Classifications

• • 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
  • B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements

Definitions

• the invention relates to a rail vehicle according to the preamble of the first claim.
• a known rail vehicle of this type (DE 42 24 467 AI) consists of at least two vehicle bodies which are seated on at least three controlled single-axis drives.
• the control signals for the control of the several drives involved are generated by a control device which obtains the control signal from the angular position of two adjacent car bodies.
• the control device comprises a hydraulic actuating unit which is coupled to the drives and which converts the control signal obtained by an encoder sensor unit from the angular position of adjacent car bodies and thus dependent on the arc radius of a track to be traversed, a functionally appropriate pivoting of the drives concerned about a vertical axis .
• a disadvantage of this configuration is a complex energy supply which, in addition to an electrical energy supply, requires a hydraulic system on the carriage.
• the angular position of two adjacent car bodies is scanned via mechanical lever arrangements which open corresponding hydraulic actuators act which control the respective drive frame into a desired position.
• the invention is based on the object of taking measures in a rail vehicle according to the preamble of the first claim, by means of which simple control devices enable reliable setting of a uniaxial running gear.
• an electrical origin signal derived directly from the radius of a track to be traversed is generated by means of an encoder sensor in an encoder sensor unit Drive, is derived from the angular position of adjacent car body parts or the like.
• This originating signal contains, in addition to a useful signal component required for the control, which corresponds to the radius of the arc, also superimposed vibrations, which arise in the operation of a rail vehicle from the fluctuations between the drive and the body, or between the bodies used as a measurement basis, caused by bumps, foreign bodies, traction forces and the like derive and modulate or superimpose on the arc-dependent useful signal.
• the original signal is fed to a low-pass filter which has a cut-off frequency below the interference oscillations. It has been shown that this cut-off frequency is below 5 Hertz and is preferably chosen up to 0.5 Hertz.
• the signal thus freed from interference vibrations corresponds to a setpoint signal which is matched to the arc radius to be traversed and which as quasi-stationary reference variable for the control of an actuating unit assigned to the drive to be set.
• the actuating unit coupled to the drive to be controlled has an electrical controller and an electromagnetic actuator controlled by its output signal acting as a reference variable.
• This actuator is mechanically coupled on the one hand to the drive and on the other hand to the associated car body, so that a swiveling of the drive about its real or virtual vertical axis is possible by adjusting the actuator. If a stepper motor is used as an actuator, it may be sufficient to convert the output signal of the filter via the controller into a sequence of actuating pulses, which effects an angular adjustment of the drive relative to the assigned car body, which is adapted to the arc radius to be passed.
• a position transmitter on the actuator or on the drive which delivers an electrical position signal about the current setting position.
• This position signal can then be supplied as an actual position value to an electrical comparison device, which is supplied with the quasi-stationary output signal of the filter as a setpoint and from the setpoint and actual value feeds the control deviation still to be compensated to the controller, the output signal of which is output to the actuator as a manipulated variable until the control deviation is at least approximately zero.
• the transmitter sensor unit and in particular the filter can have two quasi-static signal outputs, an actuating unit being connected to each of these signal outputs, the actuators of which act together on the same drive and in particular on its drive frame.
• the mechanical points of attack of the two actuators are in particular diagonally to one another and in the areas of the Running gear frame in which there are secondary spring elements for connecting the running gear frame to the assigned car body. In this area, primary spring elements are usually also provided between the running gear frame and the wheel bearings of the uniaxial wheel set.
• transverse stiffness of these spring elements effects the basic alignment of the running gear in the longitudinal axis of the vehicle and allows a limited deflection of the wheel set resulting from the wheel-rail geometry during operation, while the deflection forced by the actuator takes place against the force of the secondary spring elements.
• a pivot bearing expediently forms a real vertical axis for the pivoting movement of the drive in relation to the car body.
• the respective actuator is designed in particular as a linear drive and can be an electric linear motor or a servo motor with a threaded spindle drive or with a planetary gear.
• the connection of the actuator or actuators is in particular elastic to the drive or the car body, for which purpose interposed rubber-metal elements are preferably used, on the one hand to protect the actuator against shock loads and to permit the necessary pendulum movements between the chassis frame and the car body resulting from driving operation.
• the sensor for generating the original signal dependent on the track curve can be assigned as an electrical resistance sensor to a coupling joint between two car bodies and can detect the change in the angle of rotation that arises when the vehicle is traveling through the curve for the original signal as a changing electrical resistance, as an inductance or capacitance value or the like.
• the transmitter sensor can also be assigned to a leading or trailing drive arranged on the drive to be controlled on the same or another car body and from which the wheel-rail Geometry when turning automatically resulting rotary deflection.
• Fig. 1 one of the arc radius to be traversed with the help of
