EP3381761A1 - Actuator for controlling a wheelset of a rail vehicle - Google Patents

Abstract

The invention relates to an actuator for controlling a wheelset of a rail vehicle, comprising: an axle body for attachment to a chassis or a wheel set bearing housing of the rail vehicle, a synchronizing cylinder, which is provided in the axle body and comprises a piston surface, the one at each of its two flat sides Achskörper piercing piston rod, and a housing which is movable in accordance with a movement of the synchronizing cylinder with respect to the axle body, wherein preferably at the side facing away from the piston surface end of a respective piston rod, a piston spring member is arranged, which connects the respective piston rod with the housing ,

Description

The present invention relates to an actuator for controlling a wheelset of a rail vehicle, a chassis of a rail vehicle with such an actuator and a method for operating the actuator.

In the case of rail vehicles, it is necessary to pivot the wheels of a wheel set, which are typically rigidly coupled via a shaft, when cornering in relation to the chassis of a rail vehicle. In the prior art so-called Radsatzführungselemente are provided, which usually consist of rubber-metal elements.

Fig. 1 and Fig. 2 show the different positions of an actuator for controlling a wheelset of a rail vehicle in a straight-ahead and cornering for a better understanding of the subject.

For the in Fig. 1 straight ahead, it is advantageous if the actuator rigidly couples the wheel to the chassis frame. In contrast, when cornering, the actuator is required to replace the wheelset Chassis frame pivoted to ensure the lowest possible wear on the tracks.

In the prior art existing actuators have a limited stroke, which is not sufficient for a satisfactory pivoting of a wheelset. Furthermore, such actuators have high longitudinal stiffness, which entail high control forces. Also, the coupling of longitudinal and transverse stiffness of actuators known in the art reduces the flexibility of replicating specific suspension characteristics. Actuators equipped with hydraulic lines also increase the risk of leakage. In addition, the force of such an actuator is typically limited due to the stress on the rubber parts in the actuator.

It is the object of the present invention to overcome the above-mentioned disadvantages of an actuator known from the prior art for controlling a wheel set of a rail vehicle.

This is achieved with an actuator having all the features of claim 1. Such an actuator comprises an axle body for attachment to a chassis or a wheel set bearing housing of the rail vehicle, a synchronizing cylinder which is provided in the axle body and comprises a piston surface having on each of its two flat sides a piston body piercing the axle body and a housing that in Corresponding to a movement of the synchronizing cylinder is movable with respect to the axle body, wherein preferably at the end remote from the piston surface of a respective piston rod, a piston spring element is arranged, which connects the respective piston rod with the housing.

The actuator, it is therefore possible to cause a movement of the housing by adjusting the synchronizing cylinder, and the method of the piston rods, which in turn is used to cause a pivoting movement of the wheelset. The axle body is in usually stationary fixed to the chassis, so that a relative movement of the housing relative to the axle body for a stroke for deflecting a wheelset is available.

According to an optional modification of the invention, the axle body has a substantially elongated shape and the synchronizing cylinder is preferably arranged in the longitudinal center of the axle body.

It can be provided that the two piston rods are oriented perpendicular to the longitudinal direction of the axle body.

According to a further development of the invention, the piston spring element arranged on a respective piston rod is a rubber layer spring, which is preferably cylindrically shaped and / or whose layers are stacked parallel to the longitudinal direction of the respective piston rod. Such a rubber layer spring is configured to emulate or determine the longitudinal rigidity of the wheel set guide. In addition, it can be provided that such a rubber layer spring is installed biased by a bearing sleeve. Further, such rubber layer springs can have a very low shear stiffness, so that the axle box bearing housing movements perpendicular to the longitudinal axis of the piston can be exercised without significant stress on the piston rod and its leadership. When correctly oriented installation of an actuator in a chassis of a rail vehicle, it is therefore possible to perform a transverse movement of the wheelset without substantial load on the piston rod, whereas in the longitudinal direction, a desired spring force acts.

It is also possible that the housing is either pressed in a wishbone or directly connected to a wheelset bearing housing, for example screwed, is. Furthermore, however, it may also be integrated directly in the wheel set bearing housing.

According to a further development of the invention, the actuator comprises at least one Achskörperfederelement which is disposed between the axle and the housing, wherein the main spring direction of Achskörperfederelements is oriented parallel to a longitudinal direction of the axle body and preferably the Achskörperfederelement is a rubber layer spring whose layers are parallel to the longitudinal direction of the Axle body are stacked. It can be provided that the axle body is rotationally symmetrical to its longitudinal axis. Also, the axle beam may be mirror-symmetrical to a plane which is perpendicular to the longitudinal axis of the axle body.

