EP3381761B1 - Aktuator zum steuern eines radsatzes eines schienenfahrzeugs - Google Patents

Aktuator zum steuern eines radsatzes eines schienenfahrzeugs Download PDF

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Publication number
EP3381761B1
EP3381761B1 EP18157563.0A EP18157563A EP3381761B1 EP 3381761 B1 EP3381761 B1 EP 3381761B1 EP 18157563 A EP18157563 A EP 18157563A EP 3381761 B1 EP3381761 B1 EP 3381761B1
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EP
European Patent Office
Prior art keywords
actuator
axle casing
accordance
longitudinal direction
piston rod
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EP18157563.0A
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German (de)
English (en)
French (fr)
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EP3381761A1 (de
Inventor
Richard Schneider
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Liebherr Transportation Systems GmbH and Co KG
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Liebherr Transportation Systems GmbH and Co KG
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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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles

Definitions

  • the present invention relates to an actuator for controlling a wheel set of a rail vehicle, a running gear of a rail vehicle with such an actuator, and a method for operating the actuator.
  • wheel set guide elements are provided for this purpose, which usually consist of rubber-metal elements.
  • 1 and 2 show the different positions of an actuator for controlling a wheelset of a rail vehicle when traveling straight and cornering for a better understanding of the subject at hand.
  • the actuator rigidly couples the wheelset to the chassis frame.
  • the actuator when cornering, it is necessary for the actuator to pivot the wheelset relative to the chassis frame in order to ensure that the tracks are driven on with as little wear as possible.
  • Actuators available in the prior art have a limited stroke, which is not sufficient for satisfactory pivoting of a wheelset. Furthermore, such actuators have high longitudinal rigidity, which results in high control forces. The coupling of longitudinal and transverse rigidity of actuators known in the prior art also reduces the flexibility of the simulation of specific chassis properties. With actuators that are equipped with hydraulic lines, the risk of leakage also increases. In addition, the force of such an actuator is typically limited as a result of the stress on the rubber parts in the actuator.
  • the RU 2 562 659 C1 shows a conventional actuator for controlling a wheel set of a rail vehicle, the deflection of which is generated with the aid of a synchronous cylinder.
  • D1 A disadvantage of this implementation known from D1 is the expansive installation space required for this, which is very disruptive, especially in the vertical direction, since the synchronous cylinder is arranged there on the bottom side of the deflectable axle housing.
  • the FR 2 530 567 A1 discloses a method for operating an actuator, in which the adjustment of the actuator for pivoting the wheelset relative to a running gear is carried out on the basis of a turning angle of the running gear relative to the car body and the adjustment of the actuator based on the turning angle only takes place after a first threshold value of the turning angle has been overwritten .
  • Such an actuator comprises an axle body for attachment to a running gear of the rail vehicle, a synchronous cylinder which is provided in the axle body and comprises a piston surface which has a piston rod penetrating the axle body on each of its two flat sides and a housing which, in correspondence with a Movement of the synchronous cylinder is movable in relation to the axle body, wherein a piston spring element is arranged at the end facing away from the piston surface of a respective piston rod, which connects the respective piston rod to the housing.
  • the actuator to cause a movement of the housing by adjusting the synchronous cylinder or moving the piston rods, which in turn is used to cause a pivoting movement of the wheelset.
  • the axle body is usually stationary on the Fixed undercarriage, so that a relative movement of the housing relative to the axle body for a stroke to deflect a wheelset can be used.
  • the axle body has a substantially elongated shape and the synchronizing cylinder is preferably arranged in the longitudinal center of the axle body.
  • the two piston rods are oriented perpendicular to the longitudinal direction of the axle body.
  • the piston spring element arranged on a respective piston rod is a rubber layer spring which is preferably cylindrical in shape and/or the layers of which are stacked parallel to the longitudinal direction of the respective piston rod.
  • a rubber layer spring is designed to simulate or to determine the longitudinal rigidity of the wheelset guide.
  • it can be provided that such a rubber layer spring is installed in a prestressed manner via a bearing sleeve.
  • such rubber layer springs can have a very low shearing stiffness, so that the wheel set bearing housing can be subjected to movements perpendicular to the longitudinal axis of the piston without significantly stressing the piston rod and its guide. If an actuator is installed in the correct orientation in a running gear of a rail vehicle, it is therefore possible to carry out a transverse movement of the wheel set without significantly loading the piston rod, whereas a desired spring force acts in the longitudinal direction.
