EP2842827A1 - Fahrzeug mit Seitenwindwirkungskompensation - Google Patents
Fahrzeug mit Seitenwindwirkungskompensation Download PDFInfo
- Publication number
- EP2842827A1 EP2842827A1 EP13182037.5A EP13182037A EP2842827A1 EP 2842827 A1 EP2842827 A1 EP 2842827A1 EP 13182037 A EP13182037 A EP 13182037A EP 2842827 A1 EP2842827 A1 EP 2842827A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- range
- wagon body
- running gear
- input variable
- deflection
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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- 238000005096 rolling process Methods 0.000 claims abstract description 235
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
- B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
Definitions
- rolling motions detract from the travel comfort when they exceed certain limiting values. In addition they also constitute a danger of breaching the permissible gauge profile and, in terms of the tilt stability and thus also the derailment safety, a danger of inadmissible unilateral wheel unloading.
- rolling support mechanisms in the form of so-called rolling stabilizers are used.
- the task of these rolling support mechanisms as known, for example, from EP 1 075 407 B1 is to offer a resistance to the rolling motion of the wagon body in order to reduce the latter, but at the same time not hindering the rising and dipping motion of the wagon body in relation to the wheel units.
- the rolling motion matched to the bend of the curve currently being travelled and the current running speed (and consequently also the resultant transverse acceleration) on the vehicle from EP 1 190 925 A1 can also be influenced or set actively by an actuator connected between the wagon body and the running gear frame.
- an actuator connected between the wagon body and the running gear frame.
- a setpoint value is calculated for the rolling angle of the wagon body, which is then used for setting the rolling angle by means of the actuator.
- the transverse rigidity of the hard stop device is increased and/or the onset of the simulated hard stop device is shifted further transversely inwards in order to reduce side wind sensitivity.
- At least one of the first characteristic lines in particular, each of the first characteristic lines, has an idle range including a value corresponding to the neutral position and extending up to the first range, the first characteristic line, in the idle range, providing a first control information corresponding to an idle state of the active device.
- the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
- each of the second characteristic lines has a first inclination in a first part of the second range and a second inclination in a second part of the second range, the second inclination being higher that the first inclination, the second part of the second range, in particular, being located above the first part of the second range.
- the wagon body is coupled to the first running gear by means of a first rolling compensation device of the rolling compensation arrangement, while the wagon body is coupled to the second running gear by means of a second rolling compensation device of the rolling compensation arrangement.
- the first rolling compensation device and the second rolling compensation device during travel in a curved track section, counteract wagon body rolling motions of the wagon body toward an outside of the curved track section about a wagon body rolling axis parallel to the vehicle longitudinal direction.
- the control device has at least one detection device to detect the first input variable and/or the second input variable and/or the third input variable.
- any suitable sensors may be used in this context.
- the first and second input variable conventional distance sensors, angle sensors or the like may be used alone or in arbitrary combination.
- the devices capturing the first and second input variable may be integrated into the components of the active device and/or into the components of the control device.
- the first running gear comprises a first primary spring device of the first running gear, the first primary spring device having a first rigidity in a vehicle height direction
- the second running gear comprises a second primary spring device, the second primary spring device having a second rigidity in the vehicle height direction
- the first rigidity is selected to be different from, in particular lower than, the second rigidity.
- the first track control frequency range preferably, is the frequency range in which quasi static rolling motions corresponding to the current curvature of the section of track being travelled and the current running speed.
- This track control frequency range can vary according to the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel).
- the first track control frequency range preferably ranges from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
- the second track control frequency range therefore preferably ranges from 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
- the current value of the first acceleration component a yps is a result of travelling the current curve at the current running speed, while the current value of the second acceleration component a ypd is the result of current (periodic or usually singular) events (such as for example passing a disruptive part of the track, such as switches or similar).
- the dynamic component dy Wd,soll in the track feedback control mode TFCM, is the dynamic setpoint value for the transverse deflection (and thus as the case may be also for the rolling angle) relevant for the vibration comfort, which is the result of the current dynamic transverse acceleration a ypd (which in turn is caused by periodic or singular disturbances on the track).
