JPS6411509B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a bogie for railway vehicles having wheels with shaped treads in such a manner that the difference in rotational speed of the wheels per axle can be actively adjusted.

In the case of railway vehicles, it is known that bogies with wheel sets that are guided with relative difficulty laterally in the bogie frame and that have a significantly centripetal rolling surface are known to have favorable driving characteristics in other cases. However, there is a tendency for unstable operation, especially at high operating speeds, in which the bogie under the vehicle frame on which it rests yaws rapidly and violently about its vertical axis.

After a predetermined critical travel speed is exceeded, the bogie bogie undergoes a lateral displacement, i.e. a yawing coupled with a lateral movement, until the bogie yaws in a dangerous zig-zag manner if the travel speed increases further. . This results in the wheel flange abutting against the rail, thus resulting in significant operational difficulties and considerable wear of the wheel flange, rail and its superstructure. For example, increasing the rotational resistance of this bogie appropriately by means of a fixedly adjusted rotation suppressing device as usual enables relatively stable operation, but at the same time reduces the smoothness of this bogie when traveling around curves. let Flange abutment is not completely eliminated even when using a rotation suppressor whose rotational resistance decreases as the rotation of the bogie increases. For this reason, if the operating speed becomes even higher, the operational stability of the bogie will be reduced. However, on the other hand, the above-mentioned curve smoothness can be improved by means of a device for controlling the bogie into a predetermined position relative to the rail. However, known devices of this type are not able to fulfill the above-mentioned purpose of stabilizing the bogie operation due to constant value effects. Suitable solutions for preventing these yaws and displacements or lateral movements cannot be envisaged even on wheel sets with wheels loosely rotatably mounted on the wheel shaft. However, compared to conventional fixed axle wheel pairs that have wheels that are mounted on a common wheel shaft and are fixedly connected to each other, this loose wheel device does not allow the wheels to move when the axle wheel pair is moved laterally. There is the advantage that longitudinal slips between wheel and rail cannot occur, which would result in an unstable situation due to different rolling radii. However, due to the lack of an automatic centripeting function, expensive adjustment or control devices are required in any case in order to effect the positioning of this wheel set on track curves, as in the case of motor vehicles. Furthermore, as is known, this loose wheel arrangement entails significant wheel rim wear.

A reduction in yawing and lateral movements is possible in the case of bogies with fixed wheel axles by reducing the inclination of the rolling surfaces of the wheels.
This is because the possible differences in the rolling radii of the wheels and therefore the longitudinal slip, which depends on said differences, are small. However, this also results in a reduction in the torque (yawing moment) which is exerted on this bogie about its vertical axis, so that the smoothness of the curves is considerably impaired. This is because the above-mentioned torque is the main component of the guiding power exerted by this pair of axle wheels. When reducing the raceway inclination or the conicity of the wheel profile, stabilizing the operation of this wheel set and its bogie compared to a wheel set whose wheel profile has a relatively large raceway inclination is The large slope of the rolling surface deteriorates the smoothness and, as is known, provides good curve smoothness and relatively poor driving stability. In addition, irrespective of the profile specified at the beginning of the rolling surfaces, the so-called wear contours, which sooner or later occur anyway, result in large differences in the rolling radii of the wheels. After that, we should, in principle, expect an unstable situation.

In view of this, the problem is to ensure the stability of the wheel set or bogie operation without disturbing the curve running smoothness or guiding behavior of the wheel set, regardless of the wear state of the rolling surfaces of those wheels. Set. For this reason, no solution has been found in the three embodiments of the track guidance device for the axle of a track running wheel described in German Patent Publication No. 2259035. The position of the axis center point is actively influenced by a bearing adjusting device, the adjusting element of which acts directly or indirectly on the wheel set. All three embodiments have in common that the wheel-specific control behavior can only be improved based on the conicity of their rolling surfaces when they are loose. 1st
In the case of a fixed or loose wheel set, the above-mentioned improvement consists of a fixing process, i.e. an adjustment of the effective conicity of the rolling surfaces and therefore of the rolling radius of the wheel pairs by rotation about their vertical axes. achieved with results. In any case, this device is extremely difficult to implement, since only very small rotations are required to control the stable behavior of the wheel set. The same applies to the axial deflection of those wheels proposed according to the second embodiment. Furthermore, in the case of variations in the wheel-rail contact due to wheel rim wear, the relationship between the estimated wheel lateral movement and the movement of the wheel upright point on the wheel profile is no longer valid for the design of the device described above. The problem of not surviving is set. Therefore, for the precise functioning of this device, each wheel upright point must be measurable, which of course makes it impossible. After all, maintaining the rotational speed difference through the differential gear according to the third embodiment is possible because in this example, each wheel is attached and driven by a special wheel shaft, and both wheel shafts of each wheel pair are driven by a differential gear. which serve only to increase the effective cone ratio of the wheels. In the case of this axle wheel pair, as soon as wear contours occur after long-term operation, the contours that are responsible for the otherwise large differences in rolling radii also increase their effect further due to the specific rotational speed difference. Therefore, this axle wheel pair is reliably destabilized. All three embodiments therefore have in common that their expected performance is only guaranteed in the case of wheels with precisely conical rolling surfaces. As soon as the wear profile is constructed, the second and third embodiments cannot be used. The first example is
It can only be used to reduce the circuit amplification effect of the regulating device. In any case, its effectiveness is greatly reduced, ie the guiding and stability behavior of this contoured wheel pair resulting from the wear contour dominates.

