a full-arc section or a transition arc section.
  • the higher-level control unit 112 then generates the first control command SB1 in the manner described above in the case of a transition arc section, or the second control command SB2 for the control device 311 in the case of a straight section and / or a full-arc section.
  • the coupled control units 311.1 of the control device 311 then switch to the first operating mode BM1 in dependence on the first control command SB1 and the direction information contained therein (as shown in FIG FIG. 7 indicated by the dashed contour 310.1) or the second operating mode BM2 (as shown in FIG FIG. 7 is indicated by the dash-dotted contour 310.2), in which the respective wheelset 104.1 or 104.2 executes a turning movement opposite to the first operating mode BM1.
  • the third operating mode BM3 is switched, in which the two wheelsets 104.1 and 104.2 are finally locked in their current position with comparatively high rigidity.
  • FIGS. 1 to 5 and 8th a further preferred embodiment of the rail vehicle 101 according to the invention with a further preferred embodiment of the chassis assembly according to the invention in the form of a chassis 403 described.
  • the landing gear 403 may replace the landing gear 103 in the vehicle 101.
  • the chassis 403 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 300, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • the one the two actuator units 409.5 and 409.6 of the first set of wheels 104.1 respectively with the arranged on the opposite side chassis actuator 409.7 or 409.8 of the second set 104.2 via a switching element 411.2 (otherwise identical to the switching unit 111.1 built) switching unit 411.1 fluidly and via a (typically rigid ) mechanical connection of the associated switching elements 411.2 are also forcibly coupled control technology such that the two wheelsets 104.1 and 104.2 in the first operating mode BM1 and the second operating mode BM2 each perform mutually opposite turning movements.
  • the first actuator chamber 409.1 of the first actuator unit 409.5 is fluidically coupled via the associated switching element 411.2 to the second actuator chamber 409.2 of the fourth actuator unit 409.8.
  • the first actuator chamber 409.1 of the first actuator unit 409.5 and the second actuator chamber 409.2 of the fourth actuator unit 409.8 are arranged in this design such that emptying the first actuator chamber 409.1 of the first actuator unit 409.5 and filling the second actuator chamber 409.2 of the fourth actuator unit 409.8 opposite turning movements of the first Support wheelset 104.1 and the second gear 104.2.
  • a coupling of the two sets of wheels 104.1 and 104.2 is realized, which causes an opposite rotation of the wheelsets 104.1 and 104.2 when traveling on a curved path, as is generally desired for particularly bow-friendly chassis.
  • first actuator chamber 409.1 of the third actuator unit 409.7 is fluidically coupled to the second actuator chamber 409.2 of the second actuator unit 409.6 via an associated switching element 411.2.
  • the first actuator chamber 409.1 of the third actuator unit 409.7 and the second actuator chamber 409.2 of the second actuator unit 409.6 are arranged in this design such that an emptying of the first actuator chamber 409.1 of the third actuator unit 409.7 and a filling of the second actuator chamber 409.2 of the second actuator unit 409.6 opposite reciprocating movements of the first Wheelset 104.1 and the second Support wheelset 104.2.
  • a coupling of the two sets of wheels 104.1 and 104.2 is realized, which causes an opposite turning out of the wheelsets 104.1 and 104.2 at Bogenfahrt.
  • the respective compensation coupling 411.8 can be provided in the present example for adjusting the damping D of the system with a throttle device 411.9, which is connected in the bidirectional fluid flow. It can be provided that the damping D is actively adjustable, for example by the throttle device 411.9 being actively activated by the higher-level control unit 112. As a result, it is possible (in the simple manner already described above) to actively influence the chassis characteristic, in particular the rigidity of the connection of the wheel sets 104.1 and 104.2 to the chassis frame 105.
  • Switching between the operating modes BM1 to BM3 is carried out as in the previous embodiments as a function of the control commands of the higher-level control unit 112.
  • the higher-level control unit 112 again detects in a travel condition determination whether a currently traveled travel path section is a straight stretch section, a full-arc section or a transition arc section.
  • the higher-level control unit 112 then generates the first control command SB1 in the manner described above in the case of a transition arc section, or the second control command SB2 for the control device 411 in the case of a straight section and / or a full-arc section.
