EP3816009A1 - Hydromechanical wheel set control system for a railway vehicle - Google Patents

Abstract

The present invention relates to a hydromechanical wheelset control system (1) for a rail vehicle, which comprises a leading wheelset (2) and a trailing wheelset (3) which is arranged in a direction of movement behind the leading wheelset, the trailing wheelset having the property to take a favorable position in an arc of a co-operating undercarriage frame and pair of rails. The wheelset control system is characterized in that a wheelset control (4) connected to the leading wheelset and the trailing wheelset is provided, which is designed to hydraulically deflect the leading wheelset as a function of a deflection of the trailing wheelset, preferably by the same amount as the trailing one However, wheelset in the opposite direction.

Description

The present invention relates to a hydromechanical wheel set control system for a rail vehicle.

In the prior art, there are many devices for controlling wheel sets in rail vehicles, from passive to fully active systems.

In order to achieve sustainable benefits with a wheel set control of a rail vehicle, the wheel sets must be able to be actively brought into a so-called radial position according to the curve radius of the track, regardless of the curve radius and the contact geometry between wheel and rail. In the perfectly radially aligned position, the axis of the wheelset shaft runs to the center of the curve formed by the tracks. In order to achieve this in the case of wheel sets of a running gear arranged one behind the other, the wheel sets in the running gear must be movably arranged.

From the prior art, passive or semi-passive systems are known for aligning the position of wheelsets, which can be implemented inexpensively, but only achieve good results with larger curved radii of the track and ideal wheel-rail conditions.

Active systems, on the other hand, deliver the best results regardless of the wheel-rail conditions and the arc radii traveled over, but are significantly more expensive to implement. Most known active systems also react relatively slowly, so that they cannot develop their effect properly, especially when crossing a switch. Furthermore, practically all known, active systems are not suitable for use in two-axle vehicles.

The aim of the present invention is therefore to provide a hydromechanical wheel set control system which is significantly cheaper than a comparable active system, can react more quickly and is therefore also suitable for switching points and is suitable for two-axle rail vehicles.

This is achieved with a hydromechanical wheel set control system which has all the features of claim 1. Advantageous configurations of the system can be found in the dependent claims.

According to the invention, the hydromechanical wheel set control system for a rail vehicle comprises a leading set of wheels and a trailing set of wheels which is arranged in a direction of travel behind the leading set of wheels, the leading set of wheels being designed to vary its position in an arc of a pair of rails interacting with it and / or the trailing wheelset has the property of occupying a favorable position in an arc of a chassis frame and pair of rails that interact with it. The system is characterized in that a wheelset control connected to the leading wheelset and the trailing wheelset is provided, which is designed to hydraulically deflect the leading wheelset depending on a deflection of the trailing wheelset, but preferably by the same amount as the trailing wheelset opposite direction.

The control makes use of the fact that the trailing wheelset is typically guided elastically and with low rigidity in a chassis, so that irrespective of the wheel-rail conditions, this is always practically radial or super-radial in the track. The control system according to the invention is therefore ideally suited for rail vehicles with lower speeds, two-axle vehicles and generally for rail vehicles in which, for economic reasons, lower investment costs are required and an active wheel set control is ruled out.

According to the invention it is provided that the position of the trailing wheelset is transferred in the opposite direction to the leading wheelset via a hydraulic control, so that the latter also assumes at least one radial or even super-radial position in the track.

The energy for controlling the leading wheelset is supplied by the hydraulics and does not have to be taken over by the frictional energy of the trailing wheelset.

Accordingly, a further development of the invention provides that the trailing wheelset is guided freely or elastically with a certain rigidity in its associated chassis in order to assume a desired radial and / or super-radial position in an arc of a pair of rails under all wheel-rail conditions.

If oversteering should be avoided or only limited control is desired, the setting can be reduced accordingly by increasing the parallel, parasitic stiffness (e.g. primary suspension, additional spring, etc.) or by adding additional stiffness in the hydraulic system.

According to an optional variation of the invention it is provided that the leading wheelset and the trailing wheelset are arranged in a common chassis frame and the position of the leading and trailing wheelset in an arc of a cooperating with the respective wheelset Rail pair is defined by a longitudinal movement between a chassis frame and a respective wheel set bearing.