• Actuators controllable uniaxial drive in plan view and Fig. 2 shows a control unit with a sensor unit and actuators for controlling the actuators.
• An unillustrated car body of a rail vehicle sits on secondary spring elements 1 on a running gear frame 2 of a single-axle running gear having only one axle 3 with rail wheels 4 rigidly fixed on the axle 3.
• the axis 3 of the wheel set 3, 4 lies in a vertical plane that receives the vertical central axes 5 of the secondary spring elements 1 and extends transversely to the longitudinal direction of the vehicle, the wheel bearings 6 being supported and fixed on the underside of the drive frame 2 via primary spring elements 7 arranged upstream and downstream in the direction of travel .
• the primary spring elements 7 not only absorb weight forces in their axial direction but, due to a certain transverse elasticity, the pivoting deflections of the axle 3 or the drive frame 2 with respect to the car body 13 resulting from the wheel-rail geometry are also permitted to a limited extent.
• the pivoting takes place about a vertical axis 8, which is realized by a journal connected to the associated car body and engaging in a bearing seat on the drive frame 2.
• an actuating device consisting of two diagonally and symmetrically arranged actuators 9, which on the respective outside of the running gear frame 2 in the area of the wheel bearings 6 or the secondary spring elements 1 via an actuating rod 10 with a holding eye 11 provided there are engaged and at the other is firmly connected via a rubber-elastic element as an elastic connecting means 12 to a car body part 13 rigidly arranged on the car body.
• a control device is provided to control the actuators 9. It consists of a sensor unit 14 and two of them controlled, at least in their basic function, actuating units 15, each of which comprises one of the actuators 9 for the forcible rotation adjustment of the drive 2, 3.
• the sensor unit 14 consists of an encoder sensor 17 which adjusts the original signal which is dependent on the radius of a track curve to be traveled on, which is dependent on a further drive which adjusts itself according to the wheel-rail geometry or the mutually related angular position of car body parts Wagon is generated. After these transmitter devices are acted upon not only by the radius of the track to be traveled, but also by interference, an interference signal resulting from the vehicle dynamics is superimposed on the arc-dependent signal part.
• the sensor sensor 17 accordingly delivers a dynamic original signal w (t) dyn, which is fed to a low-pass filter 18 with an upper cut-off frequency of up to 5 Hertz, but preferably only 0.5 Hertz.
• the portions of the faster, higher-frequency interference vibrations are thereby eliminated from the original signal, so that at the output of the filter 18, which preferably has two separate output connections for the two actuating units 15, a quasi-steady-state reference variable w (t) is present, which acts as a setpoint for the attitude of each Actuator 9 is used.
• the filtered reference variable w (t) is fed to a controller 19, which supplies an output signal y (t) as a manipulated variable for the electromechanical actuator 9.
• the actuator 9 which in particular contains an electric motor, carries out a rotation change, but in the present case a change in length, which controls the running gear 1, 2 such that the axis 3 lies in a radius line of the track section to be traveled.
• the actuator 9 or the drive 2, 3 is assigned a position transmitter 21 which is a position signal dependent on the rotational setting of the drive 2, 3 or the position of the actuating rod 10 xr (t) returns.
• This position signal is fed to an electrical comparator 20, to which the filtered reference variable w (t) is also fed as a further input signal.
• the position signal is therefore the actual value actually reached in relation to the target position specified by the target value.
• the control deviation is determined from the two input signals w (t) and xr (t) and fed to the controller 19 as the input signal xw (t).
• the controller 19 thus only generates the manipulated variable y (t) until the setpoint signal and the actual value signal at the comparator 20 lead to a control deviation which is close to zero.
• the position transmitter 21 can be, for example, an adjustable electrical resistance, which is mechanically connected on the one hand to the drive frame 2 and on the other hand to a fixed car body part 13 and which supplies the actuating signal xr (t) resulting from the rotary adjustment of the drive 2, 3.
• the sensor unit 14 can also be used, for example, to store the rail configuration in a data memory as a filtered reference variable for the entire route and for further journeys on this during a test run on a predetermined rail route
• the quasi-stationary command variable w (t) for controlling the control units 15 is called up on this data memory.
• the design of the control elements on an electrical and electronic basis results in a cost-effective and compact structure with a low outlay on resources, the electrical network which is already present on rail vehicles being available for the electrical energy supply.
• Electrical interference which is independent of the radius of the rail section to be traveled, eliminates such simple electrical filtering measures so that an exact radial alignment of the undercarriage with respect to the tracks can be carried out without interference and thereby a smooth and derailment-safe running of the drive concerned is achieved . It is also possible to transfer the track curvature determined by a sensor unit to more than one drive.
• an arc-dependent dynamic original signal on the drive may also be expedient to tap an arc-dependent dynamic original signal on the drive to be controlled if the sensor sensor detects, for example, the relative position between the drive frame 2, 3 and the axis 3 mounted therein and accordingly a total adjustment of the drive 2 via the actuators on the associated drive frame. 3 causes in a rotational position in which the resulting from the wheel-rail geometry and possible by the primary spring elements 7 deflection of the wheel set 3, 4 is compensated for the associated drive frame 2.

