WO2011006827A1

WO2011006827A1 - Transverse truck coupling

Info

Publication number: WO2011006827A1
Application number: PCT/EP2010/059802
Authority: WO
Inventors: Werner Breuer
Original assignee: Siemens Aktiengesellschaft
Priority date: 2009-07-16
Filing date: 2010-07-08
Publication date: 2011-01-20
Also published as: EP2454141A1; EP2454141B1; PL2454141T3; ES2409123T3; DE102009033981A1

Abstract

The invention relates to a method for transverse truck coupling for a railway vehicle (10), wherein the transverse truck coupling is brought about by at least two trucks (DG1, DG2) of the railway vehicle. According to the invention, the relative motion between the two trucks is captured by measuring technology, a damper force value (F) is determined using the captured relative motion, and a damper force corresponding to the damper force value is exerted on the two trucks by means of controllable individual truck damping elements (AG1, AG2, AG3, AG4).

Description

The invention relates to a method for bogie cross coupling in a rail vehicle, wherein in the method, the bogie cross coupling of at least two bogies of the rail vehicle takes place. Such a procedure is carried out, for example, in locomotives of the Swiss and Austrian railways. 1 shows an example of an arrangement for a previously known bogie cross coupling between a leading bogie DG2 and a trailing bogie DGl. For bogie cross coupling two coupling rods KSl and KS2 are used, which are coupled together via a spring element FE. If, for example, the front (leading) bogie DG2 now drives into a curve, as indicated below in FIG. 1, the bogie DG2 is turned and the coupling rod KS2 connected to the bogie DG2 is pivoted. By pivoting the coupling rod KS2, the spring element FE is deflected, whereby this exerts on the connected to the rear bogie DGl coupling rod KSL a torque. The torque supports the Ausdrehbe- movement of the rear bogie DGl, as soon as this also enters the curve. Running technically reduces the bogie cross coupling so the quasi-static Radführungskräfte, since the transverse deflection of the spring between the bogies a resulting moment is generated on the two bogies, which supports the Ausdrehbewegungen the bogies. Passive, non-controllable attenuators are identified in FIG. 1 by the reference symbol P. In the figure 2, the force situation is shown in more detail in the sheet. One recognizes, how the transverse force Fquer over the Lever A exerts additional torque on the rear bogie. The reference character b indicates the distance of the passive attenuators. The bogie cross coupling described is structurally feasible as long as the area between the bogies in the underfloor area is free. However, if this space is to be used by an electrical transformer or other devices, the bogie cross coupling described is no longer feasible.

From the publication ZEVrail glass anneller 128 (2004) (10 October), pages 518-520, in addition, active rotary damper of Siemens AG are known. The previously known active rotary damper each consist of a cylinder which is hydraulically connected to a valve. This valve realizes the characteristic curve of a standard rotary damper in its center position and is effective when driving in the straight line and in track curves with a radius R> 350 m. In the case of smaller curved radii, an electronic control unit detects whether a narrow left-hand or right-hand bend is being negotiated and steers the valve to the corresponding end position. As a result, either the piston surface or the piston ring surface is pressurized with pressurized oil. The active rotary damper then generate a constant pressure or tensile force. Although the previously known active rotary damper allow an improved radial position of the two bogies, but no bogie cross coupling, as in the above-described locomotives of the Swiss and Austrian railways by means of the coupling rods and the spring element is achieved.

The invention has for its object to provide a method for bogie cross coupling, which can be used as universally as possible. This object is achieved by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in sub-claims.

According to the invention, it is provided that the relative movement between two bogies is detected metrologically, a damper force value is determined using the detected relative movement, and a damper force corresponding to the damper force value is exerted on the two bogies by means of bogie-individual, controllable damping elements. A significant advantage of the method according to the invention is the fact that it allows to take advantage of bogie cross coupling, as it is achieved in the above-described locomotives of the Swiss and Austrian railways by the two coupling rods and the spring element, even in modern vehicles at where the space between the bogies is otherwise occupied, for example by an electric transformer; because the bogie cross coupling is achieved according to the invention by the appropriate control of bogie-individual damping members.

