EP2982794A1 - Device for guidance of railway vehicles - Google Patents

Abstract

The device, which serves to guide rail vehicles, in particular in the area of curves, comprises two parallel running rails (S1, S2) on which rail vehicles can roll, which are provided with double-conical wheelsets (WS). According to the invention, at least one of the rails (S1, S2) is connected to a guide device by means of which a wheel (W1; W2) of a wheel set (WS) can be guided transversely to the running direction in the direction of a position in which both wheels (W1, W2 ) of the wheelset (WS) the wheel slip is reduced or canceled.

Description

The invention relates to a device for guiding rail vehicles, in particular in the field of curves.

When driving on tracks, interactions occur between the touching elements, the rails and the wheels, which lead to signs of wear on the same and at the same time cause a curve squeal, which in [1], Yacin Ben Othman, Curve Squeaking: Investigation of the Squeaking Process and Ways of Reduction, Technische Universität Berlin 2009 , is described. In [1] it is further pointed out that the noise pollution caused by curve squealing is considerable and known countermeasures are cost-intensive, but often have little effect.

The geometry of a railway wheel and damage that may occur and may require the repair of a wheel set, for example, from [2], DE19834587C1 , known. A railway wheel comprises a wheel hub, a wheel disc, and on the outer circumference of a wheel rim with a tread and a flange, which is arranged on one side of the tread and this projects radially.

Important parameters for railway facilities, such as provisions for the operating facilities (see §2), the provisions on the curve and elevation, or provisions for wheels and wheelsets (see §20), are in [3], German federal law, regulation on construction and operation of railways (Eisenbahnbau- und -betriebsverordnung - EisbBBV), version of 11.07.2014.

1. a) Minderungsmassnahmen am Fahrzeug mit Optimierung der Fahrzeugkonstruktion, der Radgeometrie, der eingesetzten Werkstoffe, der Oberflächenbehandlungen sowie mit Anwendung von Radschallabsorber-Konzepten;
2. b) Minderungsmassnahmen betreffend die Kontaktfläche von Rad und Schiene mit Einsatz von Schmierstoffen und Flüssigkeiten zur Reduktion des Reibwertes oder Einsatz von Reibwert-Modifizierern; und
3. c) Minderungsmassnahmen am Fahrweg, wie Optimierung der Oberbauformen, der Trassierung und Gleisgeometrie, der Schienenrauheit, des Schienenprofils, der Schienenbeschichtung, der Schienenwerkstoffe oder Einsatz von Dämpfungs- oder Absorptionselementen.

The appropriate choice of the geometry of the wheels and rails, in particular the use of double-conical wheelsets, is a fundamental measure to avoid wear and noises. According to [4], Lothar Fendrich, Railroad Infrastructure Manual, Springer Verlag, Berlin 2007, page 378 , By using a double-conical wheelset, a self-centering in linear travel and a force-free steering in a circular arc causes so that the two speed-coupled wheels without wheel slip can not go through equally long distances. Wheel slip is avoided by the wheels take appropriate rolling radii, for which a corresponding lateral offset of the wheelset is required. By choosing the geometry of the wheels and rails alone, however, the complex problem of curve squealing can not be solved, which is why further measures to reduce curve squealing are discussed in [1]. These measures are divided into different categories, namely

1. a) Reduction measures on the vehicle with optimization of vehicle design, wheel geometry, materials used, surface treatments and application of wheel sound absorber concepts;
2. b) abatement measures concerning the contact surface of wheel and rail with the use of lubricants and liquids to reduce the coefficient of friction or use of friction modifiers; and
3. c) Reduction measures on the infrastructure, such as optimization of the superstructures, the routing and track geometry, the rail roughness, the rail profile, the rail coating, the rail materials or the use of damping or absorption elements.

The group of measures a) does not aim at the cause of the curve squeaking, but tries with great effort to dampen this.

The group of measures b), with which good results are achieved, causes a relatively high maintenance for the provision and release of lubricants and liquids, by means of which the curve squeaking can be prevented. Furthermore, the release of chemicals is environmentally undesirable.

With regard to group of measures c), it should be noted that track guidance with correspondingly large curve radii is often not possible for historical reasons. The further measures which relate to the track construction, in turn, are associated with corresponding expenditure and, as far as known, do not lead to a significant improvement.

The present invention is therefore based on the object to provide an improved device for guiding rail vehicles, in particular railway trains.

In particular, a device for guiding rail vehicles to create, by means of the wear on the rolling stock and on the rails and disturbing noise developments, in particular the curve squeaking can be reduced.

The device should be applied or used without vehicle-side modification, as possible without maintenance and regardless of the present Gleistopologie.

The inventive device should act on the causes that cause the wear and especially the curve squeaking, so that measures for damping the curve squeaking can be omitted.

A disturbing noise, especially in places where groups of people are, for example, to Railway stations, residential areas or in tunnels, such as subway tunnels, should be effectively counteracted.