  • the housing is either pressed into an axle guide or connected directly to a wheel set bearing housing, for example screwed. Furthermore, however, it can also be integrated directly in the wheel set bearing housing.
  • the actuator comprises at least one axle body spring element between the axle body and the housing is arranged, wherein the main spring direction of the axle body spring element is oriented parallel to a longitudinal direction of the axle body and preferably the axle body spring element is a rubber layer spring whose layers are stacked parallel to the longitudinal direction of the axle body.
  • the axle body is rotationally symmetrical to its longitudinal axis.
  • the axle body can also be mirror-symmetrical to a plane that is perpendicular to the longitudinal axis of the axle body.
  • the axle body spring element simulates or determines the transverse stiffness of the wheelset guide. It is advantageous if such an axle body spring element is very soft in a direction perpendicular to the main spring direction, so that the actuator can cover large travel distances with low power consumption.
  • 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 in such a way that it cushions a movement of the housing directed in the longitudinal direction of the axle body relative to the axle body. In an installed state of the actuator of the suspension, this corresponds to a transverse movement of the chassis relative to the wheelset.
  • the actuator has a sliding element for slidingly mounting 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, with a first sliding element preferably being on a first side of the axis defined by the longitudinal direction of the Piston rod and a longitudinal direction of the axle body defined plane and a second sliding element is provided on the other second side of the plane.
  • the sliding element makes it possible to move the housing in relation to the axle body in a longitudinal direction of the piston rod. When the actuator is installed, this direction of movement corresponds to a longitudinal direction.
  • the sliding element has a flat sliding surface in order to allow a movement in the longitudinal direction of the piston rod, with an element in the shape of a segment of a circle preferably being provided in order to prevent rotation about a perpendicular to the plane defined by the longitudinal direction of the piston rod and the longitudinal direction of the axle body to allow.
  • the sliding element is radially prestressed.
  • the sliding element can also be designed in the form of a rubber layer spring, similar to such a rubber layer spring as can also be used in the piston spring element.
  • the actuator also includes a travel sensor that interacts with a piston rod and the axle body to determine the offset of the synchronous cylinder from a zero position.
  • the actuator also includes a valve, which connects the two chambers of the synchronous cylinder with one another, and a valve control, which is designed to achieve an adjustment of the synchronous cylinder only by closing and opening the valve, in that the A hydraulic fluid can only flow from one chamber into the other chamber in a direction corresponding to the desired adjustment movement, with the actuator preferably not using or having a hydraulic unit for actively actuating the synchronous cylinder.
  • the valve can, for example, be switched in such a way that hydraulic fluid can only flow from one chamber into the other chamber, but it is not possible for hydraulic fluid to flow back from the other chamber into one chamber. If external forces then act on the piston rod, which generate a corresponding hydraulic fluid flow, the actuator is brought into the desired position. This means that forces can only be generated indirectly or passively with the synchronous cylinder.
  • the valve of the actuator is coupled to another synchronous cylinder of a leading or trailing actuator, with the valve control being designed to use the hydraulic fluid flow of the trailing actuator to adjust the leading actuator if necessary, with preferably neither the trailing nor the leading actuator uses or has a hydraulic unit for actively actuating the synchronous cylinder.
  • the valve control being designed to use the hydraulic fluid flow of the trailing actuator to adjust the leading actuator if necessary, with preferably neither the trailing nor the leading actuator uses or has a hydraulic unit for actively actuating the synchronous cylinder.
  • there are a number of wheel sets in a rail vehicle which are arranged following or running in relation to one another. It can be advantageous to couple the actuator of an associated wheel set with a leading or trailing actuator.
  • the actuator also includes a hydraulic unit for actuating a synchronous cylinder, the hydraulic unit preferably being arranged on the chassis and/or on the front side on a longitudinal end of the axle body.
  • the actuator also includes an energy generation unit for supplying the actuator with energy, which generates energy using pressure changes occurring in the synchronous cylinder when the rail vehicle is moving or hydraulic fluid flows of the synchronous cylinder based thereon. Furthermore, it can also be provided that the energy generated in this way is stored in an energy storage unit and is only supplied to the actuator when required.
  • an actuator connected to the wheelset experiences pressure changes in its synchronous cylinder, which can be used as an energy source.
  • a battery can be charged via a generator, which uses the pressure changes or the hydraulic fluid flows based on them to generate energy. Valves or a hydraulic unit takes over.