  • the coupled control units 411, 1 of the control device 411 then switch to the first operating mode BM1 in dependence on the first control command SB1 and the direction information contained therein (as shown in FIG FIG. 8 indicated by the dashed contour 410.1) or the second operating mode BM2 (as shown in FIG FIG. 8 is indicated by the dash-dotted contour 410.2), in which the respective wheelset 104.1 or 104.2 executes a turning movement opposite to the first operating mode BM1.
  • the third operating mode BM3 is switched, in which the two wheelsets 104.1 and 104.2 are finally locked in their current position with comparatively high rigidity.
  • FIG. 9 shows a variant of the design FIG. 8 in which the coupling between the first actuator chamber 409.1 of the third actuator unit 409.7 and the second actuator chamber 409.2 of the second actuator unit 409.6 is realized by a permanent direct fluidic compensation coupling 411.9, which allows a bidirectional fluid flow between these two actuator chambers.
  • a permanent direct fluidic compensation coupling 411.9 which allows a bidirectional fluid flow between these two actuator chambers.
  • FIG. 10 finally shows a variant of the design FIG. 9 in which the switching element 411.2 is replaced by a switching element 211.1, as in connection with the design of FIG. 6 has been described. Accordingly, in this variant of the undercarriage 403, a solution with four operating modes BM1 to BM4 is realized, as in connection with the design of FIG. 6 has been described.
  • FIGS. 1 to 5 and 11 Another preferred embodiment of the rail vehicle 501 according to the invention with a further preferred embodiment of the chassis assembly according to the invention described with trolleys 503.
  • the trolleys 503 may replace the trolleys 103 in the vehicle 101.
  • the chassis 503 is similar in its basic function and its basic structure of the chassis 103, so that only the differences should be discussed here.
  • similar components are provided with reference numerals increased by the value 400, while identical components are provided with identical reference numerals. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
  • each of the car body 102 which in this case forms a vehicle part within the meaning of the present invention
  • the chassis frame 105 of the two trolleys 503 acts (in the present Case each form a wheel unit in the sense of the present invention).
  • FIG. 11 acts between the bogie frame 105 and the car body 102 on each chassis side in each case an actuator unit 109, as described in detail in connection with the first embodiment.
  • the respective actuator unit 109 experiences a specific first deflection in the vehicle longitudinal direction with respect to the vehicle body 102 about a turning axis parallel to the height direction (z direction) during a first turning movement of the associated chassis 503.
  • the respective actuator unit 109 then of course undergoes one of the first deflection in the vehicle longitudinal direction opposite second deflection.
  • the actuator units 109 are arranged so that their effective direction in the in FIG. 2 by the dashed contour 110 indicated neutral position (in the straight plane track) substantially parallel to the vehicle longitudinal direction (x-direction) extends.
  • a different design and / or arrangement and / or effective direction of the actuator units may be provided.
  • rotary actuator units can be used which directly provide a rotational movement or a torque.
  • gears between the actuator and the associated wheelset can be switched, which provide a corresponding motion ratio and power ratio.
  • any other point of application of the respective actuator unit may be selected on the bogie frame and / or the wheel unit.
  • the actuator assembly 508 further comprises a controller 111, as described in detail above in connection with the first embodiment.
  • each actuator unit 109 is assigned a control unit 111.1 of the control device 111, by means of which the first actuator chamber 109.1 and the second actuator chamber 109.2 of the associated actuator unit 109 are fluidically coupled in the manner described above.
  • control device 111 is also designed in the manner of a switchable fluidic freewheel in the vehicle 501, which in each switching state permits a fluid flow in a first direction (dependent on the switching state), while at least substantially blocking a fluid flow in an opposite second direction ,
  • control device 111 can again have the described third operating mode BM3, in which the control unit 111.1 at least substantially blocks the first fluid flow FS1 and the second fluid flow FS2.
  • the control unit 111.1 at least substantially blocks the first fluid flow FS1 and the second fluid flow FS2.
  • control device 111 is again embodied such that, as a function of the control commands SB of the superordinate control unit 112, in particular as a function of the current driving state of the vehicle 501, it switches into the respective suitable operating modes BM1 to BM3, as described above has already been described in detail with the first embodiment.
