EP2990294B1 - Device and method of controlling the suspension of railway vehicles - Google Patents

Description

The invention relates to a device and a method for the storage of rail vehicles.

Rail vehicles have guided in rails rails, possibly bogies on which vehicle bodies are stored. The drives should meet different requirements. Requested are u.a. a safe guidance and a smooth running of the rail vehicle, a low-wear construction and in particular a load-free storage of the vehicle body. To meet these requirements, the drives are provided with a spring device which should reduce occurring bearing forces, in particular vertically directed load peaks and laterally directed executives. The suspension is intended to isolate the vehicle body against high-frequency vibrations of the wheels and track free of vibrations in a long-wave road contour.

Typically, the suspension of a bogie includes a primary stage and a secondary stage. The primary or primary suspension guides and cushions the track frame relative to the axles, thus providing ride comfort and stable running of the bogie. The functions "guiding" and "springs" can be carried out by appropriately designed spring elements, such as cone springs or chevron springs, alone or by separate assemblies. The suspension can be done separately by coil springs, while the axle is done by a Achsschwinge or a Radsatzlenker. The secondary stage or the secondary suspension, which connects the vehicle body with the bogie and thereby takes over the suspension and guidance of the vehicle body, usually includes an air spring. Corresponding device parts are known from [1], Freudenberg Schwab, Schwingungstechnik Schienenfahrzeuge, catalog 2012.

From [2], DE10256022A1 , a level-adjustable suspension device is known, which allows a load-independent height adjustment of the vehicle body. The suspension devices used comprise a hydropneumatic main spring and a series-connected additional spring. By means of the hydropneumatic main spring, which in principle has a progressive spring characteristic, the position of the upper floor edge (FOK) can be adjusted by repumping hydraulic fluid, eg oil, independently of the load.

From [3], EP2020356B1 , a lateral vibration suppression device for a railway vehicle is known that includes a variable damper that is actuated to dampen lateral vibrations of the vehicle body relative to the drive. Sensors are used to measure vertical and horizontal accelerations of the vehicle body. Subsequently, it is determined whether a horizontal vibration has occurred, and the damper actuated, if necessary.

The devices described in [2] and [3] thus allow corrective intervention in the device for supporting the vehicle body, in particular in the secondary suspension. By means of the device according to [2], the floor top edge is typically set in greater time intervals. In the device according to [3], however, vibrations of the vehicle body are detected and compensated. Also in this solution, the intervention in the storage device takes place with a greater time delay after already vibrations of the vehicle body have arisen. Strong jumpy or abrupt Actions can therefore not be corrected with these devices. As a result of insufficient damping at sudden acting forces result in a low ride comfort, stress and wear of the drives and disturbing noises.

The US2012167797A1 discloses a system for dynamic weight management for a vehicle by means of vertically oriented hydraulic actuators, which are arranged between the various axles and the frame of a vehicle and which are controlled so that the weight load can be optionally distributed to the individual axles.

The EP0785122A1 discloses an arrangement for a vehicle with primary suspension and secondary suspension to protect against impacts when driving over bumps of a road. Between a wheel rolling on the road and a vehicle body, an inertial mass is connected as a blocking mass, wherein the vehicle body is as soft as possible against the blocking mass via the secondary spring and the blocking mass relative to the wheel via the primary suspension. To avoid unacceptably large differences in level of the vehicle body relative to the roadway when the vehicle is empty and laden, a device for level control is activated.

The GB2473502A , which may be regarded as a generic document corresponding to the preamble of both independent claims, discloses a device by means of which malfunctions in the storage device of a vehicle are detectable. In this case, a status variable for the vehicle is determined and analyzed in order to generate a malfunction signal, if corresponding error criteria are met. Depending on the malfunction signal, an actuator is actuated which unfolds a force within the bearing devices which influences the status variable.

The present invention is therefore an object of the invention to provide a bearing device for rail vehicles and to provide a method for this storage device, which allow to reduce occurring bearing forces caused by irregularities in the lane.

In particular, bearing forces and torsions are to be reduced, which are caused by damage to the rails, by rail transitions or by non-linearities in the area of points or joints.

By using the method according to the invention and the device according to the invention, the ride comfort for passengers is to be increased. Forces that cause disturbing effects, such as shaking, vibrations and impacts on the vehicle body should be avoided. Furthermore, the smoothness of the bogies should be improved.

Through the reduction of disturbing bearing forces and torsions wear phenomena, especially on the drives and the suspension should be reduced. The intervals of maintenance work should be increased accordingly.

In addition, in [4], Lothar Fendrich, Railroad Infrastructure Manual, Springer Verlag, Berlin 2007, page 378 , described force-free Einlenken the double-conical wheelsets in circular arc, are not affected by disturbing bearing forces.

This object is achieved with a device and a method for the storage of rail vehicles, which have the features specified in claim 1 or 11 features. Advantageous embodiments of the invention are specified in further, dependent claims.

The device which serves for the storage of rail vehicles comprises a drive provided for supporting a vehicle body with at least one wheel, possibly a bogie, with a drive frame, which is connected via a primary suspension and preferably via at least one primary link with an associated wheelset and over a secondary suspension and preferably connected via at least one secondary link to the vehicle body.

