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EP0833766A1 - Railway vehicule with single-axle running gear - Google Patents

Railway vehicule with single-axle running gear

Info

Publication number
EP0833766A1
EP0833766A1 EP97920684A EP97920684A EP0833766A1 EP 0833766 A1 EP0833766 A1 EP 0833766A1 EP 97920684 A EP97920684 A EP 97920684A EP 97920684 A EP97920684 A EP 97920684A EP 0833766 A1 EP0833766 A1 EP 0833766A1
Authority
EP
European Patent Office
Prior art keywords
sensor
rail vehicle
drive
vehicle according
actuator
Prior art date
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
EP97920684A
Other languages
German (de)
French (fr)
Other versions
EP0833766B1 (en
Inventor
Detlef Müller
Johannes Hock
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.)
Alstom Transportation Germany GmbH
Original Assignee
ABB Daimler Benz Transportation Schweiz AG
ABB Daimler Benz Transportation Technology GmbH
ABB Daimler Benz Transportation Deutschland GmbH
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.)
Filing date
Publication date
Application filed by ABB Daimler Benz Transportation Schweiz AG, ABB Daimler Benz Transportation Technology GmbH, ABB Daimler Benz Transportation Deutschland GmbH filed Critical ABB Daimler Benz Transportation Schweiz AG
Publication of EP0833766A1 publication Critical patent/EP0833766A1/en
Application granted granted Critical
Publication of EP0833766B1 publication Critical patent/EP0833766B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Motor Power Transmission Devices (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Road Paving Machines (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

On a railway vehicle with a single-axle running gear (2, 3) which pivots about a vertical axis (8) relative to an associated coach body (13) and which is linked to a control unit (15) which in turn depends on a sensor unit that is affected by the radius of the curvature of the track ahead, the sensor unit is equipped with an electric sensor and a downstream electric low-pass filter for the purpose of obtaining a simple control system. Following the low-pass filter a quasi-static output signal which has been cleared of noise will be available for the control of the actuator (9).

Description

Schienenfahrzeug mit einem einachsigen LaufwerkRail vehicle with a single-axle drive
Die Erfindung betrifft ein Schienenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs.The invention relates to a rail vehicle according to the preamble of the first claim.
Ein bekanntes Schienenfahrzeug dieser Art (DE 42 24 467 AI) besteht aus mindestens zwei Fahrzeugkästen, die auf wenig¬ stens drei gesteuerten einachsigen Laufwerken sitzen. Die Steuersignale für die Steuerung der beteiligten mehreren Laufwerke wird von einer Steuereinrichtung erzeugt, die das Steuersignal aus der Winkelstellung zweier benachbarter Wagenkästen gewinnt. Die Steuereinrichtung umfaßt dabei eine hydraulische Stelleinheit, die mit den Laufwerken gekoppelt ist und das von einer Gebersensoreinheit aus der Winkel- Stellung benachbarter Wagenkästen gewonnene und damit von dem Bogenradius eines zu durchfahrenden Gleises abhängige Steuersignal eine funktionsgerechte Schwenkung der betrof¬ fenen Laufwerke um eine Hochachse umsetzt. Von Nachteil ist bei dieser Ausgestaltung eine aufwendige Energieversorgung, die zusätzlich zu einer elektrischen Energieversorgung eine Hydraulikanlage am Wagen erforderlich macht. Zudem erfolgt die Abtastung der WinkelStellung zweier benachbarter Wagen¬ kästen über mechanische Hebelanordnungen, die auf entsprechende hydraulische Stellglieder einwirken, welche den jeweiligen Laufwerkrahmen in eine Sollposition steuern.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. In addition, 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.
Der Erfindung liegt die Aufgabe zugrunde, bei einem Schie¬ nenfahrzeug gemäß dem Oberbegriff des ersten Anspruchs Maßnahmen zu treffen, durch welche mit einfachen Steue¬ rungseinrichtungen eine zuverlässige Einstellung eines einachsigen Laufwerks ermöglicht wird.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.
