PL177804B1 - Side-rocking limiter for rail vehicles and method of controlling the repositioning mechanism of such limiter - Google Patents

Abstract

A connecting piece (10) is fitted on an end lever (9) of the support part and is pivotably located on the wagon box on both sides around spaced link axes (4A,9A). The connector is arranged as a controllable drive (11) to actively change the distance between the two link axes. The support part (8) is constructed as a torsion rod spring with two crank levers (9) on each end which are attached to the carriage (4) by the connectors. The drives are adjustable independent of each other.

Description

The subject of the invention is a roll support for rail vehicles. In normal operation, rail vehicles are exposed to undesirable rotational movements of the wagon body around its longitudinal axis ("sway") by unilateral deflection of elastic elements, in particular by the action of centrifugal force when driving in a curve, and possibly damped. From the journal "Olhydraulik und Pneumatik" 36 (1992) No. 10, pages 638 et seq. and DE 40 05 767 discloses an embodiment of a roll stabilizer for vehicles in which two two-arm rocker arms pivotally mounted in the vehicle frame around axes lying in the direction of travel are arranged transversely to the direction of travel and are articulated in the center of the vehicle by a rod, spring or hy177 804 hydraulic piston operating element, and on the outer sides of the vehicle they are individually coupled to the wagon body through pivoting, rigid connecting elements.

The journal also describes another rocking stabilizer in which, instead of the mechanical rocking support, parallel to the air dampers are arranged in pairs hydraulic cylinders of the piston pump with uniform movement, the two working chambers of which are cross-connected to each other. In this connection, only lifting cylinders having the same cross-section can be used, which, however, require a lot of construction space due to the piston rod on both sides. In the event of possible leaks in the hydraulic system, these rocking supports are ineffective without further measures. For example, they can be extended with active slope control, in which a controlled flow of the hydraulic fluid is allowed between the two normally separated sides of the cylinder or the pressure circuit.

In wheeled rail vehicles, the rolling support, most often in the form of a torsion bar, located transversely to the direction of travel, is pivotably mounted in the chassis or the wagon body. This construction is complicated and complicated in relation to the above-mentioned double-wishbone structure.

EP 0 358 143B1 describes a hydraulic vibration damper connected by a slider to conventional rocking supports which damps the vertical vibrations of the secondary deflection.

In order to increase the comfort of travel for passengers, active transverse tilt controls are developed during the passage of curved sections of the route, which, thanks to good compensation of lateral accelerations, in addition to the existing cant of the track on the curve, allow higher travel speeds with good driving comfort. In a device of this type (DE patent specification DE RN3713615A1), the car body is supported by air shock absorbers directly on the chassis and suspended parallel to the air shock absorbers by stiffened, longitudinal pendulum supports located on an additional intermediate beam, which in turn is supported by a torsion bar on chassis. A single, steerable drive forces the car body to tilt towards the intermediate girder. When activating this drive system, the geometry of the roll support is not interfered with.

FR 2459 168 discloses a complicated design of an "active" rocking support in which a rocking support is used as a rocking support in the chassis of a car body, the two parts of which are actively turned relative to each other by means of a crank cutter drive. Thus, it is possible to actually set the active slope of the wagon body. This "active" rocking support requires a very considerable construction and assembly effort due to the many cooperating structural elements. Therefore, this rocking support has failed in practice.

The object of the invention, starting from the aforementioned prior art, is to provide an active roll support, particularly suitable for retrofitting in existing wheeled rail vehicles.

This task is solved due to the fact that the support comprises a hydraulic unit and means for controlling the movement of the drive element, which is designed as a pivotally mounted, hydraulic differential lifting cylinder, the piston rod of which, shaped as a connecting element, is articulated by a hinge eye through the first hinge pin to the car body. and the drive element is articulated spaced apart from the first articulation axle by articulation through a second articulation axle on the support member lever and comprises two working chambers which are connected by an adjustable road valve.

Preferably, the support element is designed as a torsion bar with two levers at the ends, each of which is articulated to the outer side of the car body via a connecting element, and that the connecting elements are arranged displaceably in relation to the independent driving elements.

