WO2018095961A1

WO2018095961A1 - Wheel control assembly for a bogie

Info

Publication number: WO2018095961A1
Application number: PCT/EP2017/080027
Authority: WO
Inventors: Thilo Hoffmann; Martin Teichmann; Andreas Kienberger
Original assignee: Siemens Ag Österreich
Priority date: 2016-11-24
Filing date: 2017-11-22
Publication date: 2018-05-31
Also published as: EP3529121A1; AT519394A1; AT519394B1

Abstract

The invention relates to a wheel control assembly for a bogie of a rail vehicle, the bogie having at least one bogie frame (1) and at least a first pair of wheels (5) with a first wheel bearing (13). According to the invention, in order to create advantageous design conditions, at least one first elastic bearing (21) which sets the steering angle is provided with a first hydraulic supply (29), wherein the first hydraulic supply (29) has a closed hydraulic circuit, and wherein the at least first elastic bearing (21) has a dynamic stiffness when the first hydraulic supply (29) is put out of operation. This measure increases the fail-safety of a wheel control system or wheel set control system..

Description

Wheel control arrangement for a chassis

The invention relates to a wheel control arrangement for a chassis of a rail vehicle, wherein the chassis has at least one landing gear frame and at least a first pair of wheels with a wheel bearing.

Bogies for rail vehicles must have a high

Driving safety have. This can be improved, for example, by the arrangement of an active wheel or wheelset control. The targeted placement of wheels or wheelsets by actively rotating the same about their vertical axes is used in a known manner to prevent unstable driving conditions. Furthermore, the ride comfort by avoidance

increased disturbing vibrations in a rail vehicle.

In addition, the active wheel control or

Wheel set control a reduction in the wear of wheels and rails. Active wheel controls often have active elastic bearings, e.g. as hydraulic bushes

are executed.

For example, EP 0 870 664 Bl discloses a method and a device for wheelset guidance of rail vehicles. By way of example, among other things, a device is shown in which setting angles of wheelsets are generated by a two-chamber fluid bushing. A swing arm connects a wheelset to a chassis frame. The fluid sleeve is disposed between the swing arm and the chassis frame. Their chambers are via appropriate connections

alternately charged with fluid, creating a

Relative movement between the swing arm and the

Chassis frame is generated. In EP 1 457 706 Bl is a hydraulic jack

discloses, which is arranged in a wishbone of a chassis of a rail vehicle. The hydraulic socket has at least two filled with hydraulic fluid

Chambers which are connected to achieve a reliability over an overflow channel. Of the

Overflow channel is designed as a passive vibration damper and has no external control device.

The invention has for its object to provide a comparison with the prior art further developed wheel control.

According to the invention this object is achieved with a

Wheel control arrangement of the type mentioned,

at the at least one steering angle stellendes first

Elastic bearing is provided with a first hydraulic supply,

wherein the first hydraulic supply comprises a closed hydraulic circuit, and

wherein the at least first elastic bearing when put out of operation first hydraulic supply dynamic

Having stiffness.

By supplying the first elastic bearing via its own, closed hydraulic circuit is a

achieves advantageous reliability and the risk of loss of running stability of the chassis is reduced. If, for example, the first hydraulic circuit fails, only the first elastic bearing is affected. A second elastic bearing remains, provided its second hydraulic circuit is intact, without any restrictions in operation.

A similar advantage is achieved when the second hydraulic circuit fails and due to the mentioned

Redundancy the first elastic bearing remains in operation without restrictions.

For example, if the first hydraulic circuit except

Operation (e.g., due to malfunction of a pump, etc.), the first elastic bearing still has dynamic stiffness. Dynamic stiffness

result from deformations due to time variable loads and thereby dynamic loads on a chassis (eg shocks from a track to a wheel during operation) compensated, ie a

safety-critical function performed.

A similar advantage is achieved if, for example, the second hydraulic circuit fails and the second

Elastiklager despite the failure has a dynamic stiffness.

Furthermore, in the inventive

Radsteuerungsanordnung by the decentralized supply of the first elastic bearing via the first hydraulic supply with hydraulic fluid, the required conduction paths are running short.

Furthermore, due to its own, closed

Hydraulic circuit for the first elastic bearing on a hydraulic decoupling of the first elastic bearing (for example by means of valves) are dispensed with its first hydraulic supply.

