Wheelset control system for hydraulic machinery used in rail vehicles

Abstract

This invention relates to a wheelset control system for a hydraulic system used in rail vehicles. The wheelset control system includes: a guide wheel pair; and a driven wheel pair disposed behind the guide wheel pair in the direction of forward movement. The driven wheel pair has the characteristic of occupying a favorable position in the curves of the chassis frame and guide rail pair that interact with it. The wheelset control system is characterized by a wheelset controller connected to the guide wheel pair and the driven wheel pair. The wheelset controller is designed to hydraulically offset the guide wheel pair according to the offset of the driven wheel pair, preferably by the same amount as the driven wheel pair, but in the opposite direction.

Description

Technical Field

[0001] This invention relates to a wheelset control system for hydraulic machinery used in rail vehicles. Background Technology

[0002] There are a wide range of devices available for controlling wheelsets in rail vehicles, ranging from passive to fully active systems.

[0003] For sustainable use of rail vehicles via wheelset controllers, the wheelsets must be able to actively enter a so-called radial position based on the curve radius of the track, regardless of the curve radius and the contact geometry between the wheel and the guide rail. In a fully radially aligned position, the axis of the wheelset axle extends to the center of the curve formed by the track. To achieve this in wheelsets mounted on one side of the chassis and behind the other, the wheelsets must be movably mounted within the chassis.

[0004] Passive or semi-passive systems for aligning wheelsets are known from the prior art, but these systems are advantageously implemented only when the curve radius of the track is large and the wheel-rail conditions are ideal.

[0005] Active systems offer the best results regardless of wheel-rail conditions and the radius of curves encountered, however, they are significantly more expensive to implement. Most known active systems also react relatively slowly, making them particularly ineffective when passing switches. Furthermore, not all known active systems are practically suitable for use in two-axle vehicles. Summary of the Invention

[0006] Therefore, the object of the present invention is to provide a hydraulic mechanical wheelset control system that is significantly cheaper than similar active systems, can respond more quickly, and is also suitable for switch operation and for two-axle rail vehicles.

[0007] This is achieved by means of a wheelset control system of a hydraulic machine according to the invention. Advantageous designs of the system are described below.

[0008] According to the present invention, a wheelset control system for a hydraulic machine for a rail vehicle includes a guide wheel pair and a driven wheel pair, wherein the driven wheel pair is disposed behind the guide wheel pair along the direction of forward movement. The guide wheel pair is designed to change its position in curves of a guide rail pair acting with it, and / or the driven wheel pair has the characteristic of occupying a favorable position in curves of the chassis frame and the guide rail pair acting with it. The system is characterized by a wheelset controller connected to the guide wheel pair and the driven wheel pair, the wheelset controller being designed to hydraulically offset the guide wheel pair according to the offset of the driven wheel pair, preferably by the same amount as the driven wheel pair but in the opposite direction.

[0009] The controller here utilizes the following condition: typically, the wheelsets are elastically and with low intensity guided within the chassis, such that the chassis is always set practically radially, or however, überradial, regardless of 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 suitable for rail vehicles where lower investment costs are required for economic reasons and active wheelset controllers are not considered.

[0010] Therefore, according to the present invention, the position of the slave wheelset is transmitted to the guide wheelset via a hydraulic controller, such that the slave wheelset also occupies at least one radial or even super-radial position in the track.

[0011] The energy for the controller of the guide wheel set is provided here by a hydraulic device and does not have to be borne by the frictional energy of the slave wheel set.

[0012] Accordingly, an improved embodiment of the invention proposes that the wheelset be freely or elastically guided with a certain strength from its respective chassis so as to occupy a desired radial and / or super-radial position in the curves of the guide rail pair under all wheel-rail conditions.

[0013] If excessive control should be avoided, or even limited control is desired, then this can be achieved by increasing parallel, parasitic... The strength (e.g., main suspension, additional springs, etc.) or the additional strength in the hydraulic system is reduced accordingly.

[0014] According to an alternative variation of the invention, the guide wheel pair and the driven wheel pair are arranged in a common chassis frame, and the position of the guide wheel pair or the driven wheel pair in the curve of the guide rail pair acting with the corresponding wheelset is defined by longitudinal movement between the chassis frame and the corresponding wheelset bearings.

