EP0736439B1 - Running gear for railway vehicles - Google Patents
Running gear for railway vehicles Download PDFInfo
- Publication number
- EP0736439B1 EP0736439B1 EP95250310A EP95250310A EP0736439B1 EP 0736439 B1 EP0736439 B1 EP 0736439B1 EP 95250310 A EP95250310 A EP 95250310A EP 95250310 A EP95250310 A EP 95250310A EP 0736439 B1 EP0736439 B1 EP 0736439B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- bogie
- electro
- railway vehicles
- train
- train consisting
- 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.)
- Expired - Lifetime
Links
- 230000001133 acceleration Effects 0.000 claims abstract description 32
- 238000013016 damping Methods 0.000 claims abstract description 29
- 239000006096 absorbing agent Substances 0.000 claims description 3
- 230000035939 shock Effects 0.000 claims description 3
- 230000003137 locomotive effect Effects 0.000 claims 2
- 230000000694 effects Effects 0.000 claims 1
- 239000013598 vector Substances 0.000 abstract description 2
- 238000006073 displacement reaction Methods 0.000 abstract 1
- 238000003745 diagnosis Methods 0.000 description 5
- 239000000725 suspension Substances 0.000 description 5
- 238000011156 evaluation Methods 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 244000261422 Lysimachia clethroides Species 0.000 description 1
- 230000002146 bilateral effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000009795 derivation Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
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
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/308—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating damping devices
-
- 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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
- B61F5/144—Side bearings comprising fluid damping devices
-
- 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
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
- B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
Definitions
- the invention relates a train set according to the preamble of claim 1, consisting of several rail vehicles, with at least one, with at least one wheel axle and chassis provided with a vehicle body, and with means for electrical or electropneumatic or electrohydraulic influence on the suspension damping.
- chassis damping devices In automotive engineering, electrical or electropneumatic or electrohydraulic controllable chassis damping devices known. However, these serve only to pitch depending on the choice whether the chassis damping is more likely sporty, d. H. hard, or comfortable, d. H. soft, is desired. At Track damping is not alone, however, a question of Driving comfort, but to a considerable extent a question of safety. It goes further for rail vehicles. Vibrations caused by uneven tracks or to be dampened by crossing points. Then this is less a question of comfort rather than a question of security, namely the Trolleys, including the vehicle body, travel safely over such track sections can and prevent derailment.
- EP 0 466 449 A1 shows a train network consisting of several rail vehicles exists, each with at least one chassis, with at least one wheel axle is provided, are equipped. There are also means for electro-hydraulic influencing the chassis damping provided, at least one sensor directly on the chassis is attached, from which chassis accelerations can be determined. Over the across and Undercarriage accelerations determined vertically to the direction of movement also apply to one across and vertically aligned suspension damping. Overall, this allows Solution a generally improved suspension damping. A directional cause-effect relationship this active chassis damping is not specified.
- the invention is therefore based on the object in a chassis for rail vehicles better dampen vibrations that are hazardous to safety.
- the posed Object achieved in that at least directly on the chassis a sensor is arranged, from or from which chassis accelerations can be determined.
- the sensor is like this attached that accelerations substantially parallel to the impeller axis can be determined.
- the actuator leads in the lateral offset direction of the bogie for damping, however, a movement perpendicular to the impeller axis, d. H. in the vertical out. That is, in the present invention are damping or lifting or adjusting direction perpendicular to the direction in which the acceleration is measured.
- a advantageous embodiment of the invention in addition to the vertical stroke a essentially parallel and / or anti-parallel to the direction of travel horizontal stroke is provided, makes use of so-called anti-roll devices.
- the sensor is based on the principle of inertia Acceleration sensor, from which a directly proportional to the acceleration Measured variable is also obtained in a further advantageous embodiment electronic means are available, with the aid of which the driving behavior is determined and / or is recordable, and that with the help of electronics control signals to influence the Suspension damping can be generated.
- FIG. 1 shows a chassis of a rail vehicle using the first variant according to the invention.
- An acceleration sensor 3 is located directly on the chassis 1 arranged. This acceleration sensor measures accelerations in the essentially parallel to the impeller axles 2.
- the acceleration sensor is in terms of its generated electrical quantity proportional to the acceleration connected to electronics 10 which in turn are connected to a car and / or Train diagnosis unit 20 can be connected. From this train diagnosis 20 or from the electronics 10 becomes dependent on the acceleration signal and possibly depending on the selected driving programs, the actuator 5 one Damping device consisting of actuator 5 and shock absorber 4 controlled.
