EP2990294B1 - Dispositif et procédé de commande de suspension pour véhicules ferroviaires - Google Patents

Dispositif et procédé de commande de suspension pour véhicules ferroviaires Download PDF

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Publication number
EP2990294B1
EP2990294B1 EP14182177.7A EP14182177A EP2990294B1 EP 2990294 B1 EP2990294 B1 EP 2990294B1 EP 14182177 A EP14182177 A EP 14182177A EP 2990294 B1 EP2990294 B1 EP 2990294B1
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EP
European Patent Office
Prior art keywords
rails
bearing device
vehicle
primary
status
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EP14182177.7A
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German (de)
English (en)
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EP2990294A1 (fr
Inventor
Stefan Baiker
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/144—Side bearings comprising fluid damping devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/36—Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes

Definitions

  • 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.
  • 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.
  • 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 SchienenGermane, catalog 2012.
  • a level-adjustable suspension device 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.
  • 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.
  • a lateral vibration suppression device for a railway vehicle 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.
  • the floor top edge is typically set in greater time intervals.
  • vibrations of the vehicle body are detected and compensated.
  • 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.
  • 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.
  • a status variable for the vehicle is determined and analyzed in order to generate a malfunction signal, if corresponding error criteria are met.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • each rail of a rail pair is measured individually.
  • 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.
  • Measuring Technique SBB Diagnostic Vehicle of the SBB Infrastructure
  • possibilities for track measurement and track inspection by means of a diagnostic vehicle are described.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the upper body is already tilted accordingly before the turn.
  • 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.
  • 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.
  • 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.
  • 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.
  • switch points and the expected changes in status can be recorded.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ,
  • 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.
  • the spring system can be optimized for undisturbed driving and, if necessary, adapted for short intervals to disturbances of the rail network.
  • the forces acting on the wheel axles 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the measures according to the invention can optionally only be used in the secondary suspension.
  • 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.
  • 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 vehicle computer may also comprise a distributed system of processor-based control units arranged in the individual rail vehicles of the train composition.
  • 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.
  • a distance measurement from the vehicle frame or from the drive frame to the rail is preferably provided with a sensor.
  • passive or active measuring devices can be used.
  • 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.
  • 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.
  • capacitive sensors 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.
  • inductive sensors 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • the sensors 31, 32 the condition of the traveled rails is checked and Determines whether there are state changes.
  • any sensors suitable for testing rails can be used.
  • 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.
  • optical sensors are used, by means of which further information about the state changes of the rails can be detected.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the 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.
  • 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.
  • 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.
  • the vehicle computer 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.
  • 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.
  • 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.
  • 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.
  • a vertical actuator 121 which is connected via a media line 1211 with an air spring of the secondary suspension 12
  • 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.
  • 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.
  • 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.
  • a joint with mutual lateral displacement of the adjoining rails 51, 52 was detected by means of the sensor 31.
  • 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.
  • 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.
  • 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.
  • the vehicle computer 100 of the rail vehicle 10 can read out position data and determine the current position of the rail vehicle 10.
  • the distance from the balise 6 can be determined by measuring the time and vehicle speed or by measuring the number of wheel revolutions.

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

Claims (14)

