EP3967568B1 - Commande active de train de roues pour un véhicule ferroviaire - Google Patents

Commande active de train de roues pour un véhicule ferroviaire Download PDF

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Publication number
EP3967568B1
EP3967568B1 EP21193267.8A EP21193267A EP3967568B1 EP 3967568 B1 EP3967568 B1 EP 3967568B1 EP 21193267 A EP21193267 A EP 21193267A EP 3967568 B1 EP3967568 B1 EP 3967568B1
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EP
European Patent Office
Prior art keywords
cylinder
control
pressure
wheelset
accordance
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Active
Application number
EP21193267.8A
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German (de)
English (en)
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EP3967568A1 (fr
Inventor
Ernst Hofmann
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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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Publication of EP3967568A1 publication Critical patent/EP3967568A1/fr
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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

Definitions

  • the present invention relates to active wheelset control for a rail vehicle.
  • Active wheelset control for a rail vehicle contributes significantly to improving the safety of a rail vehicle.
  • the targeted positioning of wheels or wheel sets by actively turning them around their vertical axes effectively prevents unstable driving conditions.
  • this increases driving comfort by reducing disruptive vibrations and at the same time reduces wear on wheels and rails.
  • a passive wheelset control occurs when the wheels of the wheelset are not actively turned during a curve travel specified by the pair of rails, but are adjusted by the force transmitted from the rails to the wheels. This often leads to unpleasant vibrational movements, which are also responsible for very strong material wear on the wheels and the rails.
  • WO 2017/157740 A1 also discloses an active wheel set control for a chassis of a rail vehicle, in which the two wheels of a wheel set are deflected via a respective cylinder so that the wheels can be rotated about a common, vertically aligned axis of rotation (also: vertical axis).
  • each of the two wheels of a pair of wheels is coupled to the chassis with a cylinder, which extends or retracts to the left or right when the wheels are turned to the left or right.
  • the smallest possible number of components should be used in order to take up as little installation space as possible.
  • the active wheel set control for a rail vehicle a wheel set with a pair of wheels for rolling on a respective rail of a pair of rails, a first differential cylinder, variable in its length, for shifting a first wheel of the pair of wheels relative to the running gear frame, a second differential cylinder, variable in its length differential cylinder for shifting a second wheel of the pair of wheels relative to the chassis frame, and a supply unit for providing pressurized fluid for the first cylinder and the second cylinder.
  • the wheel set control according to the invention is characterized in that the annular chamber of the first cylinder and the annular chamber of the second cylinder are fluidically connected to a common high-pressure outlet of the supply unit, and the piston chamber of the first cylinder is connected to a first control outlet and the piston chamber of the second cylinder is connected to a second control outlet are fluidly connected to the supply unit. It can be provided that the differential cylinders, which are variable in their length, can be actuated hydraulically and/or electrically.
  • the forces at a given pressure are no longer symmetrical due to the principle involved.
  • the subject matter of claim 1 is proposed, according to which, among other things, the two pistons of the two cylinders each have a passage provided with a check valve from the piston chamber to the annular chamber.
  • the two annular chambers are fluidically connected to each other and connected to the high-pressure outlet of the supply unit.
  • the piston chambers of the two cylinders are now connected in such a way that one of the two piston chambers the two cylinders are in fluidic connection with a high-pressure area of the supply unit and the remaining piston chamber of the two cylinders is in fluidic connection with a low-pressure area of the supply unit.
  • the effective piston surfaces must be dimensioned accordingly so that identical tensile and compressive forces occur at a given pressure.
  • the effective piston area for generating a pulling force is the area of the annular chamber.
  • the effective area for generating a compressive force is not the area of the piston, but only the area of the piston rod, since the force components from the annular surfaces on both sides cancel each other out due to the pressure applied on both sides. Therefore, the ring surface and the piston rod surface should ideally be designed in a ratio of 1:1. Since seals are not available in any grade, small deviations from the ideal case of 1:1 are to be expected in practice.
  • the cylinder in whose two chambers (piston and ring chamber) there is high pressure extends the piston, since the force from the piston chamber side is greater than the force from the piston rod side. This is because the piston rod extending from the piston reduces the area for attacking the pressure prevailing in the annular chamber and the force that can be generated on the piston is therefore lower.
  • the other cylinder with low pressure in the piston chamber, retracts the piston.
  • the force in the annular chamber is greater than the force in the piston chamber, in which there is low pressure, so that the two cylinders move in opposite directions overall, which causes the desired turning of the wheel set or wheel pair.
  • a check valve is arranged in the piston of the first cylinder and in the piston of the second cylinder, which allows fluid to pass from a piston chamber to the annular chamber.
  • the fluid e.g. oil
  • the check valves in the cylinders serve to minimize the amount of fluid that must be exchanged with the supply unit when the wheelset is steered back and forth. When using a liquid, e.g. oil, this reduces the cavitation potential and also ensures fluid circulation between the supply unit and the cylinders (without the check valves, only the oil column in the connecting lines to the two cylinders would be pushed back and forth).
  • the first control output and the second control output of the supply unit are designed to vary between a high-pressure state, a low-pressure state and/or an unpressurized state.
