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
• • 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
• • 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
  • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
  • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
  • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs

Definitions

• the invention relates to a chassis for a rail vehicle, with at least a first pair of wheels or at least a first set of wheels and an active wheel control or
• Driving safety have. This can be improved, for example, by the arrangement of an active wheel control or wheel set control.
• Wheel set control a reduction in the wear of wheels and rails.
• DE 10 2009 041 110 AI describes fluidic actuators and their arrangement in a chassis for rail vehicles.
• a second actuator provides a second set of wheels in a frequency range of about 4.0Hz to 8.0Hz. These are u.a. Dynamic steering angle excursion, which causes a compensation of introduced via a track in the chassis disturbances.
• the actuators are connected via handlebars with the wheelsets.
• the actuators are connected via handlebars with the wheelsets.
• About a not shown in DE 10 2009 041 110 AI coupling of the wheelsets can be impressed on the one wheelset Stellamba also be transferred to the other wheelset.
• EP 0 870 664 B1 shows a method and a device for wheel set guidance of rail vehicles.
• a device is shown in which the setting angle of wheelsets is generated by a two-chamber fluid bushing.
• a swing arm connects the wheel set with a chassis frame.
• the fluid sleeve is disposed between the swing arm and the chassis frame. Their chambers are mutually connected with fluid via appropriate connections
• the fluid bushing be designed as a safety-relevant component for the fulfillment of their task in the setting of wheelset angles as active component, i. must have a control.
• EP 0 759 390 B1 describes a method for wheel set guidance of rail vehicles. Be over a running in the direction of the transverse axis of the chassis coupling device Wheel sets deflected in opposite directions to each other and set radially to a track to be traversed.
• the coupling device is difficult to use.
• the invention is therefore based on the object to provide a comparison with the prior art improved chassis.
• At least one actuator unit and in operative parallel connection to the actuator unit are arranged on the chassis, at least one passive elastic bearing with frequency- and amplitude-dependent static and increased dynamic rigidity,
• the actuator unit quasi-statically loaded, exerts an actuating function on the position and in particular the position of the first pair of wheels or of the first gearset, and in which the elastic bearing couples the first pair of wheels or the first gearset with a dynamic rigidity.
• the inventively combined arrangement of the elastic bearing and the actuator unit is in relation to the mechanical effect of a parallel circuit. It causes the required dynamic stiffness of the
• Wheelset pairing or wheelset guide as a passive element i. executed without control devices
• Elastic bearing is generated and the dynamic loads of the actuator unit can be reduced.
• the elastic bearing generates primarily stiffnesses in the radial direction of its end face, ie with a corresponding arrangement or position of the elastic bearing in a chassis, in Direction of the chassis longitudinal axis and in the direction of
• an elastic bearing according to the invention is a complex and consisting of several components storage by means of elastomer or steel springs and a parallel vibration damper.
• Damping effect of the elastic bearing increases ride comfort and reduces the risk of damage to components of the chassis when the exciter and natural frequencies overlap.
• the actuator unit can, for example, with a
• Chassis frame and a wheel bearing or a Radsatzlager be connected. It can be arranged at various locations on the chassis, resulting in a high, especially in limited space conditions important flexibility in the arrangement of components in the chassis. Furthermore, the separation according to the invention is the generation of the dynamic stiffness and the placement of wheels
• Trolleys with active wheel control or wheel set control elastic bearing and actuator units are arranged in chassis without active wheel control or wheelset although elastic bearings, but no actuator units.
• the actuator unit has at least one pneumatic actuator.
• the pneumatic actuator may be derived from the compressed air system of the vehicle, as e.g. used for braking systems are fed. Would the actuator unit also the
• the actuator unit has at least one first hydraulic actuator.