This object is achieved with a device for guiding rail vehicles, which has the features specified in claim 1. Advantageous embodiments of the invention are specified in further claims.

The device, which serves to guide rail vehicles, in particular in the area of curves, possibly switches, comprises two parallel run rails, on which rail vehicles can roll, which are provided with double-conical wheelsets.

According to the invention, at least one of the rails is connected to a guide device, by means of which a wheel of a wheelset can be guided transversely to the running direction towards a position in which the wheel slip is reduced or canceled at both wheels of the wheelset.

The device according to the invention therefore ensures that the assumed "force-free" steering of the speed-coupled wheels of a wheelset is forcibly guided. The turning of the wheelsets is often not force-free or not, but is dependent on various factors, such as the condition of the rails and wheels, the inclination of the rail pair, the speed of the train and the acting traction forces and corresponding state changes. In particular, the inclination of the rail pair, the driving speed and the traction forces, which are usually reduced or increased, for example in stations, have a significant influence. Due to the changing driving speed also change the forces acting radially on the vehicle and thus on the wheelsets, which is why the Einlenken the double-conical wheelsets often not or does not run correctly and in particular is not maintained stable.

When passing through a train with the appropriate speed through a bend, the desired steering of the wheel sets and a substantial avoidance of wheel slip should actually occur. The turning of the wheelsets, however, only to the extent free of forces, as compensate during cornering on the slightly inclined railway train acting forces each other. If the ideal speed is maintained, all wheelsets can be steered in with high stability, so that the wheelsets steadily follow a largely ideal lane along which no wheel slip and no transverse shifts occur.

When entering a station, however, significant changes in the forces acting, which is why undesirable transverse displacements of the wheelsets can occur. In particular, these unwanted transverse displacements of the wheel sets and not about the wheel slip is primarily the cause of the disturbing curve squealing.

By contrast, both noise sources, namely the disturbing wheel slip on the one hand and the undesired transverse displacements, are prevented by means of the device according to the invention.

It is particularly advantageous that the inventive guide device does not have to cause the displacement of the wheelsets alone, but serves as a guide and stabilizer. When entering a train at medium speed, for example, 35kmh - 60kmh in a curve, therefore, the assumed "force-free" turn the wheelsets if not automatically, so with relative low force by the guide device. If the steering into an ideal lane has taken place, the lane course of the wheel sets is maintained by means of the guide device. Querverschiebungen the wheelsets or a lurching of the bogies, which causes the disturbing curve squealing are avoided. The wheels are held in the area of the ideal lane after steering.

The guide device preferably comprises a guide rail extending along the associated running rail, by means of which a desired transverse displacement of the wheelsets is effected or supported and secured.

The guide rail preferably comprises a parallel region, along which the guide rail has a constant cross section, and adjoins, on at least one side, a retraction region along which the guide rail tapers.

The guide rail preferably has a guide profile which is adapted to the wheels, in particular to its wheel flange, which results in an advantageous contact surface between the guided wheel and the guide rail. Preferably, a contact area is provided which is smaller by a factor in the range of 1.5-5 than the contact surfaces which occur between the wheels and the rails. In this way, the friction occurring in the interaction between the guided wheel and the guide rail is reduced so much that disturbing noises or wear phenomena are avoided.

In preferred embodiments, the guide rail is mounted laterally displaceable relative to the running rail and displaceable by means of at least one drive unit. On In this way, the guide profile of the guide rail can be optionally positioned. Furthermore, the operation of the guide rail can be traffic-dependent and, for example, be activated only for traffic in which a stop is provided in the curved area. For example, this makes it possible to immobilize rail vehicles which otherwise squeak into a station.

In contrast, in fast-moving rail vehicles, in which act high centrifugal forces and the radial displacement of the wheelsets is thus secured, the guide device is not contacted. Preferably, the guideway is chosen such that from a driving speed of the rail vehicles, in which no disturbing noises more occur, a contact is omitted.

The guide device includes, for example, a drive in the embodiment of a points drive and a guide rail in the embodiment of a switch tongue. The guide rail or switch tongue can thereby taper to its end. Alternatively, the guide rail can be held by a plurality of spacer elements or drives in a fixed or selected by a control unit distance from the rail.

Instead of a guide rail, the guide device may also have a running device comprising a plurality of running elements acting on the wheelsets. By means of the running elements which are aligned along a desired guideway or aligned by means of at least one drive device along a desired guideway, the wheels can be guided or displaced in the desired direction with virtually no friction.

The running device may for example have rotatably mounted balls, wheels or perpendicular to the associated running rail aligned roles.

In further preferred embodiments, the guide device comprises at least one guide rail and at least one running device. By means of the running device, for example, the displacement or the turning of the wheel sets, which is secured by the guide rail.

Alternatively, the guide device integrally connected to the associated track and include extending along this track elements by means of which a desired transverse displacement of the wheelsets causes or supported and secured. In particular, in railway stations, the rail network can be advantageously provided in the range of track curves with appropriately trained rails.