In fact, if the first hydraulic supply were designed as a central unit, via which several elastic bearings are supplied, a single fault can already lead to a system failure.

To achieve a corresponding reliability would, for example, a hydraulic Entkoppelbarkeit the

Elastiklager be provided by the hydraulic supply. Due to the hydraulic decoupling, cavitation can take place in unpressurized conduction paths between the first

Hydraulic supply and the elastic bearings are caused, which in turn can cause a loss of dynamic stiffness of the elastic bearings.

It is favorable if at least the first hydraulic supply has a reversing pump with an engine, a tank, a first check valve and a second check valve and a first suction line and a second suction line. In addition, it is favorable if the engine has a

Magnetic coupling has.

Due to the magnetic coupling, the engine of the

Reversing be executed separately with respect to its arrangement and, for example, not like the

Reversing be arranged in a hydraulic fluid.

An advantageous embodiment is obtained if at least the first hydraulic supply has at least one hydraulic pressure sensor.

By this measure, pressure losses (e.g.

Leaks at cable paths) and thus stiffness losses of elastic bearings detected and appropriate measures are initiated (for example, braking of the rail vehicle, etc.).

The invention is based on

Embodiments explained in more detail.

They show by way of example:

Em floor plan of a Fahrwi rks with a

Chassis frame and a first set of wheels and a second set of wheels with an exemplary embodiment of a Radsteuerungsanordnung with four steering angle imagine _* nden elastic bearings and four Hydraulikversorgunge:

Fig. 2: A side view of a chassis with a

Chassis frame and a first wheel and a second set of wheels with an exemplary embodiment of a Radsteuerungsanordnung invention,

A schematic representation of a first hydraulic supply of a wheel control arrangement according to the invention, and Fig. 4: A schematic representation of a first

Hydraulic supply of a wheel control arrangement according to the invention, wherein the hydraulic supply has a magnetic coupling.

A in Fig. 1 schematically shown in plan,

The outer-mounted chassis of a rail vehicle comprises a chassis frame 1 with a cross member 2 and a first side member 3 and a second side member 4.

The first side member 3 and the second side member 4 are arranged in the direction of a longitudinal axis 47.

Between the first side member 3 and the second side member 4, a first pair of wheels 5 and a second pair of wheels 6 are arranged. The first pair of wheels 5 is about a first

Wheelset 7 and a first wheel 9 and a second wheel 10 to a first set of wheels, which is aligned along a first transverse axis 48, connected.

In the region of the first wheel 9, the first wheel set shaft 7 is rotatable via a first wheel bearing 13 with a first

Swing arm 17 connected. The first swing arm 17 is connected to the cross member 2 via a first elastic bearing 21.

In the region of the second wheel 10, the first wheel set shaft 7 is rotatable via a second wheel bearing 14 with a second

Swing arm 18 connected. The second swing arm 18 is connected via a second elastic bearing 22 with the cross member 2. The second pair of wheels 6 is connected via a second wheel set shaft 8 and a third wheel 11 and a fourth wheel 12 to a second wheel set, which is aligned along a second transverse axis 49.

In the area of the third wheel 11, the second wheelset shaft 8 is rotatable via a third wheel bearing 15 with a third

Swing arm 19 connected. The third swing arm 19 is connected via a third elastic bearing 23 with the cross member 2. In the region of the fourth wheel 12, the second wheel set shaft 8 is rotatable via a fourth wheel bearing 16 with a fourth

Swing arm 20 connected. The fourth swing arm 20 is connected to the cross member 2 via a fourth elastic bearing 24. The first set of wheels and the second set of wheels are about the first elastic bearing 21, the second elastic bearing 22, the third elastic bearing 23 and the fourth elastic bearing 24 in the

Chassis frame 1 out. The first elastic bearing 21, the second elastic bearing 22, the third elastic bearing 23 and the fourth elastic bearing 24 are designed as active hydraulic bushings, ie are actively driven to generate steering forces on the first gear and the second gear or steering angle of the first

Set wheelset and the second wheelset. The active control causes deflections or rotations of the first pair of wheels 5 and the second pair of wheels 6 relative to the chassis frame. 1

The control of the first elastic bearing 21, the second elastic bearing 22, the third elastic bearing 23 and the fourth elastic bearing 24 via a first

Hydraulic supply 29, a second hydraulic supply 30, a third hydraulic supply 31 and a fourth

Hydraulic supply 32, which are executed independently of each other.

