EP3816009B1 - Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue - Google Patents

Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue Download PDF

Info

Publication number
EP3816009B1
EP3816009B1 EP20204949.0A EP20204949A EP3816009B1 EP 3816009 B1 EP3816009 B1 EP 3816009B1 EP 20204949 A EP20204949 A EP 20204949A EP 3816009 B1 EP3816009 B1 EP 3816009B1
Authority
EP
European Patent Office
Prior art keywords
wheelset
leading
trailing
undercarriage
valve
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.)
Active
Application number
EP20204949.0A
Other languages
German (de)
English (en)
Other versions
EP3816009A1 (fr
Inventor
Richard Schneider
Ivo Kovacic
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.)
Liebherr Transportation Systems GmbH and Co KG
Original Assignee
Liebherr Transportation Systems GmbH and Co KG
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 Liebherr Transportation Systems GmbH and Co KG filed Critical Liebherr Transportation Systems GmbH and Co KG
Publication of EP3816009A1 publication Critical patent/EP3816009A1/fr
Application granted granted Critical
Publication of EP3816009B1 publication Critical patent/EP3816009B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
    • 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
    • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe
    • 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
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels

Definitions

  • the present invention relates to a running gear with a hydromechanical wheelset control system for a rail vehicle.
  • the wheel sets In order to achieve a sustainable benefit with a wheel set control of a rail vehicle, the wheel sets must be able to be actively brought into a so-called radial position according to the curve radius of the track, regardless of the curve radius and the contact geometry between wheel and rail. In the perfectly radially aligned position, the axis of the wheelset axle runs to the midpoint of the arc formed by the tracks. In order to achieve this when the wheel sets of a running gear are arranged one behind the other, the wheel sets must be movably arranged in the running gear.
  • Active systems deliver the best results regardless of the wheel-rail conditions and the curve radii traveled over, but are significantly more expensive to implement. Most of the known active systems also react relatively slowly, so that they cannot develop their effect properly, especially when crossing a switch. Furthermore, practically all known active systems are not suitable for use in two-axle vehicles.
  • the DE 10 2013 103827 A1 shows a generic chassis. Also the EP 3 356198 A1 shows a similar chassis.
  • the aim of the present invention is therefore to provide a hydromechanical wheelset control system which is significantly cheaper than a comparable active system, can react more quickly and is therefore also suitable for switching points and is suitable for two-axle rail vehicles. This is achieved with a hydromechanical wheelset control system that has all the features of claim 1. Advantageous configurations of the system can be found in the dependent claims.
  • the hydro-mechanical wheelset control system for a railway vehicle comprises a leading wheelset and a trailing wheelset which is arranged behind the leading wheelset in a direction of travel, the leading wheelset being designed to vary its position in an arc of a pair of rails interacting with it and /or the trailing wheel set has the property of occupying a favorable position in a curve of a running gear frame and pair of rails interacting with it.
  • the system includes a wheelset control system connected to the leading wheelset and the trailing wheelset, which is designed to control the leading wheelset as a function of a deflection of the trailing wheelset via a Deflect hydraulic valve hydraulically, but preferably by the same amount as the trailing wheelset in the opposite direction.
  • the control takes advantage of the fact that typically the trailing wheel set is guided elastically and with low rigidity in a chassis, so that it always adjusts itself practically radially or over-radially in the track, regardless of the wheel-rail conditions.
  • the control system according to the invention is therefore ideally suited for rail vehicles with lower speeds, two-axle vehicles and generally for rail vehicles in which lower investment costs are required for economic reasons and active wheel set control is ruled out.
  • the position of the trailing wheel set is transferred in the opposite direction to the leading wheel set via a hydraulic control, so that the latter also assumes at least one radial or even super-radial position on the track.
  • the energy for controlling the leading wheelset is supplied by the hydraulics and does not have to be taken over by the frictional energy of the trailing wheelset.
  • the trailing wheel set is guided freely or elastically with a certain rigidity in its associated chassis in order to assume a desired radial and/or super-radial position in a curve of a pair of rails under all wheel-rail conditions.
  • the adjustment can be reduced accordingly by increasing the parallel, parasitic stiffnesses (e.g. primary suspension, auxiliary spring, etc.) or by adding stiffness in the hydraulic system.
  • parasitic stiffnesses e.g. primary suspension, auxiliary spring, etc.
  • leading wheel set and the trailing wheel set are arranged in a common running gear frame and the position of the leading wheel set or trailing wheel set in a curve of a pair of rails interacting with the respective wheel set is determined by a longitudinal movement between a running gear frame and a respective wheelset bearing is defined.