In a correctly oriented, installed state of the actuator, the axle body spring element forms or determines the transverse rigidity of the wheelset guide. It is advantageous if such a Achskörperfederelement is very soft in a direction perpendicular to the main spring direction, so that the actuator can make high travel with a low power consumption.

Furthermore, it can be provided that a pair of axle body spring elements is provided on only one side of the plane defined by the piston rod and a longitudinal direction of the axle body and is arranged so that it springs a directed in the longitudinal direction of the axle body movement of the housing relative to the axle body. This corresponds in a built-in state of the actuator of the suspension of a transverse movement of the chassis relative to the wheelset.

According to a further optional modification of the invention, the actuator comprises a sliding element for slidingly supporting the housing on the axle body in a plane defined by the longitudinal direction of the piston rod and a longitudinal direction of the axle body, preferably a first sliding element on a first side of the housing Piston rod and a longitudinal direction of the axle body defined plane and a second sliding element on the other second side of the plane is provided. By the sliding element, it is possible, the housing with respect to the axle body in a longitudinal direction of the piston rod to move. In an installed state of the actuator, this movement direction corresponds to a longitudinal direction.

According to a preferred embodiment, the sliding member has a flat sliding surface to allow movement in the longitudinal direction of the piston rod, wherein preferably a circular segment-shaped element is provided to rotate about a perpendicular to the plane defined by the longitudinal direction of the piston rod and the longitudinal direction of the axle to allow.

This makes it possible to obtain as wear-free movements at low friction. Furthermore, it can be provided that the sliding element is radially biased. Further, according to one version of the invention, the sliding element may also be designed in the form of a rubber layer spring, similar to such a rubber layer spring as may also be used in the piston spring element.

Preferably, the actuator further comprises a displacement sensor which cooperates with a piston rod and the axle body to determine the offset of the synchronizing cylinder from a zero position. According to a further optional development of the invention, the actuator further comprises a valve which connects the two chambers of the synchronizing cylinder with each other, and a valve control which is adapted to achieve an adjustment of the synchronizing cylinder only by closing and opening the valve by the Streaming a hydraulic fluid from the one chamber is allowed in the other chamber only in a direction corresponding to the desired adjustment, wherein preferably the actuator does not use or has no hydraulic unit for actively actuating the synchronizing cylinder.

For example, the valve may be switched to allow hydraulic fluid from one chamber to flow only into the other chamber, but not to flow back from the other chamber into the one chamber. Then external forces act on the piston rod causing a corresponding hydraulic fluid flow generate, the actuator is brought into the desired position. Thus, forces can be generated only indirectly or passively with the synchronizing cylinder.

According to a further optional modification of the invention, the valve of the actuator is coupled to a further synchronizing cylinder of a preceding or trailing actuator, wherein the valve control is adapted to use if necessary the hydraulic fluid flow of the trailing actuator for the adjustment of the leading actuator, preferably neither the trailing nor the leading actuator uses or has a hydraulic unit for actively actuating the synchronizing cylinder. Typically, there are several sets of wheels in a rail vehicle, which are arranged to follow each other or running. It may be advantageous to couple the actuator of an associated wheelset with a leading or trailing actuator.

According to a development of the invention, the actuator further comprises a hydraulic unit for actuating a synchronizing cylinder, wherein the hydraulic unit is preferably arranged on the chassis and / or frontally at a longitudinal end of the axle body.

Furthermore, it can be provided that the actuator further comprises a power generating unit for supplying the actuator with energy, which generates an energy by utilizing changes in pressure occurring during travel of the rail vehicle in the synchronizing cylinder or hydraulic fluid flows of the synchronizing cylinder based thereon. Furthermore, it can also be provided that the energy thus generated is stored in an energy storage unit and is supplied to the actuator only when required.

Since even when driving straight ahead of a rail vehicle, the wheelset performs a small continuous rolling motion in the direction of travel (so-called sinusoidal) undergoes an associated with the wheels actuator pressure changes in its synchronizing cylinder, which can be used as an energy source. About a generator, the pressure changes or on this uses based hydraulic fluid flows for energy, a battery can be charged, which takes over the power supply of the actuator and the other optional components of the actuator such as electronics, sensors, valves or a hydraulic unit. The power generation unit is therefore designed to convert pressure changes in the constant velocity cylinder into electrical energy.

Alternatively or additionally, the energy generating unit may be configured to convert a hydraulic fluid flow occurring due to pressure changes in the synchronous cylinder into electrical energy. If a valve is connected between the individual chambers of the synchronizing cylinder, which can connect these chambers to each other, a corresponding valve actuation can cause an energy-generating pressure change. Furthermore, it can be provided that the power generation unit is arranged in the actuator housing itself or centrally in a chassis of the rail vehicle. The same applies to the energy storage unit. Especially at low speeds of a rail vehicle, the power generation unit reveals its strengths due to the pressure variations of the constant velocity cylinder and provides convincing results.