A wheel set comprises two wheels that are connected to one another via a common axle. It is provided that each of the two wheels of a wheel set rolls on one rail of a pair of rails, so that the pair of rails is in contact with one wheel of a wheel set.

A pump is also preferably provided to provide the energy for the hydraulic deflection of the leading wheelset, the pump being flanged to one end of a wheelset shaft of the leading wheelset or the trailing wheelset and being coupled to this wheelset shaft on the drive side.

As a result, the pump power required to deflect the leading wheel set is achieved in a skilful manner without the need for electrical cabling directly on the wheel set shaft, so that complicated cabling work can be dispensed with. A conventional gear pump or axial piston pump, which is coupled directly to the wheelset shaft on the drive side, can be used as the pump. Alternatively, however, the invention also encompasses the fact that the pump is electrically driven in order to provide the required hydraulic pressure. The pump can be integrated into a valve block or a hydraulic power unit.

1. a) durch eine Auslenkung des nachlaufenden Radsatzes mechanisch oder elektromechanisch betätigbar ist, um das Steuerventil in eine Auslenkstellung zu bringen, die dazu führt, den vorlaufenden Radsatz in entgegengesetzte Richtung wie den nachlaufenden Radsatz hydraulisch auszulenken, und
2. b) durch eine Auslenkung des vorlaufenden Radsatzes mechanisch oder elektromechanisch betätigbar ist, um das Steuerventil bei Erreichen der gewünschten Auslenkung in eine Blockierstellung zu bringen, die eine weitere hydraulische Auslenkung des vorlaufenden Radsatzes stoppt. Vorzugsweise ist vorgesehen, dass
3. c) die Pumpe in der Blockierstellung in einen Leerlaufzustand geschaltet ist, so dass keine Verlustleistungen entstehen.

According to an optional modification of the invention, it is provided that the wheelset control system further comprises at least one control valve, advantageously one control valve per wheelset, preferably a 4/3-way valve, the control valve:

1. a) can be actuated mechanically or electromechanically by a deflection of the trailing wheelset in order to bring the control valve into a deflection position which leads to hydraulically deflecting the leading wheelset in the opposite direction as the trailing wheelset, and
2. b) can be actuated mechanically or electromechanically by a deflection of the leading wheel set in order to bring the control valve into a blocking position when the desired deflection is reached, which stops further hydraulic deflection of the leading wheel set. It is preferably provided that
3. c) the pump is switched to an idle state in the blocked position, so that no power losses occur.

According to an optional modification of the invention, it is provided that the 4/3-way valves are designed with spring-loaded valve tappets, so that the maximum flow rate can be achieved even with small control movements.

According to an optional modification of the invention, it is provided that all valves present in the chassis are integrated in a central valve block as a unit.

The control valve is thus actuated on the basis of a position of the trailing wheelset on the track or in relation to the chassis frame and ensures an equal but opposite deflection of the leading wheelset.

According to the invention it can also be provided that the deflection of the wheel sets is transmitted electrically and the valve position required therefrom takes place via corresponding solenoid valves.

According to the invention it can be provided that the mechanical actuation of the control valve of the respectively leading wheel set for moving it into a deflected position takes place via a push-pull cable. By mounting the valve on the wheel set itself, it automatically moves into a blocking position when the specified turning angle is reached.

According to an optional variant of the invention, in which the valves are arranged on the chassis frame, the valve is moved into a blocking position via a second push-pull cable.

Alternatively, the actuation of the valves can also be carried out by means of two pure pull cables that act in opposite directions instead of push-pull cables.

The wheel sets can be controlled via the turning angle of the chassis by attaching the push-pull cables between the car body and chassis frame, whereby a corresponding reduction of the stroke and a separation of the turning and longitudinal movement can be provided.