According to the invention, the bearing device can be controlled by means of a vehicle computer in dependence on determined status data of the rails such that forces acting on the wheelset and dependent on the changes in state of the rails can be reduced.

The vehicle computer is preferably located in the towing vehicle, but can also be arranged in any other vehicle of a train composition. Furthermore, several vehicle computers can be used.

By controlling the bearing device is an adaptation to the expected change in state of the rails or a dependent on the driving course of the rail vehicle adaptation of the bearing device to the course of the lane or to the course of the rails and interposed switches. The adaptation preferably takes place on the course of each rail of a rail pair. Preferably, therefore, each rail of a rail pair is measured individually.

For this purpose, the course of the lane or the course and the state of the rails and the intermediate points are detected and preferably stored. The storage is preferably carried out in the vehicle and in a host computer, in which the state of the entire rail network is displayed after a short time. Any changes to the rail network as well as changes in its status can thus be recorded continuously.

In [5], Measuring Technique SBB, Diagnostic Vehicle of the SBB Infrastructure, possibilities for track measurement and track inspection by means of a diagnostic vehicle are described. In particular, the track geometry, the track width, the track direction, the elevation, the torsion, the longitudinal height, and the rail profile can be measured with rail wear and contact geometry. Measuring devices provided on the described diagnostic vehicle can also be installed on scheduled vehicles, whereby corresponding data of the rail network can be routinely detected. The determined data can be used as input variables for the control method according to the invention.

Based on the registered track image, the master computer can communicate the status data of the used rails to the rail vehicles. The rail vehicles can thus carry out corrective measures even if they do not measure the condition of the lane or the rails themselves. In this case, the rail vehicle uses a system for determining position data and the direction of travel, such as the GPS system, the Galileo system, or the GNSS system. On the basis of the determined position data and the position data transmitted by the master computer for the state changes of the rails, the rail vehicle can subsequently take the necessary corrective measures in a location-accurate and timely manner initiate. From the rail vehicle, the type and / or the extent of the state change are preferably communicated in this case. Based on a once determined position further position data can be determined by kinematic calculations taking into account the travel time and the driving speed. Furthermore, a possible wheel slip can be determined and taken into account. The control of the rail vehicle is comparable to the driving behavior of a skier, whose upper body is guided along a track that is as even as possible with maximum possible curve radii, while the skis follow the lane, which has irregularities. Irregularities of the lane course are continuously evaluated and appropriate preparatory measures are taken. If a bump is detected, the upper body is raised. Upon reaching the bump, the legs are loosened a bit, so that the bump can be overrun elastically without further movement of the upper body. If the skier detects a curve, the upper body is already tilted accordingly before the turn. Similarly, in a rail vehicle, the vehicle body and / or the drive frame before, during and after irregularities of the rail track out such that this curve is guided vertically and / or horizontally along the largest possible curve radii. Before a wave or a curve in the tracks of the vehicle body and / or the drive frame are moved vertically and / or horizontally, so that only the drive or wheelsets must follow when reaching the unevenness. The master computer is preferably coupled to a traffic computer from which traffic data for the rail network can be retrieved. The master computer can thus each rail vehicle or each composition of rail vehicles or to the vehicle computer, the status data of the traveled track including the positions at which state changes of the rails occur. In preferred embodiments, the master computer can also determine the type, size and direction of travel of the rail vehicle and transmit correspondingly adapted corrective measures or control signals.

Preferably, the nature and size of the state changes are detected. Corrective measures can be defined particularly simply if the detected state changes are assigned to a category. For example, a change of state at a certain position may concern a joint at which the adjacent tracks are vertically and / or horizontally displaced by a certain amount. In addition, switch points and the expected changes in status can be recorded. Furthermore, a rail break can be detected. In the area of a switch, the curve radius for the vehicle body can be increased by the control of the bearing device, wherein the vehicle body or the drive frame does not fully extend a curve, but cuts and thereby increases the radius of curvature traveled by the vehicle body. In this case, there may only be a lateral "breakaway" of the wheelsets that follow the rails precisely.

The master computer is preferably also connected to a maintenance computer in which maintenance measures planned for the infrastructure are registered. These maintenance measures can be adapted and extended taking into account the transmitted data. If maintenance work is to be carried out in a specific area of the track network, a faulty impact point or a track break that was reported by the master computer to the maintenance computer can be corrected virtually simultaneously with little effort.

Based on the state data determined online, for example, in the locomotive or in another vehicle unit or transmitted from the master computer to the vehicle computer, countermeasures can be triggered in a timely manner by means of which the effects of the state changes are preemptively absorbed or treated. The present load or load is preferably measured by the rail vehicles and taken into account in the control of the bearing device.

Therefore, according to the invention, interferences are intervened almost immediately with the cause of the disorders, so that their effects can be counteracted even before they occur, or that their effects can be optimally treated immediately after they have occurred.

If a change in direction occurs abruptly at a points position, a corresponding lateral displacement of the drive and / or the vehicle body can be effected beforehand, so that only the wheelsets are displaced when the change in state of the rails occurs and a force transmission to the drive frame and / or the vehicle body omitted.

