NO179362B - Winding support for railroad vehicles and method for controlling the drive element arranged on the winding support - Google Patents

Abstract

A connecting piece (10) is fitted on an end lever (9) of the support part and is pivotably located on the wagon box on both sides around spaced link axes (4A,9A). The connector is arranged as a controllable drive (11) to actively change the distance between the two link axes. The support part (8) is constructed as a torsion rod spring with two crank levers (9) on each end which are attached to the carriage (4) by the connectors. The drives are adjustable independent of each other.

Description

The present invention relates to a wobble support for rail-running vehicles of the type specified in the preamble to claim 1, as well as a method for controlling the drive element arranged on the wobble support as specified in the preamble to claim 7.

During normal driving of a rail-running vehicle, turning movement of a carriage body about its longitudinal axis (wobbling) as a result of a one-sided suspension, and especially as a result of the centrifugal force during cornering, is undesirable and is suppressed if possible.

In DE-Z "o + p / Olhydraulik und Pneumatik" 36 (1992), no. 10, page 638 ff. as well as in DE patent publication No. 4005767, an embodiment of a vehicle sway stabilizer of the kind described at the outset is described, in which two two-arm rockers are arranged across the direction of travel in a chassis and rotatably supported on axes, which lie in the direction of travel . The rockers are connected in the vehicle's transverse center to each other via a rod, a spring or a hydraulic piston-working element, and are connected to the vehicle body individually via oscillating longitudinally rigid connecting pieces on the outside of the vehicle.

In the above-mentioned journal article, a second device is also described where, instead of a mechanical wobble support of the previously mentioned type, pairs of hydraulic synchronous lifting cylinders are arranged parallel to the air springs between the drive devices (linear motors) and the carriage body, which respective two working chambers communicate crosswise with each other. In principle, only lifting cylinders with the same surface can be used, which take up a lot of space due to their piston rods arranged on both sides.

In the event of any leaks in the hydraulic system, these sway supports will work without further measures. However, on the other hand, they will be able to be developed into an active heeling control, as a controlled overflow from the hydraulic fluid between the two normally separated cylinder sides and the pressure circuits is made possible.

In the case of wheel-rail vehicles, the wobble supports are most often stored rotatably in the form of a torsion bar arranged across the direction of travel in the chassis or on the carriage body. This structure is less complicated than the initially mentioned device with two flippers. EP 0358143 describes a hydraulic swing damper, which is controlled directly by conventional swing supports, and which dampens vertical oscillations of the secondary suspension.

In order to increase the driving comfort of the passengers when driving in sections with a lot of curves, active tilting controls have been developed, which, by good compensation of the lateral acceleration, also allow a higher travel speed with good comfort when the rail elevation is present. In a device of this kind (DE 3713615), a carriage body is supported via air springs directly on a chassis, while the carriage body is suspended parallel to the air springs via longitudinal rigid pendulum supports on a further intermediate carrier, which in turn is supported via a torsion bar swing support on the chassis. Via an individually controllable drive device, it is possible to force an inclined position of the carriage body in relation to the intermediate carrier. No intervention is made in the geometry of the sway supports when this drive device is activated.

The task of the present invention, which proceeds from the state of the art mentioned at the outset, is to provide an active body tilting device which is suitable for later installation in an existing conventional wheel-rail chassis.

According to the present invention, this task is solved by means of a device of the type mentioned at the outset whose characteristic features appear in claim 1, as well as by means of a method of the kind mentioned at the outset whose characteristic features appear in claim 7. Further features of the invention appear in the other independent requirements.

In the event of a controlled length change of a connecting piece within the stabilization support between the body and the chassis, starting from a neutral position (tilt angle equal to zero), an active tilting of the body in relation to the chassis occurs, which can be utilized for better compensation of the centrifugal forces when cornering. At the same time, the actual function of the mechanical sway supports is not affected in any way and is also maintained in the event of a failure in the active roll control.

In what follows, the invention will be described in more detail with the help of several exemplary embodiments and with reference to the drawings, where: fig. 1 schematically shows a perspective section of a rail walking vehicle with a sway support and a thus

combined active anti-roll device,

fig. 2 schematically shows a side view of the rail-running vehicle with the system components of the tilting device, and

fig. 3 schematically shows a hydraulic connection diagram for a drive element with control and non-return valves and a hydraulic block.