  • a wheel set includes two wheels that are connected to each other via a common axle. It is provided that each of the two wheels of a wheelset rolls on one rail of a pair of rails, so that the pair of rails is in contact with one wheel of a wheelset.
  • a pump for providing the energy for the hydraulic deflection of the leading wheel set is preferably also provided, the pump being flanged to one end of a wheel set shaft of the leading wheel set or the trailing wheel set and being coupled to this wheel set shaft on the drive side.
  • the pump power required to deflect the leading wheel set is achieved in a clever manner directly on the wheel set shaft without the need for electrical wiring, so that complicated wiring work can be omitted.
  • An ordinary gear pump or axial piston pump can be used as the pump, which is coupled directly to the wheelset shaft on the drive side.
  • the invention also includes the fact that the pump is electrically driven to provide the required hydraulic pressure.
  • the pump can be integrated into a valve block or a hydraulic power unit.
  • c) the pump is switched to an idle state in the blocking position, so that no power losses occur.
  • all valves present in the chassis be integrated in a central valve block as a unit.
  • the control valve is thus actuated on the basis of a position of the trailing wheelset on the track or relative to the running gear frame and ensures that the leading wheelset is deflected in the same amount but in the opposite direction.
  • the deflection of the wheel sets is transmitted electrically and the valve position required from this takes place via corresponding solenoid valves.
  • the mechanical actuation of the control valve of the respectively leading wheel set for moving it into a deflected position takes place via a push-pull cable.
  • valves are arranged on the chassis frame, the valve is moved into a blocking position via a second push-pull cable.
  • valves can also be actuated by two mutually acting pure pull cables instead of push-pull cables.
  • the wheel sets can be controlled via the slewing angle of the running gear by attaching the push-pull cable between the car body and the running gear frame, with a corresponding reduction of the stroke and a separation of slewing and longitudinal movement being provided.
  • the valve is shifted to a deflected position by changing the position of the trailing wheelset on the track. This is the case, for example, when entering a curve in the track, since the following wheelset now adapts to the curve in the track due to its elastic guidance.
  • This adjustment of the trailing wheel set leads to a change in the switching position of the control valve from a blocking position to a deflected position in which the leading wheel set is hydraulically deflected in the opposite direction to the trailing wheel set. If the leading wheel set achieves the same amount of deflection as the trailing wheel set, the valve is set to its blocking position.
  • the switching positions of the valve can be changed via a push-pull cable, which actuates the valve depending on an angle of rotation of the trailing wheel set relative to the chassis frame on the respective wheel set.
  • the invention also includes the fact that the switch positions can be changed electromechanically or electromagnetically as a function of a detected position of a respective wheel set in the chassis.
  • the push-pull cables can be arranged between the chassis frame and the car body, whereby the rotation angle of the chassis frame relative to the car body is used as a control variable.
  • the direction of travel valve is set, preferably electrically, based on travel direction information that is not obtained by the pump. This information can also come from a train control system or a similar system and lead to a corresponding switching of the valve.
  • one control line can also be sufficient for switching the two control lines via the differential pressure, spring actuation of the valve being provided in the basic position.
  • the travel direction valve ensures elastic suspension of the trailing wheel set, e.g. by short-circuiting the two chambers of an actuating cylinder of a wheel set via a throttle, see above that the trailing wheel set can adapt itself to a curve of a pair of rails.
  • the wheel set control is provided with a dead lift in order to avoid undesirable control effects at higher speeds on straights and large curves.
  • deflections of the trailing wheel set which roughly correspond to the setting of a drive through an arc with a radius of around 1000 m, do not result in activation of the leading wheel set.
  • both the trailing wheel set and the leading wheel set can be deflected via at least one actuating cylinder each, with the two chambers of the respective actuating cylinder being connected via a small throttle diaphragm, so that the associated wheel set can move independently in the straight line can move to the middle position and thus tolerances can be compensated for, preferably with the diameter of the restrictor orifice being designed differently for the leading wheel set and for the trailing wheel set, preferably in such a way that the leading wheel set has greater damping than the trailing wheel set, i.e. the throttle has less opening.
  • the throttle screen can be designed in such a way that no unstable states can occur and nevertheless a practically unhindered movement takes place when driving in curves and points.
