HRP980158A2 - Rail vehicle with an articulated joint - Google Patents

Abstract

The invention relates to a rail vehicle which has two wagon bodies (1, 2) coupled via a single axle articulated joint (8), said wagon bodies each placed elastically on a double axle bogie positioned approximately in the longitudinal central area. Control elements are provided to detect the angle of rotation between the wagon bodies (1, 2) and their corresponding bogies (4), and the angle of articulation at the articulated joint (8) as well as controllable actuators for influencing the angle of articulation depending on the control elements. The angle of articulation is regulated to a control value, said control value being the sum of the current actual angle of articulation measured (K-ist) and the bending angle (A1 and A2), in order to be able to minimise the clearance required whilst the railway vehicle is travelling dynamically.

Description

The invention relates to a rail vehicle according to the preamble of the first claim, as well as to the procedure for managing the bending angle of that type of rail vehicle.

A well-known type of rail vehicle of this type (DE 2854776 A1) is built specifically as a composition of tramcars and consists of two car bodies, each car being supported on a two-axle bogie placed somewhere in the longitudinal middle of the car.

Both car bodies are connected at their ends, which are turned towards each other via a folding angle whose only steering axis lies vertically. In doing so, the turning angle between the bogie in question and the associated wagon body is obtained by means of the steering mechanism with the connected track marker and the bending angle via at least one track marker belonging to the bending joint (which is placed next to the bending joint).

The signals given by the road marker are fed to the control unit which controls one symmetrical or two asymmetrical executive members which are arranged on the folding joint. At the same time, the bending angle of the bending joint is affected in such a way that the two-axle bogies without a turning arm, on which the car bodies are supported via elastic secondary springs, must be completely released from the function of providing force. Thus, the arrangement of the executive article stops the flexing joint in a certain position during straight-line driving over the middle of the track and forces the flexing joint to bend towards the outer side of the arc of the track route when driving in an arc, in order to achieve improved use of free space when driving a rail vehicle on curves.

The task of the invention is to provide such a rail vehicle that corresponds to that type of rail vehicle and such a procedure for managing the same, which would achieve that the bodies of the wagons during dynamic driving always come to such a position relative to each other that corresponds to the static position in the current track section. According to the invention, the solution to this task is found in the characteristic features of the first and fourth claims.

When creating a rail vehicle according to the invention, the actual bending angle of the bending joint is obtained on the one hand, and on the other hand, the turning angle between the bogies and the associated car bodies. The current constant/indicative values of these angles will be added counting with the sign, whereby the turning angle between the direction of travel of the first bogie and the associated car body is negated. The result of this summation is the measurement of the nominal bending angle, which the joint should occupy in the current working conditions. While, for example, the sum of the actual turning angles on a straight track deviates from the actual bending angle, the deflection of the bending joint is counteracted by means of mechanical executive joints. These executive members can act directly on the hinge joint, but executive members can also be provided between the bogie and the associated wagon body, which by changing the actual/indicative value of the pivot angle forcefully act on the hinge angle of the hinge joint.

In the first row, the executive articles assigned to the hinge joint and the bogies/bodies of the wagons are inserted. In the case of executive articles, it can be especially about controlled damping elements, which act against the change of the turning angles for a long time, until the forces acting from the outside do not cause a change in the actual value that deviates from the set value. If it is determined that the actual value approaches the set value, the damping action of the damping elements is removed.

If the actual value moves too quickly towards the setpoint, so that an overshoot can be expected, the actual value change is slowed down by engaging a damping action shortly before the setpoint is reached. In the case of a permanent or unchanged growing deviation of the actual-set value despite the adverse action of the damping elements, a traction instruction should be issued either to the central control device or to the driver of the rail vehicle, according to which, for example, in case of excessive bending, the next bogie slows down or the previous wagon accelerates.

Furthermore, executive articles can be active executive elements that not only act against changes in the actual value that deviates from the set value, but in the case of missing external feedback forces, affect the return of the actual value to the set value.