  1. Dispositif de palier pour un véhicule ferroviaire (10) avec un chariot (1), éventuellement un bogie, servant à supporter un corps de véhicule (2), avec un cadre de chariot (18), qui est connecté par une suspension primaire (11) et de préférence par au moins un guidon primaire (115) à un jeu de roues (13) correspondant et qui est connecté au corps de véhicule (2) par une suspension secondaire (12) et de préférence par au moins un guidon secondaire (125) et avec un ordinateur du véhicule (100) et des actionneurs (121, 122) qui sont pilotables par l'ordinateur du véhicule (100) pour changer les paramètres du dispositif de palier, caractérisé en ce que le dispositif de palier est pilotable par l'ordinateur du véhicule (100) en fonction de donnés déterminés sur l'état des rails (5) de manière à ce que les forces agissant sur le jeu de roues (13) et dépendant du changement d'état des rails (5) peuvent être réduits, un déplacement horizontal et/ou vertical du cadre de chariot (18) par rapport à l'au moins un jeu de roues (13) ou un mouvement relative horizontal ou vertical du corps de chariot (2) par rapport au cadre de chariot (18) pouvant être ajusté par la commande du dispositif de palier de manière à ce que des déplacements du cadre de chariot (18) et/ou du corps de chariot (2) prévus par un changement d'états des rails (5) sont anticipés avant le changement d'état des rails (5).
  2. Dispositif de palier selon la revendication 1, caractérisé en ce qu'au moins un actionneur vertical primaire (111) est prévu, par lequel les paramètres primaires de la suspension primaire (11) sont ajustables et modifiables.
  3. Dispositif de palier selon la revendication 2, caractérisé en ce que l'actionneur vertical primaire (111) est connecté à au moins un cylindre à pression primaire réglable (119), par lequel la tension initiale d'un ressort primaire (112) correspondant ou la force agissant sur un guidon primaire (115) sont ajustables et modifiables.
  4. Dispositif de palier selon la revendication 1, 2 ou 3, caractérisé en ce qu'au moins un actionneur vertical secondaire (121) et/ou au moins un actionneur horizontal secondaire (122) est prévu, par lequel les paramètres secondaires de la suspension secondaire (11) sont ajustables et modifiables.
  5. Dispositif de palier selon la revendication 4, caractérisé en ce que l'actionneur vertical secondaire (121) est relié par au moins une conduite de fluide (1211) à au moins un ressort hydraulique ou pneumatique, de préférence un ressort à air, de la suspension secondaire (12), tel que la pression prévu là-dedans et par conséquent la position verticale du corps de véhicule (2) sont ajustables et modifiables.
  6. Dispositif de palier selon la revendication 4 ou 5, caractérisé en ce que l'actionneur vertical secondaire (122) peut être connecté de préférence par des cylindres à pression secondaires contrôlables (1291; ...; 1295) au guidon secondaire (125) ou des parties (1251, 1252) de celui-ci, par quoi la position horizontale du corps de véhicule (2) est ajustable et modifiable.
  7. Dispositif de palier selon la revendication 4, 5 ou 6, caractérisé en ce que les cylindres à pression primaires réglables (119) et/ou les cylindres à pression secondaires réglables (1291; ...; 1295) sont prévus par paires, les rapports de pression dans les paires de cylindres à pression (119) resp. (1291; ...; 1295) sont symétriques ou asymétriques.
  8. Dispositif de palier selon une des revendications 1 - 7, caractérisé en ce que l'ordinateur du véhicule (100) est connecté à au moins un capteur (31, 32), par lequel les données d'état des rails (5) peuvent être mesurés et sauvegardés et éventuellement transmis à un ordinateur de pilotage (1000) et/ou que l'ordinateur du véhicule (100) est connecté à au moins un capteur (33), par lequel les forces causées dans le chariot (1) par le changement d'état des rails (5) peuvent être mesurées.
  9. Dispositif de palier selon la revendication 6, 7 ou 8, caractérisé en ce que l'ordinateur du véhicule (100) peut être connecté à un ordinateur de pilotage (1000), par lequel les données d'état des rails (5) déterminées par les véhicules ferroviaires (10) sont enregistrables de préférence pour tout le réseau ferroviaire et peuvent être transmis aux véhicules ferroviaires (10) et éventuellement à un ordinateur de maintenance.
  10. Dispositif de palier selon la revendication 9, caractérisé en ce que l'ordinateur du véhicule (100) présente une mémoire pour sauvegarder les données d'état déterminées et un module de service (105), par lequel des données de pilotage pour le dispositif de palier peuvent être générés, qui sont transmissibles aux actionneurs primaires (111) et/ou aux actionneurs secondaires (121, 122) en tenant compte de données cinématiques, de manière qu'un changement d'état du dispositif de palier est réglable avant ou en même temps avec l'arrivé du changement d'état des rails (5), tel que le changement d'état du dispositif de palier compense au moins partiellement le changement d'état des rails (5) et/ou qu'une réduction des forces causées par le changement d'état des rails (5) est atteinte.
  11. Procédé pour un dispositif de palier d'un véhicule ferroviaire (10) guidé sur un rail (5), ledit dispositif de palier présentant un chariot (1), éventuellement un bogie, destiné à supporter le corps de véhicule (2), avec un cadre de chariot (18), qui est connecté par une suspension primaire (11) et de préférence par au moins un guidon primaire (115) à un jeu de roues (13) correspondant et qui est connecté au corps de véhicule (2) par une suspension secondaire (12) et de préférence par au moins un guidon secondaire (125) et avec un ordinateur du véhicule (100) et des actionneurs (121, 122) qui sont pilotables par l'ordinateur du véhicule (100) pour changer les paramètres du dispositif de palier, caractérisé en ce que des données de l'état des rail (5) sur lesquels roule le véhicule ferroviaire (10) sont déterminées et que le dispositif de palier est dirigé par l'ordinateur du véhicule (100) en fonction des données de l'état des rails (5) déterminées de manière à ce que les forces agissant sur le jeu de roues (13) et dépendant du changement d'état des rails (15) sont réduits, un déplacement horizontal et/ou vertical du cadre du chariot (18) par rapport à l'au moins un jeu de roues (13) ou un mouvement relative horizontal et/ou vertical du corps de véhicule (2) par rapport au cadre de chariot (18) est ajusté par la commande du dispositif de palier de manière à ce que des déplacements entre le cadre de chariot (18) et/ou du corps de véhicule (2) dû aux changement d'états des rails (5) sont anticipés avant le changement d'état des rails (5).
  12. Procédé selon la revendication 11, caractérisé en ce que l'ordinateur du véhicule (100) est connecté à au moins un capteur (31, 32), par lequel les données d'état des rails (5) peuvent être mesurés et sauvegardés et éventuellement transmis à un ordinateur de pilotage (1000), duquel ou auquel des données d'état des rail (5) sont transmissibles et que l'ordinateur du véhicule (100) présente un module de service (105), par lequel des données de pilotage pour le dispositif de palier peuvent être générés, qui sont transmissibles aux actionneurs primaires (111) et/ou aux actionneurs secondaires (121, 122) en tenant compte de données cinématiques, de manière qu'un changement d'état du dispositif de palier est réglable avant ou en même temps avec l'arrivé du changement d'état des rails (5), tel que le changement d'état du dispositif de palier compense au moins partiellement le changement d'état des rails (5) et/ou qu'une réduction des forces causées par le changement d'état des rails (5) est atteinte.
  13. Procédé selon la revendication 11 ou 12, caractérisé en ce que l'ordinateur du véhicule (100) pilote le dispositif de palier de manière à ce que le comportement d'amortissement de support primaire et/ou du support secondaire est adapté aux influences causées par les changements d'états des rails (5; 51, 52; 53, 54) et que l'ordinateur du véhicule (100) mesure, de préférence par des capteurs (33), des forces qui agissent lors du passage des segments du rail dans lesquels des changements d'états des rails (5; 51, 52; 53, 54) sont présents et que les paramètres de pilotage sont de préférence optimisés en fonction des forces mesurées.
  14. Procédé selon une des revendications 11-13, caractérisé en ce que l'ordinateur du véhicule (100) pilote le support primaire (11) et/ou le support secondaire (12) de chaque jeu de roues (13) en tenant compte de la vitesse et de la distance entre les axes du véhicule ferroviaire (10) et/ou que l'ordinateur du véhicule (100) signale des changements d'état des rails (5) à l'intérieur du véhicule ferroviaire (10) avant de leur passage.
EP14182177.7A 2014-08-25 2014-08-25 Dispositif et procédé de commande de suspension pour véhicules ferroviaires Active EP2990294B1 (fr)