Die Lösung dieser Aufgabe erfolgt gemäß der Erfindung durch die kennzeichnenden Merkmale des ersten Anspruchs.This object is achieved according to the invention by the characterizing features of the first claim.
Bei einer Ausgestaltung eines Schienenfahrzeugs gemäß der Erfindung wird mittels eines Gebersensors in einer Gebersensoreinheit ein unmittelbar aus dem Radius eines zu durchfahrenden Gleises abgeleitetes elektrisches Ursprungs- Signal generiert, das aus der aktuellen Stellung eines insbesondere vorlaufenden, sich aufgrund der Rad-Schiene- Geometrie selbst einstellenden Laufwerks, aus der Winkellage von benachbarten Wagenkastenteilen oder dergleichen abge¬ leitet wird. Dieses Ursprungs-Signal enthält neben einem dem Bogenradius entsprechenden, für die Steuerung benötigten Nutzsignalanteil auch überlagerte Schwingungen, die sich im Betrieb eines Schienenfahrzeugs aus den durch Unebenheiten, Fremdkörper, Traktionskrafteinflüssen und dergleichen sich ergebenden Schwankungen zwischen Laufwerk und Wagenkasten oder zwischen den als Meßgrundlage verwendeten Wagenkästen ableiten und sich dem bogenabhängigen Nutzsignal aufmodu¬ lieren bzw. überlagern. Um derartige gleisbogenunabhängige Störungen zu eliminieren, wird das Ursprungssignal einem Tiefpaßfilter zugeführt, das eine unterhalb der Störschwin¬ gungen liegende Grenzfrequenz aufweist. Es hat sich gezeigt, daß diese Grenzfrequenz unter 5 Hertz liegt und vorzugsweise bis 0,5 Hertz gewählt wird. Das so von Störschwingungen befreite Signal entspricht einem auf den jeweils zu durch¬ fahrenden Bogenradius abgestimmten Sollwert-Signal, das als quasistationäre Führungsgröße für die Steuerung einer dem einzustellenden Laufwerk zugeordneten Stelleinheit dient.In one embodiment of a rail vehicle according to the invention, 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. In order to eliminate such track-independent interference, 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.
Die mit dem zu steuernden Laufwerk, insbesondere mit dessen Laufwerkrahmen gekoppelte Stelleinheit weist einen elektri¬ schen Regler und ein von dessen als Führungsgröße wirkenden Ausgangesignal gesteuertes elektromagnetisches Stellglied auf. Dieses Stellglied ist mechanisch einerseits mit dem Laufwerk und andererseits mit dem zugehörigen Wagenkasten gekoppelt, so daß durch Verstellen des Stellglieds eine Schwenkung des Laufwerks um seine reelle oder virtuelle Hochachse möglich ist. Wird ein Schrittmotor als Stellglied verwendet, dann kann es ausreichen, das Ausgangssignal des Filters über den Regler in eine Stellimpulsfolge umzusetzen, welche eine dem zu durchfah-renden Bogenradius angepaßte WinkelVerstellung des Laufwerks gegenüber dem zugeordneten Wagenkasten bewirkt. Ist eine positionsgenaue Ansteuerung dagegen nicht sichergestellt, dann ist es zweckmäßig, am Stellglied oder am Laufwerk einen Positionsgeber vorzusehen, der ein elektrisches Positionssignal über die aktuelle Einstellposition liefert. Dieses Positionssignal kann dann als Positions-Istwert einer elektrischen Vergleichseinrich¬ tung zugeführt werden, der als Sollwert das quasistationäre Ausgangssignal des Filters zugeführt wird und aus Sollwert und Istwert die jeweils noch auszugleichende Regelabweichung dem Regler zuführt, dessen Ausgangssignal als Stellgröße an das Stellglied solange ausgegeben wird, bis die Regelabwei¬ chung zumindest annähernd gegen Null geht.The actuating unit coupled to the drive to be controlled, in particular to its drive frame, 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. If, on the other hand, a positionally precise control is not ensured, then it is advisable to provide 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.