- FIG 2 shows one advantageous embodiment of the invention, at the in the same an acceleration sensor 3 on a chassis 1 of a Rail vehicle is attached.
- This is a typical one innovative high-speed chassis.
- this gooseneck bogie of Figure 2 is in itself more elastic than the system shown in Figure 1 with fixed axle bearing guides.
- the invention is advantageously used in that the Acceleration sensor 3 essentially accelerations parallel or anti-parallel to the barrel axes.
- the output signal of this acceleration sensor 3 is as in Figure 1 also an electronics and / or a car or Train diagnosis unit 20 supplied. Out of this then the Anti-roll damper 5 'controlled in a corresponding manner. Even with this system is the pitch direction of the roll damper 5 'substantially perpendicular to the Direction in which the accelerations are measured, d. H. essentially perpendicular to the measurable acceleration vectors.
- Figure 3 shows the measurement and control integration of the system in a Electronics or in a train diagnosis system.
- the sensor 3 is, for example, an after The principle of inertia working sensor, in which the Deflection of a membrane with mass is measured. It would also be a Sensor conceivable that essentially consists of only one deflection measuring element consists of which by the 2nd temporal derivation of the place after the time the acceleration is formed.
- the sensor 3 is on the output side a transducer 11 connected to a processed electrical signal on Output to an amplifier 12 there.
- the output of the amplifier is with a Low pass 13 connected, the high-frequency interference or vibrations from the System should take out and only signals that come from low-frequency Faults result in the evaluation computer 14 should pass on.
- evaluation computer 14 is also provided with a diagnosis computer 21 connected, which also receives the unfiltered transducer signal.
- This Diagnostic computer 21 is in bilateral data flow with a monitor 23, the for example, can be installed in the towing vehicle. Furthermore points in this Embodiment of the diagnostic computer 21 has an interface 22 which with the So-called train bus is connected, via which the acceleration sensor signals all bogies or all bogies taken together in an addressed manner can be, and possibly also control signals in addressed form to the Damper devices of the chassis can be given to which the occurring vibrations must be damped.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Vibration Prevention Devices (AREA)
- Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
Abstract
Description
Die Erfindung betrifft
einen Zugverbund gemäß dem Ober begriff des Anspruchs 1,
bestehend aus
mehreren Schienenfahrzeugen, mit zumindest
einem, mit
mindestens einer Laufradachse und mit einem Fahrzeugaufbau versehenen Fahrwerk,
sowie mit Mitteln zur elektrischen oder elektropneumatischen oder
elektrohydraulischen Beeinflussung der Fahrwerksdämpfung.The invention relates
a train set according to the preamble of
Im Automobilbau sind elektrisch oder elektropneumatisch oder elektrohydraulisch beeinflußbare Fahrwerksdämpfungseinrichtungen bekannt. Diese dienen jedoch lediglich dazu, je nach Wahl einstellen zu Kannen, ob die Fahrwerksdämpfung eher sportlich, d. h. hart, oder komfortabel, d. h. weich, gewünscht wird. Bei Schienenfahrzeugen ist eine Fahrwerksdämpfung jedoch nicht alleine, eine Frage des Fahrkomforts, sondern in erheblichem Maße eine Frage der Sicherheit. Ferner geht es bei Schienenfahrzeugen darum. Schwingungen, die durch Gleisunebenheiten oder durch Überfahren von Weichen angeregt werden, zu dämpfen. Dies ist dann weniger eine Frage des Komforts als vielmehr eine Frage der Sicherheit, nämlich die Fahrwerke mitsamt des Fahrzeugaufbaus sicher über solche Gleisabschnitte fahren zu können und ein Entgleisen zu verhindern. Wichtig ist dabei auch, Schwingungen zu vermeiden, die durch oben genannte Gleisabschnitte angeregt werden und entweder im einzelnen Fahrzeug oder im Zugverband resonant