[0015] The wheelset here comprises two wheels connected to each other via a common axle. It is proposed that each of the two wheels of the wheelset rolls on one rail of a guide pair, such that the guide pair is in contact with the wheels of the wheelset.

[0016] Preferably, a pump is also provided for providing energy for hydraulically deflecting the guide wheel wheelset, wherein the pump is flanged to the end of the wheelset axle of the guide wheel wheelset or the driven wheelset and coupled to the wheelset axle on the drive side.

[0017] This allows the pump power required for the offset guide wheel pair to be delivered directly to the wheelset axle in a skillful manner and method without the need for electrical wiring, thus eliminating complex wiring work. Common gear pumps or axial piston pumps, directly coupled to the wheelset axle on the drive side, are considered as pumps here. Alternatively, the invention also includes, however, an electrically driven pump to provide the required hydraulic pressure. The pump can be integrated into a valve block or hydraulic power unit.

[0018] According to an alternative variation of the invention, the wheelset control system further includes at least one control valve, advantageously one control valve per wheelset, preferably a three-position four-way valve, wherein:

[0019] a) The control valve can be mechanically or electromechanically operated by offsetting the driven wheel pair to bring the control valve to an offset position, said offset position causing the guide wheel pair to hydraulically offset in the opposite direction to the driven wheel pair, and

[0020] b) The control valve can be mechanically or electromechanically operated by offsetting the guide wheel pair so that the control valve reaches a blocking position when the desired offset is achieved, the blocking position preventing further hydraulic offset of the guide wheel pair.

[0021] Preferred selection,

[0022] c) Switch the pump in the blocked position to an idle state so that no power loss occurs.

[0023] According to an alternative variation of the invention, the three-position four-way valve is configured with a spring-loaded valve tappet, thereby enabling maximum flow rate without control movement.

[0024] According to an alternative variation of the invention, all valves present in the chassis are integrated into a central valve block as a whole.

[0025] Therefore, the control valve operates based on the position of the driven wheelset in the track or relative to the chassis frame and ensures that the magnitude of the guide wheelset is the same but the opposite offset.

[0026] According to the invention, it can also be proposed that the wheelset offset is electrically transmitted and the required valve setting is achieved via a corresponding solenoid valve.

[0027] According to the present invention, the control valves of each guide wheel pair can be mechanically operated via a tension cable to move to an offset position. By mounting the valves on the wheelset itself, the valves and wheelset automatically move to a blocking position when a preset outward rotation angle is reached.

[0028] According to an alternative variation of the invention, the valve is mounted on the chassis frame and is moved to a blocked position via a second pull cable.

[0029] Alternatively, instead of a pull cable, the valve can be operated by two reverse-acting pull cables.

[0030] The wheelset controller can be implemented via the outward rotation angle of the chassis by installing a tension cable between the carriage and the chassis frame, where the stroke can be reduced accordingly and the outward rotation motion and longitudinal motion can be separated.

[0031] In other words, the valve is moved to an offset position by changing the position of the drive wheel pair in the track. This is, for example, when entering a track curve, because the drive wheel pair is now matched to the track curve due to its elastic guidance. This matching of the drive wheel pair causes the switching position of the control valve to change from a blocked position to an offset position, in which the drive wheel pair is hydraulically offset in the opposite direction to the drive wheel pair. If the drive wheel pair reaches the same offset as the drive wheel pair, then the valve moves to its blocked position. The change of the valve's switching position can here be done via a pull cable that operates the valve on the corresponding wheel pair according to the outward rotation angle of the drive wheel pair relative to the chassis frame. Alternatively, the invention also includes the possibility that the switching position can be changed electromechanically or electromagnetically based on the detected position of the corresponding wheel pair in the chassis.

[0032] Furthermore, according to a variation of the invention, the mechanical operation of the control valve can be performed by means of a tension cable disposed between the chassis frame and the carriage, thereby using the outward rotation angle of the chassis frame relative to the carriage as a control variable.