The guide device according to the invention can guide the wheel rolling on the associated track rail by means of the guide rail, the running device or the track elements along a guide track against the track rail or away from the track rail. By means of the guide device can be acted on one or the other side of a wheel to achieve the desired shift.

It is particularly advantageous that the location of the displacement of the wheelsets in a relatively wide range can be selected. Thus, a shift of the wheelsets already before or during the retraction into a curve done in such a way that a part of the required in the curve transverse displacement of the wheelset is anticipated. Any noise caused by the one-time transverse displacement can thereby be gradually reduced on the one hand and shifted to the periphery of a station on the other hand. Again, it is too Note that any resulting wheel slip is not critical with regard to curve squeaking. The lateral displacement or lateral displacement takes place gradually over an inlet region, whereby sudden larger lateral displacements, which cause the curve squeaking, are avoided. Subsequently, the wheels are guided by the guide device track true, so that further transverse displacements are omitted.

It should be noted that not every transverse shift and wheel slip causes a curve squeal. It can thus be selected a guideway by means of the transverse displacements and Radschlupf be reduced so far that no disturbing noises. Preferably, the driving speeds are taken into account, with which the curves are typically traversed. Preferably, a guideway is selected in which the guide device is not stressed by fast moving rail vehicles. In these fast-moving rail vehicles, the transverse displacement or lateral displacement of the wheel sets takes place by centrifugal forces. Slow-moving rail vehicles, where no sufficient centrifugal forces occur, however, are detected and guided by the guide device. In this way, there is a relief of the guide device or a load of the guide device only in cases where this is required.

In the arch of the main tracks through the outer track is usually placed higher than the inner track, the resulting camber should not exceed 180 mm, taking into account the settling in operation deviations. At maximum travel speeds, the overshoot is usually maximum. If a train, however, slowly into the curve retracts or slows down, due to the increase or inclination of the train is to be expected with undesirable sudden transverse displacements that are to be absorbed by the guide device. In a preferred embodiment, the transverse displacement caused by the guide device is selected to be proportional to the cant.

The interactions between the guide rail and the wheels of the vehicles can be further optimized by the guide rail is held resiliently. For example, the guide rail is connected by mounting elements with the running rail, the elastic elements, preferably comprise leaf springs. By means of the spring elements, the wheelsets are pressed at a constant pressure in the direction of the desired guideway. The intended for the double-conical wheel set turning the wheelsets is supported by the elastically held guide rail. The transverse displacement of the wheelsets towards the guideway and the holding in the guideway thus takes place elastically, whereby jumps or abruptly occurring interactions, which could burden the rolling stock, are avoided. Effects of the automatic and guided steering the wheelsets in the ideal lane and keeping the wheelsets in the ideal track complement each other therefore advantageous, which is why the guide device is only slightly loaded and can be dimensioned advantageously advantageous.

Fig. 1

eine erfindungsgemässe Führungsvorrichtung mit einem Schienenpaar S1, S2, welches in einem Gleisbogen von 90° mit den eingetragenen Kurvenradien tr1, tr2 der Fahrspuren t1, t2 verläuft sowie mit einer innerhalb des Gleisbogens vorgesehenen ersten Führungsschiene F1, die mit der ersten Laufschiene S1 gekoppelt ist und einer innerhalb des Gleisbogens vorgesehenen zweiten Führungsschiene F1', die mit der zweiten Laufschiene S2 gekoppelt ist;

Fig. 2

den auf den Laufschienen S1, S2 exzentrisch gelagerten, doppelt-konischen Radsatz WS von Fig. 1;

Fig. 3

das Radprofil wp der beiden Räder W1, W2 von Fig. 3;

Fig. 4a

den seitlich verschobenen Radsatz WS von Fig. 2 mit einer Führungsvorrichtung, die eine von Federelementen P1, P2, P3 gestützte Führungsschiene F1 umfasst;

Fig. 4b

eine mit einer Laufschiene S1 verbundene Führungsschiene F1, die die Form einer Weichenzunge aufweist;

Fig. 5

den Radsatz WS von Fig. 2, der mittels einer Führungsvorrichtung, die eine Laufvorrichtung F2 mit Laufelementen LR umfasst, nach links verschoben wurde;

Fig. 6a

den in einem geraden Streckenabschnitt der Laufschienen S1, S2 zentriert gelagerten Radsatz WS von Fig. 1 von vorn gesehen; und

Fig. 6b

den mittels Führungselementen F3, F4, die einstückig mit den Laufschienen S1 bzw. S2 verbunden sind, nach rechts verschobenen Radsatz WS von Fig. 6a.