Another significant advantage of the method according to the invention is the fact that due to the bogie cross coupling a very good cornering behavior is also achieved in Weichen. Because the bogie cross coupling works continuously, it also works in transition bends and bends with variable radius of curvature. Again, it comes through the bogie cross coupling to a drastic reduction of Radführungskräfte. A third significant advantage of the method according to the invention is the fact that the wheel guiding forces can be reduced to such an extent that compliance with the currently valid limit value of 6OkN can be readily ensured and even far lower wheel guiding forces can be achieved.

Preferably, a damper force is generated which is proportional to the relative movement between the two bogies.

Preferably, with the damper force two torques of the same size, but different directions of rotation are generated, of which one torque acts on the one bogie and the other torque on the other bogie.

According to a particularly preferred embodiment of the method, it is provided that the angles of rotation of the two bogies are detected, with the detected rotational angle values, a differential angle value is determined and the differential angle value, the damping force is set. About a difference in the angle of rotation, ie a differential angle, the controller can be particularly easy to perform. A particularly good handling behavior in curves and switches can be achieved if a damping force is generated which is proportional to the differential angle value, for example by multiplying the differential angle value by a proportionality factor to form the damping force value.

Preferably, the proportionality factor for the rail vehicle is determined vehicle-specific as a function of vehicle parameters. When determining the proportional tätsfaktors is preferably considered in particular the distance between the bogies.

The damping force can be particularly simple and thus exercise advantageous by means of hydraulic cylinders on the bogies. The hydraulic cylinders may include, for example, 4/3-way valves.

In the case of cornering of the rail vehicle, the damping force is preferably applied to the forward bogie in the direction of travel such that the deflection movement of the front bogie is counteracted; on the rear bogie in the direction of travel, the damping force is preferably applied such that the deflection movement of the rear bogie is supported.

The angles of rotation of the bogies are preferably measured, and rotational angle measurement values are formed as rotational angle values.

Alternatively or additionally, the respective deflection, for example the longitudinal deflection, of the bogie-individual damping members can be measured and the rotational angle values can be calculated with the deflection values. In such an embodiment, separate rotation angle sensors can be dispensed with.

The invention also relates to a rail vehicle with at least two bogies and a bogie cross coupling.

According to the invention, it is provided in this regard that a damping device for each of the two bogies in each case at least one controllable attenuator and one with the Dämp- and the control device is configured in such a way that it detects the relative movement between the two bogies, determines a damping force using the detected relative movement, and controls the damping elements in such a way that they exert the determined damping force on the two bogies.

With regard to the advantages of the rail vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the rail vehicle according to the invention essentially correspond to those of the method according to the invention. Preferably, a damper force is generated which is proportional to the relative movement between the two bogies, for example, proportional to the difference between the deflection angles of the two bogies. Preferably, the control device is designed such that it detects the respective rotational angle of the two bogies and calculates therefrom a differential angle value and determines the damping force with the differential angle value. For example, the control device may comprise a computing device which multiplies the differential angle value by a predetermined proportionality factor to determine the damper force.

It is also considered advantageous if the control device detects the respective deflection of the bogie-individual damping elements and calculates the rotational angle values with the deflection values. According to a particularly preferred refinement of the rail vehicle, it is provided that each bogie is assigned at least one turn-off angle sensor, which is connected to the control device, and the control device evaluates rotational angle measured values as rotational angle values.

At least one of the attenuators, preferably all attenuators, preferably have a proportional valve in order to generate a damper force proportional to the relative movement or to the differential angle value.

In summary, preferably, depending on the configuration of the rail vehicle or the method described above, all or at least some of the following properties are achieved:

1. Compliance with the quasi-static Radführungskräfte according to the currently valid standard EN 14363.

2. Compliance with the modern combination criteria of the top load Yqst + 0.87 Qqst <18OkN

3. Compliance with the top load in unsteady routing elements, such as points. Here, the criterion Y + 0.5 Q <15OkN is currently proposed.

4. Reduction of wheel wear in bends.

The invention will be explained in more detail with reference to embodiments; FIG. 3 shows a first exemplary embodiment of a rail vehicle according to the invention, by means of which an exemplary embodiment of the method according to the invention is also explained, and Figure 4 shows a second embodiment of a rail vehicle according to the invention, based on which a further embodiment of the method according to the invention will be explained.