In other words, the valve is moved into a deflected position by changing the position of the trailing wheelset on the track. This is the case, for example, when entering a track curve, since the trailing wheel set now adapts to the track curve due to its elastic guidance. This adaptation of the trailing wheelset leads to a change in the switching position of the control valve from a blocking position to a deflection position in which the leading wheelset is hydraulically deflected in the opposite direction as the trailing wheelset. If the leading wheelset reaches the same amount of deflection as the trailing wheelset, the valve is put into its blocking position. The switching positions of the valve can be changed using a push-pull cable, which actuates the valve as a function of an unscrewing angle of the trailing wheelset with respect to the chassis frame on the respective wheelset. Alternatively, the invention also encompasses the fact that the shift positions can be changed electromechanically or electromagnetically as a function of a detected position of a respective wheel set in the chassis.

In addition, according to a variant of the invention, it can be provided that the mechanical actuation of the control valves takes place by means of push-pull cables, which are arranged between the chassis frame and the car body, whereby the turning angle of the chassis frame compared to the car body is used as a control variable.

It can preferably be provided that there is at least one travel direction valve per wheel set, preferably a 6/2-way valve or a combination of a 4/2-way valve and a 2/2-way valve, for switching the wheel sets from leading to trailing and vice versa can be switched by a differential pressure, which characterizes the direction of rotation, between the suction and pressure sides of a pump coupled to a wheelset shaft. The invention also encompasses the idea that the travel direction valve is adjusted, preferably electrically, on the basis of travel direction information that is not obtained by the pump. This information can also come from a train control system or a similar system and lead to a corresponding switching of the valve. As an alternative to switching the two control lines via the differential pressure, one control line can also suffice, with spring actuation of the valve in the basic position being provided.

This configuration is advantageous when the rail vehicle changes its direction of travel. The switching position of the travel direction valve is then automatically changed, so that the previously leading wheelset now functions as a trailing wheelset and vice versa. In the case of a pump that is permanently coupled to the wheelset shaft, the switch position is changed based on the pressure difference between the suction and pressure sides.

Since the trailing wheelset is not hydraulically influenced in its position on the track, the travel direction valve ensures an elastic suspension of the trailing wheelset, for example by short-circuiting the two chambers of an actuating cylinder of a wheelset via a throttle, so that the trailing wheelset is self-contained can adapt to an arc of a pair of rails.

According to the invention, it can also be provided that the wheel set control is provided with a dead stroke in order to avoid undesirable control effects at higher speeds in the straight lines and large arcs. Preferably, therefore, deflections of the trailing wheelset, which roughly correspond to the setting of a journey through an arc with a radius of around 1000 m, do not lead to a control of the leading wheelset.

Furthermore, it can be provided according to the invention that both the trailing wheelset and the leading wheelset can each be deflected via at least one actuating cylinder, the two chambers of the respective actuating cylinder being connected via a small throttle so that the associated wheelset moves independently in the straight line can move into the middle position and thus tolerances can be compensated, preferably with the diameter of the throttle plate in the leading wheelset and the trailing wheelset are designed differently, preferably such that the leading wheelset has a higher damping than the trailing wheelset, so the throttle has a lower Has opening.

In this case, the throttle screen can be designed in such a way that no unstable conditions can occur and, nevertheless, practically unhindered movement takes place when traveling in curves and switches.

Furthermore, it can be provided according to the invention that the chambers of the actuating cylinder of the trailing wheel set are short-circuited via the travel direction valve, which has an integrated throttle screen. The integrated throttle screen can have an opening that is larger than the throttle that is firmly connected to the two chambers of an actuating cylinder.

Furthermore, it can be provided that the travel direction valves reveal their assumed position by different colors of the respective valve tappet or a valve pin, which can preferably also be seen from the outside through a sight glass. This enables visual control of the position of the Travel direction valve. Should one of these valves be blocked, different positions would be recognizable in both valves. Alternatively, an indicator pin is also conceivable, which is raised or lowered via the valve stem.

Furthermore, the control principle can be simulated in a computing unit via an electronic control of the actuators, so that unexpected and unfavorable control can be recognized.

In addition, according to the invention, two actuating cylinders can be present for each wheel set, which act on different sides of the wheel set in the width direction perpendicular to the direction of travel.