The invention will be explained in more detail with reference to drawings. Showing:

Fig. 1

a guide device according to the invention with a pair of rails S1, S2, which in a track arc of 90 ° with the registered curve radii tr1, tr2 of the lanes t1, t2 extends and provided with a provided within the track curve first guide rail F1, coupled to the first track S1, and a second track F1 'provided within the track, coupled to the second track S2;

Fig. 2

the on the rails S1, S2 eccentrically mounted, double-conical wheels WS of Fig. 1 ;

Fig. 3

the wheel profile wp of the two wheels W1, W2 of Fig. 3 ;

Fig. 4a

the laterally shifted wheelset WS of Fig. 2 a guide device comprising a guide rail F1 supported by spring elements P1, P2, P3;

Fig. 4b

a guide rail F1 connected to a running rail S1 and having the shape of a switch tongue;

Fig. 5

the wheelset WS from Fig. 2 which has been displaced to the left by means of a guiding device comprising a running device F2 with running elements LR;

Fig. 6a

in a straight section of the rails S1, S2 centered mounted wheelset WS of Fig. 1 seen from the front; and

Fig. 6b

the by means of guide elements F3, F4, which are integrally connected to the rails S1 and S2, shifted to the right wheels WS of Fig. 6a ,

Fig. 1 shows a pair of rails S1, S2 with two spaced by the track sw spaced rails S1, S2, which run in a 90 ° curve. On the pair of rails S1, S2, a double-conical wheel WS with wheels W1, W2 is placed. Further, a first guide rail F1 connected to the first rail S1 and one with the second rail S2 connected second guide rail F1 'located, which serve the lateral guidance of the wheelset WS. By means of the first guide rail F1, which reaches the wheelset WS when entering, for example, in a station first, the lateral turning of the wheelset WS is effected such that no or only a slight wheel slip results during cornering. Further, the wheelset WS is held by means of the first guide rail F1 on the prescribed lane. After passing through the curve of the wheelset WS by means of the second guide rail F1 'deflected or centered again, so that a transition is secured in a centered position. The guided turning and deflecting or centering takes place gradually, so that sudden lateral shifts are excluded.

Fig. 1 shows a simple curve in which a constant turning or deflecting is sufficient. In a complex curve, however, the required lateral displacement or the amount of steering or deflection is preferably continuously adjusted to the curvature radius present in each case. For this purpose, the at least one guide rail F1, F1 'is preferably at several points relative to the associated track rail S1; S2 slidably mounted. Depending on the geometry of the rail, a horizontal or vertical displacement can be adjusted by means of a corresponding displacement device or holding device. The horizontal displacement of a guide rail or a switch tongue is already known to the person skilled in the art of turnout technology.

According to [3], the track width sw is the smallest distance of the rail heads of a rail pair. The basic gauge of the gauge sw for the standard gauge is 1'435 mm. In bends with curve radii less than 175 m, the gauge may have certain values do not fall short. Below curve radii of 100 m to 125 m, the gauge should be at least 1,445 mm.

$$\mathrm{Spurlänge\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\mathrm{tr}\mathrm{2}*\mathrm{a}/360°$$

$$\mathrm{Spurlänge\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\left(\mathrm{tr}\mathrm{1}+\mathrm{sw}\right)*\mathrm{a}/360\mathrm{°}$$

In Fig. 1 are the curve radii tr1, tr2 of the rails S1, S2 and the corresponding rail courses t1, t2 and the resulting track sw located. Further, the circle center M is located by which the pair of rails S1, S2 extends at an angle a of 90 °. The following relationships apply to the curve section: $$\mathrm{Track\; length\; t}\mathrm{1}=\mathrm{2}\mathrm{\pi }*\mathrm{tr}\mathrm{1}*\mathrm{a}/\mathrm{360}\mathrm{°}$$

$$\mathrm{Track\; length\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\mathrm{tr}\mathrm{2}*\mathrm{a}/360°$$

$$\mathrm{Track\; length\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\left(\mathrm{tr}\mathrm{1}+\mathrm{sw}\right)*\mathrm{a}/360\mathrm{°}$$

$$\mathrm{ds}=\mathrm{2}\mathrm{\pi }/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

The track length difference ds = t2 - t1 is as follows: $$\mathrm{ds}=\mathrm{2}\mathrm{\pi }*\mathrm{tr}\mathrm{1}*\mathrm{a}/\mathrm{360}\mathrm{°}+\mathrm{2}\mathrm{\pi }*\mathrm{sw}*\mathrm{a}/\mathrm{360}\mathrm{°}-\mathrm{2}\mathrm{\pi }*\mathrm{tr}\mathrm{1}*\mathrm{a}/\mathrm{360}\mathrm{°}$$

$$\mathrm{ds}=\mathrm{2}\mathrm{\pi }/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