  • the chambers of the actuating cylinder of the trailing wheel set are short-circuited via the travel direction valve, which has an integrated orifice plate.
  • the integrated orifice plate can have an opening that is larger than the throttle that is firmly connected to the two chambers of an actuating cylinder.
  • the travel direction valves reveal their assumed position by different colors of the respective valve tappet or a valve pin, which can preferably also be recognized from the outside through a sight glass. This enables the position of the travel direction valve to be checked visually. Should one of these valves be blocked, the two valves would show different positions.
  • an indicator pin is also conceivable, which is raised or lowered via the valve stem.
  • control principle can be simulated in a computing unit via electronic control of the actuators, so that an unexpected and unfavorable control can be recognized.
  • actuating cylinders per wheel set, which act on different sides of the wheel set in the width direction perpendicular to the direction of travel.
  • the wheel set control is designed to adapt the parallel, parasitic stiffnesses (e.g. primary suspension, additional spring, etc.) to reduce possible over-radial or only limited control of the wheel sets in track conditions with unfavorable contact geometry or special wear conditions. This can also be generated by additional rigidity in the hydraulic system itself.
  • the parallel, parasitic stiffnesses e.g. primary suspension, additional spring, etc.
  • the invention also includes a rail vehicle with a running gear as has been introduced above.
  • FIG. 1 shows the basic principle according to the invention using a greatly simplified schematic representation.
  • the hydromechanical wheel set control system 1 has a leading wheel set 2 and a trailing wheel set 3 (not explicitly shown), whose position on the track can be changed by an actuating cylinder 12 associated with the wheel set 2, 3. It can be seen that the two actuating cylinders 12 are deflected relatively strongly in opposite directions to one another, which speaks for a track curve with a relatively small radius. A change in the actuating cylinder 12 always leads to a change in the associated wheel set 2, 3.
  • the idea of the invention is to adjust the leading wheel set 2 hydraulically using an automatically occurring deflection of the trailing wheel set 3 .
  • the two chambers of the actuating cylinder 12 belonging to the trailing wheel set are short-circuited via a throttle 16 . It is therefore possible that the trailing wheel set is misaligned due to an external force on the track, so that the previously straight track curve occurs aligned trailing wheelset assumes a desired radial position or even an over-radial position.
  • This control valve which in the 1 is implemented by a 4/3 valve, assumes its central position when both actuating cylinders are deflected in the same amount but in opposite directions.
  • the first push-pull cable causes the high-pressure side of the hydraulic pump 6 to be connected to the right-hand chamber of the leading actuating cylinder, causing the leading wheel set to change position. If the actuating cylinder is on the opposite side of the chassis, the high-pressure side of the hydraulic pump 6 is logically connected to the left-hand chamber of the leading actuating cylinder.
  • the second push-pull cable 10 cause the deflected position of the control valve 8 to be shifted towards the blocking or middle position of the control valve 8 .
  • the high-pressure side and the low-pressure side are short-circuited, so that the pump 6 is idling.
  • the leading actuating cylinder 12 can also carry out minor corrections in the middle position of the control valve 8, the two chambers of the actuating cylinder 12 can be controlled via a throttle 15 (in 1 not shown), which allows a much smaller flow rate than the throttle 16.
  • Each actuating cylinder 12 also has its own control valve 8, with that of the trailing wheel set 3 being decoupled from the high-pressure side of the pump 6 with the aid of the travel direction valve 11, so that any switching position changes of the trailing control valve 8 have no effect.
  • the representation of 2 applies to a chassis 5 with one actuating cylinder 12 per wheel set 2, 3.
  • the function essentially corresponds to that already 1 explained procedure.
  • a train-push cable 10 is attached to the wheel set guide on the trailing wheel set 3, which transmits the longitudinal movement between the chassis frame 5 and the wheel set bearing to the control valve 8, here a 4/3-way valve on the leading wheel set 2.
  • the control valve 8 When the control valve 8 is actuated, the actuating cylinder 12 of the leading wheel set 2 is pressurized so that it moves in the opposite direction to the trailing wheel set 3 until it reaches the same setting as that of the trailing wheel set 2. Then the control valve 8 brought back automatically to its middle position, in which the cylinder 8 is practically blocked hydraulically and the pressure and return lines of the pump 6 are short-circuited, so that the pump 6 no longer has to generate pressure and generates almost no power loss.
  • the energy or the pressure for the setting is generated by a pump 6, which can be a gear pump, which is flanged to the wheel set shaft end and is driven by the rotary movement of the wheel set 2, 3.
  • the volume flow is then rectified via four check valves 19 and forwarded to the valves 8, 11 of the cylinders 12.
  • a pressure relief valve 26 and a hydraulic accumulator 21 complete the pressure supply.