[0033] Preferably, each wheelset may have at least one directional valve, preferably a combination of a two-position six-way valve, a two-position four-way valve, and a two-position two-way valve, to switch the wheelset from forward to reverse and from reverse to forward. This can be achieved by switching the pressure differential between the suction and pressure sides of a pump coupled to the wheelset axle, which characterizes the direction of rotation. However, the invention also includes the idea that the directional valve is set based on directional information not obtained through the pump, preferably electrically. This information can also come from the train control system or a similar system and cause the valve to switch accordingly. Alternatively, for switching between two control lines via pressure differential, one control line may suffice, wherein the valve is spring-operated in its basic position.

[0034] This configuration has proven advantageous when rail vehicles change their direction of travel. The switching position of the direction valve is automatically changed, so that the previously advancing wheelset now operates as the driven wheelset, and vice versa. With the pump firmly coupled to the wheelset axle, the switching position is changed based on the pressure difference between the suction and pressure sides.

[0035] Because the wheelset does not hydraulically affect the track in its position, the travel direction valve ensures the elastic suspension of the wheelset, for example by shorting the two chambers of the wheelset's operating cylinder via a throttle, so that the wheelset itself can be matched to the curve of the guide rail pair.

[0036] According to the invention, the wheelset controller may also be provided with a dead travel to avoid undesirable control effects at high speeds on straightaways and large curves. Therefore, preferably, the offset of the lead wheelset does not cause control of the guide wheelset, wherein the offset roughly corresponds to a setting for driving through a curve with a radius of approximately 1000m.

[0037] Furthermore, according to the present invention, the driven wheel wheelset and the guide wheel wheelset are respectively offset via at least one operating cylinder, wherein the two chambers of each operating cylinder are connected via a small throttling orifice plate, so that the wheelset can automatically move to the middle position in a straight track and thus compensate for tolerances. Preferably, the diameter of the throttling orifice plate is configured differently in the guide wheel wheelset and the driven wheel wheelset. Preferably, the guide wheel wheelset has higher damping than the driven wheel wheelset, and the throttling element also has a smaller opening.

[0038] Here, the orifice plate is configured such that it does not produce an unstable state and, despite this, the motion is actually not impeded when traveling in curves and switches.

[0039] Furthermore, according to the invention, it can be proposed that the chamber of the operating cylinder of the wheelset be short-circuited via a travel direction valve having an integrated throttle orifice plate. Here, the integrated throttle orifice plate has an opening larger than the throttle element fixedly connected to the two chambers of the operating cylinder.

[0040] Furthermore, it can be proposed that the position of the directional valve be indicated by different colors for the corresponding valve tappet or valve pin, which is preferably also visible from the outside through transparent glass. This allows for visual control of the position of the directional valve. If one of these valves should be blocked, then different positions can be identified in the two valves. Alternatively, an indicator pin, which is raised or lowered via the valve tappet, can also be considered.

[0041] Furthermore, the simulation of control principles in the computing unit can be performed via electronic control of the actuators, making it possible to identify undesirable and detrimental controls.

[0042] Furthermore, according to the present invention, each wheelset may have two operating cylinders, which are engaged on different sides of the wheelset in a width direction perpendicular to the direction of travel.

[0043] Furthermore, according to the present invention, the wheelset controller is designed to adjust the parallel, parasitic strengths (e.g., main suspension, additional springs, etc.) to reduce possible, extra-radial, or merely limited control of the wheelset under track conditions with unfavorable contact geometry or special wear conditions. This can also be achieved via additional strengths within the hydraulic system itself.

[0044] The invention also includes a chassis of a rail vehicle having a wheelset control system of hydraulic machinery according to one of the variations proposed above.

[0045] Furthermore, the present invention includes rail vehicles having a chassis as described above. Attached Figure Description

[0046] Other features, details, and advantages can be seen from the following accompanying drawings, which are shown here:

[0047] Figure 1 A schematic diagram of the present invention is shown;

[0048] Figure 2 A schematic diagram showing the hydraulic circuitry of the present invention is provided, which achieves the advantages of the invention regardless of the direction of travel; and

[0049] Figure 3 A schematic top view of a chassis frame having a wheelset control system according to the present invention is shown. Detailed Implementation

[0050] Figure 1 The basic principles of the invention are illustrated with a greatly simplified diagram.