weiterschwingen. Solche Fahrzustände sind deshalb extrem gefährlich, weil sich die Schwingungsamplituden beim Ausbleiben einer Dämpfung erhöhen, bis das Schienenfahrzeug aus den Schienen springt. Ferner sind sogenannte Querfederungen bekannt, die Schwingungen oder Auslenkungen zwischen Fahrwerk und Fahrzeugaufbau dämpfen. Bei dieser Art Dämpfeinrichtung werden druckmittelbetriebene Stellglieder zur Dämpfung angesteuert, deren Auslenkung bzw. Einstellrichtung parallel zur Laufradachse verlaufen. Diese Schwingungsbeeinflussung erfordert jedoch in der Regel die Ausführung eines langsamen Stellweges und eignet sich eher dazu, die o. g. Relativbewegungen oder Schwingungen zwischen Fahrzeugaufbau und Fahrzeug zu dämpfen bzw. zu beeinflussen. In automotive engineering, electrical or electropneumatic or electrohydraulic controllable chassis damping devices known. However, these serve only to pitch depending on the choice whether the chassis damping is more likely sporty, d. H. hard, or comfortable, d. H. soft, is desired. At Track damping is not alone, however, a question of Driving comfort, but to a considerable extent a question of safety. It goes further for rail vehicles. Vibrations caused by uneven tracks or to be dampened by crossing points. Then this is less a question of comfort rather than a question of security, namely the Trolleys, including the vehicle body, travel safely over such track sections can and prevent derailment. It is also important to avoid vibrations avoid being excited by the above track sections and either continue resonating in the individual vehicle or in the train set. Such Driving conditions are extremely dangerous because the vibration amplitudes if there is no damping, increase until the rail vehicle comes out of the Rails jumps. So-called transverse suspensions are also known Dampen vibrations or deflections between chassis and vehicle body. With this type of damping device, pressure actuators are used Damping controlled, their deflection or adjustment direction parallel to Impeller axis run. However, this vibration influence usually requires the execution of a slow travel and is more suitable for the above-mentioned. Relative movements or vibrations between vehicle body and vehicle too dampen or influence.
Aus der EP 0 466 449 A1 geht ein Zugverbund hervor, der aus mehreren Schienenfahrzeugen besteht, die je mit zumindest einem Fahrwerk, das mit mindestens einer Laufradachse versehen ist, ausgerüstet sind. Es sind weiterhin Mittel zur elektrohydraulischen Beeinflussung der Fahrwerksdämpfung vorgesehen, wobei direkt am Fahrwerk mindestens ein Sensor angebracht ist, aus dem Fahrwerksbeschleunigungen ermittelbar sind. Über die quer und vertikal zur Bewegungsrichtung ermittelten Fahrwerksbeschleunigungen wird auf eine ebenso quer und vertikal ausgerichtete Fahrwerksdämpfung Einfluß genommen. Insgesamt gestattet diese Lösung eine allgemein verbesserte Fahrwerksdämpfung. Ein richtungsmäßiger Ursache-Wirkungs-Zusammenhang bei dieser aktiven Fahrwerksdämpfung ist dabei nicht angegeben. EP 0 466 449 A1 shows a train network consisting of several rail vehicles exists, each with at least one chassis, with at least one wheel axle is provided, are equipped. There are also means for electro-hydraulic influencing the chassis damping provided, at least one sensor directly on the chassis is attached, from which chassis accelerations can be determined. Over the across and Undercarriage accelerations determined vertically to the direction of movement also apply to one across and vertically aligned suspension damping. Overall, this allows Solution a generally improved suspension damping. A directional cause-effect relationship this active chassis damping is not specified.
Der Erfindung liegt daher die Aufgabe zugrunde, bei einem Fahrwerk für Schienenfahrzeuge sicherheitsgefährdende Schwingungen besser zu dämpfen.The invention is therefore based on the object in a chassis for rail vehicles better dampen vibrations that are hazardous to safety.
