EP3239015A1 - Guidage latéral du boudin à contrôle de force pour un véhicule sur rail - Google Patents

Guidage latéral du boudin à contrôle de force pour un véhicule sur rail Download PDF

Info

Publication number: EP3239015A1
Authority: EP; European Patent Office
Prior art keywords: rail vehicle; actuator unit; information; actuating force; control device
Prior art date: 2016-04-28
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Granted

Application number

EP17164999.9A

Other languages

German (de)

English (en)

Other versions

EP3239015B1 (fr

Inventor

Andreas Kienberger

Martin Teichmann

Thilo Hoffmann

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Siemens Mobility Austria GmbH

Original Assignee

Siemens AG Oesterreich

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

2016-04-28

Filing date

2017-04-05

Publication date

2017-11-01

2017-04-05 Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich

2017-04-05 Priority to PL17164999T priority Critical patent/PL3239015T3/pl

2017-11-01 Publication of EP3239015A1 publication Critical patent/EP3239015A1/fr

2021-05-26 Application granted granted Critical

2021-05-26 Publication of EP3239015B1 publication Critical patent/EP3239015B1/fr

Status Active legal-status Critical Current

2037-04-05 Anticipated expiration legal-status Critical

Images

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
- 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

Definitions

the invention relates to a method for controlling at least a first axis of a rail vehicle, wherein the axle control has an actuator unit, a passive elastic bearing operatively connected in parallel thereto, and a control device, and the control device is connected at least to the actuator unit for the purpose of data transmission.
Landing gears for rail vehicles must have a high driving safety. This can be improved, for example, by the arrangement of an active axle or wheel or wheel set control.
the targeted placement of axles or wheels or wheelsets by actively rotating the same about their vertical axes serves in a known manner to prevent unstable driving conditions.
the ride comfort is increased by avoiding disturbing vibrations in a rail vehicle.
Wheel-rail contact has a special, safety-relevant significance. Irregularities of the wheel-rail contact, e.g. due to the damage of a wheel, can lead to significant consequential damage to derailment. Even slight damage, such as Fine cracks can cause great difficulties as they require maintenance work which can cause high costs and limited availability of rail vehicles.
the prior art describes, for example, the EP 0 870 664 B1 a method for wheel set management of rail vehicles.
An example will be one Device shown in which a two-chamber fluid bush between a swing arm and a chassis frame is arranged, which generates a relative movement between the swing arm and the chassis frame and thereby sets a wheelset adjustment angle.
a turn-off angle between the chassis frame and a car body or a turn-off angle between two sets of wheels and the car body are used.
the named approach has the disadvantage, in its known form, that measuring and evaluation units are associated with the processing of said turning angles, i. e.g. Angle encoder, must be provided.
Said approach has in its known form the disadvantage that complex angle or distance measurements are required for a control of exact angles.
the DE 198 61 086 B4 shows a method for a steering orientation of rotatably mounted on a chassis wheels of a rail vehicle in a track, wherein a target steering angle of the wheels is determined in response to a curvature of the track.
Said approach has in its known form the disadvantage that the method is designed as a steering angle control, which, for a check on achievement or compliance with a target steering angle sensors for the angle detection, eg angle encoder requires.
a regulation with respect to a wheel-actuating force is not disclosed in this document.
the invention is therefore based on the object to provide a comparison with the prior art improved method.
this object is achieved by a method of the type mentioned, in which only an actual actuating force of the actuator unit is used by the control device as a control or controlled variable for kinetic states of the rail vehicle, in particular for steering angle ⁇ .
Section of an exemplary variant of a chassis shown in side view comprises a section of a chassis frame 1 and on a first rail 22, a first wheel 8, the center of which is arranged on a first axis 2.
the first wheel 8 is connected via a mechanical coupling, not shown, with a second wheel 9, not shown, whose center is also arranged on the first axis 2 and which rests on a second rail 23, not shown.
a wheel bearing 14, a swing arm 15 and a wheel bearing housing 16 are shown.
chassis frame 1 and the swing arm 15 are designed as a hydraulic jack, passive elastic bearing 5 with frequency and amplitude-dependent static and increased dynamic stiffness provided for the generation of a dynamic rigidity.
the hydraulic bushing has a stabilizing, resilient and damping action primarily in the plane of its base, i. the rigidity acts in the direction of a longitudinal chassis 17 as well as in the direction of a chassis vertical axis 18th
An actuator unit 4 is connected in parallel to the elastic bearing 5 with respect to the mechanical mode of action. It is arranged with respect to their position in such a way that it generates an actual actuating force 7, which acts parallel with respect to the direction of the chassis longitudinal axis 17 and via said mechanical coupling with the second wheel 9, a rotation of the first wheel 8 about the chassis vertical axis 18 and caused by a parallel to this axis of rotation.