For reasons of clarity, identical or comparable reference symbols are always the same in FIGS. 3 and 4

Reference numeral used. FIG. 3 shows an exemplary embodiment of a rail vehicle 10 with two bogies DG1 and DG2 and a damping device that brings about a bogie cross coupling. The damping device comprises four actively controllable damping members AGl, AG2, AG3 and AG4, for example in the form of actively activatable hydraulic cylinders, two

Angle sensors Wl and W2 and one connected to the attenuators and the angle sensors Wl and W2 control device 20. The control device 20 comprises a Drehwinkelerfassungsmo- module 30, which is connected on the input side to the two angle sensors Wl and W2, and a rotation angle detection module downstream computing device 40th Die Computing device 40 and thus the control device 20 as a whole are on the output side connected to the four actively controllable attenuators AGl, AG2, AG3 and AG4.

The control device 20 may be formed, for example, by a programmable data processing system; In this case, the rotation angle detection module 30 and the computing device 40 are preferably formed by software modules. The damping device according to FIG. 3 can be operated, for example, as follows:

The rotational angle detection module 30 receives rotational angle values φ1 and φ2 from the two angular sensors W1 and W2 which indicate the respective rotational angle of the respectively associated bogies DG1 and DG2. The rotation angle detection module 30 generates with these rotation angle values φ1 and φ2 a differential angle value Δφ and forwards it to the computing device 40.

The computing device 40 forms a damping force value F with the differential angle value Δφ and controls the four actively controllable damping elements AG1, AG2, AG3 and AG4 with individual control signals ST1, ST2, ST3 and ST4 in such a way that a damper force corresponding to the damper force value F can be controlled by means of the bogie-individual, controllable Attenuators on the two bogies DGl and DG2 is exercised.

The calculator 40 calculates the damper force value F with the differential angle value Δφ using, for example, a proportionality factor as follows:

F = Y * Δφ, where Y denotes the proportionality factor. So it is valid:

F ~ Δφ.

The proportionality factor Y is determined for the rail vehicle as a function of vehicle-specific vehicle parameters and the computing device, for example, as solid Parameter specified. When determining the proportionality factor Y, the distance between the bogies is preferably taken into account. The proportionality factor Y is preferably dimensioned such that the damping force value F, which is proportional to the differential angle value Δφ, corresponds to the lateral force Fquer, which would produce a damping device with two coupling rods KS1 and KS2 and a spring element FE according to FIGS. The device according to Figure 3 would work in this case just like the damping device according to Figures 1 and 2, but without adjusting the gap between the bogies. The control device 20 and the proportionality factor Y thus simulate the operation of two coupling rods KS1 and KS2 and of a spring element FE (see Figures 1 and 2), which thus may be absent in the embodiment; The unnecessary space between the bogies can therefore be used differently, for example, for a transformer.

Preferably, the computing device 40 controls the four actively controllable attenuators AGl, AG2, AG3 and AG4 with the individual control signals STl, ST2, ST3 and ST4 such that the damper force value F exerts two torques of the same size but different rotational direction on the two bogies. For example, the torques are generated by the individual control signals ST1, ST2, ST3 and ST4 in such a way that when the front bogie DG2 retracts into a curve, the boring movement of the rear bogie DG1 with a torque Ml corresponding to the damping force value F supported and the Ausdrehbewegung the front bogie DG2 with the torque M2 = -Ml is braked.

FIG. 4 shows a further exemplary embodiment of a rail vehicle 10 with two bogies DG1 and DG2 and a damping device that brings about a bogie cross coupling. The damping device comprises four actively controllable attenuators AGl, AG2, AG3 and AG4, for example in the form of actively controllable hydraulic cylinders, and a control device 20 connected to the attenuators. In contrast to the exemplary embodiment according to FIG. 3, separate angle sensors are missing.

The control device 20 comprises a computing device 40 which is connected on the input side and output side to the four actively activatable attenuation elements AG1, AG2, AG3 and AG4. The control device 20 and / or the computing device 40 may be formed, for example, by a programmable data processing system.

The damping device according to FIG. 4 can be operated, for example, as follows:

The control device 20 receives on the input side length values L1-L4, the position of the controllable attenuators

AGl, AG2, AG3 and AG4 show. With these length values L1-L4, the control device 20 calculates the respective angle of rotation of the respectively associated bogie DG1 or DG2. With the rotational angle values φ1 and φ2 a differential angle value Δφ is formed, with which a damping force value F is calculated, for example according to FIG

F = Y * Δφ, where Y denotes a proportionality factor.