Die Gebersensoreinheit und insbesondere der Filter kann zwei quasistatische Signalausgänge aufweisen, wobei an jeden dieser Signalausgänge eine Stelleinheit angeschlossen ist, deren Stellglieder gemeinsam auf dasselbe Laufwerk und insbesondere auf dessen Laufwerksrahmen wirken. Die mechani¬ schen Angriffsstellen der beiden Stellglieder liegen dabei insbesondere diagonal zueinander und in den Bereichen des Laufwerkrahmens, in dem sich Sekundärfederelemente zur Ver¬ bindung des Laufwerkrahmens mit dem zugeordneten Wagenkasten befinden. In diesem Bereich sind auch üblicherweise Primär¬ federelemente zwischen dem Laufwerkrahmen und den Radlagern des einachsigen Radsatzes vorgesehen. Die Quersteifigkeit dieser Federelemente bewirkt die Grundausrichtung des Lauf¬ werks in Fahrzeuglängsachse und läßt im Betrieb eine sich aus der Rad-Schiene-Geometrie ergebende beschränkte Auslenkung des Radsatzes zu, während die durch das Stellglied erzwungene Auslenkung gegen die Kraft der Sekundärfederelemente erfolgt. Zweckmäßigerweise bildet dabei eine Drehzapfenlagerung eine reelle Hochachse für die Schwenkbewegung des Laufwerks gegenüber dem Wagenkasten.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. The 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.
Das jeweilige Stellglied ist insbesondere als Linearantrieb ausgebildet und kann ein elektrischer Linearmotor oder ein Servomotor mit Gewindespindelantrieb oder mit Planetenge¬ triebe sein. Die Anbindung des oder der Stellglieder erfolgt insbesondere elastisch an das Laufwerk oder den Wagenkasten, wozu vorzugsweise zwischengefügte Gummi-MetallElemente verwendet werden, um einerseits das Stellglied gegen Stoßbelastungen zu schützen und sich aus dem Fahrbetrieb ergebende notwendige Pendelbewegungen zwischen Fahrgestell¬ rahmen und Wagenkasten zuzulassen.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.
Der Gebersensor zur Generierung des gleisbogenabhängigen Ursprungssignals kann als elektrischer Widerstandsgeber einem Kupplungsgelenk zwischen zwei Wagenkästen zugeordnet sein und die daran bei Bogenfahrt sich einstellende Drehwinkeländerung für das Ursprungs-Signal als sich ändernder elektrischer Widerstand, als Induktivitäts- oder Kapazitätswert oder dergleichen erfassen. Der Gebersensor kann jedoch auch einem dem zu steuernden Laufwerk am gleichen oder einem anderen Wagenkasten angeordneten vor- oder nachlaufenden Laufwerk zugeordnet sein und von dessen sich aus der Rad-Schiene- Geometrie bei Bogenfahrt selbsttätig ergebender Drehauslenkung beeinflußt sein.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. However, 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.
Die Erfindung ist nachfolgend anhand der Prinzipskizzen eines Ausführungsbeispiels näher erläutert.The invention is explained in more detail below on the basis of the schematic diagrams of an exemplary embodiment.
Es zeigen:Show it:
Fig. 1 ein vom zu durchfahrenden Bogenradius mit Hilfe vonFig. 1 one of the arc radius to be traversed with the help of
Stellgliedern steuerbares einachsiges Laufwerk in Draufsicht und Fig. 2 eine Steuereinheit mit einer Sensoreinheit und Stelleinheiten zur Steuerung der Stellglieder.Actuators controllable uniaxial drive in plan view and Fig. 2 shows a control unit with a sensor unit and actuators for controlling the actuators.
