EP0870664A2 - Procedure and device for guiding the wheel sets of railway vehicles - Google Patents

Abstract

Predetermined static or quasi-static setting is provided by a guide frame. On this setting a variable setting angle is superimposed by an active control system, which allows several wheel-sets (3,3') to be inclined in the same or opposite directions. As control value for the setting angle (St) the angle of deflection (AR) of the bogie frame (2) or wheel-set from the vehicle body (1) can be used, dependent on time (sic). Wheel-set links adjustable for length can be locked in a stable position in the bogie frame in the event of failure of the active control system, preventing the bogie frame slewing in relation to the body.

Description

The invention relates to a method and associated devices for wheel set guidance of rail vehicles, in particular to ensure the running stability of the vehicles in the High speed traffic where the wheelsets are in guide frames aligned and defined at right angles to each other stiffly and immovably statically guided as well as those at those to improve the arc run quasi-static radial Wheelset positions are specified.

They are trolleys for high-speed traffic (GDS 300, Railway engineer 45 (1994) 10 page 722) known, in which the running stability in the track is defined by the interaction of stiff and immovable, perpendicular to each other Axes aligned in the guide frame with an anti-rotation device between the guide frame and the body.

This solution has the disadvantage that this type of stretching of the sinus run to a strong coupling between the chassis and car body and thus to a vibration excitation of the Carriage body that leads only through complex constructive measures can be narrowed down.

Furthermore, bogies with rigid axle guidance have narrow Arches a higher driving resistance as well as an above average Wear of the wheel profiles.

Other trolleys for high-speed traffic (example TGV, electric railways 90 (1992) 5 pages 176 to 179) these measures by using a larger wheelbase and by using articulated trains with Jakobs bogies. The disadvantage here is that the longer wheelbase the sheet running ability deteriorated, the bogie frame mass increased and an additional space requirement under the car body required. The larger space requirement increases in particular the disadvantages of shorter car bodies in double-decker vehicles.

Articulated trains with Jakobs bogies lead in practice the axle load limitation to shorter car bodies and thus either to reduce the proportion of seats or to reduce or reduction of the transition and entry areas. This Trains can also only be separated in plant facilities. That's why a traffic-appropriate adjustment of the train lengths is complex.

In the event of relevant malfunctions on a car, the entire one also falls Train out.

As additional measures to increase running stability generally also damping between the wheelset and the guide frame applied, reducing the amount of movement behavior masses and forces involved is sought.

The practical possibilities of influence are rather small here.

According to DE 31 23 858, the in-phase wheel set sine run first to unstable running behavior of the chassis. The wheelsets perform a combined transverse and turning movement around their respective Vertical axis. The opposite phase wheelset, which at occur at the same frequency as the in-phase wheelset run can, on the other hand, is damped significantly higher. By the opposite Coupling of the wheel sets becomes their deflection in the same direction prevents and the running behavior both in the straight track improved in the bow as well. The disadvantage here is that with this solution only a limited increase in critical speeds is possible for high speed traffic not enough.

Furthermore, undercarriages are known in which for improvement the wheel sets in the curve within the guide frame can be set quasi-statically radially, with direct acting on the elastic frame-side wishbone bearings external forces force the wheel sets to rotate radially (DE 42 40 098) or cylinder lever systems the position of the Determine the wheel set so that there is a change in direction and curvature the curve sets predetermined wheel set turning angle (DE 30 04 082). The disadvantage here is that these undercarriages Because of the existing and in these solutions also unavoidable Elasticities early on to unstable vehicle running tend and thus for high-speed traffic cannot be used.

All existing facilities for quasi-static change the wheelset position react relatively sluggishly and are therefore not suitable for actively influencing the wheelset shaft running.

The invention specified in the patent claim is the problem based on avoiding the disadvantages described above Methods and devices for controlling undercarriages create a stable wheelset run in all driving conditions and by decoupling the power between the chassis and the body enable high running quality.

The object is solved by the features of the main claims. The measure of superimposing the predefined static or quasi-static wheel set position with a variable setting angle ψ _St , which is caused by active forces within the chassis between the wheel set and the guide frame, changes the path curve of the wheel set determined by the contact geometry, and deviations in the track curve and changes in the contact geometry are controlled without significantly affecting the basic rigidity of the guide. The frequency and decay curve of the deflection amplitude can be adjusted to a stable running behavior in the entire speed range with low power. The method can be carried out redundantly without significant additional effort. It is no longer necessary to prevent rotation between the undercarriage and the body, but it can also be used as a fallback level. The setting angle ψ _St is small compared to the quasi-static turning angle of wheel sets with radial adjustment in small and medium-sized bends and can also be superimposed on this if the required overall rigidity of the axle guide is given. Its direction, size and frequency is determined from the control variables mentioned in the characterizing part of claim 2 and by the driving speed.