Subsequently, the control device 20 controls the four actively controllable attenuators such that a damper force corresponding damper force F is applied to the two bogies DGl and DG2, in particular such that two torques of the same size, but different rotational direction abut the two bogies. In the case of a retraction of the front bogie DG2 in a curve, the Ausdrehbewegung the rear bogie DGl is preferably supported with a damper force value F corresponding torque Ml and the Ausdrehbewegung the front bogie DG2 preferably braked with the torque M2 = -Ml.

reference numeral

10 rail vehicle

20 control device

30 rotary angle detection module

40 computing device

AGl ₁ , AG2 Attenuator

AG3,, AG4 Attenuator

F damper force value

Fquer shear force

FE spring element

DGl,, DG2 bogie

KSl ₁ , KS2 coupling rod

L1, L2 length value

L3, L4 length value

M1, M2 torque

P attenuator (passive)

Wl, W2 angle sensor

STl ₁ , ST2 control signal

ST3,, ST4 control signal

Y proportionality factor a lever arm

b Distance between the passive dampers, φ2 rotation angle value

Δφ differential angle value

Claims

claims

1. A method for bogie cross coupling in a rail vehicle (10), wherein in the method, the bogie cross coupling of at least two bogies (DGl, DG2) of the rail vehicle is caused,

characterized in that

the relative movement between the two bogies is detected metrologically,

- Using the detected relative movement, a damping force value (F) is determined and

a damper force corresponding to the damper force value is applied to the two bogies by means of bogie-individual controllable damping members (AG1, AG2, AG3, AG4).

2. The method according to claim 1,

characterized in that

the rotational angles (φ 1, φ 2) of the two bogies are detected,

- With the detected rotational angle values, a differential angle value

(Δφ) is determined and

- Determined with the differential angle value, the damper force

becomes.

3. The method according to claim 2,

characterized in that

to form the damper force value, the differential angle value is multiplied by a proportionality factor (Y).

4. The method according to claim 3,

characterized in that the proportionality factor for the rail vehicle is determined as a function of vehicle-specific vehicle parameters.

5. The method according to claim 3 or 4,

characterized in that

in the determination of the proportionality factor, the distance between the bogies is taken into account.

6. The method according to any one of the preceding claims, characterized in that

the damping force is exerted on the bogies by means of hydraulic cylinders.

7. The method according to any one of the preceding claims, characterized in that

in the case of cornering of the rail vehicle, the damping force is exerted on the front in the direction of travel bogie such that the deflection movement of the front bogie is counteracted, and

the damping force is exerted on the rear bogie in the direction of travel such that the deflection movement of the rear bogie is supported.

8. The method according to any one of the preceding claims, characterized in that

the angles of rotation of the bogies with rotation angle sensors (Wl,

W2) are measured and angle values are formed as rotation angle values.

9. The method according to any one of the preceding claims, characterized in that the respective deflection of the bogie-individual attenuators is measured and the deflection values are calculated with the deflection values.

10. Rail vehicle (10) with at least two bogies (DGl, DG2) and a bogie cross coupling,

characterized in that

a damping device for each of the two bogies comprises at least one controllable damping element (AG1, AG2, AG3, AG4) and a control device (20) connected to the damping elements, and

- The control device is designed such that it detects the respective relative movement between the two bogies, using the detected relative movement determines a damper force (F) and controls the damping members such that they exert the determined damping force on the two bogies.

11. Rail vehicle according to claim 10,

characterized in that

the control device is designed such that it detects the respective rotation angle (φl, φ2) of the two bogies and calculates therefrom a differential angle value (Δφ) and determines the damping force with the differential angle value.

12. Rail vehicle according to claim 11,

characterized in that

the control device comprises a computing device (40) which multiplies the differential angle value by a predetermined proportionality factor (Y) in order to determine the damper force.

13. Rail vehicle according to one of the preceding claims 10-12,

characterized in that

the control device detects the respective deflection (L1, L2, L3, L4) of the bogie-individual damping elements and calculates the rotational angle values with the deflection values.

14. Rail vehicle according to one of the preceding claims 10-13,

characterized in that

- Each bogie at least one Ausdrehwinkelsen- sor (Wl, W2) is associated with each, which is connected to the control device, and

- The control device evaluates rotational angle measured values as rotational angle values.

15. Rail vehicle according to one of the preceding claims 10-14,

characterized in that

at least one of the attenuators comprises a proportional valve.