Ein nicht dargestellter Wagenkasten eines Schienenfahrzeugs sitzt über Sekundärfederelemente 1 auf einem Laufwerkrahmen 2 eines nur eine Achse 3 aufweisenden Einachs-Laufwerks mit starr auf der Achse 3 festgesetzten Schienenrädern 4 auf. Die Achse 3 des Radsatzes 3,4 liegt in einer die senkrechten Mittelachsen 5 der Sekundärfederelemente 1 aufnehmenden senkrechten, quer zur Fahrzeuglängsrichtung verlaufenden Ebene, wobei die Radlager 6 über in Fahrtrichtung vor- und nachgeordnete Primärfederelemente 7 an der Unterseite des Laufwerkrahmens 2 abgestützt und festgesetzt sind. Die Primärfederelemente 7 nehmen dabei nicht nur Gewichtskräfte in ihrer Achsrichtung auf sondern lassen durch eine gewisse Querelastizität auch aus der Rad-Schiene-Geometrie sich ergebende Schwenkausschläge der Achse 3 bzw. des Laufwerk- rahmens 2 gegenüber dem Wagenkasten 13 in begrenztem Maße zu. Die Schwenkung erfolgt dabei um eine Hochachse 8, die durch einen mit dem zugehörigen Wagenkasten verbundenen und in eine Lageraufnehmung an Laufwerksrahmen 2 eingreifenden Lager¬ zapfen realisiert ist.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.
Um eine erzwungene Drehverstellung des Laufwerks um die Hochachse 8 abhängig vom Bogenradius des jeweils zu durch- fahrenden Gleisabschnittes bewerkstelligen zu können, ist eine Stellvorrichtung aus zwei diagonal und symmetrisch angeordneten Stellgliedern 9 vorgesehen, die an der jewei¬ ligen Außenseite des Laufwerkrahmens 2 im Bereich der Radlager 6 bzw. der Sekundärfederelemente 1 über mit eine Stellstange 10 mit einem dort vorgesehenen Halteauge 11 in Eingriff stehen und andernends über ein gummielastisches Element als elastisches Anbindungsmittel 12 fest mit einem am Wagenkasten starr angeordneten Wagenkastenteil 13 verbunden ist.In order to force the drive to be rotated about the vertical axis 8 depending on the arc radius of the To be able to accomplish moving track section, an actuating device is provided 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.
Zur Steuerung der Stellglieder 9 ist eine Steuereinrichtung gemäß Fig. 2 vorgesehen. Sie besteht aus einer Sensoreinheit 14 und zwei davon gesteuerten, zumindest in der Grundfunktion gleichen Stelleinheiten 15, welche jeweils eines der Stell¬ glieder 9 zur zwangsweisen Drehverstellung des Laufwerks 2, 3 umfassen. Die Sensoreinheit 14 besteht dabei aus einem Gebersensor 17, welcher das vom Radius eines zu befahrenden Gleisbogens abhängige Ursprungs-Signal, das abhängig von einem weiteren, sich selbst gemäß der Rad-Schiene-Geometrie einstellenden Laufwerk oder der aufeinander bezogenen Win¬ kellage von Wagenkastenteilen benachbarter Wagen generiert wird. Nachdem diese Gebereinrichtungen nicht nur vom Radius des zu befahrenden Gleises sondern auch von Störeinflüssen beaufschlagt sind, ist dem bogenabhangigen Signalteil ein aus der Fahrzeugdynamik sich ergebendes Störsignal überlagert. Der Gebersensor 17 liefert demgemäß ein dynamisches Ursprungssignal w (t) dyn, welches einem Tiefpaßfilter 18 mit einer oberen Grenzfrequenz von bis zu 5 Hertz, vorzugsweise jedoch von nur 