If a height change takes place at an impact point, a corresponding vertical displacement of the drive frame and / or the vehicle body can be effected beforehand, so that only the wheelsets are optionally raised or lowered by the then entering state change with the drive frame and a power transmission to the vehicle body is omitted ,

By means of the measures according to the invention, it is thus prevented that forces on the drive frame and / or on the vehicle body are caused by changes in the state of the rails, which cause abrupt vertical or lateral displacements of the wheel sets be transmitted. The forces which occur during changes in the state of the rails, which act on the one hand on the rail vehicle and on the other hand on the rails, are therefore substantially reduced. Instead of having to move the entire mass of the rail vehicle, after performing the corrective measures, only a shift in the mass of the wheelset, possibly the bogie required, from which the force reduction can be approximately determined.

In a further preferred embodiment, the control of the bearing device, the damping behavior of the primary suspension and / or the secondary suspension adapted to actions caused by changes in state of the rails. By adjusting the bearing device periods occurring high-frequency oscillations, which may be caused by an impulse can be selectively collected and absorbed within a short time, without resulting in a loss of comfort for the passengers. The spring system can be optimized for undisturbed driving and, if necessary, adapted for short intervals to disturbances of the rail network.

To measure the condition of the rails, it is also advantageous to measure the forces acting on the wheel axles. These forces are dependent on the one hand on the course and condition of the rail and on the other hand turn of the drive, in particular damaged spring elements and damaged wheels, especially wheels with flats. Flats on wheels cause at least one peak load each wheel revolution. Preferably, the disturbances caused by the drive, especially the flats, are identified and subtracted from the rail spectrum in which the disturbances caused by the rails are subtracted.

Therefore, according to the invention, typically periodic disturbances on the drive and disturbances on the rails can be separated from one another and evaluated. The rail spectrum is therefore not distorted by the effects of the drive. The defects detected on the drives can subsequently be reported to a maintenance computer by registering the planned maintenance work for the vehicle fleet.

The vehicle computer controls the bearing device assigned to each wheel and / or wheel set, in particular the primary suspensions and / or secondary suspensions, taking into account the driving speed and the center distances of the rail vehicle or rail vehicle composition. In this way, each stored along the lane storage device of a train composition receives the necessary control signals in time before reaching a change in state of the rails. Changes of state measured at the front of the rail vehicle or on the train composition may not be compensated advantageously for the towing vehicle, but for the coupled further rail vehicles.

The control signals may also be determined taking into account the driving speed, the loading of the rail vehicle and the type of rail vehicle. If the speed of the rail vehicle is high, the corrective measures must be taken more quickly. However, so that the corrective measures themselves do not lead to disturbances, they are preferably carried out as slowly and evenly as possible. For each rail vehicle, the optimum correction values, ie the ideal settings for the bearing device, in particular the primary suspension and the secondary suspension, can be set and stored individually for a specific event.

The state changes of the rails typically always occur at the same positions in the track network. It is therefore possible to continuously optimize the parameters for the storage device at each crossing. In the drive or bogie force sensors are preferably provided by means of which the success of the corrective measures is checked. The parameters are preferably slightly changed at each pass to check whether a reduction of the forces acting on the bearing device has occurred until an optimum is reached. Base values for the parameters of the storage device or parameter changes can be defined for each category of state changes, which are optionally scaled with regard to the extent of the change in state and are preferably optimized in the sequence. It should be noted, however, that changes in the status of the rails can also be caused by parallel moving rail vehicles, which is why the further traffic is preferably taken into account when calculating the control measures.

The measures according to the invention increase the ride comfort for the passengers. Furthermore, vibrations of transported goods in rail vehicles are reduced or avoided. Rail vehicles designed in accordance with the invention thus permit the advantageous transport of goods susceptible to vibration, such as glassware or precision mechanical apparatuses. Due to the reduction of the forces acting on the rail vehicle, in particular on the drive forces are also reduced wear. In the passenger cabin, the facilities, such as tables, seats, window seals or restoration facilities are spared, so that they remain in good condition longer. By avoiding bumps and vibrations it is also avoided that objects, such as luggage, can come loose and endanger people. Continue to be erratic avoiding lateral deflections that can unbalance people. Furthermore, unwanted vibrations in the track bed and the emission of noise are avoided or reduced.

The interventions in the storage device can be carried out with relatively simple measures. At the outset, it was stated that the bearing device, in particular the primary suspension and the secondary suspension, fulfills the functions »guiding« and »springs«. Both functions can be used according to the invention or optimized on the basis of lane information in order to compensate for or reduce the effects of changes in the status of the rails.

In first preferred embodiments, at least one primary vertical actuator is provided, by means of which primary parameters of the primary suspension can be set and changed. Primary parameters are the parameters of the primary suspension. Preferably, the primary vertical actuator is connected to at least one controllable primary pressure cylinder by means of which the bias of an associated primary spring or the force acting on the primary link is adjustable and changeable. The primary suspension can therefore be quickly adjusted to record high-frequency vibrations.