  • a hydraulic accumulator 21 which is operated in the return flow and with low pressure, a closed system is created and practically no idle power is generated.
  • the check valves 19 and the hydraulic accumulator 21 can be integrated directly into the pump 6 or into one of the optionally available valve blocks 23 .
  • an open system without a pressure accumulator but with a simple oil sump is also conceivable.
  • an additional pressure accumulator can be installed on the pressure side for a short-term increase in power, so that tight track curves that occur suddenly, as they typically occur in switches, can also be avoided due to an additionally accelerated actuation, which is possible because of the additional pressure accumulator, when using the advantages of the invention can be traversed.
  • the chambers of the actuating cylinder 12 of the trailing wheel set 3 are short-circuited via a throttle orifice 16 via a direction-of-rotation-dependent hydraulic pilot control embodied by the travel direction valve 11, here a 6/2-way valve, so that the following wheel set 3 can move its radial or take over-radial position in the track.
  • the trailing wheel set 3 is decoupled from the pressure and suction side (or tank side) via the travel direction valve 11 .
  • the chambers of the actuating cylinder 12 on the leading wheelset 2 are released by the travel direction valve 11 to the control valve 8, which means that actuation via the control valve 8, which is connected to the leading wheelset 2, is possible is made possible.
  • the travel direction valves 11 are actuated, for example, by the changing pressure difference on a double-acting gear pump 6 when driving forwards or backwards (reversal of direction of rotation) via hydraulic control lines 17 .
  • the travel direction valves 11 are brought into a basic position via springs, so that no undefined positions can occur. This is advantageous especially when the rail vehicle is stationary, when there is no effective pressure difference at the pump 6 .
  • the wheel set control 4 can have a dead stroke, so that at higher speeds and in large curves of the track there is no dynamic activation of the leading actuating cylinder 12, which would adversely affect the driving behavior of the vehicle.
  • This dead stroke is realized via a positive overlap of the valves 8.
  • the two chambers of each actuating cylinder 12 are connected to one another via a small orifice plate 15, so that the movement is very dampened. This enables the wheelset 2, 3 to align itself independently in the middle position and thus to compensate for tolerances and errors in the settings.
  • one valve block 23 each, consisting of a control valve 8 and a travel direction valve 11, is attached to a wheel set guide (e.g. swing arm, wheel set bearing housing, axle guide, etc.) and connected to the opposite wheel set guide via two push-pull cables 9, 10 .
  • the cables 9, 10 are alternately fastened to the valve body or to the valve actuating rod.
  • the two cables 9, 10 can be combined with the three or four hydraulic lines 17, 18 (pressure, return and control line(s)) in a protective hose 22 or protective tube and laid accordingly in the bogie.
  • a control system 4 consisting of two valve blocks 23, two push-pull cables 9, 10, the three or four hydraulic lines 17, 18 and the pump 6 can be pre-assembled in this form during manufacture, so that when mounted on the chassis 5 no more time-consuming adjustment work is required.
  • the System 4 is thus easy to assemble and maintain.
  • the pump 6 and the hydraulic lines 18 branching off from it are generally dimensioned in such a way that high lifting speeds are achieved so that when driving through switches, the full deflection is achieved before the critical points, such as the switch heart.
  • the cross-sectional openings of the valves 8 have a progressive shape, so that the positioning accuracy is improved in the case of small openings.
  • valve block 23 shows further that the pump 6 can preferably be attached directly to the wheelset shaft end. This means that no additional space is required within the chassis 5, since in most cases this space is very tight anyway.
  • the check valves 19 and the hydraulic accumulator 21 are preferably integrated directly in the valve block 23 .
  • the trailing wheel set 3 as a control or regulation variable, a reaction time that is approx. 6 - 8 times faster than with classic arc detection systems - such as via the turning angle of the chassis or a arc detection sensor system (gyro, acceleration, etc.) - can be achieved. so that the control according to the invention can provide the required high performance even when running points.
  • the power or the delivery volume of the pump 6 can be dimensioned in such a way that the setting speed at 40 km/h is sufficient to achieve the entire stroke before reaching the frog of a switch.
  • a status display can be provided in the form of a pressure monitor, which either generates a display purely mechanically or takes place electrically via an LED display.
  • the power supply for this monitoring is provided, for example, via a capacitor, which is charged by the system itself by converting pressure changes into voltage.
  • a sight glass can be mounted on the valve block, which enables the position of the direction of travel valve 11 to be visually checked for changing the direction of travel. Should one of these valves be blocked, the two valves would show different positions.
  • an indicator pin is also conceivable, which is raised or lowered via the valve stem.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Claims (13)