  • the energy generation unit is therefore designed to convert pressure changes in the synchronous cylinder into electrical energy.
  • the energy generation unit can be designed to convert a hydraulic fluid flow that occurs due to pressure changes in the synchronous cylinder into electrical energy. If a valve is switched between the individual chambers of the synchronous cylinder, which valve can connect these chambers to one another, an energy-generating pressure change can be brought about by a corresponding valve actuation. Furthermore, it can be provided that the energy 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. The power generation unit reveals its strengths due to the pressure changes of the synchronized cylinder and delivers convincing results, especially at low driving speeds of a rail vehicle.
  • the invention also relates to a chassis of a rail vehicle with an actuator according to one of the variants listed above, the axle body of the actuator being rigidly connected to the chassis and the housing of the actuator being pressed into an axle guide, connected to an axle box or integrated into an axle box.
  • the running gear only one actuator per wheelset is provided and/or the actuator has such high self-damping in a non-actuated state that allows automatic alignment of the wheelset when driving on a straight track.
  • the actuator is arranged on that side of a wheelset which is remote from driving the shaft of the wheelset.
  • the invention also relates to a method for operating an actuator according to one of the preceding variants, in which the adjustment of the actuator for pivoting the wheel set is carried out on the basis of an angle of rotation of the running gear relative to a car body carried by the running gear, and that based on the angle of rotation
  • the actuator is only adjusted after a first threshold value of the turn-out angle has been exceeded, with the actuator preferably being adjusted proportionally to the turn-out angle.
  • the rotation angle of the running gear relative to the car body describes an angular offset that the running gear assumes relative to the car body when the rail vehicle is cornering.
  • the wheelset is activated by the actuator only after a first threshold value has been exceeded.
  • the actuator for pivoting the wheelset is connected to another leading or trailing actuator of the rail vehicle, with the trailing actuator being adjusted on the basis of the adjustment movements of the leading actuator in order to eliminate system-related delays when adjusting the trailing actuator.
  • the trailing actuator is adjusted on the basis of the adjustment movements of the leading actuator in order to eliminate system-related delays when adjusting the trailing actuator.
  • FIG. 1 shows the schematic representation of two wheel sets 50 of a running gear 100, each of which is held with a plurality of actuators 1 when the rail vehicle is traveling in a straight line.
  • the one at one is also schematic Rail vehicle typical sine curve drawn when driving straight ahead, which occurs due to the conicity of the wheels of the wheelset.
  • FIG. 2 also shows a schematic representation when a rail vehicle is cornering, in which the actuators 1 of a wheel set 50 pivot the wheel set 50 relative to the running gear 100 of a rail vehicle.
  • the sectional view of 3 shows an actuator 1, which has an axis body 2 running in the Y-direction.
  • This axle body 2 has a cylinder 3 in a middle section, which is designed in the form of a synchronous cylinder. It can also 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 that is oriented perpendicular to its longitudinal direction.
  • the piston surface 4 of the cylinder 3 has a piston rod 5 on each of its two flat sides, which pushes through the axle body 2 .
  • the piston rods 5 are oriented in the X direction.
  • a piston rod spring element 7 which is connected to a housing 6 of the actuator 1 , is arranged on the ends of the respective piston rod 5 that are arranged outside of the axle body 2 .
  • the cylinder chambers 31, 32 formed in the axle body 2 are separated from one another by the piston surface 4 of the synchronous cylinder 3.
  • the cylinder 3 can be displaced in the X direction, which is perpendicular to the longitudinal direction of the axle body 2 (Y direction), with the aid of supply lines (not shown) into the cylinder chambers 31, 32 or corresponding discharge lines from the cylinder chambers 31, 32 possible.
  • the piston rod 5 and the piston rod spring element 7 arranged on one end of the piston rod 5 displaced, but also the housing 6 connected to the piston rod spring element 7. This slides via a sliding element 9 in the X direction along the axle body 2.
  • sliding elements 9 can be provided, which are preferably arranged offset from one another in the vertical direction (Z-direction).
  • Each sliding element 9 can have an element 92 in the shape of a segment of a circle and a sliding plate 91, so that the housing 6 can also rotate about the Z axis (vertical direction).
  • the piston rod spring element 7 is a rubber layer spring which is designed to simulate or determine the longitudinal rigidity of the wheelset guide. This can be cylindrical in shape and is built in preloaded via a bearing sleeve. Furthermore, the piston spring element 7 has a very low shearing stiffness, so that the wheel set bearing housing can perform the movements around the Y-axis and the transverse movements without significant loading of the piston rod 5 and its guides through the axle body 2.