The advantages of the solution according to the invention are in particular in that the stability and quality of vehicle running while maintaining the proven wheelset design theoretically unlimited up to the maximum speed range without loss of security is guaranteed.

Fig. 1:

eine prinzipielle Darstellung eines Schienenfahrzeuges in einer beliebigen Stellung im geraden Gleis oder in großen Bögen mit den entsprechenden Winkeln

Fig. 2:

eine prinzipielle Darstellung eines Schienenfahrzeuges im Gleisbogen mit den entsprechenden Winkeln

Fig. 3:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Exzenterwelle und Schwingarm

Fig. 4:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Zweikammer- Fluidbuchsen und Schwingarm

Fig. 5:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Führungsspindeln und Zweikammer- Fluidbuchsen

Fig. 6:

eine Einrichtung zur Erzeugung des Stellwinkels ψ_St der Radsätze mit Doppelfederblatt- Radsatzlenkern

Preferred exemplary embodiments of the invention are explained in more detail below with the aid of schematic drawings. The drawings show in

Fig. 1:

a basic representation of a rail vehicle in any position on a straight track or in large arches with the appropriate angles

Fig. 2:

a basic representation of a rail vehicle in the track curve with the corresponding angles

Fig. 3:

a device for generating the setting angle ψ _{St of} the wheel sets with eccentric shaft and swing arm

Fig. 4:

a device for generating the setting angle ψ _{St of} the wheel sets with two-chamber fluid bushings and swing arm

Fig. 5:

a device for generating the setting angle ψ _{St of} the wheel sets with guide spindles and two-chamber fluid bushings

Fig. 6:

a device for generating the setting angle ψ _{St of} the wheelsets with double spring leaf wheels

From Fig. 1, the car body 1 of a rail vehicle can be seen, which is rotated relative to the track axis x by the angle ψ _K and is shifted relative to the guide frame 2 by the dimension w. The guide frame 2 is itself turned out by an angle ψ _D with respect to the track axis x. The turn ψ _{AD of} the guide frame 2 to the body 1 is the difference between the two turns. The wheel sets 3, 3 ', which are oriented perpendicularly to the longitudinal axis of the guide frame 2 without external force action, are each turned out by an active control system by the variable angle ψ _St3,3' . Likewise, the turning angle ψ _AR can be used, which is the difference between the turning of the wheel sets 3, 3 'to the track and that of the car body 1 to the track.

2 shows the car body 1 in the track arch, the guide frame 2 being turned out tangentially to the arch. The wheel sets 3, 3 'are already set radially radially by external forces with the angles -ψ _B3 and ψ _B3 and are additionally turned out by an active control by the variable angles -ψ _St3' and -ψ _St3 .

3 to 6 show possible design variants of the active control of the setting angle ψ _St for influencing the wheel set shaft run. Here, the device-technical design for determining the control variable for the setting angle ψ _St (measuring sensor for ψ _AD or / and ψ _AR , evaluation unit) , which can be realized with known technical solutions.

3 shows a device with which a wheel set 3 held statically or guasistatically in the guide frame 2 by a swing arm 4 can be acted upon with the variable setting angle ψ _St. The guide frame 2 is spring-supported on the axle bearing housing 5 of the wheel set 3. The axle bearing housing 5 has a swing arm 4 with an elastic bushing 6, which is mounted in the swing arm bearing 9 via eccentric 7 and eccentric shaft 8. An adjusting device 10, for example a hydraulic cylinder, changes the connection length L of the swing arm 4 with respect to the guide frame 2 by ± ΔL via the eccentric lever 11.

Fig. 4 shows a further device which generates the setting angle ψ _St by using a two-chamber fluid bushing 12 in the swing arm 4. The guide frame 2 is supported on the axle bearing housing 5. The axle bearing housing 5 also has the swing arm 4, but equipped with an elastic two-chamber fluid bushing 12, the chambers 13, 13 'of which can be acted upon alternately by the connections 14, 14' and thus a change in the connection length L of the swing arm 4 compared to that Effect the guide frame 2 by the amount ± ΔL.