In second preferred embodiments, at least one secondary vertical actuator and / or at least one secondary horizontal actuator is provided, by means of which secondary parameters of the secondary suspension can be adjusted and changed. The secondary parameters are the parameters of the secondary suspension. The secondary vertical actuator is preferably via at least one media line with at least one hydraulic or pneumatic spring, preferably with an air spring connected to the secondary suspension. The provided in the hydraulic or pneumatic spring pressure and also the vertical position of the vehicle body are therefore selectively adjustable and quickly changeable.

In further preferred embodiments of the secondary horizontal actuator is preferably connected via controllable secondary pressure cylinder with the secondary link or parts thereof, whereby the horizontal position of the vehicle body is selectively adjustable and quickly changed.

As a result of said measures, vertical and / or horizontal displacements of the vehicle body can be made in order to adapt it to expected state changes. For drives with multiple sets of wheels, a correction is preferably made for each wheel, possibly for each wheel of the wheelsets.

In general, the measures according to the invention are preferably applied near the cause of the disturbances, and thus, if possible, in the area of the primary suspension. In this way can be done by the secondary suspension only a smoothing or clearing of remaining interference components. However, it should be noted that especially high forces act in the region of the primary suspension, which is why the measures according to the invention can optionally only be used in the secondary suspension. However, a preemptive vertical and / or horizontal displacement of the drive frame or the vehicle body or an adaptation of the spring behavior can basically be provided in both stages.

To achieve a reduction of the actuator forces, all forces can be applied to the bearing device via levers or lever systems.

The primary controllable pressure cylinders and / or the secondary controllable pressure cylinders are preferably provided in pairs in such a way that can be acted on eni camp from two sides. The pressure conditions in the paired pressure cylinders are preferably symmetrical, so that a desired displacement in one direction or the other can thus take place practically without delay, by reducing the pressure in one of the pressure cylinders via a connected valve.

The lines through which media, such as air or liquid, the bearing device can be fed with appropriate pressure, therefore, are provided with valves that are controlled by the vehicle computer. The vehicle computer may also comprise a distributed system of processor-based control units arranged in the individual rail vehicles of the train composition.

For determining the track condition and corresponding state changes, the vehicle computer is preferably provided with at least one measuring device, e.g. connected to a sensor. The track condition can be determined with acoustic sensors, optical sensors, mechanical sensors, capacitive sensors or inductive sensors. Preferably, a distance measurement from the vehicle frame or from the drive frame to the rail.

According to the invention, passive or active measuring devices can be used. By means of passive measuring devices, effects on the rail vehicle or optical or acoustic effects on the sensor or other measured quantities, in particular geometric measured quantities, are detected. By means of active measuring devices optical, acoustic, electrical, inductive or electromagnetic signals are delivered to the rails, which may be due to the rails in Interaction with the rail vehicle to be reflected and / or or modulated. The reflected and / or modulated signals are subsequently detected and evaluated.

The signals of optical sensors are evaluated by taking pictures of the rails and detecting and evaluating changes in the image. Mechanical sensors detect, for example, changes or vibrations of an impeller, possibly a wheel of the drive. By means of capacitive sensors, the change of an electric field can be detected, which is dependent on changes in the state of the rails. By inductive sensors, the change of a magnetic field can be detected, which is dependent on changes in the state of the rails, which protrude into the magnetic field. The capacitive and inductive sensors therefore generate electrical or magnetic fields and monitor their condition.

The determined data are preferably processed online and used for controlling the storage device according to the invention or for staggered control of the storage devices of the rail vehicle or the train composition.

Preferably, the bearing device is provided with at least one force sensor, by means of which the forces caused by the changes in state of the rails in the drive can be measured. Corresponding quantities are transmitted to the vehicle computer of the rail vehicle, which evaluates the success of the control measures and possibly changes the control parameters in order to achieve further improvements. The storage device according to the invention can therefore be part of a control loop as a controlled system, which continuously optimizes the parameters of the storage device for the state changes along the traffic route.

Fig. 1

ein Schienenfahrzeug 10 mit einem Laufwerk bzw. einem Drehgestell 1, das einen Fahrzeugaufbau 2 mittels einer Lagervorrichtung trägt, die eine Primärfederung 11 und eine Sekundärfederung 12 umfasst und die durch eine Steuervorrichtung steuerbar ist, die mittels Sensoren 31, 32 Zustandsänderungen der befahrenen Schienen erfasst und Aktuatoren 121, 122 entsprechend betätigt;

Fig. 2

das Drehgestell 1 von Fig. 1 (ohne den frontseitigen Radsatz) mit einer erweiterten Steuervorrichtung und wenigstens einem Sensor 33, mittels dessen durch die Zustandsänderungen der befahrenen Schienen verursachte Kräfte F erfasst und bei weiteren Steuerungsvorgängen berücksichtigt werden können;

Fig. 3a

das Schienenfahrzeug 10 mit dem Drehgestell 1 von Fig. 2 und zwei Paaren von steuerbaren sekundären Druckzylindern 1291, 1293; 1292, 1294 mittels denen der Sekundärlenker 1252 eines Paares von Sekundärfederungen 12 lateral verschiebbar ist, die dem ersten Radsatz zugeordnet sind (nicht gezeigt);