  1. Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande d'essieu (1), comprenant :
    une soupape de commande (8),
    un essieu avant (2), et
    un essieu arrière (3), qui est disposé derrière l'essieu avant (2) dans le sens de la marche, dans lequel
    l'essieu avant (2) est conçu pour varier sa position dans une courbe d'une paire de rails coopérant avec lui,
    il est prévu une commande d'essieu (4) reliée à l'essieu avant (2) et à l'essieu arrière (3), qui est conçue pour défléchir, de manière hydraulique, par le biais de la soupape de commande (8), l'essieu avant (2) en fonction d'une déflexion de l'essieu arrière (3), de préférence avec la même ampleur que l'essieu arrière (3) mais dans la direction opposée,
    caractérisé en ce que
    la soupape de commande (8) :
    a) peut être actionnée mécaniquement ou électromécaniquement par une déflexion de l'essieu arrière (3) pour mettre la soupape de commande (8) dans une position de déflexion qui entraîne une déflexion hydraulique de l'essieu avant (2) dans la direction opposée à l'essieu arrière (3), et
    b) peut être actionnée mécaniquement ou électromécaniquement par une déflexion de l'essieu avant (2) pour, lorsque la déflexion souhaitée est atteinte, mettre la soupape de commande (8) dans une position de blocage qui empêche une déflexion hydraulique de l'essieu avant (2), de préférence dans lequel
    c) dans la position de blocage, la pompe est commutée dans un état de marche à vide, de telle sorte qu'aucune dissipation de puissance ne se produit et
    en ce que l'actionnement mécanique de la soupape de commande (8) se fait par le biais d'un premier câble de poussée et traction (9) pour le passage dans une position de déflexion et par le biais d'un second câble de poussée et traction (10) pour le passage dans une position de blocage, le premier câble de poussée et traction (9) reproduisant de préférence l'angle de rotation de l'essieu arrière (3) par rapport au cadre de châssis (5) et le second câble de poussée et traction (10) reproduisant de préférence l'angle de rotation de l'essieu avant (2) par rapport au cadre de châssis (5), de préférence du fait que le câble de poussée et traction (9, 10) respectif est couplé à un vérin d'actionnement (12) de l'essieu (2, 3) associé.
  2. Châssis selon la revendication 1, dans lequel l'essieu arrière (3) est guidé de manière pratiquement libre ou élastique dans son châssis (5) associé avec une rigidité donnée pour adopter une position radiale et/ou surradiale souhaitée dans une courbe d'une paire de rails dans toutes les conditions roue-rail.
  3. Châssis selon l'une des revendications précédentes, dans lequel l'essieu avant (2) et l'essieu arrière (3) sont disposés dans un cadre de châssis (5) commun et la position de l'essieu avant (2) ou de l'essieu arrière (3) dans une courbe d'une paire de rails coopérant avec l'essieu (2, 3) respectif est définie par un mouvement longitudinal entre un cadre de châssis (5) et une boîte d'essieu respective.
  4. Châssis selon l'une des revendications précédentes, comprenant en outre une pompe (6) destinée à fournir l'énergie pour la déflexion hydraulique de l'essieu avant (2), la pompe (6) étant bridée sur une extrémité d'un axe d'essieu (7) de l'essieu avant (2) ou de l'essieu arrière (3) et étant couplée à cet axe d'essieu (7) côté entraînement.