  • the control device 111 according to the three track section types (straight line, transitional arch, Full curve) made an advantageous differentiation of the control of the actuator units 109 and thus achieves a suitable adaptation of the chassis characteristic.
  • actuator units 109 in turn also a fluidic connection can be provided, as described above in connection with the FIGS. 7 to 10 has been described. It is equally understood that the respective chassis 503 can additionally be provided with one of the actuator units 108, 208, 308 or 408 described above in connection with the other exemplary embodiments.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (16)

  1. Arrangement de châssis pour un véhicule ferroviaire, comprenant
    - une partie de véhicule (102, 105), en particulier un cadre de châssis (105) ou une carrosserie (102),
    - une unité de roue (104.1; 503) et
    - un arrangement d'actionneur fluidique, en particulier hydraulique (108; 208; 308; 408; 508), dans lequel
    - l'unité de roue (104.1; 503) est configurée pour exécuter une course sinusoïdale dans un état de fonctionnement,
    - la partie de véhicule (102; 105) définit une direction longitudinale, une direction transversale et une direction en hauteur et est supportée sur l'unité de roue (104.1; 503) par un dispositif à ressort, en particulier une suspension primaire ou une suspension secondaire,
    - l'arrangement d'actionneur (108; 208; 308; 408; 508) comprend une première chambre d'actionneur (109.1; 309.1; 409.1) et une deuxième chambre d'actionneur (109.2; 309.2; 409.2) qui reliées de manière fluidique via un dispositif de commande (111; 211; 311; 411)
    - l'unité de roue (104.1; 503) est couplée à la partie du véhicule (102; 105) via l'arrangement d'actionneur (108; 208; 308; 408; 508) de telle manière que
    - lors d'un premier mouvement de giration de l'unité de roue (104.1; 503) par rapport à la partie de véhicule (102; 105) autour d'un axe de rotation parallèlement à la direction en hauteur, un premier écoulement de fluide de travail de la première chambre d'actionnement (109.1; 309.1; 409.1) vers la deuxième chambre d'actionnement (109.2; 309.2; 409.2) est généré via le dispositif de commande (111; 211; 211; 211); et
    - dans un deuxième mouvement de giration de l'unité de roue (104.1; 503) par rapport à la partie de véhicule (102; 105) opposée au premier mouvement de giration, un deuxième écoulement de fluide du fluide de travail de la deuxième chambre d'actionnement (109.2; 309.2; 409.2) vers la première chambre d'actionneur (109.1; 309.1; 409.1) est généré via le dispositif de commande (111; 211; 311; 411),
    caractérisé en ce que
    - le dispositif de commande (111; 211; 311; 411) est conçu comme un dispositif de roue libre commutable entre un premier mode de fonctionnement et un second mode de fonctionnement, dans lequel
    - dans le premier mode de fonctionnement, le dispositif de commande (111, 211, 311, 411) permet le premier écoulement de fluide et bloque au moins sensiblement le second écoulement de fluide, et
    - dans le deuxième mode de fonctionnement, le dispositif de commande (111, 211, 311, 411) permet le deuxième écoulement de fluide et bloque au moins sensiblement le premier écoulement de fluide.
  2. Arrangement de châssis selon la revendication 1, caractérisé en ce que
    - le dispositif de commande (111; 211; 311; 411) présente un troisième mode de fonctionnement et/ou un quatrième mode de fonctionnement, dans lequel
    - le dispositif de commande (111; 211; 311; 411), dans le troisième mode de fonctionnement, bloque au moins sensiblement le premier écoulement de fluide et le second écoulement de fluide,
    - le dispositif de commande (111; 211; 311; 411), dans le quatrième mode de fonctionnement, permet un écoulement de fluide bidirectionnel entre la première chambre d'actionnement (109.1; 309.1; 409.1) et la deuxième chambre d'actionnement (109.2; 309.2; 409.2), dans lequel l'écoulement de fluide bidirectionnel présente en particulier un amortissement accru, en particulier au moins doublé, par rapport au premier écoulement de fluide et/ou au second écoulement de fluide,
    - le dispositif de commande (111; 211; 311; 411), en particulier dans un état sans énergie, en particulier dans une opération d'urgence en cas de défaillance d'une source d'alimentation externe, passe automatiquement au troisième mode de fonctionnement ou au quatrième mode de fonctionnement.