  • the different pressure states allow the wheels to be deflected and a passive position in which the supply unit does not cause any pressure difference in the cylinder chambers.
  • an opposing actuation of the first cylinder and the second cylinder is designed to cause the pair of wheels to rotate about a vertical axis, preferably a common vertical axis.
  • This causes the typical turning of a pair of wheels, which enables the desired change in orientation of the wheels in relation to a curve in the track.
  • this could also be implemented by cross-connection.
  • the difference here is the symmetrical force couple, which cannot be realized with the cross-connection of differential cylinders.
  • the supply unit preferably has a pump, the pressure side of which is fluidically connected to the high-pressure outlet, with the suction side of the pump preferably being fluidically connected to a low-pressure region of the fluid.
  • the connecting device can thus fluidly connect both the first control output and the second control output to the pressure side and/or the suction side of the pump or also short-circuit the two control outputs with one another.
  • the connecting device is designed in a first state to connect the piston chamber of the first cylinder to high pressure via the first control outlet and to connect the piston chamber of the second cylinder to low pressure via the second control outlet, and is designed to do so in a second state to connect the piston chamber of the first cylinder to low pressure via the first control outlet and to connect the piston chamber of the second cylinder to high pressure via the second control outlet.
  • the connecting device is designed in a third state to fluidly connect the piston chamber of the first cylinder and the piston chamber of the second cylinder to one another.
  • the connecting device comprises a valve which fluidly connects the two piston chambers to one another in its rest position, the valve preferably being a solenoid valve, which is preferably a 4/3-way valve.
  • This valve can, for example, have 3 switching states, in which case it fluidly connects the two piston chambers of the two cylinders to one another in the rest position.
  • a first switching position which differs from the rest position, however, one of the two piston chambers is connected to high pressure (e.g. the pressure side of a pump in the supply unit) and the other piston chamber is connected to low pressure (e.g. the suction side of a pump in the supply unit).
  • the supply unit has a pressure control device in order to control the level of the high pressure, with the pressure control device preferably changing the level of the pressure by controlling operating parameters of the pump and/or by using the high-pressure side and the low-pressure side connecting pressure relief valve realized.
  • the absolute value of the pressure output by the supply unit can be varied by the pressure control device. Different pressure values cause the wheelset to be deflected to different extents. As a rule, the counterforce increases with the extension or retraction of the cylinders, which must be overcome for further turning in, so that the steering angle can be adjustable using the pressure control device.
  • the design of such a control can AT518698A1 Force-controlled tracking for a rail vehicle.
  • a deviation from the straight-line stability of the pair of wheels can be subject to resistance by means of a suspension or a bearing, so that the restoring force for straight-line stability increases with an increasing steering angle.
  • the pressure control device is also connected to a pressure sensor in order to detect the pressure level on the high-pressure side.
  • a fluid reservoir is also provided, which is fluidically connected to a low-pressure side of the supply device.
  • the fluid accumulator or hydraulic accumulator ensures a certain pressure level to support the suction of fluid or to suppress cavitation in the piston chambers.
  • the preload pressure in the fluid reservoir results in an oppressive parasitic force in both cylinders.
  • a corresponding counterforce is preferably provided by a suspension or bearing, which limits displacement of the wheelset. The level of this force should on the one hand be minimized or the level of the preload pressure should be dimensioned in such a way that there is no drop in the piston chamber pressure below the cavitation pressure under all operating conditions.
  • the supply unit provides a hydraulic fluid as the fluid. It can thus also be provided that the cylinders are hydraulic cylinders.
  • a first elastic bearing is provided parallel to the first cylinder and a second elastic bearing is provided parallel to the second cylinder, preferably so that a resulting stiffness of the respective arrangement of elastic bearing and cylinder corresponds to the sum of the stiffnesses of these two components.
  • the provision of the elastic bearing is advantageous since the cylinder provides only a small parasitic rigidity and is only conditionally suitable for a coupling between the chassis frame and wheel set.
  • the invention also relates to a running gear of a rail vehicle which is provided with a wheel set control according to one of the preceding claims, preferably with a change in the length of the first differential cylinder and/or the second differential cylinder generating an actuating force which acts in parallel with respect to the direction of the running gear longitudinal axis.
  • FIG. 1 shows a schematic representation of the active wheelset control according to the invention in a passive state.
  • the two wheels of a wheel set correspond to an axle of a vehicle, for example a rail vehicle, and can be equipped on both sides with a further bearing in the form of an elastic bearing or the like, which is not shown.
  • a single supply unit 4 which can be a hydraulic unit.
  • the cylinders 2, 3 are to be acted upon with a fluid in such a way that the wheelset is rotated about the vertical axis.
  • a cross connection means that the piston chamber 22 of the first cylinder 2 and the annular chamber 31 of the second Cylinder 3 are fluidly connected to each other and connected together to a control output of the supply unit 4.
  • the remaining chambers of the two cylinders 2, 3 are also fluidly connected to one another and connected to another control output of the supply unit 4. If one were now to supply one of the two control outputs with high pressure, this would result in the two cylinders 2, 3 moving in opposite directions. If the resulting asymmetrical force couple could not be accepted, it would be necessary to use double-rod cylinders instead of the differential cylinders shown.