Furthermore, according to the invention, it can be provided that the wheelset control is designed to adapt the parallel, parasitic stiffnesses (e.g. primary suspension, additional spring, etc.) to reduce possible over-radial or only limited control of the wheelsets under track conditions with unfavorable contact geometry or special wear conditions. This can also be generated via additional rigidity in the hydraulic system itself.

The invention also includes a running gear of a rail vehicle with a hydromechanical wheel set control system according to one of the variants presented above.

The invention further comprises a rail vehicle with a chassis as introduced above.

Fig. 1:

eine schematische Darstellung der vorliegenden Erfindung,

Fig. 2:

eine schematische Darstellung des hydraulischen Schaltbildes der vorliegenden Erfindung, die unabhängig von einer Fahrtrichtung die erfindungsgemäßen Vorteile erreicht, und

Fig. 3:

eine schematische Draufsicht auf einen Fahrwerkrahmen mit dem erfindungsgemäßen Radsatzsteuerungssystem.

Further features, details and advantages can be seen from the following description of the figures. Show:

Fig. 1:

a schematic representation of the present invention,

Fig. 2:

a schematic representation of the hydraulic circuit diagram of the present invention, which achieves the advantages of the invention regardless of a direction of travel, and

Fig. 3:

a schematic plan view of a chassis frame with the wheel set control system according to the invention.

Fig. 1 shows the basic principle according to the invention on the basis of a greatly simplified schematic representation.

The hydromechanical wheelset control system 1 has a leading wheelset 2 and a trailing wheelset 3 (not explicitly shown), the position of which in the track can be changed by an actuating cylinder 12 associated with the wheelset 2, 3. It can be seen that the two actuating cylinders 12 are deflected relatively strongly in opposite directions, which speaks for a track curve with a relatively small radius. A change in the actuating cylinder 12 always leads to a change in the associated wheel set 2, 3.

The idea of the invention is now to hydraulically adapt the leading wheelset 2 on the basis of an automatically occurring deflection of the trailing wheelset 3.

In order to obtain a free, elastic or adaptable trailing wheelset 3, the two chambers of the actuating cylinder 12 belonging to the trailing wheelset are short-circuited via a throttle 16. It is therefore possible that the trailing wheelset adjusts due to an external force in the track, so that in the case of a track curve the trailing wheelset, which was previously straight, assumes a desired radial position or even an over-radial position.

If, however, the position of the trailing wheelset 3 or the position of the associated actuating cylinder 12 changes, this has effects on a control valve by means of a first push-pull cable 9.

This control valve, which is in the Fig. 1 is implemented by a 4/3 valve, assumes its central position when both actuating cylinders are deflected in the same amount but in opposite directions.

If, on the other hand, a change in the position of the trailing wheelset is detected via the push-pull cable 9, it is moved into one of its two deflected positions. In this, the actuating cylinder 12 of the leading wheel set 2 is brought into connection with a pressurized hydraulic fluid, so that the leading actuating cylinder moves in the opposite direction as the trailing cylinder 12.

For example, if the piston of the trailing cylinder moves to the right, the first push-pull cable causes the high-pressure side of the hydraulic pump 6 to be connected to the right chamber of the leading actuating cylinder, which changes the position of the leading wheel set. If the actuating cylinder is on the opposite side of the chassis, the high-pressure side of the hydraulic pump 6 is logically connected to the left chamber of the leading actuating cylinder.

Only when the deflection of the same amount but opposite is reached does the second push-pull cable 10 lead to the deflection position of the control valve 8 being shifted towards the blocking or central position of the control valve 8. In this middle position of the control valve 8, the high-pressure and the low-pressure side are short-circuited, so that the pump 6 operates in idle mode.

So that the leading actuating cylinder 12 can also carry out minor corrections in the middle position of the control valve 8, the two chambers can of the actuating cylinder 12 via a throttle 15 (in Fig. 1 not shown), which allows a much smaller flow than the throttle 16.

Fig. 2 now shows a hydraulic scheme of the hydromechanical wheel set control 1, which in its basic idea corresponds to the scheme of Fig. 1 corresponds to, for a structure independent of the direction of travel, each actuating cylinder 12 has a control valve and a direction of travel valve.