Fig. 3b

das Schienenfahrzeug 10 von Fig. 3a nach der Betätigung der Druckzylinder 1293 bzw. 1292 und der seitlichen Verschiebung des Fahrzeugaufbaus 2 gegenüber dem Drehgestell 1;

Fig. 4

einen Teil des Fahrzeugs 10 von Fig. 3a mit einem Vertikalaktuator 121, der über eine Medienleitung 1211 mit einer Luftfeder der Sekundärfederung 12 verbunden ist, und mit einem Horizontalaktuator 122, der über Druckzylinder 1295A, 1295B mit dem Basislenker 1251 und über die Druckzylinder 1291, 1293 mit dem Hilfslenker 1252 des Sekundärlenkers 125 verbunden ist; und

Fig. 5

einen Leitrechner 1000 und eine damit kontrollierte Komposition eines Schienenfahrzeugs 10, welches Schienen 5 befährt, die an den Positionen P1 und P2 Zustandsänderungen an der rechten und/oder linken Schiene aufweist.

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

Fig. 1

a rail vehicle 10 with a drive or a bogie 1, which carries a vehicle body 2 by means of a bearing device comprising a primary suspension 11 and a secondary suspension 12 and which is controllable by a control device which detects by means of sensors 31, 32 changes in state of the traveled rails and Actuators 121, 122 actuated accordingly;

Fig. 2

the bogie 1 of Fig. 1 (without the front wheel set) with an advanced control device and at least one sensor 33, by means of which the forces caused by the state changes of the traveled rails F can be detected and taken into account in further control operations;

Fig. 3a

the rail vehicle 10 with the bogie 1 of Fig. 2 and two pairs of controllable secondary pressure cylinders 1291, 1293; 1292, 1294 by means of which the secondary link 1252 of a pair of secondary suspensions 12 is laterally displaceable, which are associated with the first gear set (not shown);

Fig. 3b

the rail vehicle 10 of Fig. 3a after the actuation of the printing cylinder 1293 or 1292 and the lateral displacement of the vehicle body 2 relative to the bogie 1;

Fig. 4

a part of the vehicle 10 of Fig. 3a with a vertical actuator 121, which is connected via a media line 1211 with an air spring of the secondary suspension 12, and with a horizontal actuator 122, the pressure cylinder 1295A, 1295B with the base link 1251 and via the pressure cylinder 1291, 1293 is connected to the auxiliary link 1252 of the secondary link 125; and

Fig. 5

a master computer 1000 and a controlled composition of a rail vehicle 10, which travels rails 5, which has at the positions P1 and P2 state changes to the right and / or left rail.

Fig. 1 shows a rail vehicle 10 with a drive or a bogie 1, which has a bearing device on which a vehicle body 2 is placed. The bogie 1 comprises two sets of wheels 13 with wheels 132 and a wheel axle 131, which is connected on both sides via a respective primary spring unit 11 to the frame 18 of the bogie 1, are supported on the four provided with air springs secondary spring units 12 which carry the vehicle body 2.

Out Fig. 2 has been the front wheel set 13 is removed, which is why it can be seen that the primary springs 11 have a primary spring, which connect a journal bearing 116 with the drive frame 18. The axle bearing 116 is also connected to the drive frame 18 via a primary link 115 and a shock absorber 117. In the front primary suspension 11, the primary springs 112 have been removed so that the wishbone or primary link 115 is more visible.

The secondary suspensions 12 are held in pairs by a secondary link 125, which has an associated with the drive frame 18 base link 1251 and on both sides adjoining the auxiliary link 1252, which are connected to the secondary springs 12 and guide them.

In Fig. 1 Furthermore, a vehicle computer 100 is shown, which is connected on the one hand to active and / or passive sensors 31, 32 and on the other hand to a vertical actuator 121 and a horizontal actuator 122. By means of the sensors 31, 32, the condition of the traveled rails is checked and Determines whether there are state changes. As already mentioned, any sensors suitable for testing rails can be used. From [4], DE102012219210A1 , For example, a method for rail breakage detection is known, in the rail vehicle side, a time course of at least one sensed rolling signal, in particular a rolling noise or Abrollschwingung is evaluated at least one wheel axle of the rail vehicle 10 with respect to changes over the time course with intact rail. Preferably, optical sensors are used, by means of which further information about the state changes of the rails can be detected.

Depending on the determined state changes, the vehicle computer 100 can control the actuators 121 and 122 and change the parameters of the storage device to make adjustments to the detected changes in state of the rails. The relevant effects on the secondary suspension 12 are particularly easy to implement. By acting on the air springs, the vehicle body 2 can be raised, lowered, displaced laterally or rotated to make changes in position that otherwise occur by the state changes of the rails with high force jumps vertically downward or upward or laterally to the left or to the right. By contrast, the position changes can be carried out over a relatively long period of time by means of the control, which is why sudden changes and correspondingly noticeable disturbances are eliminated.

Preferably, required changes in the bearing device are made continuously or in small steps, so that the changes or the lateral and / or vertical deflections of the controlled vehicle parts are preferably carried out for each wheel or each wheel as a function of time or according to the time course of the rail changes.