• the use of the first hydraulic actuator is advantageous because In the vehicle anyway to be provided facilities can be used.
• hydraulic actuators are preferable to pneumatic actuators, especially with limited space available, since these allow higher pressures and thus can be dimensioned smaller to achieve the same actuating forces smaller than pneumatic actuators.
• the first hydraulic actuator may for example be designed as a first hydraulic cylinder.
• Actuator which is connected downstream of a pressure booster, wherein the pressure booster translates a pneumatic pressure into a hydraulic pressure and is fed with the hydraulic pressure of the second hydraulic actuator.
• Pressure intensifier and a compact, second hydraulic actuator used i. a large component is replaced by two small components.
• the invention is based on
• Fig. 1 A side view of a first, exemplary
• Embodiment of a chassis according to the invention wherein a section of a chassis frame, a first pair of wheels and a first swing arm are shown and, between the chassis frame and the arranged first oscillating arm, a Aktuatoremheit and an elastic bearing are shown
• a side view of a first exemplary embodiment of a chassis according to the invention wherein a chassis frame and a first pair of wheels, a second pair of wheels, a first swing arm and a second swing arm are shown and arranged between the first swing arm and the second swing arm actuator unit and a between the first swing arm and the first swing arm and the first swing arm and the first swing arm and the first swing arm actuator unit and a between the first swing arm and the first swing arm and the chassis frame and a first pair of wheels, a second pair of wheels, a first swing arm and a second swing arm are shown and arranged between the first swing arm and the second swing arm actuator unit and a between the first swing arm and the
• Chassis frame arranged elastic bearing are shown
• a side view of a first exemplary embodiment of a chassis according to the invention wherein a section of a chassis frame, a first pair of wheels, and a first swing arm are shown and arranged on the chassis frame actuator, arranged between the actuator and the first swing arm mechanical power booster and a between the
• a section of a first, exemplary variant of a chassis according to the invention shown in side view in FIG. 1 comprises a detail of a chassis frame 1 and a first pair of wheels 2. Furthermore, a wheel bearing 12, a first swing arm 10 and a wheel bearing housing 13 are shown.
• the chassis frame 1 is part of a primary sprung plane of the chassis and the first pair of wheels 2, the wheel bearing 12, the first swing arm 10 and the wheel bearing housing 13 belong to a non-sprung plane of the chassis.
• Stiffness provided. It is designed as a cylindrical hydraulic jack and arranged between the first swing arm 10 and the chassis frame 1 in corresponding recesses in the first swing arm 10 and the chassis frame 1.
• the circular base of the hydraulic bush is parallel to one through the directions of a
• Chassis longitudinal axis 14 and a chassis high axis 15 spanned plane arranged.
• the hydraulic bushing comprises a cylindrical
• Housing outer part 16 a cylindrical housing inner part 17 and a cylindrical pin 18.
• the housing outer part 16, the housing inner part 17 and the bolt 18 are arranged coaxially.
• the housing inner part 17 is between the
• housing inner part 17 a blowing spring 19, a first chamber 20, a second chamber 21 and support springs, not shown, are arranged. Between the housing inner part 17 and the bolt 18, an annular channel 22 is provided which does not over
• FIG. 1 shows connecting channels connecting the first chamber 20 with the second chamber 21.
• the first chamber 20, the second chamber 21 and the annular channel 22 are filled with a heat and cold resistant fluid.
• a radial loading of the elastic bearing 5 in relation to the cylindrical contour of the hydraulic bushing causes the fluid to escape from the first chamber 20 into the second chamber 21 via the annular channel 22, or the expanding spring 19 to expand.
• the dynamic stiffness of the hydraulic bush is determined by the stiffnesses of the suspension springs. With the frequency, the flow resistance of the fluid and thus the dynamic stiffness increases.
• the hydraulic bushing has a stabilizing, springing and damping effect primarily in the plane of her
• Base area i. in the direction of the suspension longitudinal cause 14 and in the direction of the chassis high axis 15.
• a stabilization of the primary sprung plane and the non-sprung plane of the chassis is a
• An actuator unit 4 is connected in parallel to the elastic bearing 5 with respect to the mechanical mode of action. It is thereby achieved that the resulting rigidity of the arrangement of the elastic bearing 5 and the actuator unit 4 corresponds to the sum of the stiffnesses of these two components.