The invention further relates to a chassis of a rail vehicle with an actuator according to one of the variants listed above, wherein the axle of the actuator is rigidly connected to the chassis and the housing of the actuator is pressed into a wishbone, connected to a wheelset bearing housing or integrated into a wheelset bearing housing.

After a development of the chassis, only one actuator per wheel set is provided and / or the actuator has in a non-actuated state such a high internal damping, which allows an automatic alignment of the wheelset when driving on a straight rail track.

It is also advantageous if the actuator is arranged on that side of a wheelset which is removed to drive the shaft of the wheelset.

The invention further relates to a method for operating an actuator which is designed to control a wheel set of a rail vehicle, in particular such an actuator according to one of the preceding variants, wherein in the method, the adjustment of the actuator for pivoting the wheel set based on a Ausdrehwinkels of Chassis is carried out against a supported by the chassis car body, and based on the Ausdrehwinkel adjustment of the actuator takes place only after exceeding a first threshold of the Ausdrehwinkels, wherein preferably the adjustment of the actuator is proportional to the Ausdrehwinkel.

The angle of rotation of the chassis relative to the car body describes an angular displacement of the chassis assumes the car body when the rail vehicle is turning. Depending on this angle of rotation, the wheel set is actuated by the actuator only after exceeding a first threshold value.

This is particularly advantageous in the case of the sinusoidal run, which typically occurs in straight-line travel, the rolling movement of the wheel sets, since it is advantageous in this state not to actuate the actuators on the basis of a turn-out angle of the running gear. It is rather advantageous to provide a rigid mounting of the wheelset in such a state. Only when the threshold value is exceeded, the wheelset is then driven, so that a driving of the actuator takes place only when cornering.

After a further development of the method, the actuator for pivoting the wheelset is connected to a further leading or trailing actuator of the rail vehicle, wherein the trailing actuator is adjusted based on the adjustment movements of the leading actuator to systemic delays in adjusting the trailing actuator to eliminate. Overall, thus an even faster adjustment of the wheelset on the track is possible.

Fig. 1.

eine optimale Aktuatorstellung eines Radsatzes bei einer Geradeausfahrt eines Schienenfahrzeugs,

Fig. 2:

eine optimale Stellung eines Aktuators bei einer Kurvenfahrt,

Fig. 3:

eine Schnittansicht eines erfindungsgemäßen Aktuators, deren Schnittebene in einem eingebauten Zustand die Längs- und Höhenrichtung ist,

Fig.4:

eine teilweise Schnittansicht des erfindungsgemäßen Aktuators, dessen Schnittebene in einem eingebauten Zustand der Längs- und Breitenrichtung entspricht,

Fig.5:

eine Schnittansicht des erfindungsgemäßen Aktuators, dessen Schnittebene der Breiten- und Höhenrichtung in einem eigebauten Zustand des Aktuators entspricht,

Fig. 6:

ein Strukturbild, das die Anordnung des Aktuators in einem Fahrwerk zeigt,

Fig. 7:

eine Strukturzeichnung, die die Anordnung eines erfindungsgemäßen Aktuators in einem Fahrwerk eines Schienenfahrzeugs darstellt, und

Fig. 8:

eine Funktionszeichnung zur Darstellung der Wirkungsweise des erfindungsgemäßen Aktuators.

Further features, details and advantages of the invention will become apparent from the following description of the figures. Show it:

Fig. 1.

an optimal actuator position of a wheelset when driving straight ahead of a rail vehicle,

Fig. 2:

an optimal position of an actuator when cornering,

3:

a sectional view of an actuator according to the invention, the sectional plane in an installed state is the longitudinal and vertical direction,

Figure 4:

a partial sectional view of the actuator according to the invention, the sectional plane corresponds in an installed state of the longitudinal and width direction,

Figure 5:

a sectional view of the actuator according to the invention, the sectional plane of the width and height direction corresponds in an installed state of the actuator,

Fig. 6:

a structural diagram showing the arrangement of the actuator in a chassis,

Fig. 7:

a structural drawing illustrating the arrangement of an actuator according to the invention in a chassis of a rail vehicle, and

Fig. 8:

a functional drawing to illustrate the operation of the actuator according to the invention.

Fig. 1 shows the schematic representation of two sets of wheels 50 of a chassis 100, which are held in each case with a plurality of actuators 1 in a straight run of the rail vehicle. Schematically, the typical of a rail vehicle sinusoidal is drawn in a straight ahead, which occurs due to the taper of the wheels of the wheelset.

Fig. 2 also shows a schematic illustration when cornering a rail vehicle, in which the actuators 1 of a wheelset 50 pivot the wheelset 50 relative to the chassis 100 of a rail vehicle.