When measuring the pivot angle/pivot angle and tilt angle, the definition of the sign will be deliberately determined, where, for example, the value of zero will always be used when the longitudinal axis of an individual bogie stands parallel to the longitudinal axis of the wagon body, and the longitudinal axes of the wagon body lie in one direction . Therefore, positive turning angles occur when the longitudinal axis of the wagon body is turned clockwise in relation to the corresponding longitudinal axis of the bogie. Negative turns of the angle are measured accordingly when the longitudinal axis of the wagon body is turned in the opposite direction of the clock in relation to the longitudinal axis of the bogie. Negative values of the bending angle occur when the previous wagon body bends/breaks in a counter-clockwise direction in relation to the following wagon body. Positive values of the bending angle occur when the longitudinal axis of the first body of the wagon bends/breaks clockwise in relation to the longitudinal axis of the second body of the wagon.

A two-member forestry vehicle with a hinged joint with a vertical pivot axis between both wagon bodies and elastic return elements between the wagon body and the respective bogie requires the smallest free space in the static rest position. For this condition, it was determined that the turning angles at rest of the train (composition) on the real track route chosen at its own discretion are approximately equal. On a rail vehicle equipped in this way, it is possible to manage the bending angle in such a way as to first re-measure the current turning angles between the bogies and the always associated wagon bodies as well as the current bending angle on the bending joint, taking into account the positive or negative sign of the angle at least during drive while driving. By creating the sums of these angle values, an executive signal is created in the control device in accordance with the set value for the bending angle, which, in case of deviation from the actual measured bending angle, controls the mechanical force component on the bending joint, which acts against the deviation of the bending angle. This force component becomes effective directly at the flexor joint. Deviations from the ideal bending angle, which corresponds to the minimum need for free space, can occur in operation through different traction forces on bogies, on brakes that work unequally, in case of defects on the track, when turning the driving wheel, when entering from a straight to a bent part of the arc due to effective dynamic inertias at that moment, in thrust drive or similar.

If two or more two-part compositions managed in this way are connected to each other by means of a connecting rod, whereby the connecting rods are always connected via a joint on the second wagon of the previous train (composition) and on the first wagon of the next train (composition), then all connected the compositions themselves should be driven on the same management principle.

It can also be expedient to act on at least one turning angle with the help of executive articles, in order to reduce the free space.

In doing so, the turning angle is controlled according to the set value that corresponds to the arithmetic mean value of both currently measured turning angles in the dynamic drive.

In the following, the invention is explained in more detail based on the principle sketches of the derived example.

It shows:

Figure 1: two-person rail vehicle with executive and control means for cornering as well as for steering in the opposite direction.

Figure 2: rail vehicle on a straight track with bent longitudinal ends of the wagons facing each other.

Figure 3: rail vehicle on the track arch.

In the case of a rail vehicle, two bodies of wagons 1, 2 are provided, each of which is placed laterally on only one two-axle bogie 4 without a swivel arm, which is located somewhere in the longitudinal middle of the wagon and always via two elastic secondary spring elements 5.

The secondary spring elements 5, for their part, are located on a line that lies transversely in relation to the longitudinal axis of the wagon body in question. Secondary springs 5 enable, in addition to their vertical spring property, additional rotation around the imaginary vertical axis and limited transverse movement. In this way, the wagon body 1, 2 in question can be turned and pushed to the side to a limited extent on a parallel level to the associated bogie 4. At the same time, it is forbidden to move the bogie 4 in the longitudinal direction of the wagon body by at least one driver who stands longitudinally and pivots on the bogie 4 and rests on the wagon body 1,2, always transmitting traction forces that arise in the longitudinal direction of the wagon body between the bogie 4 and the car bodies l and 2, respectively.

In this way, the secondary springs 5 make it possible to rotate the longitudinal axis of the bogie towards the longitudinal axis of the associated wagon body around the angle Al or A2, which in individual wagons in operation can, as a rule, be of different sizes. To establish these angles A, a turning angle transducer 6 is always provided, which is connected on the one hand to the associated wagon body 1, 2, and on the other hand to the associated bogie 14. The turning angle transducers 6 produce signals of real value depending on the respective turning angle A of the turning angle V1, V2, which are supplied to the control unit 7 as input signals.

The turning angle converters 6 create a value, which corresponds to the turning angle A of zero degrees, when leveling the longitudinal edges of the bogie 4 and the associated wagon bodies 1, 2. If the car body is rotated clockwise towards the bogie, a signal corresponding to a positive angle of rotation is generated; if the body of the wagon is rotated towards the associated bogie counter-clockwise, a signal is generated for the corresponding negative angle value. Car bodies 1, 2 are always connected to each other via a single folding joint 8, which has a vertical joint axis. A bending angle converter 9 is added to the bending joint, which creates a bending angle signal at the longitudinal edges of the car bodies 1, 2 on the line, which corresponds to the bending angle of zero degree.

