EP3722180A1 - Direction active d'un véhicule de travail à deux essieux sur rails - Google Patents

Direction active d'un véhicule de travail à deux essieux sur rails Download PDF

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Publication number
EP3722180A1
EP3722180A1 EP20169122.7A EP20169122A EP3722180A1 EP 3722180 A1 EP3722180 A1 EP 3722180A1 EP 20169122 A EP20169122 A EP 20169122A EP 3722180 A1 EP3722180 A1 EP 3722180A1
Authority
EP
European Patent Office
Prior art keywords
actuator
work vehicle
chassis
vehicle according
axle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20169122.7A
Other languages
German (de)
English (en)
Inventor
Arnold Belting
Ulrich Bröckers
Matthias Dellinger
Fabian Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Windhoff Bahn und Anlagentechnik GmbH
Original Assignee
Windhoff Bahn und Anlagentechnik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Windhoff Bahn und Anlagentechnik GmbH filed Critical Windhoff Bahn und Anlagentechnik GmbH
Publication of EP3722180A1 publication Critical patent/EP3722180A1/fr
Pending legal-status Critical Current

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Classifications

    • 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
    • B61F3/00—Types of 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements
    • 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

Definitions

  • the invention relates to a rail-bound two-axle work vehicle according to the preamble of claim 1.
  • the pivoting mounting of the axis means that the axis can be steered so that when the work vehicle is cornering, the chassis can automatically align itself as optimally as possible with the rails in order to optimize the course of the rails in the curve area and thereby avoid undesirable friction, so-called "erasing", and the associated mechanical wear and tear, as well as any associated noise emissions.
  • the following vehicles are not of the generic type in this context: Firstly, rail vehicles are alien to the class in which several wheels or axles are combined to form bogies.
  • the present proposal relates to a so-called two-axle work vehicle.
  • two-axle means that the work vehicle has two individual axles that are separate from one another and that are not combined to form a bogie. Under the typically provided vehicle frame or a vehicle body, at least these two are accordingly separate Axes provided, and possibly also one or more additional axes.
  • the problem described at the beginning does not arise with bogies.
  • rail vehicles are alien to the class and are not work vehicles but, for example, transport vehicles or passenger vehicles.
  • work vehicles are vehicles that are intended for work on the track, e.g. for laying the contact wire, for tamping the track bed, for regrinding the rail profile or the like.
  • the aforementioned transport or passenger vehicles are moved over the rails at comparatively high speeds in normal operation - that is, in their typical use.
  • Work vehicles on the other hand, travel in normal operation at considerably lower speeds, for example at working speeds of less than 20 km / h, possibly at walking pace.
  • the problem arises due to the low travel speed for the work vehicles that, for example, when driving through an elevated curve to the lower corner of the curve, since the elevation is designed for a defined travel speed of transport or passenger trains, which clearly is above the driving speed of the work vehicle in its normal operation. In this respect, too, the problem described above does not arise in vehicles other than work vehicles.
  • the pivoting axle suspension enables a steering mobility of the chassis that can be described as passive steerability of the chassis: when cornering, so-called deflection forces from the rails of the track act on the wheels of the axle, so that the chassis is automatically pivoted about its vertical axis, and so on that the two wheels of the axle follow the curved track.
  • the axle suspension is basically caused by restoring forces an automatic centering of the chassis, as it is advantageous for driving straight ahead.
  • the deflection forces acting on the axle during cornering, which deflect the chassis from its centering, must therefore overcome the restoring forces which the automatic centering strives to bring about.
  • the deflection forces can also be of different magnitudes, even if they act on the same, unchanged work vehicle: for example, due to weather conditions, for example moisture, the friction between wheel and rail can be different and accordingly lead to different deflection forces.
  • the present proposal relates to a rail-mounted, two-axle work vehicle in which a chassis is mounted or suspended in hooks. It is typical for the hook suspension that the restoring forces increase significantly with increasing vehicle weight and thus there are considerable influences on the force relationship between the deflection forces and the restoring forces.
  • the present proposal is based on the task of ensuring an optimized deflection of the axle when cornering in a rail-mounted two-axle work vehicle.
  • the axle is not only steered passively, namely by the forces acting on the wheels from the track, but that it is actively deflected from its centering position by one or more actuators when the work vehicle drives through a curve.
  • two essential components are provided for this: Firstly, at least one actuator that can act on the axle so that it can be deflected from its centering position and pivoted about its vertical axis, that is, it can be actively steered and can assume a predetermined steering angle.
  • the actuator is effectively connected to the axle, i.e. it acts either directly on the axle or indirectly on a component connected to the axle, so that ultimately a movement of the actuator causes the desired steering movement of the chassis.
  • a control which controls the actuator, thus determining its movements and thereby the position assumed by the axis.
  • a single actuator can be provided which, for example, connects to a centrally arranged guide element of the axis and thus effects a pivoting movement of the axis about its vertical axis, depending on the movement of the actuator.
  • this actuator is eccentrically directly connected to the axis, offset from its vertical axis.
  • each single-acting cylinder can be used, each of which is effective, for example, exclusively on pressure, so that two different directions of movement can be brought about when one or the other cylinder is operated selectively.
  • the actuator can advantageously have an electric drive motor, so that a mechanically robust design of the actuator that is secure against leakage is ensured.
  • an electrical actuator can be designed, for example, as a spindle drive or as a rack and pinion drive, so that it has a longitudinally movable push or pull element, the movement of which can be transmitted directly or indirectly to the axle.
  • an actuator to be arranged on both sides of the axle, that is, assigned to each of the two wheels.
  • a preferred example of equipping an element of the axle suspension with an actuator is to equip a damper that was previously available anyway.
  • the length of such a damper can be adjustable by means of an electric spindle drive. With a hook suspension of the axle, such dampers run in a horizontal orientation, so that a change in length of the damper correlates with a pivoting movement of the axle about its vertical axis. Accordingly, the axis can be deflected out of its centering position by means of an actively controlled damper whose length is adjustable by a motor.
  • the actuator or link which is provided for actively deflecting the axle, is necessarily a coupling between on the one hand a vehicle frame or an attached, immovable element called the vehicle body and on the other hand the axle or an element attached to it that is movable relative to the vehicle frame given.