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In another embodiment, the support element is designed as a torsion bar with two levers at the ends, each of which is connected via a connecting element to the outer side of the wagon box and that only one connecting element is displaceable relative to the drive element, while the other element is constant in length. a pendulum support.

According to the invention, in front of one working chamber of the drive element, which is connected to the supply connection of the second working chamber, there is arranged a blocking device consisting of a non-return valve which is unlockable by applying pressure.

Preferably, each drive element is associated with a displacement sensor which determines the actual actual position of the drive element and is connected to the control electronics.

An advantage of the invention is that, thanks to the controlled changes in the length of the connecting element, taking place inside the roll support located between the chassis and the car body, starting from the neutral position of the inclination angle of zero, an active inclination of the car body towards the chassis results, which is used to better compensate the centrifugal forces. when driving in a curve, and the operation of the mechanical roll support itself is in no way impaired and remains unchanged also in the event of a possible failure of the active pitch control.

The subject of the invention is illustrated in an embodiment, in the schematic drawing, in which fig. 1 shows a perspective view of a rail vehicle with a roll support and a combined transverse inclination device in section, fig. 2 a side view of a rail vehicle with elements of a transverse inclination device, and fig. 3 hydraulic engagement system for drive element with control and non-return valves and hydraulic locking.

Only partially marked chassis 1, e.g. of a two-axle wheelset for a rail vehicle for passenger transport, has, according to FIG. 1, two parallel side members 2 and at least one connecting cross member 3. The wheelsets of the chassis 1, not shown, are mounted on the outside of the side longitudinals 2. in the direction of travel so that the bolster 3 lies parallel to the axis of the wheelset. The car body 4 rests against the chassis 1 by a secondary spring assembly 5, which is formed by two air shock absorbers with elastic rubber emergency springs connected between each other by a choke. Mechanical spring units may also be used.

In order to limit lateral movements between the car body 4 and the chassis 1, a pin 6 is mounted on the frame of the car body 4 in a known manner, which engages freely in the guide 7 on the chassis 1 and is held laterally by elastic elements, which allows to take into account also the variables. transverse movements of the wagon body 4.

Parallel to the cross member 3, a supporting element 8, designed as a torsion bar and pivotally mounted in the chassis 1, preferably in the area of the side longitudinals 2, extends over the entire width of the wagon. One-arm levers 9 are attached at both ends thereof, projecting laterally above the side member 2. which at their free end contain an articulated axle 9A. Corresponding articulated axles 4A are made in the wagon box 4. The pivot axes 4A, 9A, extending parallel to the supporting element 8, are connected to each other by the connecting element 10. The construction unit, consisting of the supporting element 8, the lever 9 and the connecting elements 10, is known as a so-called sway support.

Additionally, each connecting element 10 is assigned a controllable drive element 11 such that the distance between the two articulation axes 4A and 9A of the connecting element 10 is actively varied. This means that the car body 4 is actively tilted about its longitudinal axis in the direction of travel of the car by means of the changes in length on the connecting elements 10 indirectly via the mechanical roll support. The angle of inclination is essentially determined by the length differences between the two connecting elements 10.

The weight of the wagon body 4 carried by the secondary spring assembly 5, thanks to the pivoting bearing of the supporting element 8 in the chassis 1, does not oppose any significant

Resistance to the symmetrical or parallel deflection of the secondary spring assembly 5, i.e. fluctuations occurring due to track unevenness, disregarding the bearing-friction forces. "Parallel deflection" means the cases in which the car body 4 remains parallel when the elastic is deflected.

The transverse tilt function can basically in the same way also be performed by only one driving element 11 on one side and a conventional connecting element provided as a longitudinally rigid pendulum support on the other side of the car body 4. In this case, a double-acting drive element 12 is required which, starting from a neutral middle position, in which the floor of the car body 4 lies parallel to the plane of the chassis 1, is steerable in two directions, the car body 4 being tilted once to the left and once per minute. right. From the central position, the support element 8 is turned in the extension direction of the driving element so that both levers 9 pivot downwards, while the side of the car body 4 supported on the variable connecting element 10 is lifted and the side engaged with the strong connecting element 10 is lifted. pulled down. The reverse sequence is achieved by shortening the length of the connecting element 10.