An only partially indicated chassis 1, for example a two-axle bogie under a rail vehicle for passenger transport, has, according to fig. 1 two parallel side rails 2 and at least one cross beam 3, which connects these two parallel side rails 2. The wheelsets of chassis 1, not shown, are stored externally by the side rails 2 extending in the direction of travel, so that the cross beam 3 lies parallel to the rolling axis of the wheelsets. A carriage body 4 rests on chassis 1 via a (secondary) suspension 5, which is formed by two fluidly communicating air springs with rubber-elastic groove springs above a throttle. However, the present invention can also be combined with a mechanical suspension.

To limit the transverse movement between the carriage body 4 and the chassis 1, a peg 6 is fixed in a manner known per se

the frame of the carriage 4, which engages in a chassis-fixed guide 7 with clearance and is buffered laterally by means of elastic elements. Compared to a predecessor system, this unit has been modified without active heeling control to also accommodate bodywork movements that change in the transverse direction.

Parallel to the cross beam, a support part 8 extends over the entire width of the carriage, which is constructed as a torsion bar and in vehicles preferably rotatably supported in the area of the side walls 2. On these two ends, which protrude in the lateral direction above the side walls 2, single-armed crank arms are attached 9, which have respective steering shafts 9A at their free ends. Corresponding steering shafts 4A are arranged on the carriage body 4. The steering shafts 4A, 9A extending parallel to the support part 8 are connected in pairs and laterally to each other by means of connecting pieces 10.

The component group, which consists of the support part 8, arms 9 and the connecting pieces 10, are known as so-called swing supports.

Furthermore, each connecting piece 10 is assigned a controllable drive device 11 so that the distance between the two steering shafts 4A and 9A of the connecting piece 10 can be actively changed. This means that the carriage immediately on the base of the mechanical swaying support by a length change at the connecting pieces 10 can be actively tilted transversely about a longitudinal axis, which lies in the vehicle direction of the vehicle. The heeling angle is then essentially determined by the difference in length between the two connecting pieces.

The weight of the wagon body is supported by the suspension 5. Due to the pivot bearing of the support part 8 in the bogie 1, there is no noticeable resistance of the support part 8 against a symmetrical or parallel springing of the suspension 5 and the oscillations occurring due to road surface irregularities, apart from the frictional forces. In this case, "parallel" refers to cases where the chassis remains parallel to itself during the suspension.

The tilting function can in principle be provided in the same way also only with a drive element on one side and a conventional, longitudinally rigid pendulum support designed connection piece on the other side. For this purpose, a double-acting drive element is required, which, starting from a neutral middle position - at which the bottom of the carriage is parallel to the bogie's 1st plane - can be steered in two directions, as the carriage is tilted once to the left and once to the right. In the direction of execution of the drive element from the center position, the support part 8 is turned so that the two arms 9 are turned downwards, while the carriage side, which is supported on the lengthwise changeable connecting piece, is lifted, the side connected to the rigid connecting piece is pulled down. An inverse course occurs by shortening the length-adjustable connecting piece.

The controllable drive device 11 is designed here as hydraulic lifting cylinders, the piston rods of which are formed by connecting pieces 10. In principle, other suitable drive elements can also be used, the essential thing being that they are sufficiently fast and precisely adjustable and can be adapted for installation and operation of rail-running vehicles. More precisely, the steering shafts are only connected indirectly via the connecting pieces 10, as the drive devices 11 are interconnected. However, a distinction is only made between the drive devices 11 and the connecting pieces 10 for the sake of description, as functionally the lifting cylinders formed there are considered as units.

The aforementioned asymmetric solution has the advantage that fewer components are required. The actual control/regulation can also be carried out significantly more simply, as only an additional degree of freedom is introduced. Correspondingly, there is less measurement data to process than with the symmetrical solution.

The forces on the drive elements are the same in the two variants, as torque equilibrium is set via the support part 8. In the asymmetric variant, however, the cylinder working path is twice as large as in the preferred symmetrical arrangement. Furthermore, in the event of system disturbances on the hydraulics side, it can be difficult to set it for straight ahead driving or for a bank angle equal to zero to set the necessary neutral center position of the individual cylinders.