  • differential cylinders 2, 3 it is possible to use differential cylinders 2, 3 and still use only a single supply unit 4 to use. Contrary to what is often suggested in the prior art, the two cylinders 2 , 3 are no longer connected crosswise, but the two annular chambers 21 , 31 of the two cylinders 2 , 3 are linked to the high-pressure connection 41 of the supply unit 4 . The remaining piston chambers 22, 32 of the two cylinders 2, 3 are connected to a respective control output 42, 43 of the supply unit 4.
  • the wheel control can have three different states. These can be adjusted by the positions of the valve 7, which can switch the different pressures of the supply unit 4 to the two control outputs 42, 43 of the supply unit 4.
  • a first position of the valve which can typically be the non-actuated rest position of the valve 7, the pump 6 of the supply unit 4 is not active.
  • the valve 7 In its rest position, the valve 7 also ensures that the piston chambers 22, 32 of the cylinders 2, 3 are short-circuited with one another, ie they have a fluid connection with one another. Accordingly, the pressure level in all chambers of the two cylinders 2, 3 is the same. If the wheelset is now stationary, the presence of a fluid accumulator 10 connected to the low-pressure side, which can also be a hydraulic accumulator, means that one of them outgoing bias, due to the differential cylinder principle, exerts a pressing force in both cylinders.
  • each of the two cylinders 2, 3 exerts a force in its extending direction.
  • an elastic bearing (not shown) can be provided for each of the two cylinders 2, 3, each having a corresponding static rigidity in order to generate a counterforce. The displacement of the wheelset by the pressing cylinders, caused by the pressure of the fluid reservoir, is limited.
  • the wheel set now moves, for example if it is set in motion by the external forces when driving over a track, the two cylinders 2, 3 are dragged along by the externally specified movement of the wheel set.
  • the optionally provided elastic bearings which can be installed parallel to the cylinders 2, 3, can take over the stable guidance of the wheelset with their dynamic rigidity. If one now considers a sinusoidal run of a wheel set, ie the back and forth steering over the entire or a large part of the steering angle range, the two cylinders 2, 3 are alternately extended and retracted by the wheel set.
  • the fluid for example an oil, must be displaced from the chambers with little resistance on the one hand and sucked in without cavitation on the other.
  • check valves 5 are provided in the respective pistons 24, 34 of the two cylinders 2, 3, which contribute to reducing the amount of fluid or oil that has to be exchanged with the supply unit 4 for such a sinusoidal run. At the same time, this ensures a reduction in the cavitation potential and also a fluid circulation between the supply unit 4 and the cylinders 2, 3. Without a respective check valve 5 in the pistons 24, 34 of the two cylinders 2, 3, for example, only an oil column in the piping or The connection to the cylinders 2, 3 can be pushed back and forth. A filtering process of the oil would be made considerably more difficult as a result.
  • the supply unit 4 shown has a pressure sensor 9 and a pressure-limiting valve 8, which is able to set the pressure present at the high-pressure outlet 41 as desired.
  • the pressure to be output at the high-pressure connection 41 is of course higher than for a non-maximum steering angle.
  • the pressure relief valve 8 is actuated, which connects the high-pressure side and the low-pressure side to one another for a short time. This leads to the desired pressure level being reached on the high-pressure side.
  • the control of the pressure can of course also be varied with a variably operable pump or by means of other devices.
  • the supply unit 4 also has a pump 6 which is connected directly to the high-pressure outlet 41 with its pressure side 61 .
  • This fixed connection of the pressure side 61 of the pump 6 to the high-pressure outlet 41 and consequently also to the respective annular chambers 21, 31 contributes to the particularly simple and space-saving design of the present invention.
  • the suction side 62 is connected to the low-pressure side of the supply unit 4 .
  • the valve 7 shown is a 4/3-way valve which, in its rest position, causes the two piston chambers 22, 32 to be short-circuited.
  • the switching functions of the valve can also be implemented using several valves or a separate valve sub-unit.
  • one of the two piston chambers 22, 32 is connected to the high-pressure side of the supply unit 4 and the other of the two piston chambers 22, 32 is connected to the low-pressure side of the supply unit 4, so that a corresponding steering angle lock of the two wheels is caused by actuating the cylinders 2, 3 accordingly.
  • the non-return valve which is connected in parallel to the pump, enables fluid to be sucked in from the hydraulic accumulator to the ring chamber of cylinder 2 with particularly low resistance.
  • the second cylinder 3 shows a first active position in which the pump 6 is active.
  • the valve 7 is actuated, the piston chamber 32 of the second cylinder 3 being connected to the high-pressure side or the pressure outlet 61 of the pump 6 .
  • the piston chamber 22 of the first cylinder 2 is connected to the low-pressure side or the suction side 62 of the pump 6 . Due to the differential design, the second cylinder 3 is moved to extend by pressurizing both chambers 31, 32. In the case of the first cylinder 2, only the annular chamber 21 is pressurized, whereas the piston chamber 22 is connected to the low-pressure area.
  • the non-return valve 5 arranged in the piston 24 is closed, so that a retraction movement of the piston 23 of the first cylinder is carried out at a corresponding high pressure level on the piston rod side.
  • the second cylinder in which high pressure prevails in both the piston chamber 32 and the annular chamber 31, pushes the piston 33 outwards, since the force originating from the piston chamber 32 has a larger surface area for application to the piston than for that of the annular chamber 31 originating force is the case.
  • the non-return valve connected in parallel with the pump has a supporting effect in order to deliver fluid from the hydraulic accumulator into the piston chamber.
  • the present invention creates a possibility of controlling the two cylinders for controlling a wheelset with only one supply unit 4 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (15)