• the actuator unit 4 is connected to the chassis frame 1 and the first swing arm 10 via a first pivot joint 23 and a second pivot joint 24.
• the first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second pivot 24 between the
• the actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.
• corresponding recesses and devices are arranged on the chassis and the actuator unit 4.
• the illustrated installation location of the actuator unit 4 corresponds to an advantageous embodiment, but fundamentally different for the inventive arrangement
• the actuator unit 4 has, for example
• a pressure booster 8 with a downstream, second hydraulic actuator 7, a linear drive or a pneumatic muscle 26 on.
• Actuator 6 is shown in Fig. 4, an exemplary embodiment of a pressure booster 8 with a downstream, second hydraulic actuator 7 in Fig. 5 and an exemplary embodiment of a pneumatic muscle 26 in Fig. 6.
• the actuator 4 generates a force in the direction of the chassis longitudinal axis 14, whereby the non-sprung plane of the chassis relative to the primary sprung plane of the chassis moved and an adjustment of position and position of the first pair of wheels 2 is made.
• the elastic bearing 5 transmits dynamic, the actuator unit 4 quasi-static loads.
• the actuator unit 4 does not fulfill safety-critical functions as an active component and therefore in the design and validation of the control the actuator 4 and their software no security-relevant aspects must be considered.
• Safety-critical functions are fulfilled by the elastic bearing 5 as a passive component.
• FIG. 2 shows a second
• a chassis frame 1 in which in addition to a chassis frame 1, a first pair of wheels 2 and a first swing arm 10, a second pair of wheels 3 and a second swing arm 11 are shown.
• An actuator unit 4 is pivotally connected to the first swing arm 10 and the second swing arm 11 via a first pivot joint 23 and a second pivot joint 24.
• the first pivot 23 is disposed between the actuator unit 4 and the first swing arm 10, the second
• the actuator unit 4 is arranged with respect to their position in such a way that the actuating force generated by it acts in parallel with respect to the direction of the chassis longitudinal axis 14.
• FIG. 2 corresponds to the embodiment variant shown in FIG. 1.
• Fig. 3 shows a side view of a third, exemplary embodiment variant, wherein a section of a
• Chassis frame 1 and a first pair of wheels 2 are shown. Furthermore, a first swing arm 10 is shown.
• An actuator unit 4 is connected via a second pivot 24 articulated to the chassis frame 1. Via a first sliding block 30, the actuator unit 4 is connected to a mechanical force translator 9. This is designed as a lever 27 with a first link 28 and a second link 29.
• the first sliding block 30 is provided in the, arranged on a lower end of the lever 27, first link 28. Between the lower end and an upper end of the lever 27, a third pivot 25 is arranged, via which the lever 27 is connected to the first swing arm 10.
• the first sliding block 30 and the third rotary joint 25 are on the chassis, the actuator unit 4 and the lever 27th
• a second sliding block 31 is arranged on the upper end of the lever 27 and in the second rocker 29 fixedly connected to the first rocker arm 10.
• Sliding block 31 on the lever 27 can be selected depending on a distance to be bridged between the actuator unit 4 and the first swing arm 10.
• Fig. 3 corresponds to that embodiment variant shown in Fig. 1.
• the pneumatic actuator 6 is an exemplary one
• It is designed as a double-acting pneumatic cylinder and comprises, in addition to a first piston 32, a piston seal 39, a cylinder tube 36, a cylinder tube seal 40, a bottom cover 37, a bottom cover seal 41, a
• Bearing cap 38 a Lagerdeckeldichtung 42, a first piston rod 43, a scraper ring 46 and a bearing bush 47th
• the piston seal 39 prevents the pressure on one side of the first piston 32 from being able to equalize over the opposite side. It is designed as an O-ring in this embodiment, but it can e.g. also one
• Double cup cuff are used.
• the bottom cover 37 and the bearing cap 38 are made of die-cast aluminum, the first piston rod 43 from
• the wiper ring 46 prevents a
• a first recess 48 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 or the first sliding block 30 shown in FIG. 3 is arranged on a right end of the bottom cover 37 a second recess 49 for the second shown in FIGS. 1 to 3
• the pneumatic actuator 6 is connected via a first port 54 and a second port 55 to the compressed air system of the vehicle.
• a first piston surface 57 and a second piston surface 58 can be acted upon with compressed air.