the actuator unit 4 has in this exemplary embodiment, a pneumatic actuator 19 which is supplied via unillustrated units, lines and valves with compressed air and generates a defined, controllable or controllable actual actuating force 7.
FIG. 3 illustrates an exemplary variant of a method according to the invention. Functional relationships between an actuator unit 4, an elastic bearing 5, a control device 6, a rotation rate sensor 20 and a translation speed sensor 21 are shown.
the actuator 4 generates via a in Fig. 2 not shown pneumatic actuator 19 is an actual actuating force 7 for the adjustment of steering angles ⁇ for an axle or wheel or wheelset.
the elastic bearing 5 has a stiffness characteristic c, which mathematically corresponds to a nonlinear function.
a yaw rate ⁇ of a chassis is measured. Its use is an advantageous solution for the determination of curved track geometries.
other means are conceivable, such as e.g. Positioning systems, gyroscopes or acceleration sensors.
a translational speed v of the chassis is measured.
their detection can also be done by other means, e.g. via a Multifunction Vehicle Bus - System (MVB), from which the corresponding data can be read.
MVB Multifunction Vehicle Bus - System
the control device 6 comprises software modules (not illustrated) for the implementation of control algorithms.
the actuator unit 4, the elastic bearing 5, the rotation rate sensor 20 and the translation speed sensor 21 have data interfaces to the control device 6 as well as means not shown for the preparation of the information to be transmitted via said data interfaces.
the control device 6 receives in a frequency of greater than or equal to 10 Hz information about the actual actuating force 7 or corresponding Ist-Stellkraftloch DFIst of the Actuator 4, information about the stiffness characteristic c or corresponding stiffness data Dc from the elastic bearing 5, information about the yaw rate ⁇ or corresponding yaw rate data D ⁇ from the rotation rate sensor 20 and information about the translation speed v or corresponding translation speed data Dv from the translation speed sensor 21st
stiffness data Dc is a particularly advantageous solution. According to the invention, however, an implementation of stiffness gradients in the software modules of the control device 6 and thus a waiver of data interfaces and facilities for processing the information to be transmitted is conceivable in bearings with known stiffness behavior.
setpoint force data DFSoll are formed from the received actual control force data DFIst, the stiffness data Dc, the yaw rate data D ⁇ and the translation speed data Dv.
a track radius R is first determined from the yaw rate data D ⁇ or a yaw rate ⁇ and from the translational speed data Dv or the translation speed v via the known rule according to which a radius of curvature is the quotient of a translation speed v and a yaw rate ⁇ .
a setpoint force is formed from the stiffness data Dc or the stiffness characteristic c of the elastic bearing 5 and the travel s or setpoint force data DFSoll for the actuator unit 4 generated.
the desired actuating force is that force which is required for overcoming the rigidity of the elastic bearing 5 and for generating the travel s of the pneumatic actuator 19 of the actuator unit 4.
the in Fig. 1 shown actuated pneumatic actuator 19.
the actuator unit 4 includes means not shown.
a pressure is generated in the pneumatic actuator 19, which generates the desired actuating force. If the desired actuating force is reached and held, it is formally the actual actuating force 7, with which in the subsequent control cycle, if necessary, a new desired actuating force is adjusted.
the method for the determination of the desired actuating force, the control of the actuator unit 4 for the generation of the desired actuating force as well as the preparation and transmission of the Isteanstellkraft styles DFIst, the Sollstellkraftbis DFSoll, the stiffness data Dc, the yaw rate data D ⁇ and the translation speed data Dv occur cyclically with a frequency greater than or equal to 10 Hz.
Fig. 3 shows a chassis of a rail vehicle with a chassis frame 1, a first set of wheels 12 with a first wheel 8, a second wheel 9 and a first axis 2 and with a second set of wheels 13 with a third wheel 10, a fourth wheel 11 and a second axis. 3 in a curve.
first rail 22 There are shown a first rail 22 and a second rail 23.
a track radius R of the track curve a steering angle ⁇ relative to a rotation of the first gear 12 about its vertical axis, a center distance b and a half wheelset length a of the first set of wheels 12 are shown.
the formation formula 24 uses the allowable linearization whereby at small angles the sine function and the tangent function of an angle can be set equal to the angle itself.
the sine of the steering angle ⁇ is formed as a quotient of the half of the axial distance b and the radius of the radius R, the tangent of the steering angle ⁇ from the travel s and half the wheelset length a.
the term for the sine of the steering angle ⁇ and the term for the tangent of the steering angle ⁇ are set equal, i. the steering angle ⁇ is a pure arithmetic operation and does not have to be measured and processed.
the travel s is determined as a quotient of the standing in the meter product of half the wheelset length a and the center distance b and standing in the denominator twice the radius of the radius R.
the travel s is in the context of Fig. 2 described method used for the determination of a desired force.