As a result, at or shortly before reaching the position at which the state of the rails changes, the spring constant of the secondary suspension can be changed such that the force exerted by the change of state of the rails on the wheelsets 13 and the bogie 1 does not affect the vehicle body 2 is transferred and the bogie 1 can only make the change in position, which has already been completed for the vehicle body 2. That is, upon arrival at the position of the state change, for the corresponding time period, for example, a time period in the range of e.g. 0.1 s to 2.5 s preferably a substantial decoupling of the vehicle body 2 from the bogie 1. The bogie 1 can thus complete the change of direction or change in position without disturbing influences on the vehicle body 2.

Fig. 2 shows that the vehicle computer 100 is additionally connected to a primary vertical actuator 111, by means of which the parameters of the primary suspension 11 are changeable. For example, a controllable pressure cylinder or damper 117 is provided by means of which the bias of the primary springs 112 and thus also the height of the drive frame 18 is adjustable. A change of state of the rails can therefore be countered in the same way as has already been described for the secondary suspension 12. The height of the drive frame 18 is adjusted before reaching the position of a state change of the rails to this, whereby the required change in position of the drive frame 18 is anticipated. The elimination of interference components by the primary suspension 11 is particularly advantageous because remaining interference by the secondary suspension 12 can be further reduced. Even lateral displacements can be performed preemptively by the action on the primary links, if they are stored accordingly and allow the necessary lateral deflection.

Before reaching the position of a state change of the rails, the parameters of the primary suspension 11 and the Secondary suspension 12 are advantageously also changed such that caused by the change in state high-frequency vibrations can be absorbed and not or only strongly attenuated transmitted to the vehicle body 2. For example, the bias of the primary springs 112 of the primary suspension 11 or the pressure in the air springs of the secondary suspension 12 is slowly reduced before reaching the change in state of the rails and then rebuilt.

Fig. 2 shows further that the bogie 1 and the bearing device is preferably provided with force sensors 33. By means of the force sensors 33, the forces or changes thereof which occur under the influence of the change of state of the rails can be measured. In this way, the effect of the inventive control of the storage device can be checked and optimizations made. With each journey along the same rail route, the storage device according to the invention can be optimized taking into account the current characteristics of the rail vehicle, in particular the rolling stock, the driving speed and the weight. Force sensors can be attached to the wheels or wheelsets, to the drive frame or to the vehicle body in the area of the primary suspension or the secondary suspension. It is particularly easy to measure the force on the primary suspension and the secondary suspension by measuring the proportional compression of the spring elements.

Fig. 2 also shows a master computer 1000 to which the changes in position determined by the vehicle computer 100 and the corresponding positions are reported, or which can transmit the status data stored in a database 1001 for the rail track traveled by the rail vehicle 10 to the vehicle computer 100. Since the characteristics of the rail network hardly change, the vehicle computer 100 can also carry out the control of the storage devices according to the invention on the basis of the data retrieved from the host computer 1000. Based on fixed mounted balises or mounted on the rail side Communication units of the command, based on positioning systems and / or kinematic calculations, the vehicle computer can always determine the position of the rail vehicle 10 precisely and trigger the necessary control measures location-accurate and timely. Control measures are preferably carried out before, during and after the state change occurs. Furthermore, it can also be provided that a signal or signal pattern reported by a sensor is selected as the trigger for the control measures.

In order to carry out the measures according to the invention, the vehicle computer 101 has an operating module 105 which has a program for evaluating the measuring signals of the sensors 31, 32, 33 and a program for corresponding control of the bearing device. The vehicle computer 100 and the host computer 1000 are in a known manner, for example via radio with each other.

Fig. 3a shows the rail vehicle 10 with the bogie 1 of Fig. 2 and two pairs of controllable secondary pressure cylinders 1291, 1293; 1292, 1294 by means of which the secondary link 1252 of a pair of secondary springs 12, which are associated with the first gear, is laterally displaceable. Each pair of impression cylinders 1291, 1293, and 1292, 1294, respectively, acts on an associated auxiliary link 1252 from two sides, which is disposed at one end of the base link 1251 connected to the deck 18.

The use of pressure cylinder pairs, which are preferably aligned perpendicular to the running direction of the rail vehicle 18, is particularly advantageous because the forces acting on the auxiliary link 1291 forces are rapidly changed. If both pressure cylinders 1291, 1293 and 1292, 1294 are under a correspondingly high pressure, by pressure reduction in one of the pressure cylinder 1291 or 1293 or 1292 or 1294, a lateral displacement of the auxiliary link 1252 and thus of the vehicle body 2 in one or the other Direction virtually delay-free. Preferably, however, the shift takes place without sudden changes occurring.

Fig. 3b shows the rail vehicle 10 of Fig. 3a after the pressure reduction in the pressure cylinders 1293 and 1292 and the lateral displacement of the air springs with the vehicle body 2 by the distance dx to the left.