Bei einem Fahrwerk für Schienenfahrzeuge der gattungsgemäßen Art wird die gestellte Aufgabe erfindungsgemäß dadurch gelöst, daß direkt am Fahrwerk mindestens ein Sensor angeordnet ist, aus dem oder aus denen Fahrwerksbeschleunigungen ermittelbar sind. Der Sensor ist derart angebracht, daß Beschleunigungen im wesentlichen parallel zur Laufradachse ermittelbar sind. Abhängig von dem ermittelten Beschleunigungswert parallel zur Laufradachse, d. h. also in Seitenversatzrichtung des Drehgestelles führt das Stellglied zur Dämpfung jedoch eine Bewegung senkrecht zur Laufradachse, d. h. in der Vertikalen aus. D. h. bei der vorliegenden Erfindung liegen Dämpf- bzw. Hub- oder Stellrichtung senkrecht zu der Richtung, in welcher die Beschleunigung gemessen wird. Normalerweise, und so ist es bisher im Stand der Technik bekannt, erscheint eine Dämpfung nur dann effizient und wirkungsvoll, wenn parallel oder antiparallel zu der Richtung, in der die Schwingungen oder Auslenkungen gemessen werden auch der Stellhub der Dämpfungseinrichtung liegt. Mit anderen Worten heißt dies, daß bei bekannten Einrichtungen der Kompensationshub immer in der Ebene liegt, in der auch die Auslenkung liegt, am besten noch parallel bzw. antiparallel dazu. Bei der vorliegenden Erfindung wird dieses Dämpfungssystem völlig neuartig gelöst, indem die Querbeschleunigungen am Fahrwerk, also die Beschleunigungen parallel zur Laufradachse ermittelt werden und der darauf ausgelöste Stellhub jedoch senkrecht dazu, d. h. in der Vertikalen liegt. Versuche haben gezeigt, daß eine Anstellung der Dämpfung in Vertikalrichtung in sehr effizienter Weise Querschwingungen parallel zur Laufradachse dämpft. Eine vorteilhafte Ausgestaltung der Erfindung, bei der zusätzlich zum vertikalen Stellhub ein im wesentlichen parallel und/oder antiparallel zur Fahrtrichtung liegender Stellhub vorgesehen ist, macht Gebrauch von sogenannten Schlingerdämpfern. Auch hierbei wird das erfindungsgemäße Prinzip angewendet. In weiterer vorteilhafter Ausgestaltung der Erfindung ist der Sensor ein nach dem Massenträgheitsprinzip arbeitender Beschleunigungssensor, aus dem eine der Beschleunigung direkt proportionale Meßgröße erhalten wird Desweiteren sind in weiterer vorteilhafter Ausgestaltung elektronische Mittel vorhanden, mit deren Hilfe das Fahrverhalten ermittel-und/oder aufzeichenbar ist, und daß mit Hilfe der Elektronik Stellsignale zur Beeinflussung der Fahrwerksdämpfung erzeugbar sind. Beim Zusammenstellen eines Zugverbundes ist daher weiterhin vorgesehen, eine Busleitung durch den gesamten Zugverbund zu ziehen, welche am Zugfahrzeug mit einem Diagnoserechner verbunden ist. In diesem können Fahrprogramme abgelegt werden, nach denen die Dämpfungsverhalten veränderbar sind. Desweiteren ist vorgesehen, daß die an jedem Fahrwerk, d. h. an jedem Drehgestell eines Fahrzeugverbundes ermittelten Beschleunigungswerte adressiert auf die Busleitung aufgegeben werden, und beispielsweise im Führerfahrzeug genau diagnostiziert werden können, wo möglicherweise eine Schwingungsschwachstelle oder eine Schwingungsanregungsstelle im Zugverbund vorliegt, deren Dämpfer dann konkret adressiert, angesteuert werden können, um die Schwingungen beseitigen zu können.In a chassis for rail vehicles of the generic type, the posed Object achieved in that at least directly on the chassis a sensor is arranged, from or from which chassis accelerations can be determined. The sensor is like this attached that accelerations substantially parallel to the impeller axis can be determined. Depending on the determined acceleration value parallel to Impeller axis, d. H. So the actuator leads in the lateral offset direction of the bogie for damping, however, a movement perpendicular to the impeller axis, d. H. in the vertical out. That is, in the present invention are damping or lifting or adjusting direction perpendicular to the direction in which the acceleration is measured. Usually, and as is known in the art, one appears Damping only efficient and effective if parallel or anti-parallel to the Direction in which the vibrations or deflections are also measured Adjustment stroke of the damping device is. In other words, this means that at known devices the compensation stroke is always in the plane in which the deflection is, ideally, parallel or anti-parallel to it. In the present Invention, this damping system is solved in a completely new way by the lateral accelerations on the chassis, i.e. the accelerations parallel to the wheel axis are determined and the actuating stroke triggered thereon, however, perpendicular to it, d. H. is in the vertical. Experiments have shown that employment of Damping in the vertical direction in a very efficient way transverse vibrations parallel to Impeller axle dampens. A advantageous embodiment of the invention, in addition to the vertical stroke a essentially parallel and / or anti-parallel to the direction of travel horizontal stroke is provided, makes use of so-called anti-roll devices. Here too it will Principle of the invention applied. In a further advantageous embodiment of the Invention, the sensor is based on the principle of inertia Acceleration sensor, from which a directly proportional to the acceleration Measured variable is also obtained in a further advantageous embodiment electronic means are available, with the aid of which the driving behavior is determined and / or is recordable, and that with the help of electronics control signals to influence the Suspension damping can be generated. When putting together a train group is therefore, there is still a bus line through the entire train network pull, which is connected to a diagnostic computer on the towing vehicle. In this Driving programs can be stored, according to which the damping behavior are changeable. Furthermore, it is provided that the on each chassis, d. H. on acceleration values determined for each bogie of a vehicle group addressed to the bus line, and for example in the Driver's vehicle can be diagnosed precisely where there may be a vibration weak point or there is a vibration excitation point in the train network, whose dampers can then be specifically addressed and controlled to To be able to eliminate vibrations.