[0051] The wheelset control system 1 of the hydraulic machinery has a guide wheel pair 2 and a driven wheel pair 3 (not shown in detail), whose positions in the track can be changed by operating cylinders 12 belonging to wheelsets 2 and 3. It can be seen that the two operating cylinders 12 are relatively significantly offset relative to each other in opposite directions, representing a track curve with a relatively small radius. The change in operating cylinder 12 always also causes a change in the wheelsets 2 and 3 connected to it.

[0052] The idea of ​​the present invention is now to hydraulically adjust the guide wheel pair 2 based on the automatic offset from the wheel pair 3.

[0053] To obtain a free, flexible, or adjustable driven wheel pair 3, the two chambers of the operating cylinder 12 belonging to the driven wheel pair are shorted via a throttle element 16. This allows the driven wheel pair to be adjusted in the track based on external forces, such that the driven wheel pair, just aligned before the track curve, occupies the desired radial position or even a super-radial position.

[0054] However, if the position of the wheel pair 3 or the position of the associated operating cylinder 12 is changed, this affects the control valve by means of the first pull cable 9.

[0055] The control valve is Figure 1 This is achieved through a three-position four-way valve, where the control valve occupies the middle position when the two operating cylinder values ​​are the same but offset in opposite directions.

[0056] If a change in the position of the driven wheel pair is determined via the tension cable 9, then the driven wheel pair moves to one of its two offset positions. In this offset position, the operating cylinder 12 of the guide wheel pair 2 is connected to pressurized hydraulic fluid, causing the forward operating cylinder to move in the opposite direction to the reverse cylinder 12.

[0057] If, for example, the piston of the reversing cylinder moves to the right, then the first pressure cable causes the high-pressure side of the hydraulic pump 6 to connect with the right chamber of the forward operating cylinder, resulting in a change in the position of the guide wheel pair. If the operating cylinder is located on the opposite chassis side, then logically the high-pressure side of the hydraulic pump 6 is connected with the left chamber of the forward operating cylinder.

[0058] The second pull cable 10 only causes the control valve 8 to slide towards its blocked or critical position when the offset values ​​are the same but the directions are opposite. In the intermediate position of the control valve 8, the high-pressure side and the low-pressure side are short-circuited, allowing the pump 6 to operate in idle mode.

[0059] To allow the forward operating cylinder 12 to also perform minor adjustments in the intermediate position of the control valve 8, the two chambers of the operating cylinder 12 can be accessed via the throttle element 15 (in... Figure 1 (Not shown in the image) The throttling element allows a flow rate much smaller than that of throttling element 16.

[0060] Figure 2 The hydraulic scheme of the wheelset controller 1 of the hydraulic machinery is now shown, which corresponds in its basic idea to Figure 1 The proposed solution, for structures independent of the direction of travel, has each operating cylinder 12 equipped with a control valve and a travel direction valve.

[0061] Here, in order to detect the presence of a driving direction valve in either the driven wheel pair or the guide wheel pair, the driving direction valve supplies high pressure from the pump 6, which operates in different directions depending on the driving direction, to the guide wheel pair 2 or its associated forward operating cylinder 12. Furthermore, each operating cylinder 12 also has its own control valve 8, wherein the control valve of the driven wheel pair 3 is disconnected from the high-pressure side of the pump 6 by means of the driving direction valve 11, thus preventing possible switching position changes of the reverse control valve 8 from functioning.

[0062] Figure 2The diagram is applicable to a chassis 5 having one operating cylinder 12 for each wheel pair 2, 3. The functions described here substantially correspond to those already designed for... Figure 1 The described method involves a tension cable 10 fixed to the wheelset guide mechanism on each of the driven wheelset 3. This tension cable transmits the longitudinal movement between the chassis frame 5 and the wheelset bracket to the control valve 8 at the guide wheelset 2, specifically to this three-position four-way valve. When the control valve 8 is operated, pressure is applied to the operating cylinder 12 of the guide wheelset 2, causing the operating cylinder to move in the opposite direction toward the driven wheelset 3 until it reaches the same position as the driven wheelset 2. Subsequently, the control valve 8 automatically returns to its intermediate position, in which cylinder 8 is effectively hydraulically blocked and the pressure and return lines are short-circuited with pump 6, so that pump 6 no longer needs to generate pressure and experiences virtually no power loss.