  • a rail-bound work vehicle differs from the other rail vehicles mentioned at the beginning, e.g. Passenger vehicles: in the case of passenger vehicles, for example, it is customary to implement a two-stage suspension for reasons of driving comfort.
  • the wheels are sprung within a bogie, and the bogie is in turn sprung with respect to the vehicle frame or car body. In this way, the greatest possible decoupling of the wheels from the car body and the passenger seats arranged therein is achieved.
  • a loss of this decoupling which is as extensive as possible, is not critical for the work vehicle, and in any case the work vehicles are usually only sprung in one stage.
  • a rail-mounted, two-axle work vehicle 1 which has a chassis or a frame 2, a structure 3 on the frame 2 and two running gears 4 below the frame 2.
  • the structure 3 has, on the one hand, a driver's cab 5 and, on the other hand, a crane 6.
  • the work vehicle 1 stands on a track 7, with one wheel 8 of a chassis 4 standing on a rail 9 of the track 7.
  • Fig. 2 shows the chassis 4. It has a wheel set gear 11 between the wheels 8, which is used to drive an axle 12 of the chassis 4 is used, the actual axle body not being directly visible in the drawing, but being indicated at 12.
  • the two ends of the axle 12 are guided by a rocker arm 14 which has a cross member 15.
  • the traverse 15 runs parallel to the axis 12 and carries a swing arm 16 at its two ends, which extends in the direction of the axis 12.
  • a bearing 17 can be seen in front of the wheelset transmission 11, below which and parallel to it a second, similar bearing runs. From this lower bearing, a push-pull rod 18 extends forward, where it connects centrally to the frame 2 or the structure 3, ie to the unsprung part of the work vehicle 1, for example via a console not shown in the drawing.
  • the upper one, off Fig. 2 The bearing 17 shown serves to support an upright torque support 19, the push-pull rod 18 and this upright torque support 19 serving to support the rocker 14.
  • the upright torque support 19 also extends centrally under the unsprung part of the work vehicle 1. Therefore, the rocker arm 14 is supported centrally on this unsprung part of the work vehicle 1 both via the push-pull rod 18 and via the torque support 19 and accordingly enables small pendulum movements of the chassis 4, which ultimately allow a sinusoidal run of the wheels 8 on the rails 9.
  • the upright torque support 19 forms an opening 20 through which a horizontally aligned torque support 21 extends, which on the one hand is articulated on the wheelset transmission 11 and on the other hand is supported centrally on the unsprung part of the work vehicle 1.
  • the upright torque support 19 of the rocker 14 has a component which is designed in one piece and frames the opening 20.
  • the upright torque support 19 could have two separate struts, which leave a distance between them, which serves as an opening 20 and enables the horizontal torque support 21 of the transmission 11 to be guided through this opening 20.
  • the opening 20 could be implemented in the horizontal torque arm 21 of the transmission 11, so that in such a case the upright torque arm 19 would not have to have the opening 20 shown, but rather it would itself be guided through the opening of the horizontal torque arm 21 would.
  • the chassis 4 shown are essentially known constructions, so that it does not have to be discussed in more detail. Purely by way of example, reference is made to brake disks 22 arranged between the running wheels 8 and the wheelset transmission 11, as well as a hook suspension 23 for the running wheels 8 and wheelset bearings 24 at the ends of the axle 12.
  • connection plates 25 The connection is preferably not made to the structure 3 of the work vehicle 1, but rather to its frame 2 In this way, using the same or similar frames 2 and different superstructures 3, very different work vehicles 1 can be created.
  • the running wheels 8 and accordingly the entire chassis 4 are movable in such a way that it can follow a curve of the rails 9.
  • the chassis 4 performs a steering movement in which it is deflected from its centering position by a certain steering angle about its vertical axis. These movements of the chassis 4 are dampened by horizontally arranged shock absorbers 26, so that uncontrolled fluttering movements are avoided.
  • a change in length of a shock absorber 26 shifts the associated wheel 8 in the longitudinal direction of the work vehicle 1 and thus causes a steering movement of the axle 12, provided that the opposite shock absorber 26 does not simultaneously perform the same change in length in the same direction.
  • One end of the shock absorber 26 acts indirectly on a swing arm 16 so that a change in length of the shock absorber 26 moves the swing arm 14 in the manner of a steering movement.
  • a mobility of the chassis 4 in the upright direction is also possible by means of a single-stage suspension in the form of helical springs 27. These movements of the axis 12 are also damped: for this purpose, upright shock absorbers are provided, which are designated as vertical dampers 28 to distinguish them from the horizontally arranged shock absorbers.
  • a load cell 29 is provided as part of a load-dependent brake of the work vehicle 1. The load condition of the vehicle is recorded via this load cell 29 and the respective brake pressure is set.
  • the shock absorbers 26 on both sides of the chassis 4 are each designed not only as passive elements that are pushed together to a smaller effective length or pulled apart to a greater effective length due to the external forces.
  • the shock absorbers 26 each have an actuator on, which is arranged in the housing of the shock absorber 26 and can cause a predetermined change in length of the shock absorber 26 as an active component. Accordingly, by changing the length of a single shock absorber 26, or by changing the length of both shock absorbers 26 in opposite directions, the chassis 4 can be set to a predetermined steering angle.
  • the actuators are controlled in a wired manner by means of a controller which is arranged in the driver's cab 5.
  • the shock absorber 26 is supported "stationary”, namely in relation to the frame 2, with its in Fig. 3 right end. This stationary end is fixed on a frame bracket 30, which in turn is attached to a so-called sword, which is fixed, for example welded or screwed, on a longitudinal member of the frame 2 so as to protrude downwards. With its opposite "movable" end, in Fig. 3 on the left, the shock absorber 26 is accommodated in an axle bracket 31.
  • the shock absorber 26 can be extended or retracted by means of the actuator. This movement is transmitted via the axle bracket 31 to an axle bearing housing 32 in which the axle 12 is mounted. As a result, one end of the axle 12 can be moved forwards or backwards by the shock absorber 26 and the axle 12 can thus be pivoted about its vertical axis and carry out a steering movement.
  • an actuator can also be arranged outside of a shock absorber 26.
  • an actuator can also be arranged away from a shock absorber 26 and act on other components, for example - and in each case at a distance from the central axis of the work vehicle 1 - directly on the swing arm 16 or the cross member 15 of the swing arm 14, or directly on the axis 12.
  • the actuator acts as far as through its integration in a shock absorber 26 possible away from the central axis of the work vehicle 1 on the chassis 4, which enables the deflection of the chassis 4 with the lowest possible steering forces and thus the lowest possible material stress on the components involved in the steering movement.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP20169122.7A 2019-04-11 2020-04-09 Direction active d'un véhicule de travail à deux essieux sur rails Pending EP3722180A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202019102084.9U DE202019102084U1 (de) 2019-04-11 2019-04-11 Aktive Lenkung eines schienengebundenen Zweiachs-Arbeitsfahrzeugs