Die Erfindung ist in der Zeichnung dargestellt und im nachfolgenden näher beschrieben.The invention is shown in the drawing and described in more detail below.
Es zeigt
Figur 1 zeigt ein Fahrwerk eines Schienenfahrzeugs unter Verwendung der ersten
erfindungsgemäßen Variante. Direkt am Fahrwerk 1 ist ein Beschleunigungssensor 3
angeordnet. Dieser Beschleunigungssensor mißt dabei Beschleunigungen im
wesentlichen parallel zu den Laufradachsen 2. Der Beschleunigungssensor ist
hinsichtlich seines erzeugten der Beschleunigung proportionalen elektrischen Größe
mit einer Elektronik 10 verbunden, welche ihrerseits wiederum mit einer Wagen-und/oder
Zugdiagnoseeinheit 20 verbunden sein kann. Aus dieser Zugdiagnose 20
bzw. aus der Elektronik 10 wird abhängig vom Beschleunigungssignal und ggf.
abhängig von gewählten Fahrprogrammen das Stellglied 5 einer
Dämpfungseinrichtung bestehend aus Stellglied 5 und Stoßdämpfer 4 angesteuert.Figure 1 shows a chassis of a rail vehicle using the first
variant according to the invention. An
Figur 2 zeigt eine
vorteilhafte Ausgestaltung der Erfindung,
bei der in der gleichen
erfindungsgemäßen Weise ein Beschleunigungssensor 3 an einem Fahrwerk 1 eines
Schienenfahrzeuges angebracht ist. Hierbei handelt es sich um ein typisches
neuartiges Hochgeschwindigkeitsfahrwerk. Gegenüber dem in Figur 1 dargestellten
relativ starren Drehgestell, ist dieses Schwanenhals-Drehgestell der Figur 2 in sich
elastischer als das in Figur 1 dargestellte System mit festen Achslagerführungen. Aus
diesem Grund wird bei solchen Hochgeschwindigkeitsdrehgestellen wie in Figur 2 der
Einsatz sogenannter Schlingerdämpfer notwendig, die ihren Stellhub bzw. ihre
Anstellrichtung im wesentlichen parallel bzw. antiparallel zur Fahrtrichtung haben.
Auch hierbei findet die Erfindung einen vorteilhaften Einsatz, indem der
Beschleunigungssensor 3 im wesentlichen Beschleunigungen parallel bzw. antiparallel
zu den Laufachsen mißt. Das Ausgangssignal dieses Beschleunigungssensors 3 wird
wie in Figur 1 ebenfalls einer Elektronik und/oder einer Wagen- bzw.