[0063] The energy or pressure used for setting is generated by pump 6, which may be a gear pump, flanged to the wheelset axle end and driven by the rotational motion of wheelsets 2 and 3. The volumetric flow is then directed in the same direction according to the travel direction via four check valves 19 and continues to be conducted to valves 8 and 11 of cylinder 12. Overpressure valve 26 and hydraulic accumulator 21 complete the pressure supply. A closed system is achieved by using hydraulic accumulator 21, which does not actually generate reactive power during idling, and which operates in a backflow state and at low pressure. Check valves 19 and hydraulic accumulator 21 may be directly integrated into pump 6 or also integrated into valve block 23, which may be present. Alternatively, an open system without an accumulator but with an oil pan is also conceivable.

[0064] Furthermore, it is proposed to install an additional accumulator on the pressure side to temporarily increase power, so that it is also possible to traverse suddenly appearing narrow track curves, such as those typically seen in switches due to the actuation of additional acceleration, which is achieved by the additional accumulator, while taking advantage of the advantages of the invention. It goes without saying, however, that it is also possible to determine that an existing accumulator is sufficiently powerful.

[0065] The hydraulic pre-control of the rotation direction is embodied in the travel direction valve 11, a two-position six-way valve. Through this pre-control, the chamber of the operating cylinder 12 of wheel pair 3 is short-circuited via the orifice plate 16, allowing wheel pair 3 to occupy its radial or super-radial position in the track virtually freely and without delay, albeit with attenuation. Furthermore, wheel pair 3 is disengaged from the pressure side and the suction side (or lubrication side) via the travel direction valve 11. The chamber of the operating cylinder 12 at guide wheel pair 2 is released to the control valve 8 via the travel direction valve 11, thereby enabling operation via the control valve 8 connected to guide wheel pair 2. The travel direction valve 11 is operated via the hydraulic control line 17, for example, by changing the differential pressure at the double-acting gear pump 6 during forward or backward travel (reversed rotation direction). Furthermore, the travel direction valve 11 is spring-loaded to its basic position, preventing undefined positions. This is particularly advantageous when the rail vehicle is stationary, as there is no effective differential pressure at pump 6.

[0066] The wheelset controller 4 can also have a dead travel, preventing dynamic control of the forward operating cylinder 12 at high speeds and on sharp curves, which would adversely affect the vehicle's handling performance. This dead travel is achieved via a front cover of valve 8. Furthermore, the two chambers of each operating cylinder 12 are connected to each other via small throttle orifice plates 15, resulting in very high damping of the motion. This damping enables automatic centering of wheelsets 2 and 3 on straight sections, thereby compensating for set tolerances and errors.

[0067] As in Figure 3 As shown, each valve block 23, preferably consisting of a control valve 8 and a driving direction valve 11, is fixed to a wheelset guide mechanism (e.g., a swing arm, wheelset bearing housing, wheel suspension arm, etc.) and connected to the opposite wheelset guide mechanism via two pull cables 9, 10. The cables 9, 10 are alternately fixed to the valve body or to the valve lever. These two cables 9, 10 can be combined with three or four hydraulic lines 17, 18 (multiple pressure lines, return lines, and control lines) in a protective hose 22 or protective pipe and laid accordingly in the bogie. The control system 4, consisting of two valve blocks 23, two pull cables 9, 10, three or four hydraulic lines 17, 18, and a pump 6, can be pre-assembled during manufacturing, eliminating the need for setup work when mounted on the chassis 5. This makes the system 4 easy to assemble and maintain.

[0068] Pump 6 and the hydraulic lines 18 from which it exits are typically sized to achieve large stroke speeds so as to achieve full offset at critical points, such as before the switch point, during travel through a turnout.

[0069] It can be suggested that the cross-sectional opening of valve 8 has a progressive shape, thereby improving positioning accuracy when the opening is small.

[0070] Figure 3 It is also shown that the pump 6 can preferably be directly mounted on the end of the wheelset axle. This eliminates the need for additional space within the chassis 5, as space is usually very limited. The check valve 19 and the hydraulic accumulator 21 are preferably integrated directly into the valve block 23.