  • the sliding element 9, which is located both on an upper and an underside 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.
  • the XY plane corresponds to a top view of the partially cut-away actuator 1.
  • the actuator 1 has a travel sensor 10 which is designed to detect the position of the cylinder.
  • the travel sensor 10 is connected to the axle body 2 and a component connected to a piston rod 5 .
  • axle body spring element 8 can also be seen, which ensures springing between the housing 6 and the axle body 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 designed as a rubber layer spring, which is very soft in the X-direction, in order to enable large adjustment travels with a low actuator force.
  • the axle body spring element 8 can be provided in pairs offset in the Y direction between the axle body 2 and the housing 6 . Provision can also be made for the axle body spring elements 8 to be attached in pairs only at the top or only at the bottom (in the Z direction). The number and arrangement positions of the axle body spring elements 8 are provided depending on the requirements of the actuator.
  • figure 5 shows a sectional view of the actuator 1 in a YZ plane. If the actuator 1 is installed in a correctly oriented manner in a rail vehicle or in a running gear of a rail vehicle, this corresponds to a view from the rear or from the front.
  • the synchronous cylinder 3 the piston rods 5 of which can now be moved out of the plane of the page or into the plane of the page, is oriented essentially perpendicularly to the longitudinal direction of the axle body 2 .
  • the axle body 2 has a middle section which has a flange-like overhang in order to contact surfaces for the multiple axle body spring elements 8 to form.
  • the sliding elements 9 for slidingly mounting the housing on the axle body 2 are also provided on the middle section.
  • the housing 6 does not have a direct connection point with the axle body 2, so that it is mounted in a displaceable manner in relation to it.
  • the position of the housing 6 depends on the position of the synchronous cylinder 3 relative to the axle body 2 .
  • a travel sensor 10 is provided, which interacts with a piston rod 5 of the synchronous cylinder 3, so that the current position of the housing 6 or 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.
  • the actuator 1 described in the preceding figures can be seen as being rigidly connected to a chassis frame 100 or chassis with its longitudinal ends of the axle body 2 .
  • the hydraulic unit 13 is arranged on the end face of the axle body 2 and is connected to the chambers 31, 32 of the cylinder 3 via hydraulic lines.
  • an adjustment movement of the cylinder can be performed.
  • This leads to the wheel set bearing housing 120 being adjusted in accordance with the adjustment movement of the cylinder.
  • this leads to a pivoting of the wheelset relative to the running gear 100, which is advantageous when a rail vehicle is cornering.
  • Reference number 14 denotes a status display, which in one embodiment can be a colored LED light. This is attached to the housing of the actuator 1 so that it is clearly visible and enables the status to be recognized with the aid of a visual check. It can be provided that the recognition concept of the state is designed as follows: When functioning properly, the light 14 lights up green continuously, whereas the color changes to red in the event of a malfunction. If a differentiated diagnosis should be displayable, other colors such as orange, yellow, etc. can be used, or non-illuminating can be used as another state. A power failure, a sensor failure, a pump line can be considered as an example of other states.
  • a wireless diagnosis stick 15 can also interact with an actuator 1 .
  • this can send information to a technician's mobile end device with WIFI data transmission. It is advantageous that this can also take place while the rail vehicle is traveling, so that the measured variables of the affected running gear can be recorded over a known route and compared with corresponding data from a correctly functioning system. It is advantageous if the data is transferred to the affected wagon or another wagon of the rail vehicle or to the driver's cab. All existing system data such as sensor data, valve data, data about the motor and the pump, the power supply and a status display can be recorded. With the help of diagnostic software, the system data can then be recorded over time or the route and compared with previously stored measurement data for the same route or the same route section. With the help of this interface, it is possible to identify necessary corrective interventions and to plan them at an early stage.
  • an energy 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.
  • the running gear 100 of the rail vehicle is movably mounted relative to the car body 110 of the rail vehicle. When driving through a curve, the running gear 100 will therefore move into the curve, whereas the much longer car body is twisted in relation to the running gear 100 .
  • This angle which is called the turn-out angle, is determined using a measuring device 20 and connected to the actuator 1 or more actuators 1 passed.
  • the wheel sets of a running gear 100 are pivoted relative to the running gear 100 on the basis of the rotation angle, which is determined with the aid of the measuring device 20 .