Zugdiagnoseeinheit 20 zugeführt. Aus dieser heraus werden dann die
Schlingerdämpfer 5' in entsprechender Weise angesteuert. Auch bei diesem System
ist die Anstellrichtung der Schlingerdämpfer 5' im wesentlichen senkrecht zu der
Richtung, in der die Beschleunigungen gemessen werden, d. h. im wesentlichen
senkrecht zu den meßbaren Beschleunigungsvektoren.Figure 2 shows one
advantageous embodiment of the invention,
at the in the same
an
Figur 3 zeigt die meß- und regelungstechnische Einbindung des Systems in eine
Elektronik bzw. in ein Zugdiagnosesystem. Der Sensor 3 ist beispielsweise ein nach
dem Massenträgheitsprinzip arbeitender Sensor, bei dem auf kapazitivem Wege die
Auslenkung einer massebehafteten Membran gemessen wird. Ebenso wäre ein
Sensor denkbar, der im wesentlichen aus einem lediglich einer Auslenkung
messenden Element besteht, aus welchem durch die 2. zeitliche Ableitung des Ortes
nach der Zeit die Beschleunigung gebildet wird. Der Sensor 3 ist ausgangsseitig mit
einem Meßwandler 11 verbunden, der ein aufbereitetes elektrisches Signal am
Ausgang auf einen Verstärker 12 gibt. Der Ausgang des Verstärkers ist mit einem
Tiefpaß 13 verbunden, der hochfrequente Störungen bzw. Schwingungen aus dem
System herausnehmen soll und lediglich Signale, die sich aus niederfrequenten
Störungen ergeben an den Auswerterechner 14 weitergeben soll. Der
Auswerterechner 14 ist in diesem Falle noch mit einem Diagnoserechner 21
verbunden, der zudem noch das ungefilterte Meßwandlersignal erhält. Dieser
Diagnoserechner 21 steht in beidseitigem Datenfluß mit einem Monitor 23, der
beispielsweise im Zugfahrzeug installiert sein kann. Desweiteren weist in dieser
Ausgestaltungsform der Diagnoserechner 21 eine Schnittstelle 22 auf, die mit dem
sogenannten Zugbus verbunden ist, über welchen die Beschleunigungssensorsignale
aller Drehgestelle bzw. aller Fahrwerke in adressierter Weise zusammengenommen
werden können, und möglicherweise auch Ansteuersignale in adressierter Form an die
Dämpfereinrichtungen der Fahrgestelle gegeben werden können, an denen die
auftretenden Schwingungen gedämpft werden müssen.Figure 3 shows the measurement and control integration of the system in a
Electronics or in a train diagnosis system. The
Claims (8)
- Train consisting of several railway vehicles, each with at least one wheel axle (2) and having over it a vehicle body, provided with means (4, 5 5') for the electric, electropneumatic or electro-hydraulic control of the bogie damping system, with at least one sensor (3) positioned on the bogie (1) by means of which bogie accelerations can be determined,
characterized in that
the means (4, 5, 5') for the electric, electro-pneumatic or electro-hydraulic control of the bogie damping system exert vertical corrective action which depends on bogie accelerations taking place essentially parallel to the wheel axle (2). - Train consisting of railway vehicles according to Claim 1,
characterized in that
in addition to the vertical corrective action, a corrective effect essentially parallel and/or antiparallel to the driving direction is provided. - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
the sensor (3) is an accelerometer operating according to the inertia principle. - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
the means (4, 5, 5') for the electric, electro-pneumatic or electro-hydraulic control of the bogie damping system comprise an electronic system (10) with whose help the driving behaviour can be determined and/or displayed, and with the help of the electronic system (10) correction signals can be produced for the control of the bogie damping system. - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
the bogie (1) comprises at least one shock absorber (4) and an electric, electro-pneumatic or electro-hydraulic corrective element (5, 5') which controls the damping behaviour of the shock absorber (4). - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
the means (4, 5, 5', 10) for the electric electro-pneumatic or electro-hydraulic control of the bogie damping system comprise an interface (22) with a bus cable, which passes through the train and is connected from one vehicle to the next as far as the locomotive. - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
at least in the locomotive or at least in one of the vehicles coupled together to form the train, a diagnostic computer (21) is provided, which is connected for data exchange at least to the bus cable and in which driving programs can be stored. - Train consisting of railway vehicles according to one or more of the preceding claims,
characterized in that
the sensor or sensors (3) of each bogie (1) is/are in each case assigned a data address, such that the accelerometer values transmitted to the diagnostic computer (21) can each be identified as coming from an individual bogie.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19502670 | 1995-01-20 | ||