Landscapes

• Mechanical Engineering (AREA)
• Engineering & Computer Science (AREA)
• Vehicle Body Suspensions (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Arrangements For Transmission Of Measured Signals (AREA)
• Vibration Prevention Devices (AREA)
• Road Paving Machines (AREA)
• Motor Power Transmission Devices (AREA)
• Train Traffic Observation, Control, And Security (AREA)

Priority Applications (10)

Applications Claiming Priority (2)

Publications (1)

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Cited By (1)

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Citations (3)

Family Cites Families (9)

• 1996
  • 1996-04-27 DE DE19617003A patent/DE19617003C2/de not_active Expired - Fee Related
• 1997
  • 1997-04-15 PL PL97324245A patent/PL183677B1/pl not_active IP Right Cessation
  • 1997-04-15 JP JP9538504A patent/JPH10509403A/ja active Pending
  • 1997-04-15 RU RU98101365A patent/RU2143356C1/ru not_active IP Right Cessation
  • 1997-04-15 AT AT97920684T patent/ATE199138T1/de not_active IP Right Cessation
  • 1997-04-15 CA CA002225040A patent/CA2225040C/en not_active Expired - Fee Related
  • 1997-04-15 AU AU26974/97A patent/AU700636B2/en not_active Ceased
  • 1997-04-15 EP EP97920684A patent/EP0833766B1/de not_active Expired - Lifetime
  • 1997-04-15 SK SK119-98A patent/SK11998A3/sk unknown
  • 1997-04-15 DE DE59702996T patent/DE59702996D1/de not_active Expired - Fee Related
  • 1997-04-15 HU HU9901459A patent/HU221874B1/hu not_active IP Right Cessation
  • 1997-04-15 CZ CZ199881A patent/CZ287922B6/cs not_active IP Right Cessation
  • 1997-04-15 CN CN97190453A patent/CN1079754C/zh not_active Expired - Fee Related
  • 1997-04-15 WO PCT/EP1997/001873 patent/WO1997041022A1/de active IP Right Grant
  • 1997-04-25 ZA ZA9703617A patent/ZA973617B/xx unknown

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