  • the radius of curvature when cornering is accordingly determined with the aid of the measuring device 20, which is provided, for example, by displacement sensors longitudinally in or on the yaw damper or also separately thereto.
  • the wheel sets 50 are then controlled via the electro-hydraulic actuator 1, with only one actuator 1 being provided for each wheel set 50 in each case.
  • these are arranged point-symmetrically to one another, with the actuator 1 preferably being arranged at the end remote from the drive of the shaft of the wheelset 50 . If there is only one actuator 1 per wheel set 50, this must indeed exercise greater adjustment paths, but the number of components and the associated costs are reduced considerably.
  • Such an arrangement also offers the advantage that the wheel set 50 is clearly positioned in the longitudinal direction and, in the case of driven wheel sets, there are significantly fewer movements on the clutch.
  • the actuator 1 has a high level of self-damping in the passive or non-actuated state, since the wheel set 50 can then independently align itself ideally when driving straight ahead and the effectively effective longitudinal stiffness of the wheel set guidance remains high and ensures stable driving behavior.
  • the angle of rotation which determines the angular offset of a car body 110 to a chassis 100, is measured using the measuring device 20.
  • the actuator 1 is then actuated on the basis of the angle of rotation of the stable running behavior as a result of a sinusoidal run or a car body movement. It can be provided that the control of the actuator 1 in the simplest case is proportional to the turn-out angle, ie also to the arc radius of the curve. However, this is only after the previously mentioned threshold has been exceeded.
  • the actuation of the actuator 1 takes place via a 4/3-way valve 11, which is actuated according to the difference between the target and actual path.
  • the actuator is preferably controlled autonomously from each chassis. Only an energy supply is required, whereas data acquisition, data processing and the actuation itself take place within a chassis.
  • the actuator 1 is integrated in the wheelset guide, preferably an axle guide bearing or a support bearing.
  • a pump both at reference numeral 13
  • valves 11 displacement and pressure sensors and a control unit are provided. It cannot be ruled out that other sensors required for higher-level control processes are present. Acceleration sensors or gyrometers, for example, can be used here.
  • the advantage is that there are no external hydraulic lines, which significantly reduces the risk of leakage and failure.
  • the actuation of the actuator 1 is also designed to be fail-safe, since if the electronics, the sensors, the power supply, the pump and/or the motor fail, the system behaves like a rigid wheelset guide with high internal damping. This means that the running gear behaves like a classic running gear without wheelset control or with a very slow-acting control.
  • an energy generation unit which generates its energy based on the pressure changes in the synchronous cylinder.
  • hydraulic fluid pressed out of the cylinder can also be used to generate energy.
  • a passively switched actuator can also be used as an energy source.
  • This energy can be used to ensure the power supply for the electronics, the sensors, the valves and the pump. The generation of energy can be maximized by selectively actuating the valves in different driving conditions.
  • This concept can also be used when a particularly low-energy control state is desired and is not necessarily limited to an autonomous energy supply
  • each actuator 1 is actuated individually in that the valves allow the oil flow only in the desired direction towards a position of the actuator that is to be carried out. If the geometry of contact between the wheel and the rail is sufficient, a wheel set can only adjust itself optimally on the basis of this control. If, on the other hand, the quality of the contact geometry is not sufficient for the actuator to be automatically adjusted to the desired position, it is advantageous to mutually couple the two cylinders of the leading and trailing wheelset via hydraulic lines and additional valves, so that the Flow of the hydraulic fluid of the trailing wheelset can be used to control the leading wheelset.
  • the controllable actuator does not have a hydraulic unit, which includes a motor and a pump, but only valves between the individual chambers of the synchronous cylinder. This means that it is only possible to let the cylinder generate forces indirectly or passively. This is done, for example, by opening a valve to allow flow between the chambers when a force is transmitted through the rail to the wheelset, causing the actuator to operate in the desired direction. It is advantageous if the valves can also be controlled according to different criteria. These can be, for example, the radius of a rail curve, traction force, the radial position of the two wheel sets and/or the cylinder force. For example, it is advantageous to block the flow of a hydraulic fluid of the cylinder in both directions in order to prevent the vehicle from running off-centre.
  • the cylinder chambers of the leading and trailing actuators are coupled via hydraulic lines for mutual control. This makes it possible for the leading wheel set to be controlled via the movement of the trailing wheel set.