  5. Châssis selon l'une des revendications précédentes, dans lequel les câbles de poussée et traction (9, 10) peuvent être disposés entre le cadre de châssis (5) et la caisse de wagon, moyennant quoi l'angle de rotation du cadre de châssis (5) par rapport à la caisse de wagon est utilisé comme grandeur de commande.
  6. Châssis selon l'une des revendications précédentes, comprenant en outre au moins une soupape de sens de la marche (11) par essieu (2, 3), de préférence un distributeur 6/2, pour commuter les essieux (2, 3) entre avant et arrière et inversement, qui peut être commutée par une pression différentielle caractérisant le sens de rotation entre le côté aspiration et le côté refoulement d'une pompe (6) couplée à un axe d'essieu (7).
  7. Châssis selon l'une des revendications précédentes, dans lequel la commande d'essieu (4) est pourvue d'une course à vide pour éviter des effets de commande non souhaités à des vitesses plus élevées dans les lignes droites et les grandes courbes.
  8. Châssis selon l'une des revendications précédentes, dans lequel aussi bien l'essieu arrière (3) que l'essieu avant (2) peut être défléchi par le biais respectivement d'un vérin d'actionnement (12), les deux chambres (13, 14) des vérins d'actionnement (12) respectifs étant reliées par le biais d'un petit diaphragme d'étranglement (15), de telle sorte que l'essieu (2, 3) associé peut se déplacer de manière autonome dans la position médiane dans la ligne droite et que des tolérances peuvent ainsi être compensées, le diamètre du diaphragme d'étranglement (15) étant de préférence exécuté différemment pour l'essieu avant (2) et pour l'essieu arrière (3), de préférence de telle manière que l'essieu avant (2) présente un amortissement supérieur à l'essieu arrière (3).
  9. Châssis selon les revendications précédentes 6 et 8, dans lequel les chambres du vérin d'actionnement (12) de l'essieu arrière (3) sont court-circuitées par la soupape de sens de la marche (11), qui dispose d'un diaphragme d'étranglement (16) intégré.
  10. Châssis selon la revendication 6, dans lequel un montage de la soupape de commande (8) et de la soupape de sens de la marche (11) est prévu par paire sur un guidage d'essieu respectif, de telle sorte que deux soupapes de commande (8) et deux soupapes de sens de la marche (11) sont présentes pour les essieux avant et arrière (2, 3).
  11. Châssis selon la revendication 10, dans lequel les soupapes de sens de la marche (11) révèlent leur position adoptée par une coloration différente du poussoir de soupape respectif ou d'une tige de soupape, qui peut de préférence être perceptible aussi de l'extérieur par un verre de regard.
  12. Châssis selon l'une des revendications précédentes, dans lequel deux vérins d'actionnement (12) sont prévus par essieu (2, 3), lesquels s'appliquent sur différents côtés de l'essieu (2, 3) dans le sens de la largeur perpendiculaire au sens de la marche.
  13. Véhicule ferroviaire comprenant un châssis selon l'une des revendications 1 à 12.
EP20204949.0A 2019-10-31 2020-10-30 Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue Active EP3816009B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019129457.6A DE102019129457A1 (de) 2019-10-31 2019-10-31 Hydromechanisches Radsatzsteuerungssystem für ein Schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3816009A1 EP3816009A1 (fr) 2021-05-05
EP3816009B1 true EP3816009B1 (fr) 2023-04-19