The controllable driving elements 11 are designed as hydraulic cylinders, the piston rods of which are formed by connecting elements 10. Other suitable driving elements may also be used if they are sufficiently quickly and accurately adjustable and can be adapted to the installation and drive of rail vehicles.

More specifically, the articulation axles 4A, 9A are indirectly connected by a connecting element 10 and the drive element 11 is connected indirectly. however, there is a difference between the driving element 11 and the connecting element 10 only for the purpose of description - in fact, the actuator formed from these parts is present as one unit.

Said asymmetric solution has the advantage of requiring fewer structural parts. An important simplification is also the abandonment of proper control / regulation, because there is only one degree of freedom and less data is required to process information than with a symmetrical solution.

The forces on the driving elements 11 are the same in both variants, since the equilibrium moment is regulated by the support element 8.

In the asymmetric version, however, the actuator stroke is twice as large as in the privileged symmetrical configuration. It has turned out, however, that in the event of a disturbance in the operation of such a system, difficulties may arise in setting the neutral central position of a single actuator, or in setting the zero angle of inclination, required for driving straight ahead.

The advantages of the solution with actuators located on both sides of the car body 4, despite the high design and control effort, which entails two additional degrees of freedom, are that a symmetrical arrangement is obtained in which the same control ratios for the right and left tilt are obtained. left. The driving elements 11 are very advantageous in the form of an actuator having a slight stroke which is shorter than that of a single driving element situated on only one side of the car body 4. Also, the home position with zero tilt angle is very simply brought to the end position, preferably to the fully retracted position, as will be explained later.

The torsional strength of the support element 8 in both variants is calculated so that the resulting unevenness in the length of the connecting element 10 cannot be compensated by twisting the support element 8, although its elastic deformation is not excluded.

The effective transverse slope of the car body 4 (actual value) is set or controlled by means of the actual value - setpoint comparison.

Thus, a measurement of the displacement is measured on the driving elements 11 or connecting elements 10 as a direct feedback signal of the actual value of the body inclination. This results in a high control stability, since the oscillations of the wagon body 4 are absorbed by the swaying support and do not affect the measurement. For this purpose, displacement sensors are used, which in the present embodiment determine the stroke of the piston in the hydraulic drive element 11 as indicated in Fig.

177 804 by the arrow X. They can be mounted directly on the driving element 11 or attached to the outside of the cylinder as a basis for defining the stroke of the piston rod or connecting element 10.

The so-called slope factor S in the _{above-mentioned} can be used as auxiliary quantities for determining the transverse slope setpoint that is adapted to the route and the driving speed.

It is determined by a formula

as the ratio of the lateral acceleration a _w , acting in the plane of the car body on the passengers, to the lateral acceleration a _g , acting in the plane of the track minus 1. Expressing in angles, S _w is the ratio between the adjustable angle, between the car body 4 and the track and the difference z compensation angle - at which theoretically all radial forces from the centrifugal force are equalized - minus the track angle, i.e. the cant of the outer curve towards the inner curve of the rail.

The inclination coefficients of conventional vehicles are positive and are generally between 0.2 and 0.4, i.e. the acceleration acting on the passengers is greater than the lateral acceleration acting on the chassis. Accordingly, the slope-controlled vehicles have a negative slope coefficient of e.g. -0.5, which means that 50% of the centrifugal force acting on the passengers in the plane of the track is compensated, i.e. with the car body 4 tilted, the chassis experiences higher accelerations crosswise from passengers. According to the set value, the set slope coefficient can be calculated from the measured data (speed, lateral acceleration acting on the chassis or the car body), the set acceleration acting on the passengers in the car body, from which the set angle between the car body and the track is determined again.

Better and direct control of the active car body pitch control can be achieved by analyzing the track data stored in the vehicle (curve radius, cant), because in this case even damaged acceleration sensors do not cause any measurement-related time delays and do not transmit any disturbance signals. Thus, feedforward control is possible with which, for example, an existing track twist can be compensated.

The effect of the rocking elastic support on the measured actual values of the slope can be computationally satisfactorily compensated for by the approximation formula determined empirically by simulation. It is influenced by excess centrifugal force, the setpoint for the slope coefficient, body loads (e.g. determined by the pressure of air shock absorbers) and some vehicle-specific constants.