  3. Arrangement de châssis selon la revendication 1 ou 2, caractérisé en ce que
    - le dispositif de commande (111; 211; 311; 411) comprend un élément de commutation (111.2; 211.2; 311.2; 411.2) et un élément de roue libre (111.3; 311.3; 411.3), dans lequel
    - l'élément de roue libre (111.3; 311.3; 411.3) présente une entrée de passage (111.4) et une entrée de blocage (111.5), un écoulement de fluide entrant dans l'élément de roue libre (111.3; 311.3; 411.3) via l'entrée de passage (111.4) est autorisé et un écoulement de fluide entrant dans l'élément de roue libre (111.3) via l'entrée de blocage (111.5) est sensiblement bloqué,
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2), dans le premier mode de fonctionnement, la première chambre d'actionneur (109.1; 309.1; 409.1) à l'entrée de passage (111.4) et connecte la seconde chambre d'actionneur (109.2; 309.2; 409.2) à l'entrée de blocage (111.5) et
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2) dans le second mode de fonctionnement, connecte la seconde chambre d'actionneur (109.2; 309.2; 409.2) à l'entrée de passage (111.4) et connecte la première chambre de commande (109.1; 309,1; 409.1) à l'entrée de blocage (111.5),
    dans lequel
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2), dans un troisième mode de fonctionnement, en particulier sépare la première chambre d'actionneur (109.1 ; 309.1; 409.1) et la deuxième chambre d'actionneur (109.2; 309.2; 409.2) de l'élément de roue libre (111.3; 311.3; 411.3),
    et/ou
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2), dans un quatrième mode de fonctionnement, en particulier connecte de manière bidirectionnelle la première chambre d'actionneur (109.1; 309.1; 409.1) et la deuxième chambre d'actionneur (109.2; 309.2; 409.2).
  4. Arrangement de châssis selon la revendication 3, caractérisé en ce que
    - l'élément de roue libre (111.3; 311.3; 411.3) est conçu en tant que dispositif de soupape avec un sens de passage et un sens de blocage, dans lequel
    - l'élément de roue libre (111.3; 311.3; 411.3) est conçu en particulier à la manière d'un clapet anti-retour,
    - le clapet anti-retour (111.3; 311.3; 411.3) est conçu en particulier comme un clapet anti-retour (111.3; 311.3; 411.3) muni d'une précharge,
    - la précharge du clapet anti-retour (111.3; 311.3; 411.3) et/ou une section de passage de l'élément de roue libre (111.3; 311.3; 411.3) est en particulier réglable pour le réglage de l'amortissement d'un écoulement de fluide permis dans le sens de passage.
  5. Arrangement de châssis selon la revendication 3 ou 4, caractérisé en ce que
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2) est conçu à la manière d'une vanne à 4/3 voies ou d'une vanne à 4/4 voies, dans lequel
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2), en particulier dans un état sans énergie, en particulier dans une opération d'urgence en cas de défaillance d'une alimentation externe, passe automatiquement au troisième ou au quatrième mode de fonctionnement, dans lequel
    - l'élément de commutation (111.2; 211.2; 311.2; 411.2) comporte en particulier un dispositif à ressort de commutation (111.6) qui commute l'élément de commutation (111.2; 211.2; 311.2; 411.2) à l'état sans énergie vers le troisième mode de fonctionnement ou le quatrième mode de fonctionnement.
  6. Arrangement de châssis selon l'une des revendications 1 à 5, caractérisée en ce que
    - l'arrangement d'actionneur (108; 208) comprend une unité d'actionneur (109) qui est agencée entre l'unité roue (104.1; 503) et la partie du véhicule (102, 105) telle qu'elle subit une déflection pendant le premier mouvement de giration et le second mouvement de giration, dans lequel
    - la première chambre d'actionneur (109.1) et la seconde chambre d'actionneur (109.2) sont des espaces de travail de l'unité d'actionneur (109), dans lequel
    - les espaces de travail (109.1, 109.2) sont disposés sur des côtés opposés d'un élément d'interface (109.3, 109.4) de l'unité d'actionneur (109; 309.5 à 309.8; 409.5 à 409.8).
