GB1581032A

GB1581032A - Railway vehicle bogies

Info

Publication number: GB1581032A
Application number: GB678777A
Authority: GB
Original assignee: Messerschmitt Bolkow Blohm AG
Current assignee: Airbus Defence and Space GmbH
Priority date: 1976-02-19
Filing date: 1977-02-17
Publication date: 1980-12-10
Also published as: DE2606702B2; DE2606702C3; FR2341471A1; FR2341471B3; JPS52101515A; IT1074673B; DE2606702A1

Description

(54) IMPROVEMENTS RELATING TO RAILWAY VEHICLE BOGIES '71) We, MESSERSCHMITT BOLKOW-BLOHM Gesellschaft mit beschrankter Haftung, of 8000 München, German Federal Republic, a Company for rotational movement about a vertical axis relative thereto, and first and second actuators each mounted between the body frame and the bogie and being capable of ~~...., ~~~. ~. r~~... r. ".

PATENTS ACT, 1949 SPECIFICATION NO 1581032 The following amendments were allowed under Section 29 on 6 July 1981 : Page 1, delete line 47, insert provided a Page I, delete lines 48 to 78 Page 3 delete lines 113 to 129 Page 3, delete lines I to 14 insert railway vehicle having a bogie mounted on the body frame of the vehicle for rotational movement about a vertical axis relative thereto with actuators mounted between the body frame and the bogie and being capable of effecting such rotational movement of the bogie independently of the instantaneous position of the bogie, in response to control signals supplied thereto, the actuators being supplied, in use, with signals derived from (a) first stabilising control signals dependent upon the difference between the actual value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling, and the estimated expected value of this displacement, and (b) second guidance control signals dependent upon the difference between the estimated expected value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling and the estimated expected value of the nominal displacement of the bogie, this expected value being determined in dependence upon measured exterior transverse forces acting on the vehicle.

Page 2, lines 56,82 and 88, delete correct insert expected Page 2, line 107, delete correct Page 2, delete line 112, insert 1. A T,'IE PATENT OFFICE 28 August 1981 Bas 84650/7 stable running, the bogie's suitability for negotiating curves also decreases. When using such rotation inhibiting devices, the latter effect cannot be fully eliminated since ''' : ir resistance to the rotational motion decreases with increasing rotational motion of the bogie.

According to this invention there is provided a railway vehicle having a bogie mounted on the body frame of the vehicle which on the other hana simuitaneuusiy stabilize the travel of the bogie by counteracting any destabilising transverse forces on the wheels.

Preferably one actuator is provided on each side of the perpendicular longitudinal central plane of the bogie, and on each side of the perpendicular transverse central plane of the bogie, the actuators being connected in an articulated manner (54) IMPROVEMENTS RELATING TO RAILWAY VEHICLE BOGIES 71) We, MESSERSCHMITT cSLKOW-BLOHM Gesellschaft mit bcschränkter Haftung, of 8000 Munchen, German Federal Republic, a Company rganised and existing under the laws of the erman Federal Republic, do hereby eclare the invention for which we pray that Patent may be granted to us, and the ethod by which it is to be performed, to be articularly described in and by the llowing statement :- This invention relates to a railway vehicle aving a bogie mounted on the body frame if the vehicle for rotational movement bout a vertical axis relative thereto.

In such railway vehicles unstable running f the bogie may occur especially with heels guided laterally in a relative rigid anner in a bogie frame and which have an herent and high centering action roduced by the rolling surfaces. This is articularly so at high travelling speeds, hen even though the bogie has otherwise atisfactory running properties, the bogie an be caused to perform rapid and violent otary movements about its vertical axis aw movements). At and above a certain ritical speed, the bogie can start yawing scillations in con junction with lateral or ransverse movements which, as the ravelling speed increases still further, may evelop into a dangerous zigzag motion. he bogie wheel flanges thus impact the ails, this leading to unstable travel and crious wear on the flanges and rails. hough increasing the resistance of the ogie to rotational displacement by means f rotation inhibiting devices results in more tuable running, the bogie's suitability for negotiating curves also decreases. When using such rotation inhibiting devices, the latter effect cannot be fully eliminated since their resistance to the rotational motion decreases with increasing rotational motion of the bogie.

According to this invention there is provided a railway vehicle having a bogie mounted on the body frame of the vehicle for rotational movement about a vertical axis relative thereto, and first and second actuators each mounted between the body frame and the bogie and being capable of effecting such rotational movement of the bogie in response to control signals supplied thereto, the first actuator being supplied, in use, with control signals dependent upon the difference between the actual value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling, and the correct value of this displacement, and the other actuator being supplied, in use, with control signals dependent upon the difference between the expected value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling and the correct value of this displacement, the expected value being determined in dependence upon measured exterior forces acting on the vehicle and the correct value of the displacement being that providing correct running of the bogie on the rails, and the actuators serving to counteract any undesired rotary or transverse movements of the bogie relative to the rails on which the vehicle is travelling, thereby to provide correct running of the bogie on the rails.

In a railway vehicle according to the invention, the actuators apply torques to the bogie, which on the one hand modify the steering effect of the wheels in conjunction with the resulting rotary and transverse oscillations of the bogie in the direction required to cause it to turn rapidly and in a stable manner into a curve of the track, and which on the other hand simultaneously stabilize the travel of the bogie by counteracting any destabilising transverse forces on the wheels.

Preferably one actuator is provided on each side of the perpendicular longitudinal central plane of the bogie, and on each side of the perpendicular transverse central plane of the bogie, the actuators being connected in an articulated manner diagonally opposite each other between the bogie frame and the vehicle body frame.