Fig. 5 varies Fig. 4 such that instead of a swing arm 4th Guide spindles 15 with two-chamber fluid bushings 12, 12 'for Wheelset guidance can be used. Here, the guide frame 2 again suspended on the axle bearing housing 5 of the wheel set 3 supported. Between the vertical guide spindles 15 of the not shown guide frame 2 and the axle bearing housing 5 there are 2 two-arm fluid bushings 12, 12 ', whose chambers 13, 13 'alternately via the connections 14, 14' be acted upon with fluid and thus a center offset ± ΔL cause the axle bearing housing 5 to the guide spindles 15.

FIG. 6 shows a device which has the possibility of generating the setting angle ψ _St with a double spring leaf wheel control arm 17. Again, the guide frame 3 is spring-supported on the axle bearing housing 5 of the wheel set 3. The guide frame 2 and the axle bearing housing 5 have bearings 16, 16 'which are connected to one another with the spring leaf wheel set arms 17', 17 '' which are cranked in opposite directions. They are connected in their cranked middle area by an adjusting device 10 which, when actuated, changes the distance A of the links 17 ', 17''in this area by ΔA and thus causes a change in length L by ± ΔL.

The solution according to the invention works as follows:

The current angular position ψ _{AD of} the guide frame 2 to the body 1 and / or the position ψ _{AR of} the wheel sets 3, 3 'to the body 1 is determined with transducers and an evaluation unit and at the same time the wheel set sine run is analyzed as a measure of the stability. Depending on these positions and the type and frequency of the sine wave, a signal generator is activated which over control variable generator and control elements (Fig. 3 to 6) between the guide frame 2 and axle bearing housing 5 overlaps each wheel set position with an adjustment angle ψ _St so that an extension of the Sinus is caused.

In Fig. 1, a rectified sinusoidal movement of the wheel sets 3, 3 'is shown in a straight track or large arches, which is also superimposed by rectified adjusting angle -ψ _St so that the wheel set is stretched. An opposite sinus movement can also be controlled in this sense. It is advisable, however, to actively prevent the opposite sinus movement in the development phase and to force the system to perform a sinus movement in the same direction.

In small arches, shown in Fig. 2, deviating from Fig. 1, the wheel sets 3, 3 'to the guide frame 2 are set quasi-radially arc. At high driving speeds above the compensating speed, these positions are overlaid by rectified setting angles -ψ _St , which minimize the approach angles outside the arc and avoid instabilities. At low speeds below the compensation speed, a negative setting angle ψ _{St is still} superimposed on the wheel set 3 and a positive setting angle am _St on the wheel set 3 '.

Reference list

1

Car body

2nd

Lead frame

3, 3 '

Wheel sets

4th

Swing arm

5

Axle bearing housing

6

elastic bushing

7

eccentric

8th

Eccentric shaft

9

Swing arm bearing

10th

Actuator

11

Cam lever

12, 12 '

Two-chamber fluid bushings

13, 13 '

Chambers

14, 14 '

connections

15

Lead screws

16, 16 '

camp

17, 17 ', 17' '

Double spring leaf wheel set control arm

ψ _K

Turning angle of the car body

ψ _D

Angle of rotation of the guide frame to the track axis

ψ _R

Turning angle of the wheel sets to the track axis

ψ _AD

Angle of rotation of the guide frame to the body

ψ _AR

Turning angle of the wheel sets to the car body

ψ _St

Setting angle of the wheel sets

ψ _B

Turning angle of the wheel sets to the guide frame (Radial radial position)

A

distance

w

Cross offset of the car body to the guide frame

x

Track axis

Claims (4)

Method for guiding wheelsets of rail vehicles with a static or quasi-static wheelset position specified in the guide frame, characterized in that the specified wheelset position is overlaid by an active wheelset control by a variable setting angle ψ _St, which is the same as well as opposite in the case of several wheelsets (3, 3 ') can be directed. A method according to claim 1, characterized in that ψ as a control variable of the control angle _St are each compared to the vehicle body (1) turnout angle measured _AD ψ of the guide frame (2) and / or ψ _AR of the wheelsets or their respective derivative is used after time. A method according to claim 1 and 2, characterized in that adjustable in length or at a pivot point Slidable wheel set control arm (17) in the event of failure of the active Control a stable end position in the guide frame (2) ingest and an anti-rotation between the body (1) and the guide frame (2) and / or the wheelsets (3,3 ') takes effect. Device for guiding the wheelset of rail vehicles with Static or quasi-static specified in the management framework Wheelset position, characterized in that the active Control from the transducers, the evaluation unit and a responsive, the stiffness of the Actuator not significantly impairing the wheelset guidance consists.

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