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DE102018009962B3 (de) * 2018-12-20 2020-04-23 Aventics Gmbh Ventilanordnung und Verfahren zur Regelung des Luftfederungsniveaus eines Schienenfahrzeugs
CN117948487A (zh) * 2024-03-26 2024-04-30 山东省地矿工程勘察院(山东省地质矿产勘查开发局八〇一水文地质工程地质大队) 一种地下水径流通道智能修复设备及系统方法

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DE19601337A1 (de) * 1996-01-16 1997-07-17 Linke Hofmann Busch Anordnung zur Verbesserung des Fahrkomforts
AT411349B (de) 2001-12-11 2003-12-29 Siemens Sgp Verkehrstech Gmbh Federungsvorrichtung
KR101300893B1 (ko) 2007-07-30 2013-08-27 카야바 고교 가부시기가이샤 철도 차량의 진동 억제 장치
GB2473502A (en) * 2009-09-15 2011-03-16 Bombardier Transp Gmbh Rail vehicle suspension system with malfunction sensor
US8468952B2 (en) * 2010-12-31 2013-06-25 General Electric Company Dynamic weight management for a vehicle via hydraulic actuators
EP2524852B1 (fr) * 2011-05-17 2019-09-25 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'une section de voie ferrée
DE102012219210A1 (de) 2012-10-22 2014-04-24 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Schienenbrucherkennung

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