The track length difference ds is thus dependent on the curve angle a and the track width. With a gauge of 1'445 mm and a curve angle a of 90 ° results in the $$\mathrm{Track\; length\; difference\; ds}=\mathrm{2}\mathrm{\pi }*\mathrm{1}\mathrm{\text{'}}\mathrm{445}\mathrm{mm}/\mathrm{4}=\mathrm{2}\mathrm{\text{'}}\mathrm{249}\mathrm{mm}$$

$$\mathrm{Spurlänge\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\mathrm{ry}*\mathrm{u}$$

$$\mathrm{Spurlänge\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}$$

With regard to the speed-coupled wheels W1, W2, which make a number of revolutions with different rolling radii rx or ry within the determined track lengths t1, t2, the following relationships apply: $$\mathrm{Track\; length\; t}\mathrm{1}=\mathrm{2}\mathrm{\pi }*\mathrm{rx}*\mathrm{u}$$

$$\mathrm{Track\; length\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\mathrm{ry}*\mathrm{u}$$

$$\mathrm{Track\; length\; t}\mathrm{2}=\mathrm{2}\mathrm{\pi }*\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}$$

$$\mathrm{2}\mathrm{\pi }*\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}-\mathrm{2}\mathrm{\pi }*\mathrm{rx}*\mathrm{u}=\mathrm{2}\mathrm{\pi }*\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}-\mathrm{rx}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{rx}*\mathrm{u}+\mathrm{dr}*\mathrm{u}-\mathrm{rx}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{dr}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{dr}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}/\mathrm{u}$$

The difference dr of the rolling radii rx, ry results as follows: $$\mathrm{Track\; length\; t}2-\mathrm{Track\; length\; t}1=\mathrm{Track\; <figure-callout\; id="2"\; label="length\; difference\; ds"\; filenames="imgf0002.png,imgf0006.png"\; state="\{\{state\}\}">length\; difference\; ds</figure-callout>}$$

$$\mathrm{2}\mathrm{\pi }*\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}-\mathrm{2}\mathrm{\pi }*\mathrm{rx}*\mathrm{u}=\mathrm{2}\mathrm{\pi }*\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\left(\mathrm{rx}+\mathrm{dr}\right)*\mathrm{u}-\mathrm{rx}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{rx}*\mathrm{u}+\mathrm{dr}*\mathrm{u}-\mathrm{rx}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{dr}*\mathrm{u}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}$$

$$\mathrm{dr}=\mathrm{a}/\mathrm{360}\mathrm{°}*\mathrm{sw}/\mathrm{u}$$

und somit eine Anzahl Radumdrehungen u = 25With a mean rolling radius rm of 1 m and a mean radius of curvature of 100 m in a 90 ° curve, the result is a medium $$\mathrm{Track\; length\; tm}=\mathrm{2}\mathrm{\pi }*100*90°/360°=\mathrm{2}\mathrm{\pi }*1m*u$$

and thus a number of wheel revolutions u = 25

For the mentioned parameters and a gauge of 1'445 mm, the following difference dr of the rolling radii results $$\mathrm{dr}=90°/360°*1\text{'}445\mathrm{mm}/25=\mathrm{14:15}\mathrm{mm}$$

It follows that with a small curve radii, a relatively large difference dr of the rolling radii rx, ry is required, which may possibly not be achieved due to the present wheel profile, which is why a wheel slip remains. According to the invention, optimization of the wheel profiles is therefore preferably also carried out so that the required rolling radius difference dr can always be achieved.

According to the invention it is provided that the wheels W1, W2 the intended rolling radii rx or ry within a curve with at least approximately occupy and hold the support of the guide device or the guide rail F1.

The rolling radius ry of the outer wheel W2 must be greater, which is why there must be a displacement to the outside, which can not be effected by the acting centrifugal force FZ, especially when a train at low speed, for example, enters a station. In this case, a supplementary manager FF is provided by the guide device. The guide FF is higher, the lower the centrifugal force FZ. As a result, the wheelset WS remains held on or near the ideal track, so that no automatic transverse displacements occur, which could cause a curve squeal. The guide FF and the centrifugal force FP thus overlap and cause the required lateral displacement of the wheel WS. After reaching the ideal lane, the leader FF is eliminated and only appears again when the wheelset WS deviates from the ideal lane. The guide device according to the invention is therefore particularly valuable for sections with curves which are typically traversed slowly.

Fig. 2 shows the stored in the curve on the rails S1, S2 double-conical wheels WS of Fig. 1 , The two wheels W1, W2 each comprise a wheel rim with a running surface with an approximately conically extending profile wp and a wheel flange, which is arranged on the inner side of the running surface and projects radially beyond it. The wheelset WS has been displaced laterally by the mass dy, so that the first wheel W1 flies with the rolling radius rx and the second wheel W2 with the rolling radius ry on the associated running track S1 or S2.

In Fig. 2 is also the difference in height resulting from the shift dy at the upper edge of the wheels W1, W2 drawn, which corresponds approximately to the rolling radius difference dr. Already by the lateral displacement of the wheelsets WS is thus an inclination of the rail vehicle, which is superimposed on the inclination, resulting from the elevation of the outer running rail S2. Due to the inclination of the rail vehicles result in force components that counteract the centrifugal force occurring during cornering. It should be noted that due to the inclination of the rail vehicle, the radially inner rail S1 is more heavily loaded and the possible wheel slippage thereby tears up rather on the radially outward rail S2.