The adjustment of the transverse slope by the drive elements 11 is counteracted, in addition to the deformation of the swing support and the guides 7 itself, also by the return forces of the secondary spring assembly 5 and the secondary damping provided therein in parallel.

Nevertheless, very compact cylinders can be used as drive elements, the installation of which in the chassis does not cause any major problems instead of the connecting elements provided for so far. Also in Jacobs bogies (cf. Fig. 2), where two wagon bodies rest on a common chassis via one rocking support, their use is possible. Another advantage is that small amounts of liquid are transported in low-volume cylinders compared to comparable pneumatic tilt controls.

It is understood that the actuators must be relieved of lateral forces, in particular when turning the bogie under the car body, therefore their piston rod, i.e. the connecting element 10, is fixed by an articulated eye and the cylinder by a crosshead or ball joint.

The chassis air shock absorbers 1 have to make larger jumps after the installation of the active tilting device, operating parallel to the suspension. The larger volume required here, with the spring stiffness being unchanged, makes the installation of the previously provided volumetric buffers redundant.

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The loose transverse spring, formed by the pin arrangement 61, the guide 7 between the chassis 1 and the car body 4 at a transverse slope not forcibly guided by pendulum supports or the like, greatly influences the spatial position of the so-called "rocking pole".

The rocking pole is an axis which extends temporarily in the direction of travel about which the car body 4 tilts with an active transverse slope. In relation to the car body 4, the rocking pole should always lie as high as possible in order to achieve favorable energy ratios of the entire system from an energetic point of view. The high position of the rocking pole supports the passive deflection of the car body 4 in the desired sense so that the active steering is only supportive. The lateral and rocking movements are parallel here. The simulation and tests showed that the existing transverse spring of the bogie-car body system may remain unchanged, however, it should be placed higher a certain distance so that the car body 4 can be firmly fixed in the vicinity of the desired rocking pole position. The spring backlash should also be reduced.

Naturally, active pitch control can be combined with the known active control of lateral play, i.e. a certain idle movement should be variable from the center position of the car body in the y direction until the actuation of the transverse spring, e.g. by the use of transverse air springs, to achieve, depending if necessary, earlier or later actuation of the lateral spring and better interconnect lateral and rocking movements.

As already mentioned, the driving element 11, in the form of an actuator, is operated while driving from a central position, i.e. when one driving element is extended, the other driving element is retracted. The connection of the roll support thus comprises a column of liquid between the car body 4 and the chassis.

Special devices are provided for emergency operation, e.g. in the event of a hydraulic failure or electronic control. The two drive elements 11, preferably in one of the two end positions, are set-locked in the same length. This can be done hydraulically through valves or mechanically by forceful clamping or locking with a form fit. If both driving elements 11 are locked in the same position, the vehicle can also travel longer distances without any problems with fully operable rocking legs.

A system failure is recognized e.g. by determining the signals from the position of the driving element 11 and from the force or pressure measurement.

The side view of the driving car of FIG. 2 shows that the "active" rocker support described is located not only on the normal chassis 1 but also on a Jacobs bogie 1J in the configuration for the previous and next vehicle. The driving elements 11, placed in pairs on the sides of the vehicle, are by controllable valves 121, pressure lines connected to the hydraulic units 13. Each hydraulic unit 13 is assigned an electronic control system 14. The control systems 14 are connected to a central computer 16 via a data bus 15 running inside the vehicle. Via the data bus 15, signals from the displacement sensors 17, which are located on the air shock absorbers of the secondary spring unit 5, are also supplied to the computer 16. The computer 16 is associated with a data memory 18 containing e.g. track data, and speed signals are fed from the recording speedometer 19. driving v, and from the distance measurement unit 20 the current position data of the wagon on the vehicle track S.

An actual value signal about the instantaneous position of the drive element 11 is fed from the said sensors to the input of each electronic regulating system 14. He also controls the valve 12 of the drive element 11.