If the longitudinal axis of the car body 2 is rotated to the longitudinal axis of the car body l in the counterclockwise direction, a bending angle signal corresponding to a positive bending angle is generated. If, on the other hand, the longitudinal axis of the second car body is rotated clockwise with respect to the longitudinal axis of the car body l, a camber angle signal is generated which corresponds to a negative camber angle. Signals of the actual value K, which are generated by the bending angle converter 9, are also supplied as input signals to the control unit 7. In the control unit 7, the set value of the bending angle K is obtained in such a way that, taking into account the positive or negative sign of the angles to be measured, formation of the sum of the actual values of the turning angle Al and A2 as well as the bending angle K corresponding to the designation

K default = K actual + A2 – Al

The result of this addition is converted into a control signal which, through mechanical forces, creates executive members on the folding joint 8. To act on the folding angle K, the executive members are provided as executive members placed symmetrically on the folding joint 8 between the ends of the adjacent car bodies l, 2, which are facing each other. secondly, controllable hydraulic acting elements 10, with which a force component can be produced between adjacent car bodies 1, 2, which according to the associated control signal in accordance with the action creates an increase or decrease of the bending angle K actually.

If, in addition to the bending angle K, at least the turning angle Al or A2 is controlled, then the arithmetic mean value is obtained from both currently measured dynamic values of the turning angle, and with the help of the associated actors 11, the turning angle or both turning angles on the respective bogie/wagon with taking into account the sign definitions chosen at that moment, they are directed towards that mean value.

This is based on the fact that both turning angles Al and A2 are almost equally large when the minimum free space is loaded. The force components produced by actors 11 always act against the deviation. These acting elements 11 are in a symmetrical relationship on the one hand with the respective bogie 4, while on the other hand they are in active connection with the associated car bodies 1, 2, in order to be able to turn the car bodies towards each other in accordance with the required bending angle. In this case, the arrangement of the actors on only one turntable is sufficient.

Each element of the actor 10 is equipped with an actor control input AST, which is connected to the corresponding actor control outputs AST1 and AST2 of the control unit 7. The actor elements 11 also indicate the control inputs S, which in turn are connected to the corresponding control outputs S1 to S4 of the control unit units 7. At the same time, the control inputs for the actors 11 of the bogie 4 can always be switched on in parallel, in order to prevent the asymmetric rotation of the bogie due to the action of these actors 11.

The wheels of both car sets of each bogie 4 move towards the tracks on the track route 13, so that the associated bogie is forced to occupy a certain position due to the currently driven part of the track. In principle, this position corresponds to the tangent on the part of the track arc 13 in the area of the relevant bogie 4. Due to the connected bodies of the wagons 1, 2 at the hinge joint 8, they cannot be freely centered in dynamic driving in accordance with the position of the bogie. Because of this, the secondary springs 5 rotate around the imaginary vertical axis and, as a rule, a slight transverse movement occurs towards the longitudinal axis of the body of wagons WKL1 and WKL2.

This rotation and transverse movement must be taken over by the respective pairs of secondary springs 5, i.e. the secondary springs 5 store the resulting energy. In a static state, that is, with a rail vehicle standing without braking, the sum of these individual energies has a minimum value. In the rolling drive, this energy changes due to the action of additional dynamic forces. Therefore, the free space required by the entire rail vehicle in static operation is minimal, and in rolling operation it reaches values that can exceed the required free space in static operation. In order to counteract this, the steering is handled in such a way that the bodies of wagons l, 2 in dynamic driving, depending on the current measured real values of the turning angle A and the folding angle K, are steered to a position corresponding to the static state by means of the actor 10 and in the given case 11.