Fig. 3 shows the conical wheel profile wp of the two wheels W1, W2 of Fig. 3 according to DIN 5573. The diagram shows examples of rolling radii rx, rm, ry, which occupy the wheels W1, W2 before and after a corresponding lateral displacement dy by the guide device. On a straight line, however, both wheels W1, W2 contact the rails S1, S2 with the middle rolling radius rm.

In the in Fig. 1 drawn curve of the wheelset WS is shifted such that the first wheel W1 can exemplarily take the rolling radius in the range of rx and the second wheel W2 the rolling radius in the range of ry. Due to the difference dr of the rolling radii rx and ry the track length difference ds can be overcome without or with reduced wheel slip.

1. a) fest montiert sein, um eine fest vorbestimmte Führungsbahn fb zu realisieren; oder
2. b) justierbar montiert sein, um eine Führungsbahn fb zu realisieren, die nach Inbetriebnahme optimiert werden kann; oder
3. c) wahlweise in eine Betriebsposition verschiebbar sein, um eine fest vorbestimmte Führungsbahn fb beispielsweise für ausgewählte Schienenfahrzeuge zu realisieren; oder
4. d) wahlweise in eine Betriebsposition verschiebbar und justierbar sein, um eine fest vorbestimmte Führungsbahn fb beispielsweise für ausgewählte Schienenfahrzeuge zu realisieren und zu optimieren.

By means of the guide device, a force directed perpendicularly to the direction of travel (guide force FF) is exerted on the wheel set WS until the prescribed lateral displacement dy has taken place. The guide device may comprise various guide parts and guide elements, preferred embodiments of which are described below. The guide part or the guide rail or a running device can

1. a) be firmly mounted to realize a fixed predetermined guideway fb; or
2. b) be adjustably mounted to realize a guideway fb, which can be optimized after commissioning; or
3. c) optionally be displaceable in an operating position to realize a fixed predetermined guideway fb, for example, for selected rail vehicles; or
4. d) optionally be slidable and adjustable in an operating position in order to realize and optimize a fixed predetermined guideway fb, for example, for selected rail vehicles.

Fig. 4a shows the running rail S1 of Fig. 1 with the guide rail F1, by means of the wheelset WS was shifted to the right. The guide rail F1, which has the shape of a guide rail or a guide beam, has a continuously tapered first part ft and a second part fp with a constant cross section. At the entrance of the railway train, the first wheel W1 rolling on the first running rail S1 gets into the sphere of influence of the first part ft of the guide rail F1, which widens steadily in the sequence and guides the wheel W1 aside. After the desired shift dy of the wheelset WS, the wheelset WS rolls along the second part fp of the guide rail F1 and is continued with the lateral displacement dy achieved. The set rolling radius is therefore maintained throughout the cornering.

The load of the railway train is thereby further supported by the rails S1 and S2 and not taken up by the guide rail F1, which is designed accordingly, arranged and optionally adjusted. The guide rail F1 is preferably formed and mounted such that the contact surface between the overlying wheel W1; W2 and the guide rail F1 always below the contact surface between the overlying wheel W1; W2 and the rail S1 is located.

In a preferred refinement, the guide rail F1 has a guide profile adapted to the wheels W1, W2, in particular on its wheel flange, such that a contact surface between the guided wheel W1; W2 and the guide rail F1 results, which is preferably smaller by a factor in the range of 1.5-5 than the contact surfaces between the wheels W1, W2 and the rails S1, S2. The guide rail F1 therefore preferably has a radius of curvature rfk in the area of contact with the wheels W which is smaller than the smallest radius of curvature rsk of the part of the rail head which can come into contact with the wheels W (see FIG Fig. 4b ).

The guide rail F1 can be firmly connected to the associated rail S1, optionally screwed directly to this or optionally held by a holding device adjustable. Alternatively or additionally, the guide rail F1 can be connected via at least one spring element P1, P2, P3 directly or indirectly to the associated running rail S1. In this way, the guide rail F1 can act gently on the wheelsets WS, whereby jumps and knocks are avoided. Transverse movements of the wheelsets and bogies are caught and damped. Regardless of the position in which the wheelsets WS reach the guide rail F1, they can be gently transferred to the ideal position. It is also essential that a wheelset WS, the is already close to the ideal line, can be detected and guided by the means of the spring elements P1, P2, P3 outwardly shifted guide rail F1 also early.

The spring elements P1, P2, P3 are preferably provided in the retraction area and can be dimensioned differently. Preferably, the spring elements P1, P2, P3 have increasing spring constants, so that the force acting on the wheelsets WS during the entry, e.g. steadily increasing in a station.