0,5 Hertz zugeführt wird. Die Anteile der schnelleren, höherfrequenten Störschwingungen werden dadurch aus dem Ursprungssignal eliminiert, so daß am Ausgang des Filters 18, das vorzugsweise zwei getrennte Ausgangsan¬ schlüsse für die beiden Stelleinheiten 15 aufweist, jeweils eine quasistationäre Führungsgröße w (t) ansteht, die als Sollwertvorgabe für die Einstellung des jeweiligen Stellgliedes 9 dient. Hierzu wird die gefilterte Führungsgröße w (t) einem Regler 19 zugeführt, der ein Ausgangssignal y (t) als Stellgröße für das elektro- mechanische Stellglied 9 liefert. Entsprechend der Größe oder Dauer dieses Ausgangssignals führt das insbesondere einen Elektromotor enthaltende Stellglied 9 eine Dreh-, vorliegend jedoch eine Längenänderung aus, welche das Fahrwerk 1, 2 so steuert, daß die Achse 3 in einer Radiuslinie des zu befah¬ renden Gleisabschnitts liegt. Um dabei sicherzustellen, daß die Sollposition des Stellglieds oder des Laufwerks tatäschlich erreicht wird, ist dem Stellglied 9 oder dem Laufwerk 2, 3 ein Positionsgeber 21 zugeordnet, der ein abhängig von der Dreheinstellung des Laufwerks 2, 3 oder der Position der Stellstange 10 abhängiges Positionssignal xr (t) liefert. Dieses Positionssignal wird einem elektrischen Vergleicher 20 zugeführt, dem als weiteres Eingangssignal auch die gefilterte Führungsgröße w (t) zugeführt wird. Das Positionssignal ist demnach der tatsächlich erreichte Istwert in Bezug auf die durch den Sollwert vorgegebene Sollposition. Im Vergleicher wird aus den beiden Eingangssignalen w (t) und xr (t) die Regelabweichung ermittelt und als Eingangssignal xw (t) dem Regler 19 zugeführt. Der Regler 19 erzeugt damit die Stellgröße y (t) nur solange, bis das Sollwertsignal und das Istwertsignal am Vergleicher 20 zu einer nahe dem Wert Null liegenden Regelabweichung führt. Der Positionsgeber 21 kann beispielsweise ein verstellbarer elektrischer Widerstand sein, der einerseits mit dem Laufwerkrahmen 2 und anderer¬ seits mit einem feststehenden Wagenkastenteil 13 mechanisch verbunden ist und das aus der Drehverstellung des Laufwerks 2, 3 sich ergebende Stellsignal xr (t) liefert.A control device according to FIG. 2 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. For this purpose, 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. Depending on the size or duration of this output signal, 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. In order to ensure that the target position of the actuator or the drive is actually reached, 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. In the comparator, 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.
Die Sensoreinheit 14 kann auch dazu benutzt werden, um beispielsweise bei einer Testfahrt auf einer vorgegebenen Schienenstrecke wegabhängig die Schienenkonfiguration in einem Datenspeicher als gefilterte Führungsgröße für die Gesamtstrecke abzulegen und bei weiteren Fahrten auf dieser Strecke auf diesem Datenspeicher die quasistationäre Führungsgröße w (t) zur Steuerung der Stelleinheiten 15 abzurufen.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.