The first hydraulic supply 29 is via a first

Suction line 33 and a second suction line 34 connected to the first elastic bearing 21, the second hydraulic supply 30 via a third suction line 35 and a fourth suction line 36 to the second elastic bearing 22, the third

Hydraulic supply 31 via a fifth suction line 37 and a sixth suction line 38 with the third elastic bearing 23 and the fourth hydraulic supply 32 via a seventh suction line 39 and an eighth suction line 40 with the fourth elastic bearing 24th

The first hydraulic supply 29, the second

Hydraulic supply 30, the third hydraulic supply 31 and the fourth hydraulic supply 32 are not over

shown cable paths or signal lines connected to a control unit which is arranged in a car body of the rail vehicle. About the control unit receive the first hydraulic supply 29, the second

Hydraulic supply 30, the third hydraulic supply 31 and the fourth hydraulic supply 32 control signals for

Control of the first elastic bearing 21, the second Elastic bearing 22, the third elastic bearing 23 and the fourth elastic bearing 24. Furthermore, the

Control unit of the first hydraulic supply 29, the second hydraulic supply 30, the third

Hydraulic supply 31 and the fourth hydraulic supply 32 information about system states transmitted.

It is also conceivable according to the invention for information to be transmitted via radio interfaces (for example to a maintenance stand).

Furthermore, it is also conceivable that the control unit is arranged in the chassis.

Furthermore, it is also conceivable that in the first

Hydraulic supply 29, in the second hydraulic supply 30, in the third hydraulic supply 31 and in the fourth hydraulic supply 32 each have their own control unit is arranged with the central, in the chassis or

Car body provided control units communicates. Moreover, it is possible, for example, to carry out the first elastic bearing 21 and the third elastic bearing 23 as active hydraulic bushes and the second elastic bearing 22 and the fourth elastic bearing 24 as non-controllable, passive rubber elements.

There are different arrangements of hydraulic

Bushings and rubber elements conceivable.

The chassis has no drive and brake units. According to the invention, however, it is conceivable that drive and / or braking units are provided.

For example, a drive motor may be connected to the chassis frame 1 and transmitted via a transmission drive torque to the first set of wheels.

On the chassis frame 1, e.g. a brake caliper

be arranged and it can be transmitted to a brake disk mounted on the first wheel brake forces.

In Fig. 2, the suspension shown in Fig. 1 in

Side view shown. A first pair of wheels 5 is over a first swing arm 17 and a visible in Fig. 1 second swing arm 18 with a cross member 2 of a

Chassis frame 1 connected.

A second pair of wheels 6 is coupled via a third swing arm 19 and a visible in Fig. 1 fourth swing arm 20 to the cross member 2.

The first pair of wheels 5 has a first wheel 9 and a visible in Fig. 1 second wheel 10, the second pair of wheels 6, a third wheel 11 and a visible in Fig. 1 fourth wheel 12. The first swing arm 17, the second swing arm 18, the third swing arm 19 and the fourth swing arm 20 are connected via a primary suspension, which is aligned in the direction of a first vertical axis 50 and a second vertical axis 51, with a first side member 3 and a visible in Fig. 1 second

Side member 4 of the chassis frame 1 connected. The first

Longitudinal member 3 and the second longitudinal member 4 are aligned in the direction of a longitudinal axis 47.

In the cross member 2, a first elastic bearing 21, a visible in Fig. 1 second elastic bearing 22, a third

Elastic bearing 23 and a visible in Fig. 1 fourth

Elastiklager 24 arranged, which are designed as active hydraulic sockets.

The first elastic bearing 21 has a first chamber 25 and a second chamber 26. As shown in FIG. 1, the first chamber 25 is connected to a first hydraulic supply 29 via a first suction line 33, and the second chamber 26 is connected to the first via a second suction line 34

Hydraulic supply 29 coupled. Furthermore, the first elastic bearing 21 comprises a blowing spring and suspension springs. An annular channel is provided which connects the first chamber 25 to the second chamber 26.