This offers the advantage of a substantially reaction-free operation of the actuators in relation to the vehicle body frame.

An embodiment of the invention will now be described by way of example with reference to the drawing.

Referring to the drawing a railway vehicle travelling on rails I has a bogie 2 at one end of the vehicle body frame 3 or chassis. The bogie 2 is arranged to be capable of rotational movement in relation to the vehicle body frame 3, about a vertical axis (not shown). On both sides of the vertical' longitudinal central plane L of the bogie' 2, and spaced away from each side of the perpendicular transverse central plane Q of the bogie 2, are hydraulic piston and cylinder actuators 4, each being articulately connected between the bogie frame 5 and the vehicle body frame 3, in diagonally opposed relationship. The purpose of the actuators 4 is to impart torques to the bogie 2, about its vertical axis to improve the capacity for negotiating bends and to stabilise the travel motion of the bogie. Two sensors 6 are provided to determine the actual value of the rotational displacement of the bogie 2inrelationtotherai)). The sensors are symmetrically arranged on the bogie, each side of the plane Q and serve to measure, at each end of the bogie frame 5 the lateral distance between the frame and a rail. The arrangement of the sensors 6 and the method of determining the actual value of the displacement of the bogie 2 in relation to the rails) may be achieved by other means. It is also possible to determine the actual rotation of displacement of the bogie 2 relative to the vehicle body frame 3 with two sensors arranged to measure the lateral distance between the longitudinal axis of the bogie and two fixed points located symmetrically on the vehicle frame with respect to the transverse central plane Q of the vehicle body frame 3.

The values measured by the sensors 6 are passed to a computer means 7 which on the one hand determines the actual value of the rotational displacement of the bogie 2 in relation to the rails 1, from the difference Ax between the measured values obtained by the two sensors 6 and on the other hand estimates the correct value E (Ax) for the rotational displacement. The value (aux) is estimated from the difference Ax and is a mean value.

This value can be estimated in the computer 7 using delay devices of the first order (low-pass filters), see"Random Data: Analysis and Measurement Procedures"by 1. S. Bendat and A. G. Piersl, Wiley Interscience 1971, p. 260 et seq, (in which the low-pass filters are termed low-pass RC smoothing fitters).

A position computer means 9 is supplied, by pressure and acceleration transducers 8 on both sides of the vehicle, (only one transducer is shown) with the measured values of transverse forces, particularly wind and centrifugal forces, which act on the bogie 2. The computer 9 which may be a fixed programmed analogue computer, determines from the measured values the expected value of the rotational displacement of the bogie 2 in relation to the rails I. The difference between this expected value of the rotational displacement and the aforementioned estimated correct value (aux) is passed through a threshold value device 10 (e. g. a biased diode) to a guide force regulator means 11. The difference between the actual value of the rotational displacement (Ax) determined in the computer 7 and the estimated correct value E (Ax) thereof is passed via a threshold value device 12 to a stabilising regulator means 13. The regulators it and 13 are both state regulators, and supply control signals to a control means 14 which operates the actuators 4, and which converts the regulator output signals into suitable input signals for control of the force applied by the actuators.

The apparats thus effects both stabilisation of the bogie 2 (regulation of the instantaneous deviations from a mean value), and the operation of guiding and controlling the bogie 2 (casing it to follow the mean value). The threshold value devices 10 and 12 ensure that the apparatus will not perform a guiding or stabilising function until the bogie 2 has moved away from a defined correct value, or the travel path of the bogie 2 has started to deviate from the required smoothness and stability by more than a certain defined amount.

Claims

WHAT WE CLAIM IS 1. A railway vehicle having a bogie mounted on the body frame of the vehicle for rotational movement about a vertical axis relative thereto, and first and second actuators each mounted between the body frame and the bogie and being capable of effecting such rotational movement of the bogie in response to control signals supplied thereto, the first actuator being supplied, in use, with control signals dependent upon the difference between the actual value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling, and the correct value of this displacement, and the other actuator being supplied, in use, with control signals dependent upon the difference between the expected value of the rotational displacement of the bogie relative to the body frame or to the rails on which the vehicle is travelling and the correct value of this displacement, the expected value being determined in dependence upon measured exterior forces acting on the vehicle and the correct value of the displacement being that providing correct running of the bogie on the rails, and the actuators serving to counteract any undesired rotary or transverse movements of the bogie relative to the rails on which the vehicle is travelling, thereby to provide correct running of the bogie on the rails.
2. A railway vehicle in accordance with Claim l, wherein one actuator is provided on each side of the perpendicular longitudinal central plane of the bogie, and on each side of the perpendicular transverse central plane of the bogie, the actuators being connected in an articulated manner diagonally opposite each other between the bogie frame and the vehicle body frame.
3. A railway vehicle in accordance with Claim l or 2, wherein the actuators are hydraulic devices.
4. A railway vehicle in accordance with any preceding claim, wherein the actual value of the rotational displacement is determined from the difference between values determined by two sensors mounted on the bogie symmetrically with respect to the perpendicular transverse central plane thereof, and arranged to measure, in the region of the two ends of the bogie, the lateral distance either of the bogie frame from a rail, or of the longitudinal axis of the bogie from two fixed points on the vehicle body frame and symmetrical in relation to the perpendicular transverse central plane thereof.
5. A railway vehicle in accordance with any preceding claim, wherein pressure and acceleration transducers are mounted on both sides of the vehicle and serve to effect the necessary measurement of the exterior forces acting on the vehicle.
6. A railway vehicle having a bogie, constructed and arranged to function substantially as herein described with reference to and as shown in the drawing.