The main object of the invention, within the scope of improving the operating characteristics of bogie bogies, and with a view to increasing the critical operating speed of railway vehicles, is to construct their axles and for this purpose the rotation of these wheels. The unfavorable effects of wear on the stability of running surface contours can be prevented, in particular without interfering with the guiding behavior of the wheel set, and thus the most favorable contact conditions for wear can be safely achieved, as is known in the case of wear contours. The wheel set should be able to be used to provide a selected stability and guidance behavior to the wheelset. In this case, the wheel axle can also be used as a car frame as well as a drive frame.

The above-mentioned problem is solved by the present invention, i.e. for a railway vehicle having wheels with shaped treads in such a manner that the rotational speed difference of the wheels rotatably mounted on each axle can be actively adjusted. In a bogie, each wheel is rotatably supported on a common axle and is connected to each other via a controllable rotational coupling means, the slip of which can be adjusted during movement. Since the clutch controls the difference in rotational speed of the wheels, the controller that controls the clutch receives the measured value of the frequency of the wheel axle sinusoidal vibration detected from the wheel axle and the measured value of the vehicle speed detected by any means. is input, and the slip between the axles of the two wheels is increased as the vehicle speed increases and is decreased as the vehicle speed decreases, and the rotational speed difference of the wheels rotatably mounted on the wheel axles is A railway bogie having wheels having molded treads in a manner in which the wheels are positively adjustable, each wheel being rotatably supported on a common axle and having a drive unit. They are coupled to each other via an attached differential gear device, and in order to control the drive device to decrease or increase the rotational speed difference between the wheels, a controller for controlling the drive device is configured to control the wheel axle sine detected from the wheel axle. The measured value of the frequency of the vibration and the measured value of the vehicle speed detected by any means are input, and the rotational speed of the drive unit is increased with increasing vehicle speed within the range of decreasing rotational speed difference, and the vehicle speed is increased. This is solved by decreasing the value as the value decreases.

Both solutions are consistent insofar as the destabilizing longitudinal slip on the track of the wheels resulting from the large rolling radius difference of the wheels makes them loose wheels with respect to a common wheel shaft. It is based on the idea that it can be easily controlled in accordance with the spirit of the present invention. In contrast, a first solution consists in modulating the longitudinal slip forces between the wheels and the rails so as to improve the stabilization conditions provided by the constant wear profile. 1
You must understand the basic operation of the clutch according to Section 1). This clutch slip reduces the dynamically effective cone ratio as well as the dynamically effective wheel spacing and thus leads to a good stable behavior even in the case of a wheel set with the above-mentioned wheel wear profile. A good guiding behavior of the track curves can be easily achieved by eliminating the slip of the clutch, i.e. the wheel pair with a fixed wheel set has good guiding properties characteristic of it. fulfills the functions of