Fig. 3 shows a sectional view of the actuator according to the invention in the XZ plane in a correctly oriented installation in a rail vehicle. The X-plane then corresponds to the longitudinal direction of a rail vehicle, which corresponds to the forward direction in a straight ahead. The Z direction is the height direction of the rail vehicle. The Y direction is the direction out of the sheet plane that is perpendicular to the X and Z directions, and describes the width direction of a rail vehicle. The sectional view of Fig. 3 shows an actuator 1, which has an axis body 2 extending in the Y direction. This axle body 2 has in a middle section a cylinder 3, which is designed in the form of a synchronizing cylinder. Furthermore, it can be seen that the axle body 2 is rotationally symmetrical to its longitudinal axis. In addition, the axle body 2 is mirror-symmetrical to a plane which is oriented perpendicular to its longitudinal direction.

The piston surface 4 of the cylinder 3 has on each of its two flat sides a piston rod 5 which pierces the axle body 2. The piston rods 5 are oriented in the X direction. At the arranged outside of the axle body 2 ends of the respective piston rod 5, a piston rod spring element 7 is arranged, which is in communication with a housing 6 of the actuator 1.

The cylindrical chambers 31, 32 formed in the axle body 2 are separated from each other by the piston surface 4 of the synchronizing cylinder 3. With the help of not shown supply lines in the cylinder chambers 31, 32 and corresponding discharges from the cylinder chambers 31, 32 is a displacement of the cylinder 3 in the X direction, which is perpendicular to the longitudinal direction of the axle body 2 (Y direction), possible. As a result, not only the piston rod 5 and the piston rod spring element 7 disposed on an end face of the piston rod 5 are displaced, but also the housing 6 connected to the piston rod spring element 7. This slides over a sliding element 9 in the X direction along the axle body 2.

In this case, a plurality of sliding elements 9 may be provided, which are preferably arranged offset in the vertical direction (Z-direction) from each other. Each sliding element 9 may have a circular segment-shaped element 92 and a sliding plate 91, so that a rotation of the housing 6 about the Z-axis (height direction) is possible.

The piston rod spring element 7 is shown to be a rubber layer spring which is designed to simulate the longitudinal rigidity of the wheel set guide. This can be cylindrically shaped and is biased by a bearing sleeve installed. Next, the piston spring member 7 has a very low shear stiffness, so that the wheelset bearing housing can exert the movements about the Y-axis and the transverse movements without substantial load on the piston rod 5 and their guides through the axle body 2.

Accordingly, not only the associated piston rod 5 and the piston spring element 7 but also the housing 6 arranged on the piston spring element 7 move by moving the synchronizing cylinder 3 in the X direction. The sliding element 9, which is connected both to an upper and a lower side of the axle body 2 can be provided in the Z direction, thereby supporting the freedom of movement of the housing in the X direction and for rotation about the Z axis.

Fig. 4 shows a partial sectional view in the XY plane. In a proper orientation of the actuator 1, the XY plane corresponds to a plan view of the partially cutaway actuator 1.

It can be seen that protrude from the housing 6 on both sides portions of the axle body 2, which are provided for attachment to a chassis frame. Due to the fixed connection of the axle body 2 to a chassis and the possibility of cylinder movement bezgl. The axle body 2 results in the required relative movement of the actuator 1 relative to the chassis, which is used to pivot the wheelset relative to the chassis. Perpendicular to the Y-axis (width direction) while the cylinder 3 and the housing 6 along the X-axis (longitudinal direction) is moved. In addition to those already in the Fig. 3 In this representation, the actuator has a displacement sensor 10 which is designed to detect the position of the cylinder. For this purpose, the displacement sensor 10 is brought to the axle body 2 and connected to a piston rod 5 in connection component.

Next you can see a Achskörperfederelement 8, which provides a suspension between the housing 6 and the axle 2. The main spring direction of this axle body spring element 8 is parallel to the longitudinal direction (Y-direction) of the axle body 2 and thus essentially serves to simulate or determine the transverse rigidity of the wheelset guide. The axle body spring element 8 can also be embodied as a rubber layer spring, which is very soft in the X direction in order to enable high travel ranges with a low actuator force. The Achskörperfedelement 8 can be provided in pairs in the Y direction offset between the axle body 2 and the housing 6. It can also be provided that the axle body spring elements 8 are mounted in pairs only at the top or only at the bottom (in the Z direction). The number and arrangement positions of the Achskörperfederelemente 8 are provided depending on the requirement of the actuator.

Fig. 5 shows a sectional view of the actuator 1 in a YZ plane. In a correctly oriented installation of the actuator 1 in a rail vehicle or in a chassis of a rail vehicle, this corresponds to a view from behind or from the front.