There are now travel direction valves to detect the trailing and leading wheelsets, which deliver the high pressure of the pump 6 running in different directions depending on the direction of travel to the leading wheelset 2 or the associated leading actuating cylinder 12. There is also a separate control valve 8 for each actuating cylinder 12, with that of the trailing wheelset 3 being decoupled from the high pressure side of the pump 6 with the aid of the travel direction valve 11, so that any switching position changes of the trailing control valve 8 have no effect.

The representation of the Fig. 2 applies to a chassis 5 with one actuating cylinder 12 for each wheel set 2, 3. The function essentially corresponds to that already Fig. 1 explained procedure. On the following wheelset 3, a push-pull cable 10 is attached to the wheelset guide, which transmits the longitudinal movement between the chassis frame 5 and the wheelset bearing to the control valve 8, here a 4/3-way valve on the leading wheelset 2. When the control valve 8 is actuated, the actuating cylinder 12 of the leading gear set 2 is pressurized so that it moves in the opposite direction to the trailing gear set 3 until it reaches the same setting as that of the trailing gear set 2. Then the control valve 8 automatically returned to its central position, in which the cylinder 8 is practically blocked hydraulically and the pressure and return lines from the pump 6 are short-circuited so that the pump 6 no longer has to generate pressure and generates almost no power loss.

The energy or the pressure for the setting is generated by a pump 6, which can be a gear pump, which is flanged to the end of the wheelset shaft and is driven by the rotary movement of the wheelset 2, 3. The volume flow is then rectified via four check valves 19, depending on the direction of travel, and passed on to the valves 8, 11 of the cylinders 12. A pressure relief valve 26 and a hydraulic accumulator 21 complete the pressure supply. By using a hydraulic accumulator 21, which is operated in return and at low pressure, a closed system is created and practically no reactive power is generated when idling. The check valves 19 and the hydraulic accumulator 21 can be integrated directly on the pump 6 or also in one of the optionally available valve blocks 23. Alternatively, an open system without a pressure accumulator, but with a simple oil sump, is also conceivable.

In addition, an additional pressure accumulator can be installed on the pressure side for a short-term increase in output, so that narrow track curves that occur suddenly, as typically occur in turnouts, due to an additionally accelerated actuation, which is possible due to the additional pressure accumulator, when the advantages are used the invention can be run through. Of course, it is also possible to dimension the existing pressure accumulator with sufficient power.

Via a direction of rotation-dependent hydraulic pilot control embodied by the travel direction valve 11, here a 6/2 way valve, the chambers of the actuating cylinder 12 of the trailing wheelset 3 are short-circuited via a throttle screen 16 so that the following wheelset 3 is practically free and without delay, but damped, its radial or over-radial position in the track. In addition, the trailing wheelset 3 is decoupled from the pressure and suction side (or tank side) via the travel direction valve 11. The chambers of the actuating cylinder 12 on the leading gear set 2 are released by the travel direction valve 11 to the control valve 8, which enables control via the control valve 8 connected to the leading gear set 2. The direction of travel valves 11 are, for example. By the changing Pressure difference at a double-acting gear pump 6 when driving forwards or backwards (reversal of direction of rotation) is actuated via hydraulic control lines 17. In addition, the travel direction valves 11 are brought into a basic position via springs, so that no undefined positions can occur. This is particularly advantageous when the rail vehicle is at a standstill, when there is no effective pressure difference at the pump 6.

The wheelset control 4 can also have a dead stroke, so that at higher speeds and in large curves of the track there is no dynamic control of the leading actuating cylinder 12 that would negatively affect the driving behavior of the vehicle. This dead stroke is realized by a positive overlap of the valves 8. In addition, the two chambers of each actuating cylinder 12 are connected to one another via a small orifice plate 15, so that a very high level of damping of the movement is produced. This enables the wheelset 2, 3 to align itself independently in the middle position in the straight line and thus to compensate for tolerances and errors in the settings.