Compared to the above, the principle function of the differential gear according to the second solution (claim 2) must also be understood in the control of the dynamically effective cone ratio and the dynamically effective wheel spacing. Must be.
Moreover, in this regard, the rotational speed of the drive device combined with the differential gear is varied steplessly between positive and negative values in accordance with the conical rate limited rotational speed difference of the wheels. In addition, this differential gear
It serves not only to adjust or increase the relative speed of the wheel to the rail, but also to reduce the relative speed, which would be the usual case in the event of a wear profile. In this case, according to the invention, it is only necessary to provide the control drive, which can be used as a brake, with the above-mentioned direction of rotation in order to counteract the cone rate-limiting speed difference of the wheels. This action of the drive or differential gear is equivalent to the action of a clutch in the case of too large rotational speed differences for stabilization reasons. On the other hand, in the case of the third embodiment according to DE 22 59 035 mentioned above, for example, the proposed advantage of the rotational speed difference only increases in the direction of the increasing cone-limiting rotational speed difference of the wheels. Equal to the adjustment of the rotational speed difference, it is thus ensured that axle wheel pairs which already have wear contours on the rolling surfaces are excluded.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

According to FIG. 1, a wheel shaft 1 of an axle wheel pair is mounted, for example, on the frame or longitudinal beam 2 of a bogie by means of an elastic device 3 which is preferably soft in the transverse and vertical directions and hard in the longitudinal direction. , a plurality of wheels 4 are rotatably supported on the wheel shaft. The wheel bearing 5, which is only shown symbolically, can be a roller bearing. However, in the case of the wheel pair described above, the wheels 4 are not so-called loose wheels, that is, wheels that are loosely attached to each other on the wheel shaft 1. The wheels 4 are interconnected via a clutch 6 (also shown schematically), the clutch being a coupling means rotatably mounted around the wheel shaft 1 between the two wheels; Therefore, it can rotate with the wheel. In this case, a controllable electromagnetic wear clutch 6 is installed, in which the wear action of magnetizable iron powder 6.1, which is mixed in oil or graphite, as is known, is fully utilized for transmitting the torque. Furthermore, the slip can be adjusted by changing the excitation current even during operation. Since this type of clutch is generally known, a detailed explanation of their specific construction will be omitted.

In the case of the wheel set shown in the figure, the function of the clutch 6 is to provide a rotational speed difference which stabilizes this pair of wheels when there is a difference in rolling radius of these wheels 4 when they roll along a track 7. and to prevent longitudinal slippage of these wheels.

This is particularly advantageous if so-called wear conditions occur with these wheels 4. Furthermore, as is known, conventional fixed wheel axles have a good guiding behavior, but as a result of the wear conditions, the stabilization conditions are limited by the large rolling radius differences of these wheels and therefore the large longitudinal slip on the rails. worsen based on. In such a case, wheel 4 and clutch 6
In the case of the device described, in order to prevent longitudinal slippage of the wheels 4 relative to the rails 7,
It is only necessary to adjust the slip by adjusting the excitation current accordingly. Therefore clutch 6
is a suitable adjusting member for this pair of wheels, by means of which the entire slip resulting from the difference in rolling radius of the wheels 4 is divided into two: a longitudinal slip of the wheels relative to the track and a slip of the clutch. can do. This wheel pair is therefore dynamically independent of wheel wear conditions. The guiding behavior of the wheel pair is therefore such that, in particular with respect to the curves of the track, the only rigid connection between the two wheels must be created via this clutch 6 in order for this wheel pair to necessarily act as a fixed wheel pair. Bye.

Furthermore, as can be seen from Figure 1, this clutch 6
can be controlled by a controller 8 for the aforementioned purpose of stabilizing this wheel pair. In contrast, a controller 8, such as a conditioning device, for example
By means of accelerometers 9 and 10 provided on this wheel pair (wheel shaft 1) and on the bogie (longitudinal beam 2), the frequency of the sinusoidal oscillations of the wheel set or the bogie, which may produce sound, is measured or Additionally, a measured value of vehicle speed V, not shown, is received. Optionally, measurements of the torsion or lateral movement of the bogie relative to the car body on which it rests are also provided. In addition, in the case of wheels that are driven or braked, the measured value of the driving or braking torque difference of this wheel is added.
Based on the above measurements, the controller 8 controls the clutch 6
The slip (by appropriate adjustment of the excitation current) is
Provides a control signal that tends to increase as speed increases and decreases as speed decreases, and additionally controls the occasional drive of those wheels.
Or the braking torque difference can be compensated. By appropriately controlling the clutch 6 using the above measured values, stability can be maintained over the entire speed range. Moreover, it is self-evident that this clutch can be driven independently, ie, the specific excitation current can be left unchanged. Furthermore, this clutch 6 acts as a damping element with a certain damping effect.