The synchronizing cylinder 3 whose piston rods 5 are now displaceable out of the plane of the page or into the plane of the page is oriented essentially perpendicular to the longitudinal direction of the axle body 2. The axle body 2 has a central portion which has a flange-like projection in order to form bearing surfaces for the plurality of axle spring elements 8. Further, at the central portion and the sliding elements 9 are provided for a sliding bearing of the housing to the axle body 2. In this view, it can be seen that the housing 6 has no direct connection point with the axle body 2, so that it is displaceably mounted with respect to this. The position of the housing 6 depends on the position of the synchronizing cylinder 3 relative to the axle body 2. To determine the position, a displacement sensor 10 is provided, which cooperates with a piston rod 5 of the synchronizing cylinder 3, so that the current position of the housing 6 and the piston of the cylinder 3 can be determined.

Fig. 6 shows a schematic representation of the actuator, which has a hydraulic unit 13 and a valve 11 and the associated valve control 12. One recognizes the actuator 1 described in the preceding figures, as it stands with its longitudinal ends of the axle body 2 in a rigid connection with a chassis frame 100 or chassis. Furthermore, the hydraulic unit 13 is arranged on the front side of the axle body 2, which is connected via hydraulic lines to the chambers 31, 32 of the cylinder 3 in connection. By pumping the hydraulic fluid into one of the two chambers and the discharge of hydraulic fluid from the other chamber, an adjusting movement of the cylinder can be made. This causes the axle box housing 120 to be adjusted in accordance with the adjustment movement of the cylinder. As a result, this leads to a pivoting of the wheelset relative to the chassis 100, which is advantageous when cornering a rail vehicle.

Reference numeral 14 denotes a status indicator, which in one embodiment may be a colored LED lamp. This is clearly visible on Housing of the actuator 1 mounted and allows a state detection by means of a visual inspection. It can be provided that the recognition concept of the state is carried out as follows:

When functioning properly, fixture 14 will turn solid green, with the color changing to red in the event of a malfunction. If a differentiated diagnosis is to be displayed, further colors, e.g. orange, yellow etc. can be used or a non-lighting can be used as another condition. As an example of other states, a power failure, a sensor failure, a pump line may be considered.

Furthermore, a wirelessly operating diagnostic stick 15 can also interact with an actuator 1. This can send as a USB dongle with a WIFI data transfer information to a mobile terminal of a technician. It is advantageous that this can also take place during a journey of the rail vehicle, so that the measured variables of the chassis concerned can be recorded over a known distance and compared with corresponding data of a system that functions correctly. It is advantageous if the transfer of data in the affected car or another car of the rail vehicle or in the cab takes place. All system data such as sensor data, valve data, motor and pump data, power supply and status display can be recorded. With the aid of a diagnostic software, the system data can then be recorded over the time or the route and compared with previously stored measurement data of the same route or the same route section. With the help of this interface, it is possible to recognize required corrective interventions and plan early.

It can be seen that a power supply 16 is connected to the hydraulic unit 13 and the valve control 12 in order to supply these units with energy.

Fig. 7 shows a schematic representation of the actuator 1 in an installed state of a rail vehicle. In this case, the chassis 100 of the rail vehicle is movably mounted relative to the vehicle body 110 of the rail vehicle. When a bow ride the chassis 100 will thus move into the curve, whereas the much longer car body over the chassis 100 is twisted. This angle, which is called Ausdrehwinkel, is determined by means of a measuring device 20 and passed to the actuator 1 or the plurality of actuators 1. The wheel sets of a chassis 100 are pivoted relative to the chassis 100 on the basis of the angle of rotation, which is determined with the aid of the measuring device 20.

The radius of curvature of a cornering is thus determined with the aid of the measuring device 20, which are provided for example by displacement sensor longitudinally in or on the rolling damper or separately.

The control of the wheelsets 50 then takes place via the electro-hydraulic actuator 1, wherein in each case only one actuator 1 per wheelset 50 is provided. Typically, these are arranged point-symmetrically to one another, wherein the actuator 1 is preferably arranged on the end remote from the drive of the shaft of the wheelset 50 end. With only one actuator 1 per wheelset 50, although this must exercise greater travel, the number of components and the associated costs, however, decrease considerably. Next, such an arrangement has the advantage that the wheelset 50 is clearly positioned in the longitudinal direction and come with driven wheelsets significantly lower movements on the clutch.

It is advantageous if the actuator 1 has a high internal damping in the passive or non-actuated state, since then the wheelset 50 can align itself ideally straight ahead and the effectively effective longitudinal stiffness of the wheelset remains high and ensures a stable ride.

Fig. 8 shows the control concept according to a basic version. The measurement of the Ausdrehwinkes, which determines the angular displacement of a car body 110 to a chassis 100, takes place via the measuring device 20. Based on the Ausdrehwinkels then the control of the actuator 1. This takes place only after exceeding a threshold, so by the control no impairment the stable running behavior as a result of a sine run or a car body movement occurs. It can be provided that the control of the actuator 1 in the simplest case is proportional to the Ausdrehwinkel, ie also to the radius of curvature of the curve. However, this only after exceeding the previously mentioned threshold.