| DE19502670A DE19502670C2 (en) | 1995-01-20 | 1995-01-20 | Running gear for rail vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0736439A1 EP0736439A1 (en) | 1996-10-09 |
| EP0736439B1 true EP0736439B1 (en) | 1999-03-10 |
Family
ID=7752533
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP95250310A Expired - Lifetime EP0736439B1 (en) | 1995-01-20 | 1995-12-21 | Running gear for railway vehicles |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0736439B1 (en) |
| AT (1) | ATE177381T1 (en) |
| DE (2) | DE19502670C2 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL1008921C2 (en) | 1998-04-17 | 1999-10-19 | Koni Bv | System for monitoring the operation of rotary or roll dampers. |
| JP2002541448A (en) | 1999-04-01 | 2002-12-03 | シーメンス シュヴァイツ アクチエンゲゼルシャフト | Method and apparatus for monitoring bogies of a multi-axle vehicle |
| DE10008805B4 (en) * | 2000-02-25 | 2004-12-09 | Liebherr-Aerospace Lindenberg Gmbh | Damper function monitoring device for commercial vehicles, in particular rail vehicles |
| DE10020521B4 (en) * | 2000-04-19 | 2004-01-29 | Db Reise & Touristik Ag | Method and device for monitoring the driving behavior of rail vehicles |
| DE10020520B4 (en) * | 2000-04-19 | 2004-02-12 | Db Reise & Touristik Ag | Method and device for monitoring the driving properties of a rail vehicle |
| ATE292570T1 (en) * | 2000-09-15 | 2005-04-15 | Db Reise & Touristik Ag | METHOD AND DEVICE FOR FAULT MONITORING OF RAIL VEHICLE COMPONENTS |
| DE102005018635A1 (en) * | 2005-04-21 | 2006-11-02 | Siemens Ag | Absorption mechanism for chassis of e.g. rail vehicle, has absorption reducer, with oscillating frequency range lower than natural frequency of stroke of wheel set, provided to primary absorber |
| DE102008049224A1 (en) * | 2008-09-27 | 2010-06-02 | Thales Defence Deutschland Gmbh | Method for monitoring drive mechanism of rail vehicle movable on rail track to identify defect at e.g. rotary stand of chassis, involves detecting component running in certain direction of acceleration of pivot mounting as sensor variable |
| DE102009043704A1 (en) * | 2009-09-30 | 2011-03-31 | Claas Saulgau Gmbh | Chopping unit for self-propelled harvesters |
| JP5662298B2 (en) * | 2010-11-05 | 2015-01-28 | 公益財団法人鉄道総合技術研究所 | Anomaly detection method and anomaly detection apparatus for pillow spring system |
| ES2446766B1 (en) * | 2012-08-07 | 2014-11-05 | Construcciones Y Auxiliar De Ferrocarriles, S.A. | RAILWAY VEHICLE STABILIZATION SYSTEM IN DEGRADED SUSPENSION CONDITIONS |
| DE102012217721A1 (en) | 2012-09-28 | 2014-04-03 | Siemens Aktiengesellschaft | Device for a rail vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2312402A1 (en) * | 1975-05-28 | 1976-12-24 | Nicoli Jacques | High speed train monitoring system - employs automatic surveillance with accelerometer on each bogie and output analysed |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3974779A (en) * | 1974-10-31 | 1976-08-17 | Automatisk Doseringskompensator Ab | Vehicle bogie |
| GB9015109D0 (en) * | 1990-07-09 | 1990-08-29 | Gec Alsthom Ltd | Damping arrangements |
| DE4040303A1 (en) * | 1990-12-17 | 1992-06-25 | Waggon Union Gmbh | SINGLE-WHEEL CHASSIS FOR RAIL VEHICLES |
| DE4321087C2 (en) * | 1993-06-21 | 2000-11-02 | Dwa Deutsche Waggonbau Gmbh | Running gear for rail vehicles |
-
1995
- 1995-01-20 DE DE19502670A patent/DE19502670C2/en not_active Expired - Fee Related
- 1995-12-21 EP EP95250310A patent/EP0736439B1/en not_active Expired - Lifetime
- 1995-12-21 AT AT95250310T patent/ATE177381T1/en not_active IP Right Cessation
- 1995-12-21 DE DE59505301T patent/DE59505301D1/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2312402A1 (en) * | 1975-05-28 | 1976-12-24 | Nicoli Jacques | High speed train monitoring system - employs automatic surveillance with accelerometer on each bogie and output analysed |
Also Published As
| Publication number | Publication date |
|---|---|
| DE59505301D1 (en) | 1999-04-15 |
| EP0736439A1 (en) | 1996-10-09 |
| DE19502670A1 (en) | 1996-07-25 |
| ATE177381T1 (en) | 1999-03-15 |
| DE19502670C2 (en) | 1999-03-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE69929725T2 (en) | On the rolling of a vehicle responsive device | |
| DE69019349T2 (en) | DEVICE FOR SUSPENDING A VEHICLE. | |
| EP0736439B1 (en) | Running gear for railway vehicles | |
| DE102009027939A1 (en) | Method for suspension control of a motor vehicle, and device for implementation | |
| DE4311521C1 (en) | Support against unsteadiness in rail vehicle - has cross inclination control with length-alterable, adjustable connecting piece controlled by drive component | |
| EP1303433A1 (en) | Method and device for stabilizing a road vehicle | |
| DE3818179C2 (en) | ||
| EP1451030B1 (en) | Position adjustment of a vehicle car body | |
| EP0870664A2 (en) | Procedure and device for guiding the wheel sets of railway vehicles | |