Regarding the guiding behavior of the wheel set, as shown in FIG. The actual value of the position or lateral deviation of the wheel pair with respect to the surface is additionally determined. The controller 8 includes a storage computer 1, such as a permanently wired analog computer.
Obtain the target value from 2. A force measuring device 13 mounted between the wheel shaft 1 and the longitudinal beam 2 supplies measurements of the transverse forces acting on this pair of wheels, in particular the wind and centrifugal forces, to an analog computer so that the track center The expected value (average value calculation) of the above target value of the position or lateral deviation of this pair of wheels with respect to the plane is calculated. As a result of the selection of the device, this force measuring device 13 also indicates the lateral deflection of this wheel pair (wheel shaft 1) with respect to the bogie (longitudinal beam 2), which deflection can be determined as required. It can be supplied to the controller 8.

With this controller 8, the excitation current of the clutch 6 is varied in a direction that reduces the difference between the setpoint value and the actual value.

In particular, when it is necessary to drive around steep rail curves, or in the case of a wheel pair in which the rolling surfaces of both wheels 4 have a particularly low degree of conicity, the difference in the rotational speed of these wheels is important for the stability and guidance of this wheel pair. Behavior must also be adjustable to improve it as well. In this case, according to FIG. 2, both wheels 4 of this wheel pair are similarly rotatably mounted on the wheel shaft 1,
Moreover, they are interconnected via a differential gear 14 rotatably provided around this wheel shaft. In this case, the differential gear 14 is arranged in the drive unit 1 in such a way that the rotational speed difference of the wheels 4 can be reduced or increased, respectively, depending on the required stability behavior and guidance behavior of this pair of wheels.
5 to make it freely controllable. For this reason, it is necessary that the rotation speed of the drive device 15 can be adjusted steplessly from a negative value to a positive value. 1st
(negative value) this drive 15 acts as a brake and then, together with the differential gear 14, performs the same function as the clutch 6 described above. The drive 15 can of course be controlled by the controller 8 according to FIG. 1 or by a complete regulating device, not shown here.

Finally, in the case of high-speed vehicles with a drive chassis, experience has shown that considering only the necessary stabilization of the wheel pair, it is possible to use only the clutch 6 according to FIG. 1, but also in combination with the differential gear according to FIG. It must be found that it is appropriate to provide it without using. Moreover, in the case of a suitably combined device with a clutch 6 according to FIG. It functions as a drive means driven by the main drive device.

[Brief explanation of drawings]

FIG. 1 is a longitudinal section through the wheels coupled together via a clutch and a wheel set with means for controlling the clutch; FIG. 2 is a longitudinal section through the wheels coupled between each other via a differential gear. It is a diagram. 6...Clutch, 8...Controller, 14...Differential gear device, 15...Drive device.

Claims (1)

[Claims] 1. A railway vehicle equipped with wheels having molded treads in such a manner that the rotational speed difference between the wheels 4, 4 rotatably mounted on each wheel axle 1 can be actively adjusted. In a commercial bogie, each wheel 4, 4 is rotatably supported on a common wheel axle 1, and is a controllable rotation coupling means for the wheels 4, 4, and the slip thereof can be adjusted even during running. Since the clutches 6 control the difference in rotational speed between the wheels 4, 4, a controller 8 for controlling the clutches 6 is provided with a frequency of the sinusoidal vibration of the wheel shaft detected from the wheel set. a measured value and a measured value of the vehicle speed detected by any means are input, and the slip between the axles of the two wheels 4, 4 is increased with increasing vehicle speed;
A bogie for a railway vehicle, characterized in that the bogie is reduced as the vehicle speed decreases. 2 Wheels 4, 4 rotatably attached to the wheel axle 1
In a bogie for railway vehicles equipped with wheels having molded treads in such a manner that the difference in rotational speed between them can be actively adjusted, each wheel 4, 4 is rotatable on a common axle 1. and are coupled to each other via a differential gearing 14 with a drive 15 for controlling the rotational speed difference between the wheels 4, 4 to decrease or increase the rotational speed difference between the wheels 4, 4. The controller 8 that controls the drive device 15 is inputted with the measured value of the frequency of the wheel axle sinusoidal vibration detected from the wheel axle and the measured value of the vehicle speed detected by arbitrary means, and the number of rotations of the drive device 15 is adjusted. A bogie bogie for a railway vehicle, characterized in that the number difference is increased as the vehicle speed increases and is decreased as the vehicle speed decreases within the range of decreasing number difference.