In the constellation according to Figure 2, the two-man rail vehicle stands on the straight part of the track 13. At the same time, the wagon 2 is in motion, so that with the folding joint 8 and thus the longitudinal axes of the bodies of the wagons WKL1 and WKL2 in relation to the longitudinal axes of the bogies DGL1 and DGL2, which lie on the line with track 13, make a lateral deflection. The turning angle transducer 6 on the front wagons 1, 4 thereby registers a positive turning angle Al, while the turning angle transducer 6 on the second wagon 2, 4 registers an equally large negative turning angle A2, according to which the longitudinal axis of the wagon body WKL2 is opposite the longitudinal axis of the body wagon WKL1 turned in a counter-clockwise direction in relation to the longitudinal axis of bogie 1. The actual bending angle therefore assumes, in accordance with the definition, the positive value of the bending angle K-actual, which according to Figure l corresponds to the absolute sum of the values of the turning angle Al-actual and A2- really. For the rotation angle K-default, according to the conditions of the formula, a value of zero is obtained. The actor or actors 10 or 11 must therefore be controlled in such a way that the bending angle is brought to the value of zero, so the longitudinal axes of the wagon body l and 2 are in the same direction as the longitudinal axes of the turning angle l and 2, and thus in the case of the straight track 13 they lie parallel to its longitudinal axes as well .

If only controllable damping elements are used as actors, then the actors 10 will already be switched on to high damping values when the bending joint 8 starts to deflect to the side, so that the deflection of the bending joint to the side will be practically stopped. The return of the folding joint is performed automatically in the drive, for example, when the movement of wagon 2 is finished or the wagon that is in front of the traction or is weakly braked. The return forces of the secondary springs 5 help the return rotation of the longitudinal axes of the wagon body in the direction with the longitudinal axes of the bogie, whereby when changing the set value of the bending angle of the currently measured actual value of the bending angle K, the damping effect of the actor 10 can be expediently completely canceled.

In a corresponding manner, the actors 11 between the bogie 4 and the associated body of the wagon 1 or 2 can act against the change away from the nominal value by means of the damping of rotation. If these damping measures are not sufficient, the control unit 7 can show the additional braking of the second wagon 2, 4 or the acceleration of the first wagon 1, 4 which is located in front, or else it can be controlled via the drive motors of the bogie. If actors 10 and 11 are used to introduce force, the necessary force components can be actively controlled to bring the actual value of the bending angle to the set value of the bending angle.

During the traction drive of the first wagons l, 4, there is a danger on the equally rotated part of the track 13 that the actual value of the bending angle K- really gets too small, so that, according to Figure 3, the ends of both bodies of the wagons l and 2 turn towards the outer arc, and the middle ends of the wagon s with a bending angle of 8 towards the inner arch and thus increase the need for free space. From the displayed geometric properties, which are marked in relation to the geometric relationships for the purpose of clarifying the function, it follows that the K-actual bending angle is significantly less than the K-default value, which is formed at the intersection of the extended longitudinal axes of the bogie DGL1 and DGL2.

This given value of the bending angle is created if the parallel directions laid by the pivot joint 8 in relation to the longitudinal axis of the bogie according to Figure 3 are taken into account, as the sum of the absolute values of the actual value of the K-actual bending joint and the pivot angle A l and A2. In this way, the control device 7 transmits control signals to the actors 10, 11 in this case, which influence the increase of the actually measured bending angle.

If there is no increase in the current actual value of the bending angle by stalling on the previous wagon 1, 4 or by accelerating the second wagon 2, 4, the active force components of the actuators 10 of the bending joint must be rotated more strongly or the actors 11 must cause the wagon body to rotate back in relation to the turning stands, i.e. both actions can be operated simultaneously. At the same time, care should be taken to ensure that in practice angular values cannot occur in the size indicated in Figure 3, since the turning angle A is usually small, and the turning of the track arc shows a significantly larger radius compared to the dimensions of the bogie.

The actual position of the wagon results from the bending angle K and the turning angles A, as actually measured by the bending angle transducer 9 and the turning angle transducer 6 and output as special electrical signals of the actual value K and V, respectively, and are sent to the control unit 7 for further processing. These signals of the actual value are compared in the control unit with the nominal signal of the test angle derived from it or calculated, and depending on this, the control of the actors 10 and in the given case 11 is carried out. which quickly follow the nominal value and which support the mixed turning or rotational forces from the vehicle dynamics between the associated wagon bodies or the bogie and the wagon bodies in such a way that the signals of the actual value approach the signals of the set value, that is, that they are controlled when the actual values are transferred above the set values in the opposite direction. If, on the other hand, the actors are built only as damping elements, it is not possible to actively amplify the turning movements in order to bring the actual values closer to the set values faster, but then, when the actual value reaches the set value and then moves away from the set value, there will be a damping of the corresponding movement of the wagon. Immediately after the actual value approaches the set value again, this damping will be removed so that the deflection angle can be as close as possible to the nominal deflection angle. If the actual value moves too quickly towards the setpoint such that overshoot can be expected, the actual value change will be slowed down by engaging a damping action shortly before the setpoint is reached.