  • a particularly cost-effective variant of an embodiment according to the invention provides that the actuator does not have a travel sensor, but has a measuring device 20 for determining the rotation angle or the arc radius. Furthermore, a central unit has electronics, the valves, the generators, an energy store and a status display. Hydraulic lines also run from the cylinders to the central unit, which in turn is connected via a cable connection to the measuring device for determining the turning angle or the arc radius.
  • a further functionality that results on the basis of the actuator according to the invention is the implementation of a track diagnosis. Due to its design, the present invention enables a diagnosis of the track or rail condition with relatively little additional effort.
  • the information on the curve radius and the individual position of the wheel sets are available from the concept of the invention. If the system is supplemented with pressure sensors and a lateral acceleration sensor, all relevant variables that describe the track condition can be derived. The individual variables are determined as shown in Table 1 below.
  • Table 1 Derivation of the variables defining the track condition parameter Measured variables / vehicle parameters arc radius Slewing angle undercarriage 1: ⁇ 1 Slewing angle undercarriage 2: ⁇ 2 pivot spacing approach angle: a.i Slewing angle undercarriage 1: ⁇ 1 Slewing angle undercarriage 2: ⁇ 2 Angle of rotation of wheelset i: ⁇ rsi Track displacement force: ⁇ Yi Actuator power wheel set 1: Fact1 Actuator power wheel set 2: Fact2 Unbalanced lateral acceleration: aq wheel load Rigidity of the wheelset guidance wheelbase torsional stiffness of the secondary suspension Single wheel force transverse: Yij track displacement force approach angle wheel load wear factor Single wheel force transverse: Yij approach angle: a.i rolling radius difference arc radius Actuator power wheel set 1: Fact1 Actuator power wheel set 2: Fact2 wheel load taper Actuator power wheel set 1: Fact1 (dynamic) Actuator power wheel set 2: Fact2 (dynamic) track twist Displace
  • the diagnosis should preferably only be provided in about two to three cars of a rail vehicle. In this context, it is helpful if there is a permanent connection between the actuators and a computer in the corresponding car or train with access to a track diagnosis evaluation system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Actuator (AREA)
EP18157563.0A 2017-03-27 2018-02-20 Aktuator zum steuern eines radsatzes eines schienenfahrzeugs Active EP3381761B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017002926.1A DE102017002926A1 (de) 2017-03-27 2017-03-27 Aktuator zum Steuern eines Radsatzes eines Schienenfahrzeugs

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EP3381761A1 EP3381761A1 (de) 2018-10-03
EP3381761B1 true EP3381761B1 (de) 2022-04-13

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US (1) US10974741B2 (zh)
EP (1) EP3381761B1 (zh)
JP (1) JP7025968B2 (zh)
CN (1) CN108657214B (zh)
DE (1) DE102017002926A1 (zh)
ES (1) ES2918025T3 (zh)

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DE102017002926A1 (de) * 2017-03-27 2018-09-27 Liebherr-Transportation Systems Gmbh & Co. Kg Aktuator zum Steuern eines Radsatzes eines Schienenfahrzeugs
DE102019108532A1 (de) * 2019-04-02 2020-10-08 Schaeffler Technologies AG & Co. KG Radsatzlagergehäuse für ein Schienenfahrzeug und Verfahren zur Herstellung eines Radsatzlagergehäuses
DE102020123592A1 (de) * 2020-09-10 2022-03-10 Liebherr-Transportation Systems Gmbh & Co Kg Aktive Radsatzsteuerung für ein Schienenfahrzeug
AT524029B1 (de) * 2020-09-30 2022-02-15 Siemens Mobility Austria Gmbh Elastikelement und Fahrwerk
DE102022103096A1 (de) 2022-02-10 2023-08-10 Liebherr-Transportation Systems Gmbh & Co Kg Schienenfahrzeugfahrwerk mit einer Vorrichtung zum Steuern einer Radachse
CN115195800B (zh) * 2022-08-11 2024-09-20 中车青岛四方机车车辆股份有限公司 主动径向转向架及轨道车辆
GB202301071D0 (en) 2023-01-25 2023-03-08 Heavy Lift Projects Ltd Ring crane with hydraulic slewing drive

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EP3381761A1 (de) 2018-10-03
JP7025968B2 (ja) 2022-02-25
DE102017002926A1 (de) 2018-09-27
ES2918025T3 (es) 2022-07-13
US20180273057A1 (en) 2018-09-27
US10974741B2 (en) 2021-04-13

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