The actuation of the actuator 1 via a 4/3-way valve 11, which is operated on the difference between the desired and actual travel accordingly.

• Radien abhängig degressiv, progressiv, stufenweise, wobei beliebige Übertragungsfunktionen denkbar sind,
• Fahrgeschwindigkeit bzw. Querbeschleunigung,
• Traktionskraft, welche durch die Messung der Längsbewegung zwischen dem Wagenkasten 110 und dem Fahrwerk 100 bestimmt wird,
• die Aktuatorkraft selbst, die mittels einer Druckmessung im Aktuator 1 bestimmt wird, wobei dies die Qualität der Berührgeometrie zwischen Rad und Schiene berücksichtigt,
• eine individuelle Steuerung der Radsätze, vor- oder nachlaufend,
• eine Steuerung im höherfrequenten Bereich um das Fahrwerk zu stabilisieren (praktisch ebenphasig zum Sinuslauf) sodass auf den Einsatz eines Schlingerdämpfers verzichtet werden kann.

It can be provided according to the invention that the control in other cases also uses other criteria. Other possible criteria are listed below in an enumeration:

• Radii depending degressive, progressive, stepwise, whereby arbitrary transfer functions are conceivable,
• Driving speed or lateral acceleration,
• Traction force, which is determined by the measurement of the longitudinal movement between the car body 110 and the chassis 100,
• the actuator force itself, which is determined by means of a pressure measurement in the actuator 1, taking into account the quality of the contact geometry between wheel and rail,
• an individual control of the wheelsets, leading or trailing,
• a control in the higher frequency range to stabilize the chassis (practically in phase with the sinusoidal) so that it is possible to dispense with the use of a rolling damper.

It can further be provided that the hydraulic unit 13, which comprises pumps and a motor, is activated only when necessary. When a second threshold value of the setpoint actual position deviation is exceeded, the pump can be activated and thus the energy consumption of the actuator can be significantly reduced. That is, the pump has to be practically switched on only in track conditions with poor Berührgeometrie, whereas at an acceptable contact geometry of the wheel 50 brings without additional force in the correct position, as this is possible only with passive actuated valves without addition of the hydraulic unit 13.

It can further be provided that the actuator systems of two or more running gears 100 are connected to use the information of a preceding chassis 100. This makes it possible to eliminate delays in the system when starting the pumps of the hydraulic unit for the trailing chassis and leave them in good time. This also makes it possible to optimize control procedures for running through transitional bow or for points.

Preferably, the actuator is controlled autonomously from each chassis out. It only needs a power supply, whereas data acquisition, data processing and the operation is done even within a chassis.

In this case, the actuator 1 is integrated in the wheel set guide, preferably a wishbone bearing or a support bearing. For driving the actuator 1 is in the Fig. 8 a motor, a pump (both at reference numeral 13), valves 11, displacement and pressure sensors, and a control unit. It is not excluded that further necessary for higher-level control procedures sensors are present. For example, acceleration sensors or gyroscopes are possible. The advantage is that there are no external hydraulic lines, which significantly reduces the risk of leakage and failure.

The driving of the actuator 1 is also designed fail-safe, as in case of failure of the electronics, the sensor, the power supply, the pump and / or the engine, the system behaves like a rigid wheel set with a high internal damping. This means that the chassis behaves like a classic chassis without wheelset control or with a very slow-acting control.

Leakage and loss of longitudinal stiffness will cause the chassis to run restlessly, resulting in an unstable run. The residual damping and the residual rigidity in the system, however, prevent exceeding of safety-relevant limit values of the wheel-rail forces.

Furthermore, it can be provided according to a preferred embodiment of the invention that the power supply is applied self-sufficient. For this purpose, a power generating unit is provided which generates its energy based on the pressure changes in the synchronizing cylinder. For example, a hydraulic fluid pressed out of the cylinder can also be used to generate energy. Even when driving straight ahead, the pressures in the cylinder change continuously, so that a passive switched actuator can also be used as an energy source. This energy can be used to ensure the power supply to the electronics, sensors, valves and also the pump. The power generation can be maximized by a targeted actuation of the valves at different driving conditions.

In such a self-sufficient power supply, it is advantageous to modify the control concept of the actuator 1. This concept can also be used when a particularly low-energy control state is desired and is not necessarily limited to a self-sufficient energy supply

In this case, each actuator 1 is actuated individually by the valves in each case allow the flow of oil only in the desired direction towards a position to be taken of the actuator. If the contact geometry between the wheel and the rail is sufficient, a wheelset can optimally adjust only because of this control. On the other hand, if the quality of the contact geometry is insufficient to bring about an automatic adjustment of the actuator to the desired position, it is advantageous to couple the two cylinders of the leading and trailing wheelset via hydraulic lines and additional valves, so that, if necessary Flow of the hydraulic fluid of the trailing wheelset can be used to control the leading wheelset.