Insgesamt begibt sich durch die Ausbildung der Steuerungs¬ elemente auf elektrischer und elektronischer Basis ein kostengünstiger und kompakter Aufbau bei geringem Mittel¬ aufwand, wobei für die elektrische Energieversorgung das an Schienenfahrzeugen ohnehin vorhandene elektrische Netz zur Verfügung steht. Dabei werden elektrische Störeinflüsse, die unabhängig von dem Radius des zu befahrenden Schienenstücks sind, solch einfache elektrische Filterungsmaßnahmen eliminiert, so daß eine exakte radiale Ausrichtung des Fahrwerks in Bezug auf die Gleise störungsfrei erfolgen kann und dadurch ein ruhiger und entgleisungssicherer Lauf des betreffenden Laufwerks erreicht wird. Dabei ist es auch möglich, die von einer Sensoreinheit ermittelte Gleiskrumraung auf mehr als ein Laufwerk zu übertragen. Dabei kann es auch zweckmäßig sein, am zu steuernden Laufwerk selbst ein bogenabhängiges dynamisches Ursprungssignal abzugreifen, wenn der Gebersensor beispielsweise die Relatiwerstellung zwischen Laufwerksrahmen 2,3 und der darin gelagerten Achse 3 erfaßt und dementsprechend über die Stellglieder am zugehörigen Laufwerkrahmen eine Gesamtverstellung des Laufwerks 2, 3 in eine Drehposition bewirkt, in welcher die sich aus der Rad-Schiene-Geometrie ergebende und durch die Primärfederelemente 7 mögliche Auslenkung des Radsatzes 3, 4 gegenüber dem zugehörigen Laufwerksrahmen 2 kompensiert ist. Es ergibt sich insgesamt auch eine gute radiale Einstellung von Radsatz-Einzelfahrwerken im Gleisbogen auch bei großen Radsatzabständen an einem Wagenkasten, wobei die aufzuwen¬ denden Steuerungsmittel kostengünstiger sind als die Zuord¬ nung eines zweiten Radsatzes, der die Steuerungsaufgaben übernimmt.Im übrigen trägt die Achse 3 noch Bremsscheiben 22, welchen am Laufwerkrahmen 3 festgesetzte Scheibenbremsanord¬ nungen 23 zugeordnet sind. All in all, 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. It 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. Overall, there is also a good radial setting of individual wheel set bogies in the track curve even with large wheel set spacings on a car body, the control means to be used being more cost-effective than the assignment of a second wheel set which takes over the control tasks 3 still brake disks 22, which are associated with disk brake assemblies 23 fixed to the drive frame 3.

Claims

P a t e n t a n s p r ü c h e Patent claims
1. Schienenfahrzeug mit wenigstens einem einachsigen Lauf¬ werk, das gegenüber einem zugeordneten Wagenkasten um eine reelle oder virtutelle Hochachse schwenkbar gelagert und mit einer Stelleinheit gekoppelt ist, welche von einem Signal gesteuert ist, das von einer vom Bogenradius eines zu durch¬ fahrenden Gleises beeinflußten Gebersensoreinheit abhängig ist, d a d u r c h g e k e n n z e i c h n e t, daß die Gebersensoreinheit (14) einen elektrischen Geber¬ sensor (17) und ein elektrisches Tiefpaßfilter (18) aufweist, daß der Gebersensor (17) ein dynamisches elektrisches Ursprungssignal (w(t)dyn) abgibt und daß dieses Ursprungs- Signal (w(t)dyn) dem Tiefpaßfilter (18) zugeführt ist, dessen quasistationäres Ausgangssignal (w(t)) die Stelleinheit (15) steuert.1. Rail vehicle with at least one uniaxial running gear, which is pivotably mounted about a real or virtual vertical axis relative to an assigned car body and is coupled to an actuating unit which is controlled by a signal which is influenced by a track to be traversed by the radius of curvature Sensor sensor unit is dependent, characterized in that the sensor sensor unit (14) has an electrical sensor sensor (17) and an electrical low-pass filter (18), that the sensor sensor (17) emits a dynamic electrical original signal (w (t) dyn) and that this Original signal (w (t) dyn) is fed to the low-pass filter (18), the quasi-stationary output signal (w (t)) of which controls the control unit (15).
2. Schienenfahrzeug nach Anspruch 1 , d a d u r c h g e k e n n z e i c h n e t, daß das Tiefpaßfilter (18) eine obere Grenzfrequenz aufweist, die niedriger als die Frequenz von Störsignalen liegt.2. Rail vehicle according to claim 1, so that the low-pass filter (18) has an upper cut-off frequency that is lower than the frequency of interference signals.
3. Schienenfahrzeug nach Anspruch 1 oder 2 , d a d u r c h g e k e n n z e i c h n e t, daß die Stelleinheit (15) einen Regler (19) und ein von dessen Ausgangssignal (y(t)) als Führungsgröße gesteuertes elektromechanisches Stellglied (9) aufweist und daß das Stellglied (9) mechanisch einerseits mit dem Laufwerk (2, 3) und andererseits mit dem Wagenkasten (13) gekoppelt ist.3. Rail vehicle according to claim 1 or 2, characterized in that the actuating unit (15) has a controller (19) and one of its output signal (y (t)) controlled as a control variable electromechanical actuator (9) and that Actuator (9) is mechanically coupled on the one hand to the drive (2, 3) and on the other hand to the car body (13).