The first chamber 25, the second chamber 26 and the annular channel are resistant to heat and cold

Hydraulic fluid filled.

A radial loading of the first elastic bearing 21 with respect to the cylindrical contour of the hydraulic bush causes the hydraulic fluid escapes via the annular channel from the first chamber 25 into the second chamber 26 or expands the expanding spring. Depending on the frequency of the

Stress dominates one or the other process.

Because of this burden, for example, from

Relative movements between the first pair of wheels 5 and the chassis frame 1 is generated, and printing or

Flow conditions in the first elastic bearing 21 and the first hydraulic supply 29, the hydraulic sleeve on a dynamic rigidity.

At low frequencies, the dynamic stiffness of the hydraulic bush is determined by the stiffnesses of the suspension springs. With the frequency increases the flow resistance of the hydraulic fluid and thus the dynamic stiffness. At high frequencies, the hydraulic fluid is too sluggish to flow through the annulus and the volume balance is increased across the inflation spring, stabilizing the dynamic stiffness at a high level. The hydraulic bushing has a stabilizing, springing and damping effect primarily in the plane of her

Base area, i. in the direction of the longitudinal axis 47 and in the direction of the first vertical axis 50. In addition to a stabilization of the first pair of wheels 5 and the chassis frame 1, a vibration-mechanical decoupling of these components is achieved from each other.

To direct the first pair of wheels 5, the first chamber 25 and the second chamber 26 are filled to varying degrees via the first suction line 33 and the second suction line 34 with hydraulic fluid from the first hydraulic supply 29, whereby a pressure difference between the first chamber 25 and the second chamber 26 is effected. As a result, a steering force is generated in the direction of the longitudinal axis 47. This steering force causes rotational movements, i. active

Adjustments of the first pair of wheels 5 to the first

Vertical axis 50. The third elastic bearing 23 has a third chamber 27 and a fourth chamber 28. Via a fifth suction line 37 which is the third chamber 27 with a third

Hydraulic supply 31 connected via a sixth

Suction line 38 is the fourth chamber 28 to the third

Hydraulic supply 31 coupled.

The first elastic bearing 21, the second elastic bearing 22, the third elastic bearing 23 and the fourth elastic bearing 24 are in terms of their design and operation

similarly executed.

Fig. 3 shows a schematic representation of a first hydraulic supply 29. This is known from the prior art and comprises a reversing pump 41, a motor 42 and a tank 43. Depending on the direction of rotation of the motor 42 having a reversing switch, and the Corresponding direction of rotation of the reversing pump 41 hydraulic fluid is conveyed into a first suction line 33 and a second suction line 34 withdrawn or promoted in the second suction line 34 and the first suction line 33 withdrawn.

A first check valve 44 and a second

Check valve 45 prevents unintentional

Balancing operations between the first suction line 33 and the second suction line 34th

The described hydraulic system is fed from the tank 43.

From the first suction line 33, the hydraulic fluid is conveyed into a first chamber 25 of a first elastic bearing 21, as shown and described in connection with FIG. 1 and FIG. 2, from the second suction line 34 into a second chamber 26 of the first elastic bearing 21st

Depending on the pressure conditions in the first chamber 25 and in the second chamber 26, as in connection with

Fig. 2 described, generates a steering force, which provides steering angle of a first pair of wheels 5. The reversing pump 41, the tank 43, the first suction line 33, the second suction line 34, the first check valve 44 and the second check valve 45 form a closed hydraulic circuit having a minimum pressure of ~ 10 bar. This minimum pressure is maintained, for example, even in case of failure of the engine 42 or the reversing 41. This causes the first elastic bearing 21 in the

Associated with Fig. 1 described dynamic rigidity even in case of failure of components of the first

Hydraulic supply 29 has.

Furthermore, the first hydraulic supply 29 has hydraulic pressure sensors, not shown, which determine pressures in the first suction line 33 and in the second suction line 34. About not shown line routes, as described in connection with FIG. 1, corresponding

Print information to a control unit in one

Car body headed and evaluated there.

About the line paths, not shown are also

Control signals from the control unit to the motor 42 and information about system states of the first

Hydraulic supply 29 and its components transmitted from the first hydraulic supply 29 to the control unit.