The sequence of actors 10, 11 shows primarily two symmetrically placed actor elements in relation to the folding joint 9 or to the bogies 4. While the actors 11 between the bogie 4 and the body of the wagon 1 or 2 generally have to work equally in order to achieve a symmetrical turn in relation to the associated wagon hulls and thus each individual bogie can be connected to the common output S l/S 2, S 3/S 4 of the control unit 7, the acting elements 10 in the area of the respective folding joint 9, based on their arrangement in the horizontal plane, must always be steered end of the flex joint in the opposite direction. Thus, when stretching one acting element 10, the other should be controlled so that it remains inactive or the axial length is shortened. When steering the wagon hulls in such a way as to act on the bending angle between the longitudinal axes of the wagon hulls or in a given case with the help of steering bogies towards the wagon hulls, the position of the wagon hulls in this way achieves in relation to each other a significant inclusion in the dynamic rolling stock which approaches static propulsion.

The rail vehicle then only requires, in relation to the actual position of the track, only an approximately ideal need for free space and retains it, especially in the event that errors in the functioning of the braking or drive elements or other factors that have an impact could lead to a thrust drive with bending of the coupling joint or the traction forces when driving on the arc of the bending angle were too small.

Claims (8)

1. A rail vehicle with two connected wagon bodies above one single-axle folding joint that rotates about a vertical axis and which are always inserted via elastic spring elements on a multi-axis bogie located in the longitudinal middle area of the wagon body o with control means for establishing the angle of rotation between body of the wagon and the bogie as well as the bending angle on the bending joint and with controllable executive members to act on the bending angle depending on the control means, indicated by the fact that the bending angle (K) of the bending joint (8) is controlled according to the relationship K-nominal = K-actual + A2-actual - Al-actual, at which K-nominal nominal value of the bending angle, K-really the actual value of the bending angle, Al-actually is the actual turning angle between the bogie that precedes in the direction of travel and the associated car body, and A2-actually is the actual turning angle between the bogie following the direction of travel and the associated wagon body. 2. Rail vehicle according to claim 1, characterized by the fact that in addition or alternatively to the executive members (10) on the folding joint (8), further executive members (11) are provided at least between the bodies of the wagons 1, 2 and the associated bogie (4). 3. Rail vehicle according to claim 1 or 2, characterized in that the executive members (10, 11) are control damping elements. 4. Application of several rail vehicles according to requirement 1 or one of the following requirements, indicated by the fact that they are connected to each other by one connecting rod, which has one joint on the adjacent car bodies. 5. The procedure for managing the bending angle on a rail vehicle according to requirement 1 or one of the following requirements, indicated by measuring the current turning angles between the bogies and each associated wagon body as well as the current bending angle on the bending joint, and by the fact that the bending joint be controlled by the action of the force on the folding joint, which corresponds to the amount from the current bending angle, the current turning angle between the bogie following the direction of travel and the body of the wagon, as well as the current negated turning angle between the first bogie in the direction of travel and the associated wagon body. 6. The procedure according to claim 5, characterized by the fact that when the longitudinal axis of the wagon body of the previous wagon is rotated in relation to the longitudinal axis of the wagon body of the next wagon, i.e. when the longitudinal axis of the wagon body is rotated in relation to the associated longitudinal axis of the bogie always in one direction of rotation gives the control value for the positive angle, and when turning or turning in the counter-clockwise direction, the control value for the negative angle. 7. The method according to claim 5 or 6, characterized in that the bending angle of the bending joint is changed by means of the assigned executive article related to the nominal value of the bending angle. 8. The method according to claim 5 or one of the following claims, characterized in that the arithmetic mean value is obtained from the currently measured turning angles and that at least one turning angle is adjusted to the arithmetic mean value.