This embodiment is particularly interesting in the retrofitting of older vehicles that do not allow the installation of a power supply due to lack of space. Thus, the controllable actuator has no hydraulic unit, which includes a motor and a pump, but only valves between the individual chambers of the synchronizing cylinder. Thus, it is only possible to let the cylinder indirectly or passively generate forces. This is done, for example, by opening a valve so that flow between the chambers is allowed when a force is transmitted through the rail to the wheelset which causes actuation of the actuator in the desired direction. It is advantageous if the control of the valves can also be done according to different criteria. These may be, for example, the radius of curvature of a rail curve, traction force, the radial position of the two wheelsets and / or the cylinder force. For example, it is advantageous to block the flow of hydraulic fluid of the cylinder in both directions to prevent off-center vehicle travel.

It can also be provided that the cylinder chambers of the leading and trailing actuators are coupled via hydraulic lines for mutual control. This makes it possible that the leading wheelset is controlled by the movement of the trailing wheelset.

A particularly cost-effective variant of an embodiment according to the invention provides that the actuator has no displacement sensor, but has a measuring device 20 for determining the Ausdrehwinkels or the radius of curvature. Furthermore, a central unit has electronics, the valves, the generators, an energy store and a status display. Also, hydraulic lines extend from the cylinders to the central unit, which in turn is connected via a cable connection to the measuring device for determining the Ausdrehwinkwinkels or the radius of curvature.

Another functionality that results on the basis of the actuator according to the invention is to perform a track diagnosis. Due to its design, the present invention makes it possible to diagnose the track or track condition with relatively little additional effort. The information about the radius of curvature and the individual position of the wheelsets are available from the concept of the invention. If the system is supplemented with pressure sensors and a lateral acceleration sensor, all the variables of interest which describe the track condition can be derived. The individual sizes, as shown by the following Table 1, determined. Table 1: Derivation of the sizes defining the track condition parameter Measured variables / vehicle parameters arc radius Revolving angle chassis 1: Ψ1 Revolving angle chassis 2: Ψ2 Bogie centers Starting angle: αi Revolving angle chassis 1: Ψ1 Revolving angle chassis 2: Ψ2 Rotation angle of wheelset i: Ψrsi Track shift force: ΣYi Actuator force wheelset 1: Fact1 Actuator force wheelset 2: Fact2 Unbalanced lateral acceleration: aq wheel load Rigidity of the wheelset guide wheelbase Ausdrehsteifigkeit the secondary suspension Independent wheel force: Yij Track displacement force striking angle wheel load Verschleissfaktor Independent wheel force: Yij Starting angle: αi Running radius difference arc radius Actuator force wheelset 1: Fact1 Actuator force wheelset 2: Fact2 wheel load taper Actuator force wheelset 1: Fact1 (dynamic) Actuator force wheelset 2: Fact2 (dynamic) Track twist Vertical displacement sensors Track position disturbances across Acceleration sensors across (dynamic) Track position disturbances vertical Acceleration sensors vertical (dynamic) rolling vibrations Acceleration sensors vertical (dynamic) Acceleration sensors along (dynamic)

The diagnosis is preferably to be provided only in about two to three cars of a rail vehicle. It is helpful in this context if there is a constant connection of the actuators with a computer in the appropriate car or train with access to a track system evaluation system.

Claims (14)