4, a first hydraulic supply 29 is shown schematically. The principle shown largely corresponds to the embodiment shown in FIG. In contrast to FIG. 3, the first hydraulic supply 29 has a magnetic coupling 46 between a reversing pump 41 and a motor 42.

By the magnetic coupling 46, the motor 42 of the

Reverse pump 41 is separated in its arrangement, i. it is not arranged together with the reversing pump 41 in a hydraulic fluid.

The wheel control arrangement according to the invention can be used both in chassis with wheelsets and in chassis with Losrädern, as they are common, for example, in low-floor trams are used.

Furthermore, an application in both outsourced and internally mounted undercarriages is conceivable.

In addition, it is also conceivable that

Wheel control arrangement as a semi-active system, i. to run as a system without power supply but with control. For this semi-active version, no reversible pump 41 and no motor 42 are provided. Dynamic stiffness of a first elastic bearing 21, a second elastic bearing 22, a third elastic bearing 23 and a fourth

Elastiklagers 24 are at the semi-active

Embodiment over movements of a first pair of wheels 5 and a second pair of wheels 6 relative to a

Chassis frame 1 and corresponding pressure or

Flow conditions in a first hydraulic supply 29, a second hydraulic supply 30, a third

Hydraulic supply 31 and a fourth hydraulic supply 32, which are connected to a control unit in a car body generated.

List of terms

1 chassis frame

2 cross beams

3 First side member

4 Second side member

5 First pair of wheels

6 second pair of wheels

7 First wheelset shaft

8 Second wheelset shaft

9 First wheel

10 second wheel

11 Third wheel

12 Fourth wheel

13 First wheel bearing

14 second wheel bearing

15 Third wheel bearing

16 Fourth wheel bearing

17 First swing arm

18 second swing arm

19 Third swing arm

20 Fourth swing arm

21 First elastic bearing

22 Second elastic bearing

23 Third elastic bearing

24 Fourth elastic bearing

25 First Chamber

26 Second Chamber

27 Third Chamber

28 Fourth Chamber

29 First hydraulic supply

30 Second hydraulic supply

31 Third hydraulic supply

32 Fourth hydraulic supply

33 First suction line

34 Second suction line

35 Third suction line 36 Fourth suction line

37 Fifth suction line

38 Sixth suction line

39 Seventh suction line

40 eighth suction line

41 reversing pump

42 engine

43 tank

44 First check valve

45 second check valve

46 magnetic coupling

47 longitudinal axis

48 First transverse axis

49 Second transverse axis

50 First vertical axis

51 Second vertical axis

Claims

claims

1. Wheel control arrangement for a chassis of a

Rail vehicle, wherein the chassis at least one

Chassis frame and at least a first pair of wheels having a wheel bearing, characterized in that at least one steering angle-adjusting first elastic bearing (21) is provided with a first hydraulic supply (29),

wherein the first hydraulic supply (29) comprises a closed hydraulic circuit, and

wherein the at least first elastic bearing (21) has dynamic rigidity when the first hydraulic supply (29) is deactivated.

2. Radsteuerungsanordnung according to claim 1, characterized

characterized in that a steering angle Stellendes second

Elastic bearing (22) having a second hydraulic supply (30) having a closed hydraulic circuit,

is provided.

3. Radsteuerungsanordnung according to claim 1 or 2, characterized in that at least the first hydraulic supply (29) comprises a reversing pump (41) having a motor (42), a tank (43), a first check valve (44) and a second check valve (45 ) and a first suction line (33) and a second suction line (34).

4. Radsteuerungsanordnung according to claim 3, characterized

characterized in that the motor (42) has a magnetic coupling (46).

5. Wheel control arrangement according to one of claims 1, 2, 3 or 4, characterized in that at least the first hydraulic supply (29) has at least one hydraulic pressure sensor.

6. Externally mounted wheelset chassis with a wheel control arrangement according to one of claims 1, 2, 3, 4 or 5.

7. Internally mounted wheelset landing gear with a

Wheel control arrangement according to one of claims 1, 2, 3, 4 or 5.

8. Externally mounted idler gear with a

Wheel control arrangement according to one of claims 1, 2, 3, 4 or 5.

9. Internally mounted idler gear with a

Wheel control arrangement according to one of claims 1, 2, 3, 4 or 5.