Advantages of the solution with double-sided lifting cylinders, which can be considered as a series connection of the two lifting cylinders/drive elements 11 with a (rotational) spring (support part 8), are when one does not take into account the complexity of the structure and control (two additional degrees of freedom in relation to to the conventional vehicle with corresponding sensor devices) the device's symmetry, whereby the same control conditions for tilting to the right and left are provided. The drive elements 11 can advantageously be made shorter due to the less necessary working path than with individual drive elements arranged on one side. In addition, the rest position with an inclination angle equal to zero can be set very easily in an end position, preferably in a fully inserted position, which will be described in more detail later.

The torsional stiffness of the support part 8 is dimensioned so great in both variants that a desired added different length of the connecting piece 10 is not offset by the torsion of the support part 8. However, the elastic deformation cannot be neglected.

The effective wagon body transverse deflection (actual value) is set or controlled using an actual value-target value comparison.

For the drive elements 11 and the connecting pieces 10 respectively, a road measuring device is arranged as direct feedback of the actual value of the body roll. This provides a high degree of stability in the regulation. Wagon body oscillations are absorbed by the wobble supports and do not affect the measurements.

To carry out the path measurement, path sensors are arranged, which in the present embodiment must register the working path in a piston in a hydraulic cylinder, which is indicated in fig. 3 using a double arrow "x".

The sensors can be built directly into the drive elements or attached externally and register, using a cylinder as a basis, the working path of the piston rods or the connecting pieces 10.

So-called heeling coefficients Sw can be used as an auxiliary quantity for providing the target value of the heeling, which must adapt to the alignment and driving speed.

This coefficient is defined according to the formula:

where aw is the lateral acceleration acting on the traveling person in the carriage plane, and where ag is the transverse acceleration acting in the rail plane. Expressed as an angle, Sw is the ratio between the (adjustable) angle between the carriage body and rail and the difference from the equalization angle, at which theoretically all transverse forces are equalized from the centrifugal force action, minus the rail angle, i.e. the height of the outer curved rail in relation to the inner curved rail.

The roll coefficients for conventional vehicles are positive and are usually between 0.2 and 0.4, i.e. the lateral acceleration acting on the passenger is greater than the lateral acceleration acting on the bogie. In contrast, vehicles have

roll control negative roll coefficients. If this is, for example, -0.5, it means that 5056 of the centrifugal forces occurring in the rail plane for the passenger are compensated (the bogie gets a higher lateral acceleration than the passenger rolling with the carriage body).

After specifying a shell roll coefficient, it is based on measurement data (speed, lateral acceleration of the bogie or the carriage body) to calculate a passenger-effective shell acceleration in the carriage body and from this it is again possible to provide the shell angle between the carriage body and the rail.

A better and more direct control of the active roll control can be provided by evaluating the track data stored in the vehicle (curve radius, height difference), as here, due to the lack of acceleration sensors and the like, there are no measurement-related time delays and no noise signals. A prior control is thus possible with the help of which it is possible to compensate for, for example, rail loops.

An error-loading effect of the springy wobble support on the measured heeling value can be compensated for in a satisfactory way mathematically according to an approximation formula empirically provided by simulation. This includes a centrifugal force surplus, the set value of the roll coefficient, the body load (provided for example via air pressure) as well as some vehicle-specific non-constants.

The adjustment of the roll by means of the drive elements 11 acts, in addition to the deformation of the sway support and the transverse suspensions 6, 7, also against the reset forces of the suspension 5 and the parallel to the latter arranged secondary damping. Despite this, very compact lifting cylinders can be used as drive elements, which installation in the bogie instead of the previously arranged connecting pieces does not pose any major problem. Also the application in the Jacobs rotary bogie (see fig. 2), in which two carriage boxes support each other with respective sway supports on a common bogie, is possible without space problems arising. A further advantage is that in the lifting cylinders with a small volume, only small amounts of fluid have to be transported compared to comparable pneumatic tilt controls.

The lifting cylinder must be kept free from lateral forces and especially when turning the bogie under the carriage. For example, the connecting piece 10 - the piston rod - is attached via a joint eye and the drive element 11 via a crossword or ball joint. In this regard, the illustration of fig. 1 of the steering shaft as a hinge inaccurate.

After installation, the air springs for bogie 1 must perform an active tilting device acting parallel to the spring with a larger working path. If the spring characteristics remain the same, the required larger volume can make the integration of the currently arranged buffer volume unnecessary.