| EP1412240B1 (en) | Method and device for active radial control of wheel pairs or wheel sets on vehicles | |
| EP1657471A2 (en) | Method for damping the vibrations in a suspension system and such a suspension | |
| DE69026838T2 (en) | ARRANGEMENT FOR TILTING A RAIL-BED VEHICLE IN TRACK CURVES | |
| DE69521680T2 (en) | A rail vehicle with a body with adjustable inclination | |
| EP1317369B1 (en) | Rail vehicle component error control method and device of rail vehicles | |
| EP1038744A1 (en) | Sway damper | |
| DE102004024951A1 (en) | Double-tracked four wheeled motor vehicle body`s vertical movement determining method, e.g. for controlling chassis control system, involves detecting speed and acceleration of body based on signals of acceleration and height sensors | |
| AT518698B1 (en) | Force-controlled track guidance for a rail vehicle | |
| DE3907870C2 (en) | ||
| EP0720556B1 (en) | Process for transversely stabilising railway vehicles with track -curvature-dependent vehicle body control | |
| DE102009034852A1 (en) | Damper assembly using air springs, to suppress vibrations/oscillations in a moving motor vehicle, has a sensor to show pressure in a damper chamber linked to a control to operate actuators at the dampers | |
| DE19501136C2 (en) | Method and device for damping driving vibrations in vehicles | |
| EP1193154A1 (en) | Method and apparatus for stabilizing yaw oscillations of railway axles | |
| DE19542369C2 (en) | Pendulum system for rail vehicles | |
| DE60016211T2 (en) | RAIL VEHICLE | |
| EP2361815B1 (en) | Active coupling between undercarriage and body of a motor vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| 17P | Request for examination filed |
Effective date: 19960625 |
|
| AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE CH DE GB IT LI NL SE |
|
| 17Q | First examination report despatched |
Effective date: 19980226 |
|
| GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
| GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE CH DE GB IT LI NL SE |
|
| REF | Corresponds to: |
Ref document number: 177381 Country of ref document: AT Date of ref document: 19990315 Kind code of ref document: T |
|
| REG | Reference to a national code |
Ref country code: CH Ref legal event code: NV Representative=s name: E. BLUM & CO. PATENTANWAELTE Ref country code: CH Ref legal event code: EP |
|
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) |
Effective date: 19990311 |
|
| REF | Corresponds to: |
Ref document number: 59505301 Country of ref document: DE Date of ref document: 19990415 |
|
| ITF | It: translation for a ep patent filed | ||
| PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
| 26N | No opposition filed | ||
| REG | Reference to a national code |
Ref country code: CH Ref legal event code: PUE Owner name: MANNESMANN AKTIENGESELLSCHAFT TRANSFER- KNORR-BREM |
|
| REG | Reference to a national code |
Ref country code: GB Ref legal event code: 732E |
|
| NLS | Nl: assignments of ep-patents |
Owner name: KNORR-BREMSE MRP SYSTEME FUER SCHIENENFAHRZEUGE GM |
|
| REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20031120 Year of fee payment: 9 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: AT Payment date: 20031223 Year of fee payment: 9 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: NL Payment date: 20031224 Year of fee payment: 9 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20031229 Year of fee payment: 9 Ref country code: CH Payment date: 20031229 Year of fee payment: 9 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: BE Payment date: 20031231 Year of fee payment: 9 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041221 Ref country code: AT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041221 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041222 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041231 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041231 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20041231 |
|
| BERE | Be: lapsed |
Owner name: *MANNESMANN A.G. Effective date: 20041231 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: NL Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20050701 |
|
| EUG | Se: european patent has lapsed | ||
| GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20041221 |
|
| REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
| NLV4 | Nl: lapsed or anulled due to non-payment of the annual fee |
Effective date: 20050701 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20051221 |
|
| BERE | Be: lapsed |
Owner name: *MANNESMANN A.G. Effective date: 20041231 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20141218 Year of fee payment: 20 |
|
| REG | Reference to a national code |
Ref country code: DE Ref legal event code: R071 Ref document number: 59505301 Country of ref document: DE |