Family

ID=73043069

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20204949.0A Active EP3816009B1 (fr) 2019-10-31 2020-10-30 Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue

Country Status (5)

Country Link
US (1) US11708097B2 (fr)
EP (1) EP3816009B1 (fr)
CN (1) CN112744250B (fr)
DE (1) DE102019129457A1 (fr)
ES (1) ES2949833T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022103096A1 (de) * 2022-02-10 2023-08-10 Liebherr-Transportation Systems Gmbh & Co Kg Schienenfahrzeugfahrwerk mit einer Vorrichtung zum Steuern einer Radachse
CN114802333B (zh) * 2022-05-09 2024-01-19 浙江名创光电科技有限公司 一种输送车的轮组结构及具有该轮组结构的输送车

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3331559A1 (de) * 1983-09-01 1985-03-28 Thyssen Industrie Ag, 4300 Essen Achssteuerung fuer schienenfahrzeuge
AT407140B (de) * 1993-11-26 2000-12-27 Integral Verkehrstechnik Ag Einrichtung zur steuerung eines rades, insbesondere eines radsatzes eines schienenfahrzeuges
DE4343608C2 (de) * 1993-12-16 1995-10-12 Rexroth Mannesmann Gmbh Anordnung zur Übertragung von Bewegungen und Kräften zwischen Bauteilen insbesondere von Schienenfahrzeugen
JP4461189B1 (ja) * 2009-02-20 2010-05-12 三菱重工業株式会社 軌道系車両
JP5010628B2 (ja) * 2009-02-20 2012-08-29 三菱重工業株式会社 低床式車両
EP2371656A1 (fr) * 2010-03-29 2011-10-05 Siemens AG Österreich Véhicule sur rails doté d'une géométrie d'essieu variable
US20130312634A1 (en) * 2010-11-01 2013-11-28 Rsd- A Division Of Dcd-Dorbyl (Pty) Limited Self-steering railway bogie
JP5724711B2 (ja) * 2011-07-21 2015-05-27 新日鐵住金株式会社 鉄道車両用操舵台車
ES2750362T3 (es) 2013-01-30 2020-03-25 Bombardier Transp Gmbh Tren de rodaje con unidad de rueda dirigida
DE102013103827A1 (de) * 2013-04-16 2014-10-16 Bombardier Transportation Gmbh Fahrwerk mit quergekoppelten Radeinheiten
GB2542639A (en) * 2015-09-28 2017-03-29 Bombardier Transp Gmbh Running gear provided with a passive hydraulic wheel set steering system for a rail vehicle
CN206446599U (zh) * 2017-01-17 2017-08-29 江苏师范大学 一种带有液压保护的动车组转向架