The positional shift of the vehicle body 2 is made before reaching the state change of the rails, which is why subsequently only the positional shift of the bogie 1 must be reconstructed. In preparation for this process, the pressure is now reduced in the printing cylinders 1292 and 1294, so that the drive frame below the vehicle body 2 can be automatically returned to the starting position after a certain time.

Fig. 4 shows a part of the vehicle 10 of Fig. 3a with a vertical actuator 121, which is connected via a media line 1211 with an air spring of the secondary suspension 12, and with a horizontal actuator 122 which via pressure cylinder 1295A, 1295B to the base link 1251 and via the pressure cylinder 1291, 1293 with the auxiliary link 1252 of the secondary link 125 is connected is. By changing the pressure in the media line 1211, the vehicle body can be raised or lowered by the distance dy.

Fig. 5 FIG. 10 shows a master computer 1000 and a train composition 10 controlled thereby, which travels rails 5 which have left or right rail status changes at positions P1 and P2. From the rail vehicle 10, state changes of the rails 5 were detected at the positions P1 and P2 of the rail path and reported to the host computer 1000. At the position P1, a joint with mutual lateral displacement of the adjoining rails 51, 52 was detected by means of the sensor 31. At the position P2 was a shock with mutual vertical displacement of the abutting rails 53, 54 detected. The detected state changes were reported to the master computer 1000 and registered by this for the monitored track network N.

The host computer 1000 is preferably in contact with a maintenance computer 1002 to which the detected anomalies are reported.

Furthermore, the master computer 1000 is connected to a traffic computer 1001, in which the timing of the traffic and the involved rail vehicles 10 are registered for the rail network N. The master computer 1000 can thus address the rail vehicles 10 before the start of the journey and transmit to them the track data with the previously detected state changes of the rails 5.

On the basis of the state data of the railroad track 5 that has been determined online or transmitted by the master computer 1000, the vehicle computer 100 can subsequently take the necessary measures and control the storage devices in the vehicle composition in good time or with the required time delays, so that each storage device at the position at the state change of the rails 5 is present, is optimally set or will.

Fig. 5 further shows a balise 6, physically mounted on the rails 5 and virtually mapped to the host computer 1000. When crossing the balise 6, the vehicle computer 100 of the rail vehicle 10 can read out position data and determine the current position of the rail vehicle 10. As a result, the distance from the balise 6 can be determined by measuring the time and vehicle speed or by measuring the number of wheel revolutions.

LIST OF REFERENCE NUMBERS

1

Drive, bogie

10

track vehicle

100

vehicle computer

1000

master computer

1001

Database

1002

traffic computer

1003

maintenance computer

11

primary suspension

111

primary vertical actuator

112

primary springs

115

Primary link, wishbone

116

Achslager

119

primary controllable pressure cylinder, damper

12

secondary suspension

121

secondary vertical actuator

1211

Media line for liquid or gas

122

secondary horizontal actuator

125

secondary link

1251

base Bar

1252, 1252 '

auxiliary link

1291-1294

secondary controllable pressure cylinder

1295

controllable first primary pressure cylinder

13

wheelsets

131

wheel axle

132

bikes

18

Drive cage

2

vehicle body

31, 32

Sensors for testing the rails

33

force sensors

5

rails

51, 52

Rails with first impact point

53, 54

Rails with second impact point

6

Balise

N

Rail network with rail positions

P1, P2

rail positions

bibliography

• [1] Freudenberg Schwab, Vibration Control Rail Vehicles, 2012 catalog
• [2] DE10256022A1
• [3] EP2020356B1
• [4] Lothar Fendrich, Railway Infrastructure Handbook, Springer Verlag, Berlin 2007
• [5] Measurement SBB, diagnostic vehicle of SBB Infrastructure

Claims (14)