Publications (1)

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EP3722180A1 true EP3722180A1 (fr) 2020-10-14

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Family Applications (1)

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EP20169122.7A Pending EP3722180A1 (fr) 2019-04-11 2020-04-09 Direction active d'un véhicule de travail à deux essieux sur rails

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EP (1) EP3722180A1 (fr)
DE (1) DE202019102084U1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1215192B (de) * 1959-11-11 1966-04-28 Maschf Augsburg Nuernberg Ag Einrichtung zur kurvengerechten Steuerung von Schienenfahrzeugen
WO1997041022A1 (fr) * 1996-04-27 1997-11-06 Abb Daimler-Benz Transportation (Deutschland) Gmbh Vehicule sur rails a train de roulement a essieu simple
EP0937818A2 (fr) * 1998-02-24 1999-08-25 Deutsche Bahn Aktiengesellschaft Unité de travail de chemin de fer comprenant une excavatrice
EP3012170A1 (fr) * 2014-10-17 2016-04-27 Windhoff Bahn- und Anlagentechnik GmbH Chassis de vehicules ferroviaire

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1215192B (de) * 1959-11-11 1966-04-28 Maschf Augsburg Nuernberg Ag Einrichtung zur kurvengerechten Steuerung von Schienenfahrzeugen
WO1997041022A1 (fr) * 1996-04-27 1997-11-06 Abb Daimler-Benz Transportation (Deutschland) Gmbh Vehicule sur rails a train de roulement a essieu simple
EP0937818A2 (fr) * 1998-02-24 1999-08-25 Deutsche Bahn Aktiengesellschaft Unité de travail de chemin de fer comprenant une excavatrice
EP3012170A1 (fr) * 2014-10-17 2016-04-27 Windhoff Bahn- und Anlagentechnik GmbH Chassis de vehicules ferroviaire

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Publication number Publication date
DE202019102084U1 (de) 2019-06-28

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