  7. Arrangement de châssis selon l'une des revendications 1 à 5, caractérisée en ce que
    - l'arrangement d'actionneur (308) comprend une première unité d'actionneur (309.5) et une deuxième unité d'actionneur (309.6), dans lequel
    - la première unité d'actionneur (309.5) est agencée entre un premier composant (107) de l'unité de roue (104.1; 503), en particulier une unité de palier de roue de l'unité de roue (104.1; 503), et la partie de véhicule (102, 105) de telle manière pour subir une déflection pendant le premier mouvement de giration et le deuxième mouvement de giration,
    - la deuxième unité d'actionnement (309.6) est agencée entre un deuxième composant (107) de l'unité de roue (104.1; 503), en particulier une unité de palier de roue de l'unité de roue (104.1; 503), et la partie de véhicule (102, 105) de telle manière pour subir une déflection pendant le premier mouvement de giration et le deuxième mouvement de giration,
    - la première chambre d'actionneur (309.1) est un espace de travail de la première unité d'actionneur (309.5) et
    - la deuxième chambre d'actionneur (309.2) est un espace de travail de la deuxième unité d'actionneur (309.6),
    - dans lequel la première chambre d'actionneur (309.1) et la deuxième chambre d'actionneur (309.2) sont agencées de sorte qu'une vidange de la première chambre d'actionneur (309.1) et un remplissage de la deuxième chambre d'actionneur (309.2) supportent le même mouvement de giration.
  8. Arrangement de châssis selon l'une des revendications 1 à 5, caractérisé en ce que
    - l'unité de roue (104.1 est une première unité de roue et que le cadre de châssis est supporté sur une deuxième unité de roue (104.2),
    - l'arrangement d'actionneur a une première unité d'actionneur (409.5) et une deuxième unité d'actionneur (409.8), dans lequel
    - la première unité d'actionneur (409.5) est agencée entre un composant (107) de la première unité de roue (104.1), en particulier une unité de palier de roue de la première unité de roue (104.1), et la partie de véhicule (102, 105) de manière qu'elle subisse une déflection lors du premier mouvement de giration et du deuxième mouvement de giration,
    - la deuxième unité d'actionneur (409.8) est agencée entre un composant (107) de la deuxième unité de roue (104.2), en particulier une unité de palier de roue de la deuxième unité de roue (104.2), et la partie de véhicule (102, 105) de manière qu'elle subisse une déflection lors d'un mouvement de giration de la deuxième unité de roue (104.2),
    - la première chambre d'actionneur (409.1) est un espace de travail de la première unité d'actionneur (409.5) et
    - la deuxième chambre d'actionneur (409.2) est un espace de travail de la deuxième unité d'actionneur (409.8),
    - dans laquelle la première chambre d'actionneur (409.1) et la deuxième chambre d'actionneur (409.2) sont agencées de telle sorte qu'une vidange de la première chambre d'actionneur (409.1) et un remplissage de la seconde chambre d'actionneur (409.2) supporte des mouvements de giration opposés de la première unité de roue (104.1) et de la seconde unité de roue (104.2).
  9. Arrangement de châssis selon l'une des revendications 6 à 8, caractérisé en ce que
    - l'arrangement d'actionneur (108; 208; 308; 408; 508) comprend au moins une unité d'actionneur (109; 309.5 à 309.8; 409.5 à 409.8) avec deux espaces de travail, dans laquelle
    - l'unité d'actionneur (109; 309,5 à 309,8; 409,5 à 409,8) comprend au moins un arrangement piston-cylindre, l'arrangement piston-cylindre étant conçu à la manière d'un arrangement piston-cylindre à double effet,
    ou
    - l'unité d'actionneur (109; 309,5 à 309,8 409.5 à 409.8) comprend au moins un élément de chambre élastique et un élément d'interface, l'élément de chambre élastique délimitant au moins la première chambre d'actionneur (109.1; 309.1; 409.1) qui peut être remplie d'un moyen de travail sous la déformation élastique de l'élément de chambre et déplacement de l'élément d'interface.