Fig. 4a further shows a master computer L, which can access the guide rail F1 via a drive device LA, so that it can be put into an operating state and / or adjusted. By means of the drive device LA, which is present for example in the embodiment of a points drive, the guide rail F1 can be moved laterally back and forth in this preferred embodiment. In the operating position, the guide rail F1 is preferably locked by means of a possibly provided with a latch closure. The guide device can therefore be in the configuration of a switch device which has a switch blade or guide rail driven by a switch drive. A point machine with a point lock is eg in [5], WO2000 / 02759A1 disclosed.

The host computer L also has access to the traffic data and can control the guide rail F1 taking into account the data of the incoming rail vehicles and / or signals provided by sensors MF. For trains traveling fast, the master computer L can retract the guide rail F1, so that it can not act on the wheelsets WS. For rail vehicles, which enter and stop at a station, the Control computer L drive the guide rail F1 in the operating position, so that the desired guidance of the wheelsets WS occurs.

By means of the sensors MF various measurement data can be detected, which can be used to control the guide device. For example, the position of the wheels W1, W2 of the entering rail vehicle on the rails S1, S2 or the track position of the rail vehicle can be detected, after which the guide elements can be readjusted in order to optimally capture and guide the wheels W1, W2. Particularly advantageous recorded kinematic data such as the speed and acceleration of the rail vehicle can be detected and used. If a railway train, which according to registered driving data should pass through a station quickly, arrives at a low speed, the master computer L can actuate the guide device accordingly. Furthermore, sensors may be provided by means of which the weight of the rail vehicles is detected. For example, strain gauges are provided on the rails, by means of which the deflection can be measured, which is approximately proportional to the load. If a rail vehicle has a greater weight, it is to be expected with an earlier slipping, which is why the guide device is driven accordingly.

It is also possible to permanently optimize the system by measuring the noise generated. For this purpose, all operating parameters of the railway train and the guide device as well as the noise levels caused are recorded. As a result, control information can be generated, which can be applied manually or automatically by controlling the guide device (s) until an optimum is achieved.

Fig. 4b shows a connected to a running rail S1 guide rail F1, which has the shape of a switch tongue. The guide rail F1 is connected by symbolically shown threaded rods GS1, GS2 with the web and the rail foot of the running rail S1. The threaded rods GS1, GS2 may be simple screws that are manually tightened and / or rotated to adjust the guide rail laterally and / or in height. The at least one threaded rod GS1, GS2 can be further driven by a motor M1, M2 and rotated by a desired number of revolutions to automatically position and adjust the guide rail F1. The guide rail F1 can be guided and held by guide rails. The threaded rods GS1, GS2 and the motors M1, M2 are integrated, for example, in a dash-dotted line housing or in a holder, and form the drive device LA.

Inventive guide devices can be advantageously realized with existing switch blades. Furthermore, multi-part guide rails F1 can be used, which have, for example, a switch tongue at both ends.

Fig. 5 shows the wheelset WS from Fig. 2 which has been shifted to the left by means of a guiding device comprising a running device F2 with running elements LR. The running elements LR are cylindrical rollers which are arranged along the running rail S1 and aligned perpendicularly to form a guide track fb, along which the wheels W of a wheelset WS can be guided in a desired direction. In the present embodiment, the wheel W1 comes with its flange in contact with the running device F2 and is pressed by this against the running rail S1, that the wheel W1 rolls with the rolling radius ry on the running rail S1. By means of

Running device F2, the wheel W1 can be moved so that no friction between the conveyor or the running device F2 and the guided wheel W1 occurs. The running device may for example have rotatably mounted balls, wheels or perpendicular to the associated running rail aligned roles. Self-lubricating bearing devices are preferably used.

Fig. 6a shows the mounted on the straight rails S1, S2 Wheels WS of Fig. 2 after the self-centering, according to which both wheels W1, W2 roll with the same mean rolling radius rm on the associated track S1, S2.

Fig. 6b shows the by means of guide elements F3, F4 shifted to the right wheelset WS of Fig. 6a rolling on the rails S1, S2 in a curved section. The first running rail S1 has a rail head extended to the right. The extension F3 forming the guide element corresponds functionally to the guide rail F1 and may have similar dimensions. The second rail S2 has a rail-shaped guide element F4, which is connected below the rail head with the web of the second rail S2. The guide element F4 engages from the outside to the wheel flange of the mounted wheel W2 and leads this against the second rail S2. The first wheel W1 thus rests on the first track S1 with the smaller rolling radius rx. The second wheel W2 rests on the second running rail S2 with the larger rolling radius ry. The two guide elements F3 and F4 are preferably integrally connected to the associated running rail S1 or S2, thereby eliminating further assembly work.

By means of the at least one guide device is thus a tensile force or a thrust force on the wheelsets WS transferable to achieve the desired shift dy.

Further, along the rails S1, S2 a plurality of guide devices with the first and / or the second rail S1; Be connected S2, by means of which a tensile force or a thrust force on the wheelsets WS is transferable.