  1. Commande d'essieu (1) active pour un véhicule ferroviaire, comprenant :
    un essieu avec une paire de roues destinée à rouler sur un rail respectif d'une paire de rails,
    un premier vérin différentiel (2) dont la longueur peut varier, destiné à déplacer une première roue de la paire de roues par rapport au châssis de l'organe de roulement,
    un second vérin différentiel (3) dont la longueur peut varier, destiné à déplacer une seconde roue de la paire de roues par rapport au châssis de l'organe de roulement, et
    une unité d'alimentation (4) destinée à mettre à disposition un fluide sous pression pour le premier vérin (2) et le second vérin (3),
    caractérisée en ce que
    la chambre annulaire (21) du premier vérin (2) et la chambre annulaire (31) du second vérin (3) sont en liaison fluidique avec une sortie haute pression (41) commune de l'unité d'alimentation (4), et
    la chambre de piston (22) du premier vérin (2) est en liaison fluidique avec une première sortie de commande (43) et la chambre de piston (32) du second vérin (3) est en liaison fluidique avec une seconde sortie de commande (42) de l'unité d'alimentation (4).
  2. Commande d'essieu (1) selon la revendication 1, dans laquelle un clapet antiretour (5) est agencé respectivement dans le piston (24) du premier vérin (2) et dans le piston (34) du second vérin (3), ledit clapet antiretour permettant un passage de fluide d'une chambre de piston (22, 32) à la chambre annulaire (21, 31).
  3. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle la première sortie de commande (42) et la seconde sortie de commande (43) de l'unité d'alimentation (4) sont conçues pour varier respectivement entre un état de haute pression, un état de basse pression et/ou un état sans pression.
  4. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle un actionnement dans des sens opposés du premier vérin (2) et du second vérin (3) est conçu pour provoquer une rotation de la paire de roues sur un axe vertical.
  5. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle l'unité d'alimentation (4) présente une pompe (6), dont le côté refoulement (61) est en liaison fluidique avec la sortie haute pression (41), le côté aspiration (62) de la pompe (6) étant de préférence en liaison fluidique avec une zone de basse pression du fluide.
  6. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle l'unité d'alimentation (4) présente un dispositif de liaison (7), qui est conçu pour alimenter la première sortie de commande (43) et la seconde sortie de commande (42) en fluide avec une pression correspondante.
  7. Commande d'essieu (1) selon la revendication 6, dans laquelle le dispositif de liaison (7) est conçu pour, dans un premier état, relier la chambre de piston (22) du premier vérin (2) à la haute pression par le biais de la première sortie de commande (43) et la chambre de piston (32) du second vérin (3) à la basse pression par le biais de la seconde sortie de commande (42), et est conçu pour, dans un second état, relier la chambre de piston (22) du premier vérin (2) à la basse pression par le biais de la première sortie de commande (43) et la chambre de piston (32) du second vérin (3) à la haute pression par le biais de la seconde sortie de commande.
  8. Commande d'essieu (1) selon la revendication 6 ou 7, dans laquelle le dispositif de liaison (7) est conçu pour, dans un état, relier par liaison fluidique la chambre de piston (22) du premier vérin (2) et la chambre de piston (32) du second vérin (3).
  9. Commande d'essieu (1) selon l'une des revendications précédentes 6 à 8, dans laquelle le dispositif de liaison (7) comprend une vanne, qui, dans sa position de repos, relie les deux chambres de piston (22, 32) par liaison fluidique, la vanne étant de préférence une électrovanne, qui est de préférence un distributeur à 4/3 voies.
  10. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle l'unité d'alimentation (4) présente un dispositif de régulation de pression (8) pour commander le niveau de la haute pression, le dispositif de régulation de pression (8) réalisant de préférence un changement de niveau de la pression par la commande de paramètres de fonctionnement de la pompe (6) et/ou par un limiteur de pression reliant le côté haute pression et le côté basse pression.
  11. Commande d'essieu (1) selon la revendication 10, dans laquelle le dispositif de régulation de pression (8) est en outre en liaison avec un capteur de pression (9) pour détecter le niveau de pression du côté haute pression.
  12. Commande d'essieu (1) selon l'une des revendications précédentes, comprenant en outre un réservoir de fluide (10), qui est en liaison fluidique avec un côté basse pression du dispositif d'alimentation, le réservoir de fluide (10) étant de préférence un accumulateur hydraulique.
  13. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle l'unité d'alimentation (4) met à disposition un liquide hydraulique en guise de fluide.
  14. Commande d'essieu (1) selon l'une des revendications précédentes, dans laquelle un premier palier élastique est prévu parallèlement au premier vérin (2) et un second palier élastique parallèlement au second vérin (3), de préférence pour qu'une rigidité obtenue de l'agencement respectif de palier élastique et vérin (2, 3) corresponde à la somme des rigidités de ces deux composants.
  15. Organe de roulement d'un véhicule ferroviaire, qui est pourvu d'une commande d'essieu (1) selon l'une des revendications précédentes, de préférence dans lequel une modification de la longueur du premier vérin différentiel (2) et/ou du second vérin différentiel (3) génère une puissance de réglage qui agit parallèlement à la direction de l'axe longitudinal de l'organe de roulement.
EP21193267.8A 2020-09-10 2021-08-26 Commande active de train de roues pour un véhicule ferroviaire Active EP3967568B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102020123592.5A DE102020123592A1 (de) 2020-09-10 2020-09-10 Aktive Radsatzsteuerung für ein Schienenfahrzeug