- the transverse stiffness (as can be seen from Figure 5 also from the broken force characteristic lines 109.1, 109.2, 109.3 and 109.4 of other embodiments) can vary (as the case may be, considerably) within the respective transverse deflection range Q1 or Q2.
- the respective transverse stiffness R1 or R2 is preferably selected so that the level of the first transverse stiffness R1 at least partially, preferably substantially completely, lies above the level of the second stiffness R2.
- the transverse stiffness of the secondary suspension 103.2 is dimensioned so that, in the event of inactivity of the actuator 107.1 (for example because of a failure of the actuator 107.1 or the controller 107.2), the vehicle 101, if for any reason (for example due to damage to the vehicle 101 or to the track) it comes to a standstill at such an unfavourable spot, as before complies with the specified gauge profile.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES13182037T ES2929441T3 (es) | 2013-08-28 | 2013-08-28 | Vehículo que tiene compensación de efecto de viento lateral |
HUE13182037A HUE059999T2 (hu) | 2013-08-28 | 2013-08-28 | Jármû oldalszélhatás-kompenzációval |
EP13182037.5A EP2842827B1 (de) | 2013-08-28 | 2013-08-28 | Fahrzeug mit seitenwindwirkungskompensation |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13182037.5A EP2842827B1 (de) | 2013-08-28 | 2013-08-28 | Fahrzeug mit seitenwindwirkungskompensation |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2842827A1 true EP2842827A1 (de) | 2015-03-04 |
EP2842827B1 EP2842827B1 (de) | 2022-08-03 |
Family
ID=49034004
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP13182037.5A Active EP2842827B1 (de) | 2013-08-28 | 2013-08-28 | Fahrzeug mit seitenwindwirkungskompensation |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2842827B1 (de) |
ES (1) | ES2929441T3 (de) |
HU (1) | HUE059999T2 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2597428C1 (ru) * | 2015-05-27 | 2016-09-10 | Ооо "Сайен Кампэни" | Способ вторичного подрессоривания тележки вагона высокоскоростного рельсового транспорта |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1075407B1 (de) | 1998-04-30 | 2001-10-24 | Talbot GmbH & Co. KG | Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs |
EP1190925A1 (de) | 2000-09-26 | 2002-03-27 | Hitachi, Ltd. | Querneigeeinrichtung für Schienenfahrzeuge |
WO2007048765A1 (de) | 2005-10-25 | 2007-05-03 | Siemens Aktiengesellschaft | Verfahren zum erfassen und berücksichtigen von seitenwindbelastungen bei einem in fahrt befindlichen schienenfahrzeug und dessen entsprechend ausgeführter endwagen |
WO2010113045A2 (de) | 2009-03-30 | 2010-10-07 | Bombardier Transportation Gmbh | Fahrzeug mit wankkompensation |
-
2013
- 2013-08-28 HU HUE13182037A patent/HUE059999T2/hu unknown
- 2013-08-28 ES ES13182037T patent/ES2929441T3/es active Active
- 2013-08-28 EP EP13182037.5A patent/EP2842827B1/de active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1075407B1 (de) | 1998-04-30 | 2001-10-24 | Talbot GmbH & Co. KG | Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs |
EP1190925A1 (de) | 2000-09-26 | 2002-03-27 | Hitachi, Ltd. | Querneigeeinrichtung für Schienenfahrzeuge |
WO2007048765A1 (de) | 2005-10-25 | 2007-05-03 | Siemens Aktiengesellschaft | Verfahren zum erfassen und berücksichtigen von seitenwindbelastungen bei einem in fahrt befindlichen schienenfahrzeug und dessen entsprechend ausgeführter endwagen |
WO2010113045A2 (de) | 2009-03-30 | 2010-10-07 | Bombardier Transportation Gmbh | Fahrzeug mit wankkompensation |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2597428C1 (ru) * | 2015-05-27 | 2016-09-10 | Ооо "Сайен Кампэни" | Способ вторичного подрессоривания тележки вагона высокоскоростного рельсового транспорта |
Also Published As
Publication number | Publication date |
---|---|
HUE059999T2 (hu) | 2023-01-28 |
EP2842827B1 (de) | 2022-08-03 |
ES2929441T3 (es) | 2022-11-29 |
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