• a first piston force 63 is formed, which in the direction of
• Pneumatic cylinder longitudinal axis runs. Both the extension and retraction movements of the first piston 32 are controlled by means of compressed air and the first piston force 63 formed.
• the pneumatic actuator 6 is arranged with respect to its position in such a manner that the first piston force 63 in the direction of that shown in FIGS. 1 to 3
• Suspension longitudinal axis 14 acts.
• the movement of the first piston 32 performs the details described in connection with FIGS. 1 to 3
• Fig. 5 shows a sectional view of an exemplary embodiment of a pressure booster 8 with a
• the arrangement is an exemplary embodiment of the actuator unit 4 described in FIGS. 1 to 3.
• the pressure booster 8 comprises a primary cylinder 66 and a secondary cylinder 67, a second piston 33, a third piston 34 and a second piston rod 44.
• a first primary port 68 and a second primary port 69 are connected to the compressed air system of the vehicle.
• a third piston surface 59 is over the first
• Piston force 65 generates and a fourth piston 35 in
• the fourth piston 35 has a sixth piston surface 62. It is smaller than the first piston surface 57 and the second piston surface 58 of the pneumatic actuator 6 described in connection with FIG. 4, since the resulting from the conversion by the pressure booster 8 hydraulic pressure is greater than that of the related 4 described with the compressed air system of the vehicle and provided in the pneumatic actuator 6 prevailing pneumatic pressure.
• the second hydraulic actuator 7 is arranged with respect to its position in such a way that the third piston force 65 in the direction of that shown in FIGS. 1 to 3
• Suspension longitudinal axis 14 acts.
• the pressure booster 8 has not shown recesses and devices for its attachment to the chassis.
• the second hydraulic actuator 7 comprises on a left end of a third piston rod 45 a third recess 50 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG At the end of a housing 71, a fourth recess 51 for the second rotary joint 24 shown in FIGS. 1 to 3 is arranged.
• the pressure booster 8 and the second hydraulic actuator 7 are in this embodiment, local and functional directly connected to each other, but can also be arranged according to the invention in a local separation and connected to each other via cable routes.
• a pneumatic muscle 26 which represents an embodiment variant of the actuator unit 4 shown in FIGS. 1 to 3, is shown in FIG. 6
• the pneumatic muscle 26 includes a cylindrical first armature 72, a cylindrical second armature 73, a third port 56, and a cylindrical rubber diaphragm 74.
• the rubber diaphragm 74 has an aramid yarn insert. Via the third connection 56, the pneumatic muscle 26 is connected to the compressed air system of the vehicle and is supplied with compressed air.
• the rubber membrane 74 closes the
• the pneumatic muscle 26 is arranged with respect to its position in such a way that the contraction movement of the rubber membrane 74 runs in the direction of the chassis longitudinal axis 14 shown in FIGS. 1 to 3 and in detail in connection with FIGS. 1 to 3
• the pneumatic muscle 26 comprises on a left end of the first armature 72 a fifth recess 52 for receiving the first rotary joint 23 shown in FIGS. 1 and 2 and the first sliding block 30 shown in FIG. 3, respectively, on a right end
• the second armature 73 is arranged a sixth recess 53 for receiving the second rotary joint 24 shown in FIGS. 1 to 3.
• Aramid yarns achieved a favorable vibration resistance.
• the use of wheel bearings 12 and wheel bearing housings 13 shown in FIGS. 1 to 3 is exemplary. Arrangements of wheelsets and wheelset bearing housings are also possible according to the invention.
• Actuator 4 coordinated with each other to produce, for example, for all wheels in the chassis tangential positions with respect to a track to be traversed.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Vibration Prevention Devices (AREA)
• Actuator (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

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ID=58277270

Family Applications (1)

Country Status (6)

Cited By (8)

Citations (6)

Family Cites Families (5)

• 2016
  • 2016-03-17 AT ATA50224/2016A patent/AT518973B1/de not_active IP Right Cessation
• 2017
  • 2017-03-08 PL PL17710701T patent/PL3390196T3/pl unknown
  • 2017-03-08 CN CN201790000683.8U patent/CN209581501U/zh active Active
  • 2017-03-08 EP EP17710701.8A patent/EP3390196B1/de active Active
  • 2017-03-08 WO PCT/EP2017/055459 patent/WO2017157740A1/de active Application Filing
  • 2017-03-08 ES ES17710701T patent/ES2861591T3/es active Active

Patent Citations (7)

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