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Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
Vehicle Body Suspensions (AREA)

EP17164999.9A 2016-04-28 2017-04-05 Guidage latéral du boudin à contrôle de force pour un véhicule sur rail Active EP3239015B1 (fr)

Priority Applications (1)

Application Number	Priority Date	Filing Date	Title
PL17164999T PL3239015T3 (pl)	2016-04-28	2017-04-05	Prowadzenie pojazdu wzdłuż zadanego toru z regulowaną siłą dla pojazdu szynowego

Applications Claiming Priority (1)

Application Number	Priority Date	Filing Date	Title
ATA50377/2016A AT518698B1 (de)	2016-04-28	2016-04-28	Kraftgeregelte Spurführung für ein Schienenfahrzeug

Publications (2)

Publication Number	Publication Date
EP3239015A1 true EP3239015A1 (fr)	2017-11-01
EP3239015B1 EP3239015B1 (fr)	2021-05-26

Family

ID=58536741

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP17164999.9A Active EP3239015B1 (fr)	2016-04-28	2017-04-05	Guidage latéral du boudin à contrôle de force pour un véhicule sur rail

Country Status (4)

Country	Link
EP (1)	EP3239015B1 (fr)
AT (1)	AT518698B1 (fr)
ES (1)	ES2875525T3 (fr)
PL (1)	PL3239015T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE102017114421A1 (de) *	2017-06-28	2019-01-03	Rheinisch-Westfälische Technische Hochschule (Rwth) Aachen	Gelenktes Losradpaar für Schienenfahrzeuge
WO2020027681A1 (fr) *	2018-08-03	2020-02-06	Instituto Superior Técnico	Dispositif de guidage ferroviaire et son procédé de fonctionnement

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE102020123592A1 (de)	2020-09-10	2022-03-10	Liebherr-Transportation Systems Gmbh & Co Kg	Aktive Radsatzsteuerung für ein Schienenfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0600172A1 (fr) *	1992-11-28	1994-06-08	Siemens Schienenfahrzeugtechnik GmbH	Train de roulement pour véhicules ferroviaires
DE19861086A1 (de) *	1998-06-13	2000-01-27	Abb Daimler Benz Transp	Verfahren zur Achsausrichtung bei Schienenfahrzeugen
DE102006025773A1 (de) *	2006-05-31	2007-12-06	Bombardier Transportation Gmbh	Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs
WO2016008731A1 (fr) *	2014-07-18	2016-01-21	Siemens Aktiengesellschaft	Train de roulement d'un véhicule ferroviaire

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
AT407140B (de) *	1993-11-26	2000-12-27	Integral Verkehrstechnik Ag	Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges

2016
- 2016-04-28 AT ATA50377/2016A patent/AT518698B1/de not_active IP Right Cessation
2017
- 2017-04-05 EP EP17164999.9A patent/EP3239015B1/fr active Active
- 2017-04-05 PL PL17164999T patent/PL3239015T3/pl unknown
- 2017-04-05 ES ES17164999T patent/ES2875525T3/es active Active

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
EP0600172A1 (fr) *	1992-11-28	1994-06-08	Siemens Schienenfahrzeugtechnik GmbH	Train de roulement pour véhicules ferroviaires
DE19861086A1 (de) *	1998-06-13	2000-01-27	Abb Daimler Benz Transp	Verfahren zur Achsausrichtung bei Schienenfahrzeugen
DE102006025773A1 (de) *	2006-05-31	2007-12-06	Bombardier Transportation Gmbh	Verfahren zur Regelung eines aktiven Fahrwerks eines Schienenfahrzeugs
WO2016008731A1 (fr) *	2014-07-18	2016-01-21	Siemens Aktiengesellschaft	Train de roulement d'un véhicule ferroviaire