Publications (2)

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EP3967568A1 EP3967568A1 (fr) 2022-03-16
EP3967568B1 true EP3967568B1 (fr) 2022-12-21

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CN (1) CN114162165B (fr)
DE (1) DE102020123592A1 (fr)
ES (1) ES2940579T3 (fr)

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EP0060147A2 (fr) 1981-03-16 1982-09-15 Deere & Company Système de direction
EP2133576A2 (fr) 2008-06-09 2009-12-16 Liebherr-Aerospace Lindenberg GmbH Actionneur et commande de bogie
EP2805871A2 (fr) 2013-05-22 2014-11-26 Jtekt Corporation Système de direction assistée
CN104196806A (zh) 2014-09-18 2014-12-10 芜湖高昌液压机电技术有限公司 二柱龙门举升机分流集流阀同步回路
CN104500471A (zh) 2014-12-10 2015-04-08 西南铝业（集团）有限责任公司 同步液压升降装置
WO2017157740A1 (fr) 2016-03-17 2017-09-21 Siemens Ag Österreich Train roulant pour un véhicule ferroviaire

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ES2940579T3 (es) 2023-05-09
CN114162165A (zh) 2022-03-11
DE102020123592A1 (de) 2022-03-10
EP3967568A1 (fr) 2022-03-16

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