4. Schienenfahrzeug nach Anspruch 3 , d a d u r c h g e k e n n z e i c h n e t, daß am Stellglied (9) oder Laufwerk (2, 3) ein Positionsgeber (21) vorgesehen ist, der ein Positionssignal (x(t)) liefert und daß das quasistationäre Ausgangssignal (w(t)) des Tief¬ passes (18) und das Ausgangssignal (x(t)) des Positionsgebers (21) als Regelgröße einem elektrischen Signalvergleicher (20) zugeführt ist, der ein der Regelabweichung zwischen der vom Ausgangssignal (w(t)) des Tiefpasses (18) vorgegebenen Sollposition und der vom Positionsgeber (21) gelieferten Istposition des Laufwerks (2, 3) entsprechendes Ausgangssignal (xw(t)) als Eingangssignal an den Regler (19) liefert.4. Rail vehicle according to claim 3, characterized in that on the actuator (9) or drive (2, 3) a position sensor (21) is provided which provides a position signal (x (t)) and that the quasi-stationary output signal (w (t) ) of the low pass (18) and the output signal (x (t)) of the position sensor (21) is fed as a controlled variable to an electrical signal comparator (20) which is one of the control deviation between that of the output signal (w (t)) of the low pass ( 18) predefined target position and the output position (xw (t)) corresponding to the actual position of the drive (2, 3) supplied by the position transmitter (21) as an input signal to the controller (19).
5. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß die Gebersensoreinheit (14) zwei quasistatische Signal¬ ausgänge aufweist und daß jedem dieser Signalausgänge eine Stelleinheit (15) nachgeschaltet ist, deren Stellglieder (9) gemeinsam auf ein Laufwerk (2, 3) wirken.5. Rail vehicle according to claim 1 or one of the following, characterized in that the sensor unit (14) has two quasi-static Signal¬ outputs and that each of these signal outputs is followed by an actuator (15), the actuators (9) together on a drive (2, 3) act.
6. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß zwei Stellglieder (9) an diagonal gegenüberliegenden Stellen (11) des Laufwerks (2, 3) angreifen.6. Rail vehicle according to claim 1 or one of the following, d a d u r c h g e k e n n z e i c h n e t that two actuators (9) at diagonally opposite points (11) of the drive (2, 3) attack.
7. Schienenfahrzeug nach Anspruch 3 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß das Stellglied (9) ein Linearantrieb ist.7. Rail vehicle according to claim 3 or one of the following, d a d u r c h g e k e n n z e i c h n e t that the actuator (9) is a linear drive.
8. Schienenfahrzeug nach Anspruch 7, d a d u r c h g e k e n n z e i c h n e t, daß das Stellglied (9) ein Linearmotor ist. 8. Rail vehicle according to claim 7, characterized in that the actuator (9) is a linear motor.
9. Schienenfahrzeug nach Anspruch 7, d a d u r c h g e k e n n z e i c h n e t, daß das Stellglied (9) ein Servomotor mit Gewindespindeltrieb ist.9. Rail vehicle according to claim 7, d a d u r c h g e k e n n z e i c h n e t that the actuator (9) is a servo motor with threaded spindle drive.
10. Schienenfahrzeug nach Anspruch 7, d a d u r c h g e k e n n z e i c h n e t, daß das Stellglied (9) ein Servomotor mit Planetengetriebe ist.10. Rail vehicle according to claim 7, d a d u r c h g e k e n n z e i c h n e t that the actuator (9) is a servo motor with planetary gear.