As in Fig. 3 shown, a valve block 23, consisting of a control valve 8 and a travel direction valve 11, is preferably attached to a wheel set guide (e.g. swing arm, wheel set bearing housing, axle guide, etc.) and connected to the opposite wheel set guide via two push-pull cables 9, 10 . The cables 9, 10 are each alternately attached to the valve body and to the valve actuating rod. The two cables 9, 10 can be combined with the three or four hydraulic lines 17, 18 (pressure, return and control line (s)) in a protective hose 22 or protective tube and laid accordingly in the bogie. A control system 4, consisting of two valve blocks 23, two push-pull cables 9, 10, the three or four hydraulic lines 17, 18 and the pump 6 can be pre-assembled in this form during manufacture, so that during assembly on the chassis 5 costly adjustment work is no longer required. System 4 is therefore easy to assemble and maintain.

The pump 6 and the hydraulic lines 18 extending from it are usually dimensioned in such a way that high lifting speeds are achieved in order to achieve full deflection even before the critical points, such as the heart of the switch, when traveling through switches.

It can be provided that the cross-sectional openings of the valves 8 have a progressive shape so that the positioning accuracy is improved in the case of small openings.

Fig. 3 further shows that the pump 6 can preferably be attached directly to the end of the wheelset shaft. This means that no additional space is required within the chassis 5, since in most cases it is very tight anyway. The check valves 19 and the hydraulic accumulator 21 are preferably integrated directly in the valve block 23.

By using the trailing wheel set 3 as a control or regulating variable, a reaction time that is approx. 6 - 8 times faster than with classic sheet detection systems - such as via the turning angle of the chassis or sheet detection sensors (gyroscopes, accelerations, etc.) - can be achieved, so that the control according to the invention can provide the required high performance even when moving points. The power or the delivery volume of the pump 6 can be dimensioned in such a way that the actuating speed at 40 km / h is sufficient to reach the entire stroke before reaching the heart of a switch.

Furthermore, according to the invention, a status display in the form of pressure monitoring can be provided, which either generates a display purely mechanically, or takes place electrically via an LED display. The power supply for this monitoring takes place, for example, via a capacitor which is charged by the system itself by converting pressure changes into voltage.

In addition, a sight glass can be mounted on the valve block, which allows the visual control of the position of the direction of travel valve 11 for changing the direction of travel. Should one of these valves be blocked, different positions would be recognizable in both valves. As an alternative to this, an indicator pin is also conceivable, which is raised or lowered via the valve stem.

List of reference symbols:

1

Hydromechanical wheel set control system

2

leading wheelset

3

trailing wheelset

4th

Wheel set control

5

Chassis / chassis frame

6th

pump

7th

Wheelset shaft

8th

Control valve

9

first push-pull cable

10

second push-pull cable

11

Travel direction valve

12th

Actuating cylinder

13th

Chamber actuating cylinder

14th

Chamber actuating cylinder

15th

Orifice plate

16

Throttle orifice integrated in the direction of travel valve

17th

Differential pressure control line

18th

Hydraulic line

19th

check valve

21

Hydraulic accumulator

22nd

Protective hose

23

Valve block

24

Attachment

25th

Fixed point for push-pull cables

26th

Pressure relief valve

Claims (16)