1. Bearing device for rail vehicles (10) with a carriage (1), optionally a bogie, serving for supporting a vehicle body (2) and comprising a carriage frame (18) that is connected via a primary suspension (11) and preferably via at least a primary guide bar (115) with a related wheel set (13) and via a secondary suspension (12) and preferably via at least a secondary guide bar (125) with the vehicle body (2) and with a vehicle computer (100) and actuators (121, 122) that are controllable by the vehicle computer (100) in order to change parameters of the bearing device, characterised in that the bearing device is controllable by means of the vehicle computer (100) depending on gathered status data of the rails (5) such, that forces acting on the wheel set (13) and forces depending on the status changes of the rails (5) are reducible, whereby by controlling the bearing device a horizontal and/or vertical displacement of the carriage frame (18) relative to the at least one wheel set (13) or a horizontal and/or vertical relative movement of the vehicle body (2) relative to the carriage frame (18) is adjustable such, that in view of status changes of the rails (5) expected displacements of the carriage frame (18) and/or of the vehicle body (2) are forestalled before the status change of the rails (5) occurs.
2. Bearing device according to claim 1, characterised in that at least one primary vertical actuator (111) is provided with which primary parameters of the primary suspension (11) are adjustable and changeable.
3. Bearing device according to claim 2, characterised in that the primary vertical actuator (111) is connected to at least one controllable primary pressure cylinder (119) with which the pre-stressing of a related primary spring (112) or the impact of force onto the primary guide bar (115) is adjustable and changeable.
4. Bearing device according to claim 1, 2 or 3, characterised in that at least one secondary vertical actuator (121) and/or at least one secondary horizontal actuator (122) is provided, with which secondary parameters of the secondary suspension (12) are adjustable and changeable.
5. Bearing device according to claim 4, characterised in that the secondary vertical actuator (121) is connected via at least one media pipe (1211) with at least one hydraulic or pneumatic spring, preferably with an air spring, of the secondary suspension (12), so that the pressure provided therein and therefore the vertical position of the vehicle body (2) is adjustable and changeable.
6. Bearing device according to claim 4 or 5, characterised in that the secondary horizontal actuator (122) is connectable preferably via controllable secondary pressure cylinders (1291; ...; 1295) with the secondary guide bar (125) or parts (1251, 1252) thereof, whereby the horizontal position of the vehicle body (2) is adjustable and changeable.
7. Bearing device according to claim 4, 5 or 6, characterised in that the primary controllable pressure cylinders (119) and/or the secondary controllable pressure cylinders (1291; ...; 1295) are provided in pairs, whereby the pressure conditions in the paired pressure cylinders (119) or (1291; ...; 1295) respectively are symmetrical or asymmetrical.
8. Bearing device according to one of the claims 1 - 7, characterised in that the vehicle computer (100) is connected to at least one sensor (31, 32), with which status data of the rails (5) are measurable, storable and optionally transferable to a main computer (1000) and/or that the vehicle computer (100) is connected to at least one sensor (33), with which forces are measurable that were caused in the carriage (1) by the status changes of the rails (5).
9. Bearing device according to claim 6, 7 or 8, characterised in that the vehicle computer (100) is connectable to a main computer (1000), with which status data of the rails (5) gathered by the rail vehicles (10) preferably for the complete railway network are registrable and transferable to the rail vehicles (10) and optionally to a maintenance computer.
10. Bearing device according to claim 9, characterised in that the vehicle computer (100) comprises a memory for storing measured status data and an operating module (105), with which control data for the bearing device can be generated, which can be forwarded to the primary actuators (111) and/or the secondary actuators (121, 122) under consideration of kinematic data such that a status change of the bearing device is adjustable before or simultaneously with reaching a status change of the rails (5), so that by the status change of the bearing device the status change of the rails (5) can at least partially be compensated and/or a reduction of the impact of forces, which are caused by the status change of the rails (5), can be effectuated.
11. Method for a bearing device of a rail vehicle (10) guided in rails (5), comprising a carriage (1), optionally a bogie, serving for supporting a vehicle body (2) and a carriage frame (18) that is connected via a primary suspension (11) and preferably via at least one primary guide bar (115) with a related wheel set (13) and via a secondary suspension (12) and preferably via at least one secondary guide bar (125) with the vehicle body (2) and with a vehicle computer (100) and actuators (121, 122), that are controllable by the vehicle computer (100) in order to change parameters of the bearing device, characterised in that status data of the rails (5) traversed by the rail vehicle (10) are gathered and that the bearing device is controlled by means of the vehicle computer (100) depending on gathered status data of the rails (5) such, that forces acting on the wheel set (13) and forces depending on the status changes of the rails (5) are reduced, whereby by controlling the bearing device a horizontal and/or vertical displacement of the carriage frame (18) relative to the at least one wheel set (13) or a horizontal and/or vertical relative movement of the vehicle body (2) relative to the carriage frame (18) is adjusted such, that displacements of the carriage frame (18) and/or of the vehicle body (2) to be expected in view of status changes of the rails (5) are forestalled before the status change of the rails (5) occurs.
12. Method according to claim 11, characterised in that the vehicle computer (100) is connected with at least one sensor (31, 32, 33), with which status data of the rails (5) are measurable and storable and/or that the vehicle computer (100) is connected with a main computer (1000), from which or to which status data of the rails (5) are transferable and that the vehicle computer (100) comprises an operating module (105), with which control data for the bearing device are generated, which are forwarded to the primary actuators (111) and/or to the secondary actuators (121, 122) under consideration of kinematic data such, that the influence on the bearing device is executable before or simultaneously with reaching of a status change of the rails (5) such, that the status change of the bearing device at least partially compensates the status change of the rails (5) and/or effectuates a reduction of the impact of force caused by the status change of the rails (5).
13. Method according to claim 11 or 12, characterised in that the vehicle computer (100) controls the bearing device such, that the damping behaviour of the primary suspension and/or the secondary suspension is adapted to the influences, caused by the status changes of the rails (5; 51, 52; 53, 54) and that the vehicle computer (100), preferably by means of sensors (33), registers forces, which occur when driving through the rail section, in which status changes of the rails (5; 51, 52; 53, 54) are present and that the control parameters are preferably optimised depending on the measured forces.
14. Method according to one of the claims 11-13, characterised in that the vehicle computer (100) controls the primary suspensions (11) and/or secondary suspensions (12) assigned to each wheel set (13) under consideration of the speed and the distance between axles of the rail vehicle (10) and/or that the vehicle computer (100) signals status changes of the rails (5) inside the rail vehicle (10) before they are passed by.

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