  10. Arrangement de châssis selon l'une des revendications 1 à 9, caractérisée en ce que
    - le dispositif de commande (111; 211; 311; 411) est conçu pour commuter entre différents modes de fonctionnement en fonction d'une instruction de commande d'une unité de commande de niveau supérieur (112),
    dans laquelle
    - l'unité de commande de niveau supérieur (112) est en particulier configurée pour générer l'instruction de commande en fonction d'une valeur actuelle et/ou du changement temporel actuel d'au moins une variable d'état de conduite réelle ou prédéfinie, en particulier une courbure d'une voie parcourue, une vitesse de conduite ou une accélération,
    et/ou
    - l'unité de commande de niveau supérieur (112) comprend en particulier un moyen (113) pour déterminer la courbure actuelle d'une voie parcourue.
  11. Arrangement de châssis selon la revendication 10, caractérisé en ce que
    - l'unité de commande de niveau supérieur (112) est adaptée pour détecter, dans une détermination d'état de voie parcourue, si la section actuelle de voie parcourue est une section de voie droite, une section de voie courbée complète avec un rayon de courbure sensiblement constant ou une section de voie courbée transitoire avec un rayon de courbure variable, et
    - l'unité de commande de niveau supérieur (112) est adaptée pour générer, en fonction du résultat de la détermination d'état de voie parcourue, une première instruction de commande pour le dispositif de commande (111; 211; 311; 411) dans le cas de la détermination d'une section de voie courbée transitoire, et pour générer une seconde instruction de commande pour le dispositif de commande (111; 211; 311; 411) dans le cas de la détermination d'une section de voie droite et/ou d'une section de voie courbée complète, dans lequel
    - la première instruction de commande comprend des informations de direction concernant la direction de courbure de voie,
    - le dispositif de commande (111; 211; 311; 411) est adapté pour commuter, en fonction de la première instruction de commande et des informations de direction, vers le premier mode de fonctionnement ou le deuxième mode de fonctionnement,
    - le dispositif de commande (111; 211; 311; 411) est adapté pour commuter, en fonction de la deuxième instruction de commande, vers un troisième mode de fonctionnement dans lequel le dispositif de commande (111; 211; 311; 411) bloque au moins sensiblement le premier écoulement de fluide et le second écoulement de fluide.
  12. Véhicule ferroviaire avec un arrangement de châssis selon l'une des revendications 1 à 11.
  13. Procédé pour influencer le mouvement de giration d'une unité roue (104.1; 503) d'un arrangement de châssis d'un véhicule ferroviaire par rapport à une partie de véhicule (102; 105), en particulier par rapport à un cadre de châssis (105) ou par rapport à une caisse de voiture (102), définissant une direction longitudinale, une direction transversale et une direction en hauteur, et supportée par un dispositif à ressort, en particulier une suspension primaire ou une suspension secondaire, sur l'unité roue (104, 1; 503) configurée pour exécuter une course sinusoïdale dans un état de fonctionnement, dans laquelle
    - lors d'un premier mouvement de giration de l'unité de roue (104.1; 503) par rapport à la partie de véhicule (102; 105) autour d'un axe de rotation parallèlement à la direction en hauteur, un premier écoulement de fluide de travail de la première chambre d'actionnement (109.1; 309.1; 409.1) vers la deuxième chambre d'actionnement (109.2; 309.2; 409.2) est généré; et
    - dans un deuxième mouvement de giration de l'unité de roue (104.1; 503) par rapport à la partie de véhicule (102; 105) opposée au premier mouvement de giration, un deuxième écoulement de fluide du fluide de travail de la deuxième chambre d'actionnement (109.2; 309.2; 409.2) vers la première chambre d'actionneur (109.1; 309.1; 409.1) est généré,
    caractérisé en ce que
    - dans le premier mode de fonctionnement, de manière d'une roue libre, le premier écoulement de fluide est permis et le second écoulement de fluide est au moins sensiblement bloqué, et
    - dans le deuxième mode de fonctionnement, de manière d'une roue libre, le deuxième écoulement de fluide est permis et le premier écoulement de fluide est au moins sensiblement bloqué.