An actuator (1) for controlling a wheel set (50) of a rail vehicle (60), comprising: an axle body (2) for fastening to a chassis (100) or a wheel set bearing housing (120) of the rail vehicle (60), a synchronizing cylinder (3), which is provided in the axle body (2) and a piston surface (4) having on each of its two flat sides of the axle body (2) piercing the piston rod (5), and a housing (6) which is movable in accordance with a movement of the synchronizing cylinder (3) with respect to the axle body (2), wherein a piston spring element (7), which connects the respective piston rod (5) to the housing (6), is preferably arranged on the end of a respective piston rod (5) facing away from the piston surface (4). Actuator (1) according to claim 1, wherein the axle body (2) has a substantially elongated shape and the synchronizing cylinder (3) is preferably arranged in the longitudinal center of the axle body (2). Actuator (1) according to claim 2, wherein the two piston rods (5) are oriented perpendicular to the longitudinal direction of the axle body (2). Actuator (1) according to one of the preceding claims, wherein the piston spring element (7) arranged on a respective piston rod (5) is a rubber layer spring which is preferably rectangular or cylindrically shaped and / or whose layers are stacked parallel to the longitudinal direction of the respective piston rod (5) are. Actuator (1) according to one of the preceding claims, further comprising an axle body spring element (8) which is arranged directly between the axle body (2) and the housing (6), the main spring direction of the axle body spring element (8) being parallel to a longitudinal direction of the axle body (8). 2), and preferably the axle spring elements (8) are rubber layer springs whose layers are stacked parallel to the longitudinal direction of the axle body (2). An actuator (1) according to any one of the preceding claims, wherein a pair of axle body spring members (8) are provided on only one side of the plane defined by the longitudinal direction of the piston rod (5) and a longitudinal direction of the axle body (2) and arranged to be one in the longitudinal direction of the axle body (2) directed movement of the housing (6) relative to the axle body (2) springs. Actuator (1) according to one of the preceding claims, further comprising a sliding element (9) for slidingly supporting the housing (6) on the axle body (2) in a plane defined by the piston rod (5) and a longitudinal direction of the axle body (2), wherein preferably a first sliding element (9) is provided on a first side of the plane defined by the piston rod (5) and a longitudinal direction of the axle body (2) and a second sliding element (9) on the other second side. An actuator (1) according to claim 6 or 7, wherein the sliding member (9) has a flat sliding surface (91) for allowing movement in the longitudinal direction of the piston rod (5) and preferably a circular segment-shaped member (92) for rotation around the normal direction to that through the longitudinal direction of Piston rod (5) and a longitudinal direction of the axle body (2) defined plane to allow, preferably further comprising a displacement sensor (10) which cooperates with a piston rod (5) and the axle body (2) to the offset of the synchronizing cylinder (3) a zero position, particularly preferably also comprising a valve (11) which connects the two chambers (31, 32) of the synchronizing cylinder (3) with each other, and a valve control (12) which is adapted to an adjustment of the synchronizing cylinder (3 ), in that the flow of hydraulic fluid from one chamber (31) into the other chamber (32) is permitted only in a direction corresponding to the desired displacement, preferably wherein the actuator (1) does not comprise a hydraulic unit (13) for actively actuating the Synchronization cylinder (3) zoom or has. Actuator (1) according to claim 8, wherein the valve of the actuator (1) is coupled to a further synchronizing cylinder (3) of a leading or trailing actuator (1), wherein the valve control (12) is adapted, if necessary, the hydraulic fluid flow of the Trailing actuator (1) for adjusting the leading actuator (1) to use, preferably neither the trailing nor the leading actuator (1) a hydraulic unit (13) for active actuation of the synchronizing cylinder (3) zoom or preferably further comprising a Hydraulic unit (13) for actuating the synchronizing cylinder (3), which is preferably on the chassis (100) and / or frontally disposed on a longitudinal end of the axle body (2), particularly preferably further comprising a power generating unit for supplying the actuator (1) with energy which generates energy by utilizing pressure changes in the synchronization cycle occurring when the rail vehicle (60) is traveling Linder (3) or based on hydraulic fluid flows of the synchronizing cylinder (3) generated. Actuator (1) according to one of the preceding claims, further comprising sensors which enable a higher-level control and / or diagnosis of the chassis and / or the track condition, preferably also comprising a preferably visual status indication, which can indicate the different states, particularly preferably also comprising an interface, preferably USB or WiFi, which can communicate with a mobile device and enables an online diagnosis. Landing gear (100) of a rail vehicle (60) with an actuator (1) according to one of the preceding claims, wherein
the axle body (2) of the actuator (1) is rigidly connected to the chassis (100), and
the housing (6) of the actuator (1) is pressed into a wishbone, connected to a wheelset bearing housing (120) or integrated in a wheelset bearing housing (120). Chassis (100) according to claim 11, wherein only one actuator (1) per wheel set (50) is provided and / or the actuator (1) in a non-actuated state has such high internal damping, which automatically aligns the wheel set (50). when driving on a straight rail track allowed. Method for operating an actuator (1) which is designed to control a wheel set (50) of a rail vehicle (60), in particular for operating such an actuator (1) according to one of the preceding claims 1 to 10, wherein in the method: the adjustment of the actuator (1) for pivoting the wheelset (50) relative to a chassis (100) based on a Ausdrehwinkwinkel of the chassis (100) relative to a by the chassis (100) carried carriage body (110) is performed, and Adjusting the actuator (1) based on the turn-off angle takes place only after exceeding a first threshold value of the turn-off angle, wherein preferably the adjustment of the actuator (1) is proportional to the Ausdrehwinkel. The method of claim 13, wherein the actuator (1) for pivoting the wheelset (50) with another leading or trailing actuator (1) of the rail vehicle (60) is connected, and the trailing actuator (1) based on the adjusting movements of the leading Actuator (1) is adjusted to eliminate system-related delays in adjusting the trailing actuator (1).

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