The transverse suspension affected by clearance, which is formed by the arrangement of the pin 6 and the guide 7 between the bogie 1 and the carriage body 4, acts in the event of a tilt, which is not forced by a pendulum support or the like, to a large extent on the spatial position of the so-called "sling pole ".

The slewing pole is the momentary axle running in the driving or longitudinal direction, about which the body is turned during active heeling. The sling pole should always be as high as possible in relation to the carriage body to provide a favorable relationship with the overall system from an energy point of view. A high position of the wobble pole supports passive oscillation of the carriage body in the desired respect so that active steering is only supportive. The transverse and wobble movement therefore proceed in phase. Simulations and experiments have shown that a transverse spring present in a bogie-carriage system can in and of itself remain unchanged, but should however be set a certain amount higher to fix the carriage more strongly near the desired wobble pole position. The free spring clearance should also be reduced.

Naturally, the active tilting control can also be combined with an active lateral clearance control known per se, i.e. a certain idling from a middle position for the carriage body in the y direction until the transverse suspension becomes effective could, for example, be variably adjustable when using air transverse suspension for thus, as needed, to achieve an earlier or later reaction of the transverse suspension in order to better connect the transverse and swaying movements.

As already mentioned, the lifting cylinder drive elements are controlled when driving from a middle position, i.e. when one drive element is carried out when the above is inserted. The sway support connection between the carriage body 4 and the bogie therefore also includes a fluid column.

Devices must be provided for possible emergency operation, i.e. in the event of failure of the hydraulics or the electronic regulation. Here, the two drive elements 11 will preferably be blocked in one of the two end positions, i.e. the two connecting pieces will be set to the same length. This can take place hydraulically via valves or mechanical force-locking by clamping or by form-locking locking. When the two drive elements 11 are blocked in the same position, the vehicle can easily be driven on with active sway supports also over longer distances.

The fact that the system has failed is possibly registered by recording signals from the position of the drive element and from a force or pressure measurement.

The side frame of the cup part of a drive train according to fig. 2 shows that the "active" wobble support described here can be installed both on a normal bogie 1 and also in a double version for preceding and following vehicles on a Jacobs rotary bogie 1J. Furthermore, the essential system components here are outlined in summary. The drive element 11 is (in pairs towards the vehicle side) connected via controllable valves 12 and pressure lines to respective hydraulic aggregates 13. Schematically, each hydraulic aggregate 13 is assigned to a control technique 14. The total unit is again connected via a signal data bus line 15 running through the vehicle to a central computing unit 16. bus line 15, the computing unit 16 is supplied with, among other things, the signals from the pressure sensor 17, which is arranged in the air spring of the suspension 5. The computing unit 16 is further assigned to data storage 18 (for example for data on driving distances), and is supplied from a Tacho sensor 19 driving speed heat signals v and from an odometer 20 a current section position s to the vehicle.

Each control electronics 14 receives, on the input side, value signals for the instantaneous position of the drive element 11 from said road sensors. It also controls the valves 12 for the assigned drive elements 11.

In order to provide high dynamics, the hydraulic drive elements 11 (according to Fig. 3), which are designed as differential cylinders, are preferably driven so that each of the two working chambers 11.1 (piston rod side) and 11.2 respectively on both sides of the piston 11K are connected via the assigned continuous 4/3-way valve 12 alternately with a fluid inlet 21 (with non-return valve 22 and pressure bearing 23) and a return 24. The fully blocking middle position of the directional valve 12 mainly serves to maintain a specific position for the lifting piston 11K between the two end positions.

In the event of a fail-safety setting (= safety setting, which is automatically set when it fails).

electronic valve control) of the 4/3-way valve 12, the working chamber 11.1 is connected to the fluid supply 21 and the other working chamber 11.2 to the return flow 24. Only with the present electrical control of the valve 12 can the reverse connection method (crossover position) be provided for the output of the piston 11K .

The piston rod-side working chamber 11.1 is further connected in front of a releasable non-return valve 25. This results in a pressure drop in the fluid supply 21 blocking the lifting piston 11K in the fully inserted position regardless of the respective positions of the valve 12. The non-return valve 25 is automatically hydraulically released as soon as the working chamber 11.2 is in the overcross position to the valve 12, pressure is supplied via a supply connection so that during regulation operation, the execution of the piston 11K cannot be hindered.