  14. Procédé selon la revendication 13, caractérisé en ce que
    - dans un troisième mode de fonctionnement, le premier écoulement de fluide et le second écoulement de fluide est au moins sensiblement bloqué,
    et/ou
    - dans un quatrième mode de fonctionnement, un écoulement de fluide bidirectionnel entre la première chambre d'actionnement (109.1; 309.1; 409.1) et la deuxième chambre d'actionnement (109.2; 309.2; 409.2) est permis, dans lequel l'écoulement de fluide bidirectionnel présente en particulier un amortissement accru, en particulier au moins doublé, par rapport au premier écoulement de fluide et/ou au second écoulement de fluide,
    dans lequel
    - en particulier dans un état sans énergie, en particulier dans une opération d'urgence en cas de défaillance d'une source d'alimentation externe, il est passé automatiquement au troisième mode de fonctionnement ou au quatrième mode de fonctionnement.
  15. Procédé selon l'une des revendications 13 ou 14, caractérisé en ce que
    - la première chambre d'actionneur (109.1; 309.1; 409.1) et la deuxième chambre d'actionneur (109.2; 309.2; 409.2) sont des espaces de travail d'une unité d'actionneur (109; 309.5 à 309.8; 409.5 à 409.8) qui subit une déflection lors du premier mouvement de giration et le deuxième mouvement de giration,
    ou
    - la première chambre d'actionneur (309.1) est un espace de travail d'une première unité d'actionneur (309.5) reliée à un premier composant (107) de l'unité de roue (104.1; 503) et à la seconde chambre d'actionneur (309.2) est un espace de travail d'une seconde unité d'actionneur (309.6) connectée à un second composant (107) de l'unité de roue (104.1; 503), dans lequel une vidange de la première chambre d'actionneur (309.1) et un remplissage de la seconde chambre d'actionneur (309.2) supportent le même mouvement de giration de l'unité de roue (104.1; 503),
    ou
    - la première chambre d'actionneur (409.1) est un espace de travail d'une première unité d'actionneur (409.5) connectée à une première unité de roue (104.1; 503) de l'arrangement de châssis et la seconde chambre d'actionneur (409.2) est un espace de travail d'une seconde unité d'actionneur (309.8) reliée à une seconde unité de roue (104.2) de l'arrangement de châssis, dans lequel une vidange de la première chambre d'actionneur (409.1) et un remplissage de la deuxième chambre d'actionnement (409.2) supportent des mouvements de giration opposés de la première unité de roue (104.1; 503) et la deuxième unité de roue (104.2).
  16. Procédé selon l'une des revendications 13 à 15, caractérisé en ce que
    - en fonction d'une instruction de commande d'une unité de commande de niveau supérieur (112), il est commuté vers différents modes de fonctionnement,
    dans lequel
    - l'unité de commande de niveau supérieur (112) en particulier génère l'instruction de commande en fonction d'une valeur actuelle et/ou du changement temporel actuel d'au moins une variable d'état de conduite réelle ou prédéfinie, en particulier une courbure d'une voie parcourue, une vitesse de conduite ou une accélération,
    et/ou
    - dans une détermination d'état de voie parcourue, il est déterminé si la section actuelle de voie parcourue est une section de voie droite, une section de voie courbée complète avec un rayon de courbure sensiblement constant ou une section de voie courbée transitoire avec un rayon de courbure variable, et, en fonction du résultat de la détermination d'état de voie parcourue, dans le cas de la détermination d'une section de voie courbée transitoire, en fonction des informations de direction vers le premier mode de fonctionnement ou le deuxième mode de fonctionnement, et, dans le cas de la détermination d'une section de voie droite et/ou d'une section de voie courbée complète, il es commuté vers un troisième mode de fonctionnement dans lequel le premier écoulement de fluide et le second écoulement de fluide est au moins sensiblement bloqué.
EP13153359.8A 2013-01-30 2013-01-30 Châssis avec roue commandée Active EP2762377B1 (fr)

Priority Applications (2)

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ES13153359T ES2750362T3 (es) 2013-01-30 2013-01-30 Tren de rodaje con unidad de rueda dirigida
EP13153359.8A EP2762377B1 (fr) 2013-01-30 2013-01-30 Châssis avec roue commandée

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EP13153359.8A EP2762377B1 (fr) 2013-01-30 2013-01-30 Châssis avec roue commandée

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