In order to achieve high dynamics, the hydraulic drive elements 11, preferably designed as differential actuators according to FIG. 3, operate such that each of the two working chambers 11.1 on the piston rod side or 11.2 on the other side of the piston 11K is via a 4/3 way valve 12. selectively connected to a fluid line 21 including a check valve 221 za8

Pressure vessel 23 and return 24. The completely blocked center position of the 4/3 way valve 12 mainly serves to keep the piston 11K in a fixed position between its two outer positions. In the safe position = safety position, which is automatically set when the electronic control of the 4/3 way valve 12 fails, the working chamber 11.1 is connected to the liquid line 21 and the second working chamber 11.2 to the return circuit 24. To extend the piston 11K only with the electric actuation of the 4/3-way valve 12, the reverse connection method can be produced - cross-position. A check valve 25 is connected to the working chamber 11.1 on the side of the piston rod 10, which, when the pressure in the liquid line 21 drops, serves to block the piston 11K in the fully extended position, independent of the position of the 4/3-way valve 12. The check valve 25 is hydraulically operated. blocked, as long as the working chamber 11.2 is in the "cross position" with the 4/3-way valve 12, by the pressure applied to it from the liquid line 21, so that the piston 11K can be extended during regulating operation. The release of pressure blocks the check valve 25 so that the piston 11K can only move in the retraction direction. This retracted end position is reliably achieved either by residual pressure or by a self-pressing effect under dynamic load fluctuations in the rolling support. The check valve 25 prevents the return of the pressure fluid under dynamic changes in load. The pressure difference due to the spring force is tolerated. This preferential purely hydraulic solution is mounted close to the drive element 11 without spatial problems and is therefore particularly advantageous.

Alternatively, mechanical locking devices may also be provided, for example arranged parallel to each drive element 11, a hydraulically or electrically controllable mechanical clamping device or, preferably, a hydraulically controllable form locking device.

It is pointed out that for the described combination of the conventional roll support with the active control of the lateral roll, it is irrelevant whether the support element 8 is located in the chassis or in the wagon body 4. The drive elements 11 can of course also be articulated instead of the lever 9 or the axle 9A to the axle 4A, and the connecting elements 10 to the axle 9A.

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Publishing Department of the UP RP. Circulation of 70 copies. Price PLN 2.00.

Claims (5)

Patent claims 1. Rolling support for rail vehicles with a wagon body supported by suspension units on the chassis, including a support element, pivotally mounted, and positioned substantially transversely to the longitudinal axis of the vehicle to support the wagon body on the chassis at transverse slopes (rocking) around the axis, lying in the direction of travel and a hydraulically controlled drive element and a lever located at one end of the supporting element, thanks to which the distance between the associated sides of the chassis and the wagon body is variable, characterized in that it comprises a hydraulic unit (13) and organs (12, 14, 15, 16, 17, 18, 19, 20) for controlling the movement of the drive element (11), which is designed as a pivotally mounted, hydraulic differential lift cylinder, the piston rod (10) of which is formed as a connecting element and is articulated by a pivot eye through the first the articulation axle (4A) to the wagon body (4) and the drive element (11) is attached all articulated, at a distance from the first articulated axle (4A), by means of a joint through the second articulated axle (9A) on the lever (9) of the supporting element (8) and includes two working chambers (11.1,11.2) which are connected to an adjustable road valve ( 12). 2. A support according to claim A device according to claim 1, characterized in that the supporting element (8) is designed as a torsion bar with two levers (9) at the ends, each of which is articulated with the outer side of the car body (4) via a connecting element (10) and that the connecting elements (10) are arranged slidably in relation to the independent driving elements (11). 3. A support according to claim 6. A vehicle according to claim 1, characterized in that the supporting element (8) is designed as a torsion bar with two levers (9) at the ends, each of which is connected via a connecting element (10) to the exterior of the car body (4) and that only one element is the connecting element (10) is displaceable in relation to the driving element (11), while the second element (10) constitutes a longitudinal pivoting support. 4. A support according to claim A device as claimed in claim 1, characterized in that in front of one working chamber (11.1) of the drive element (11) which is connected to the supply connection of the second working chamber (11.2) there is a blocking device (25), which is a non-return valve which is unblockable by applying pressure. 5. A support according to claim A displacement sensor (17) as defined in claim 1, characterized in that each drive element (11) is associated with a displacement sensor (17) which determines the actual actual position (X) of the drive element (11), which is connected to the control electronics (14).