11. Schienenfahrzeug nach Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß das Stellglied (9) elastisch an das Laufwerk (2, 3) und/oder den Wagenkasten (13) angebunden ist.11. Rail vehicle according to claim 1 or one of the following, that the actuator (9) is elastically connected to the drive (2, 3) and / or the car body (13).
12. Schienenfahrzeug nah Anspruch 1 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß der Gebersensor (17) an einem Kupplungsgelenk zwischen zwei Wagenkästen angeordnet ist und von der um eine Hochachse sich einstellenden Drehwinkeländerung der Kupplungsgelenkteile gesteuert ist.12. Rail vehicle close to claim 1 or one of the following, that the sensor sensor (17) is arranged on a coupling joint between two car bodies and is controlled by the change in the angle of rotation of the coupling joint parts that occurs about a vertical axis.
13. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 11, d a d u r c h g e k e n n z e i c h n e t, daß der Gebersensor (17) einem dem zu steuernden Laufwerk (2, 3) vor- oder nachlaufenden, um eine Hochachse schwenkbaren Laufwerk zugeordnet ist und von dessen sich aus der Rad- Schiene-Geometrie selbsttätig ergebender Drehauslenkung beeinflußt ist.13. Rail vehicle according to at least one of claims 1 to 11, characterized in that the sensor sensor (17) one of the drive to be controlled (2, 3) leading or trailing, is assigned to a pivotable drive and from which the wheel- Rail geometry is influenced automatically resulting rotary deflection.
14. Schienenfahrzeug nach wenigstens einem der Ansprüche 1 bis 11, d a d u r c h g e k e n n z e i c h n e t, daß der Gebersensor (17) einen Datenspeicher enthält, in dem gleisstreckenbezogene Signale als Steuergröße für die Stell¬ einheit abgelegt sind, wobei die abgelegten Daten dem gefil¬ terten quasistationären Ausgangssignal entsprechen.14. Rail vehicle according to at least one of claims 1 to 11, characterized in that the transmitter sensor (17) contains a data memory in which track-related signals are stored as a control variable for the actuating unit, the stored data corresponding to the filtered quasi-stationary output signal.
15. Schienenfahrzeug nach Anspruch 2 oder einem der folgenden, d a d u r c h g e k e n n z e i c h n e t, daß das Tiefpaßfilter (18) eine Grenzfrequenz bis etwa 5 Hertz, vorzugsweise bis ca. 0,5 Hertz aufweist. 15. Rail vehicle according to claim 2 or one of the following, that the low-pass filter (18) has a cut-off frequency of up to about 5 Hertz, preferably up to about 0.5 Hertz.
EP97920684A 1996-04-27 1997-04-15 Railway vehicle with single-axle running gear Expired - Lifetime EP0833766B1 (en)

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DE19617003A DE19617003C2 (en) 1996-04-27 1996-04-27 Rail vehicle with a single-axle drive
PCT/EP1997/001873 WO1997041022A1 (en) 1996-04-27 1997-04-15 Railway vehicule with single-axle running gear

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CA2225040A1 (en) 1997-11-06
DE19617003A1 (en) 1997-10-30
CN1189802A (en) 1998-08-05
ZA973617B (en) 1997-11-28
ATE199138T1 (en) 2001-02-15
PL324245A1 (en) 1998-05-11
HUP9901459A2 (en) 1999-08-30
CZ8198A3 (en) 1999-12-15
AU700636B2 (en) 1999-01-07
SK11998A3 (en) 1999-01-11
WO1997041022A1 (en) 1997-11-06
DE19617003C2 (en) 2002-08-01
EP0833766B1 (en) 2001-02-14
RU2143356C1 (en) 1999-12-27
PL183677B1 (en) 2002-06-28
DE59702996D1 (en) 2001-03-22
JPH10509403A (en) 1998-09-14
HUP9901459A3 (en) 2001-09-28
CA2225040C (en) 2001-08-28
CN1079754C (en) 2002-02-27
CZ287922B6 (en) 2001-03-14
HU221874B1 (en) 2003-02-28
AU2697497A (en) 1997-11-19

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