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
DE102017114421A1 (de) *	2017-06-28	2019-01-03	Rheinisch-Westfälische Technische Hochschule (Rwth) Aachen	Gelenktes Losradpaar für Schienenfahrzeuge
WO2020027681A1 (fr) *	2018-08-03	2020-02-06	Instituto Superior Técnico	Dispositif de guidage ferroviaire et son procédé de fonctionnement
PT110903B (pt) *	2018-08-03	2021-08-02	Inst Superior Tecnico	Dispositivo de guiamento ferroviário e o seu método de operar.

Also Published As

Publication number	Publication date
ES2875525T3 (es)	2021-11-10
PL3239015T3 (pl)	2021-11-15
EP3239015B1 (fr)	2021-05-26
AT518698B1 (de)	2021-06-15
AT518698A1 (de)	2017-12-15

Publication	Publication Date	Title
EP0877694B1 (fr)	2002-03-27	Procede permettant d'influer sur l'angle d'inflexion des wagons d'un vehicule sur rail, vehicule sur rail avec lequel ce procede est mis en oeuvre
EP0655378B1 (fr)	2000-02-23	Dispositif et procédé pour orienter les essieux des véhicules ferroviaires
DE102013001973B3 (de)	2014-01-16	Spurführung eines Schienenfahrzeugs
EP0870664B1 (fr)	2008-04-02	Procédé et dispositif pour le guidage des trains de roues des véhicules ferroviaires
EP1412240B1 (fr)	2010-03-03	Procede et dispositif de commande radiale active de paires de roues ou de jeux de roues de vehicules
EP3239015B1 (fr)	2021-05-26	Guidage latéral du boudin à contrôle de force pour un véhicule sur rail
EP3544875B1 (fr)	2021-09-01	Châssis pour véhicules sur rails
DE2614166A1 (de)	1977-10-13	Radsatz fuer ein schienenfahrzeug
DE102013224582A1 (de)	2015-06-03	Fahrwerk für ein Schienenfahrzeug
EP0736439B1 (fr)	1999-03-10	Train de roulement pour véhicules ferroviaires
DE102007051218A1 (de)	2009-04-30	Verfahren und Regelungssystem/Regelungskomponente zur Bestimmung von dynamischen Nick-, Wank- und/oder Hubachsen
DE102016226072A1 (de)	2018-06-28	Sicherheitsfunktion und Steuergerät zur Überwachung sowie Steuerung von Wankstabilisatoren
EP3934960B1 (fr)	2023-12-20	Dispositif et procédé servant à définir des espacements entre des caisses de voiture et des trains de roulement de véhicules
DE102004024951A1 (de)	2005-12-08	Verfahren zur Ermittlung der Bewegung des Aufbaus eines Fahrzeugs sowie entsprechendes Fahrzeug
WO2004087446A1 (fr)	2004-10-14	Régulation de suspension
DE2848398B1 (de)	1979-11-29	Spurfuehrung eines Radsatzes fuer Schienenfahrzeuge
AT524550B1 (de)	2022-07-15	Fahrwerk für ein Schienenfahrzeug
DE102019213272A1 (de)	2021-03-04	Verfahren zum Betreiben eines verstellbaren Wankstabilisators
EP3241716B1 (fr)	2019-05-29	Bogie de véhicule ferroviaire
DE102012222452B4 (de)	2021-12-09	Verfahren zum Bestimmen des Schiefziehens eines Fahrzeug-Lenksystems
EP3344510B1 (fr)	2019-12-25	Train de roulement de véhicule ferroviaire
DE102022103096A1 (de)	2023-08-10	Schienenfahrzeugfahrwerk mit einer Vorrichtung zum Steuern einer Radachse
WO2024002665A1 (fr)	2024-01-04	Dispositif et procédé d'estimation pour déterminer des valeurs estimées de mouvement
DE102019213273A1 (de)	2021-03-04	System zur Wankstabilisierung eines Kraftfahrzeugs
DE102019213267A1 (de)	2021-03-04	Verfahren zur Erkennung einer Blockade eines verstellbaren Wankstabilisators

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