Also Published As

Publication number Publication date
CN112744250B (zh) 2025-11-14
US20210139057A1 (en) 2021-05-13
DE102019129457A1 (de) 2021-05-06
CN112744250A (zh) 2021-05-04
ES2949833T3 (es) 2023-10-03
EP3816009A1 (fr) 2021-05-05
US11708097B2 (en) 2023-07-25

Similar Documents

Publication Publication Date Title
EP2039582B1 (fr) Amortisseur hydraulique actif et mécanisme de commande hydraulique
EP3381761B1 (fr) Actionneur de commande d'un ensemble de roue d'un véhicule ferroviaire
EP0655378B1 (fr) Dispositif et procédé pour orienter les essieux des véhicules ferroviaires
EP2762377B1 (fr) Châssis avec roue commandée
DE102008027474A1 (de) Stellglied sowie Drehgestellsteuerung
EP3816009B1 (fr) Châssis de véhicule ferroviaire comprenant un système hydromécanique de commande de jeu de roue
EP2287024A1 (fr) Dispositif de réglage du parallélisme
DE102013103827A1 (de) Fahrwerk mit quergekoppelten Radeinheiten
EP2065286B1 (fr) Véhicule ferroviaire et procédé destiné au couplage des bogies d'un véhicule ferroviaire
DE102009042576A1 (de) Vorrichtung zur aktiven Spureinstellung
DE19956775A1 (de) Längenvariable Zahnstangenlenkung mit hydraulischer Kupplung
WO2022167169A1 (fr) Système de direction pour véhicule, en particulier un véhicule utilitaire
DE2060231A1 (de) Wagengelenksteuerung fuer ein zweiteiliges Schienen-Gelenkfahrzeug,insbesondere einen Strassenbahn-Gelenkwagen
EP2423067B1 (fr) Véhicule sur rails, unité de train de roulement pour un véhicule sur rails et procédé de fonctionnement d'un véhicule sur rails
EP2212178B1 (fr) Procédé permettant de limiter l'angle entre les axes longitudinaux de caisses de voitures attachées les unes aux autres
DE102004040940A1 (de) Baugruppe für ein Fahrwerkstabilisierungssystem
EP0516972B1 (fr) Dispositif d'amortisseur synchrone
EP4308431B1 (fr) Bogie pour un véhicule ferroviaire
EP4227188B1 (fr) Train de roulement de véhicule ferroviaire doté d'un dispositif de commande d'un essieu de roue
DE10159297A1 (de) Zweikreisiges Steer-by-wire-Lenksystem mit zwei hydraulisch betriebenen Stellaggregaten
DE1530086C3 (de) Stabilisierungseinrichtung für mehrgliedrige Schienengelenkfahrzeuge
DE19936565A1 (de) Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr
DE102020113614A1 (de) Hydraulisches System zum Beladungsausgleich für ein vorzugsweise einspuriges Kraftfahrzeug
DD207881A1 (de) Hydrostatischer fahrantrieb

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

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20211105

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20221125

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502020003025

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1560995

Country of ref document: AT

Kind code of ref document: T

Effective date: 20230515

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20230419

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2949833

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20231003

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 FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230821

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230719

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230819

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230720

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502020003025

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

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

Effective date: 20240122

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20231031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20231030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20201030

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20201030

REG Reference to a national code

Ref country code: CH

Ref legal event code: U11

Free format text: ST27 STATUS EVENT CODE: U-0-0-U10-U11 (AS PROVIDED BY THE NATIONAL OFFICE)

Effective date: 20251101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230419

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20251030

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20251024

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20251023

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20251030

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20251024

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20251101

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20251103

Year of fee payment: 6