Hydromechanical wheel set control system (1) for a rail vehicle, comprising: a leading wheel set (2), and a trailing wheelset (3) which is arranged in a direction of travel behind the leading wheelset (2), wherein the leading wheel set (2) is designed to vary its position in an arc of a pair of rails interacting with it, characterized in that a wheelset control (4) connected to the leading wheelset (2) and the trailing wheelset (3) is provided, which is designed to hydraulically deflect the leading wheelset (2) depending on a deflection of the trailing wheelset (3), preferably around the same amount as the trailing wheelset (3) but in the opposite direction. Wheelset control system (1) according to claim 1, wherein the trailing wheelset (3) is practically freely or elastically guided with a certain rigidity in its associated chassis (5) in order to achieve a desired radial and / or super-radial position under all wheel-rail conditions to take an arch of a pair of rails. Wheelset control system (1) according to one of the preceding claims, wherein the leading wheelset (2) and the trailing wheelset (3) are arranged in a common running gear frame (5) and the position of the leading wheelset (2) and trailing wheelset (3) in an arc of a pair of rails cooperating with the respective wheelset (2, 3) is defined by a longitudinal movement between a running gear frame (5) and a respective wheelset bearing. Wheelset control system (1) according to one of the preceding claims, further comprising a pump (6) for providing the energy for the hydraulic deflection of the leading wheelset (2), the pump (6) at one end of a wheelset shaft (7) of the leading wheelset ( 2) or the trailing wheelset (3) is flanged and is coupled to this wheelset shaft (7) on the drive side. Wheelset control system (1) according to one of the preceding claims, further comprising at least one control valve (8), preferably a 4/3-way valve, wherein the control valve (8): a) can be actuated mechanically or electromechanically by a deflection of the trailing wheelset (3) in order to bring the control valve (8) into a deflection position which leads to the leading wheelset (2) in the opposite direction to the trailing wheelset (3) hydraulically deflect, and b) can be actuated mechanically or electromechanically by a deflection of the leading wheel set (2) in order to bring the control valve (8) into a blocking position when the desired deflection is reached, which prevents hydraulic deflection of the leading wheel set (2), preferably where c) the pump is switched to an idle state in the blocked position, so that no power losses occur. Wheelset control system (1) according to the preceding claim, wherein the mechanical actuation of the control valve (8) for bringing into a The deflection position takes place via a first push-pull cable (9) and for bringing it into a blocking position via a second push-pull cable (10), with the first push-pull cable (9) preferably setting the angle of rotation of the trailing wheelset (3 ) against the chassis frame (5) and the second push-pull cable (10) reproduce the turning angle of the leading wheel set (2) with respect to the chassis frame (5), preferably by connecting the respective push-pull cable (9, 10) with a Actuating cylinder (12) of the associated wheel set (2, 3) is coupled. Wheelset control system (1) according to the preceding claim, the mechanical actuation of the control valves by means of push-pull cables, which are arranged between the chassis frame and the car body, whereby the turning angle of the chassis frame (5) relative to the car body is used as a control variable. Wheelset control system (1) according to one of the preceding claims, further with at least one travel direction valve (11) per wheelset (2, 3), preferably a 6/2-way valve, for switching the wheelsets (2, 3) from leading to trailing and vice versa, which can be switched by a differential pressure, which characterizes the direction of rotation, between the suction and pressure sides of a pump (6) coupled to a wheelset shaft (7). Wheelset control system (1) according to one of the preceding claims, wherein the wheelset control (4) is provided with a dead stroke in order to avoid undesirable control effects at higher speeds in straight lines and large arcs. Wheelset control system (1) according to one of the preceding claims, wherein both the trailing wheelset (3) and the leading wheelset (2) can each be deflected via an actuating cylinder (12), the two chambers (13, 14) of the respective actuating cylinder (12) ) are connected via a small orifice plate (15) so that the associated wheel set (2, 3) can move independently into the middle position in the straight line and thus tolerances can be compensated, preferably wherein the diameter of the throttle plate (15) in the leading wheelset (2) and the trailing wheelset (3) are designed differently, preferably in such a way that the leading wheelset (2) has a higher damping than the trailing wheelset (3) having. Wheelset control system (1) according to the preceding claim 10, further developed at least with the features of claim 8, wherein the chambers of the actuating cylinder (12) of the trailing wheelset (3) are short-circuited via the travel direction valve (11), which is controlled via an integrated throttle screen (16) disposes. Wheelset control system (1) according to one of the preceding claims, wherein the control valve (8) and the travel direction valve (11) are mounted in pairs on a respective wheelset guide, so that two control valves (8) are provided for leading and trailing wheelsets (2, 3). and two travel direction valves (11) are present. Wheelset control system (1) according to claim 12, wherein the travel direction valves (11) reveal their assumed position by different colors of the respective valve tappet or a valve pin, which is preferably also recognizable from the outside through a sight glass. Wheelset control system (1) according to one of the preceding claims, two actuating cylinders (12) being present for each wheelset (2, 3) which act on different sides of the wheelset (2, 3) in the width direction perpendicular to the direction of travel. Running gear of a rail vehicle with a hydromechanical wheel set control system according to one of the preceding claims. Rail vehicle with a running gear according to claim 15.

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