For example, the first rail S1 of Fig. 1 at the curve entrance with a first guide rail F1, by means of which a pioneering from the first track S1 thrust force is exerted on the wheelsets WS, and provided at the curve exit with a second guide rail F1 ', by means of a directed against the first rail S1 tensile force on the wheelsets WS is exercised. The guide devices can therefore optionally be connected only with one or, for example, varied, with both rails S1, S2.

bibliography

1. [1] Yacin Ben Othman, Curve Squeaking: Investigation of the Squeaking Process and Ways of Reduction, Technische Universität Berlin 2009
2. [2] DE19834587C1
3. [3] German Federal Law, Ordinance on the Construction and Operation of Railways (Eisenbahnbau- und - betriebsverordnung - EisbBBV), version of 11.07.2014
4. [4] Lothar Fendrich, Railway Infrastructure Handbook, Springer Verlag, Berlin 2007
5. [5] WO2000 / 02759A1

Claims (15)

Device for guiding rail vehicles, in particular in the region of curves with two parallel running rails (S1, S2) on which vehicles can roll, which are provided with double-conical wheelsets (WS), characterized in that at least one of the rails (S1, S2 ) is connected to a guide device by means of which a wheel (W1, W2) of a wheel set (WS) can be guided transversely to the running direction in one or the other direction to a position in which both wheels (W1, W2) of the wheelset (WS ) the wheel slip is reduced or canceled. Device according to claim 1, characterized in that the guide device comprises a guide rail (F1) extending along the associated running rail (S1; S2), which is held firmly or elastically or laterally and / or vertically adjustable. Device according to Claim 2, characterized in that the guide rail (F1) has a guide profile adapted to the wheels (W1, W2), in particular on the flange of the latter, a) that a contact surface between the guided wheel (W1, W2) and the guide rail (F1) results, which is preferably smaller by a factor in the range of 1.5-5 than the contact surfaces between the wheels (W1, W2) and the rails ( S1, S2) and / or b) that the contact surface between the guided wheel (W1; W2) and the guide rail (F1) is below the contact surfaces between the wheels (W1, W2) and the rails (S1, S2). Apparatus according to claim 2 or 3, characterized in that the guide rail (F1) has a parallel region (fp), along which the guide rail (F1) has a constant cross-section, and to at least one side of a retraction area (ft), along which the guide rail (F1) tapers. Device according to claim 1, characterized in that the guiding device comprises a running device (F2) extending along the associated running rail (S1; S2) and provided with running elements (LR). Apparatus according to claim 5, characterized in that the running elements (LR) are preferably perpendicular to the associated running rail (S1; S2) aligned and rotatably mounted cylindrical rollers or rotatably mounted balls. Device according to one of claims 2 - 6, characterized in that the guide rail (F1) or the running device (F2) a) is fixedly mounted to realize a fixed predetermined guideway fb; or b) is adjustably mounted to realize a guideway fb, which can be optimized after commissioning; or c) by means of a drive unit (LA) is selectively displaceable in an operating position to realize a fixed predetermined guideway fb; or d) by means of a drive unit (LA) selectively displaceable in an operating position and is adjustable to to realize and optimize a fixed predetermined guideway fb. Apparatus according to claim 7, characterized in that the drive unit (LA) is preferably controllable in dependence on the speed and / or the tracking of the incoming rail vehicles and / or depending on registered noise. Device according to one of claims 1 - 8, characterized in that by means of the at least one guide device, a tensile force or a thrust force on the wheelsets (WS) is transferable and / or that a plurality of guide devices with the first and / or the second track (S1; ) are connected, by means of which a tensile force or a thrust force on the wheelsets (WS) is transferable. Device according to one of claims 1 - 9, characterized in that the guide device comprises a guide rail (F1) according to claim 2 and a running device (F2) according to claim 7 or that the guide device integrally connected to the associated running rail (S1; along these extending guide elements (F3; F4). Device according to claim 1, characterized in that the wheel rolling on the associated running rail (S1; S2) by means of the guide rail (F1) according to claim 1, the running device (F2) according to claim 6 or the track elements (F3; F4) according to claim 9 along a guideway (fb) against the running rail (S1, S2) or away from the running rail (S1, S2) is feasible. Device according to one of claims 1 to 11, characterized in that the guide track (FB) is selected in such a way is that a lateral shift (dy) of the wheelsets (WS) before entering or during the entry into a curve such that a part of the required in the curve transverse displacement of the wheelset (WS) is anticipated. Device according to one of claims 1-12, characterized in that the guideway (fb), taking into account the permitted speeds of travel of the rail vehicles is selected such that transverse displacements of the wheelset (WS) are allowed, provided that they do not cause curve squeaking. Device according to one of claims 1-13, characterized in that the guide device is installed in an area of the railway network, for example in a railway station, in which typically significant changes in the driving speed and the traction forces occur. Device according to one of claims 1 - 14, characterized in that the guide device is held by means of threaded rods (GS1, GS2), which are manually and / or by means of at least one motor (M1, M2) operable.

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