If the pressure in this supply connection drops, the non-return valve 25 blocks so that the piston 11K can only be moved in the insertion direction. The introduced end position is safely reached either with the residual piece or by a self-pumping effect in the case of dynamic load fluctuations in the wobble support. The spring of the non-return valve 25 must prevent oil backflow during dynamic load changes. A pressure difference resulting from the spring force can be accepted. This preferred pure hydraulic solution is easy to install without space problems and is therefore very favorable in terms of costs.

Alternatively, however, mechanical blocking devices can also be arranged. For this purpose, for example, a hydraulically or electrically controllable mechanical clamping device, or a preferably hydraulically controllable form-locking locking device, had to be arranged parallel to each drive element 11.

Finally, it should be noted that for the combination described above, a conventional wobble support with an active roll control is immaterial, if the support part 8 is stored in the bogie or in the carriage body. The drive element 11 can of course also be linked to the arm-side steering shaft 9A instead of to the arm 9 or the steering shaft 9A on this carriage-side steering box 4A and the connecting piece 10.

Claims (7)

1. Sway support for rail-running vehicles with a carriage body (4) which lies on a bogie (1) via a suspension (5) including at least one support part (8) stored rotatably in the vehicle, which support part (8) extends substantially across the longitudinal axis of the vehicle and which support part (8) has arms (9) at its ends to guide the turning movements into the support part (8) and where the support part (8) for supporting the carriage body (4) ) in relation to the bogie (1) against tilting is arranged about an axle lying in the direction of the vehicle, at least one connecting piece (10) at one of the arms (9) to the support part (8) and where the connecting piece (10) is rotatably stored on both sides of the carriage body (4) with spaced steering shafts (4A, 9A), over which connecting piece (10) the bogie (1) and the wagon body (4) is connected to each other, which connection piece forces a turning movement of the support part (8) via the arm (9) when the wagon body (4) springs parallel to itself in the suspension (5), characterized in that at least a connecting piece (10) is assigned to a steerable drive element (11) for actively changing the distance between the two steering shafts (4A, 9A). 2. Sling support according to claim 1, characterized in that the support part (8) is designed as a torsion bar spring with two road heaters (9) attached at their ends, each of which is connected via the connecting piece (10) linked to the outer sides of the carriage body (4) lying one above the other, and that the connecting pieces (10) can be adjusted independently in length by means of a controllable drive element (11), that either only one of the connecting pieces (10) can be adjusted in length by means of the controllable drive element (11), while the other is a longitudinally rigid pendulum support, or both connecting pieces (10) are independently adjustable in length by means of respective controllable drive elements (11). 3. Sling support according to claims 1 and 2, characterized in that each drive element (11) is designed as hydraulic differential lifting cylinders, if both working chambers (11.1, 11.2) can be connected alternately with a fluid supply (21) and a return (17) via a adjustable directional valve (12). 4. Swing support according to claim 3, characterized in that a device is arranged, e.g. a mechanically acting clamping device, for blocking the drive elements (11) in a specific position. 5 . Sling support according to claim 4, characterized in that the device includes a non-return valve (25) connected in front of the working chamber (11.1) of the hydraulic drive element (11) which is evident from the pressure supply, and which in blocking position blocks a fluid return from the working chamber (11.1), as the release pressure can be delivered from a supply connection to the second working chamber (11.2). 6. Sling support according to one of the preceding claims, characterized in that each connecting piece (10) and/or the assigned drive element (11) is assigned a path sensor, which registers a momentary position (x) of the drive element (11) and produces a measurable signal in a control electronics (14) assigned to one of the wobble supports. 7. Procedure for controlling the drive element arranged on the wobble support according to claims 1 or 6, characterized by that the actual value of a tilting of the carriage body (4) in relation to the running rail is provided by a measurement and comparison of the set distances between the control points for the connecting piece (10), that the influence of the support part (8), which is elastic, on the actual value measurement is mathematically compensated taking into account the excess centrifugal force, the target value of a roll coefficient (S<w>), the load on the chassis (provided for example via the air spring pressure) as well as vehicle-specific constants , and that a target value for the roll of the wagon body (4) is provided by specifying a roll coefficient (Srø) and a passenger-effective scale acceleration of measurement data (driving speed, lateral acceleration of the bogie or the wagon body) and/or evaluation of track data stored in the vehicle (bow radius, overhang) and set by activating the drive element (11) on the carriage body (4) in relation to the bogie (1, 1J).