[0071] By using the wheelset 3 as an open-loop or closed-loop control variable, a reaction time approximately 6 to 8 times faster than conventional curve recognition systems can be achieved, for example, via the outward rotation angle (turning, acceleration, etc.) of the chassis or curve recognition sensor. This allows the control according to the invention to deliver the required high power even when the switch is in operation. The power or delivery volume of pump 6 can be determined such that a speed of 40 km / h is sufficient to reach the total stroke before reaching the switch point.

[0072] Furthermore, according to the present invention, a status display in the form of pressure monitoring is proposed, wherein the pressure monitoring is generated mechanically or electrically via an LED display. The current supply for the monitoring is provided, for example, via a capacitor, which is charged by the system itself via a conversion from pressure changes to voltage.

[0073] Furthermore, an observation glass can be installed at the valve block, enabling visual control of the position of the driving direction valve 11 for changing the driving direction. If one of these valves needs to be blocked, different positions can be identified between the two valves. Alternatively, an indicator pin, raised or lowered via a valve tappet, can also be considered.

[0074] List of reference numerals

[0075] 1. Wheelset control system of hydraulic machinery

[0076] 2. Guide wheel sets

[0077] 3 From the wheel pair

[0078] 4-wheel controller

[0079] 5. Chassis / Chassis Frame

[0080] 6 pumps

[0081] 7 wheel sets

[0082] 8. Control valve

[0083] 9 First compression cable

[0084] 10 Second compression cable

[0085] 11. Directional valve

[0086] 12 Operating cylinders

[0087] 13. The chamber of the operating cylinder

[0088] 14. The chamber of the operating cylinder

[0089] 15 Orifice Plate

[0090] 16 Throttle orifice plate integrated into the driving direction valve

[0091] 17 Differential Pressure Control Circuit

[0092] 18 Hydraulic circuits

[0093] 19 Check valve

[0094] 21 Hydraulic accumulator

[0095] 22 Protective hose

[0096] 23 Valve Block

[0097] 24 Fixed mechanism

[0098] 25 Fixing points for pressing and pulling cables

[0099] 26 Overpressure valve

Claims

1. A wheelset control system (1) for a hydraulic machine used in a rail vehicle, comprising: Guide wheel pair (2), and The wheelset (3) is positioned behind the guide wheelset (2) along the direction of forward motion, wherein... The guide wheel pair (2) is designed to change its position in curves of the guide rail pair that works with it. The system includes a wheelset controller (4) connected to the guide wheel pair (2) and the driven wheel pair (3). This wheelset controller is designed to hydraulically offset the guide wheel pair (2) according to the offset of the driven wheel pair (3). Its features are, It also has at least one control valve (8), wherein: a) The control valve (8) can be mechanically or electromechanically operated by offsetting the driven wheel pair (3) so that the control valve (8) reaches an offset position, the offset position causing the guide wheel pair (2) to be hydraulically offset in the opposite direction to the driven wheel pair (3), and b) The control valve (8) can be mechanically or electromechanically operated by offsetting the guide wheel pair (2) so that the control valve (8) reaches a blocking position when the desired offset is achieved, the blocking position preventing hydraulic offset of the guide wheel pair (2). The mechanical operation of the control valve (8) is performed via the first pull cable (9) to enter the offset position and via the second pull cable (10) to enter the block position.

2. The wheelset control system (1) according to claim 1, wherein the slave wheelset (3) is substantially free or elastically guided with a defined strength in its respective chassis so as to occupy a desired radial and / or super-radial position in the curve of the guide pair under all wheel-rail conditions.

3. The wheelset control system (1) according to any one of the preceding claims, wherein the guide wheel pair (2) and the driven wheel pair (3) are disposed in a common chassis frame (5), and the position of the guide wheel pair (2) or the driven wheel pair (3) in the curve of the guide rail pair acting in conjunction with the corresponding wheelset (2, 3) is defined by longitudinal movement between the chassis frame (5) and the corresponding wheelset bearing.

4. The wheelset control system (1) according to claim 1 or 2 further comprises a pump (6) for providing energy for hydraulically offsetting the guide wheel pair (2), wherein the pump (6) is flange-connected to the end of the wheelset axle (7) of the guide wheel pair (2) or the driven wheel pair (3) and coupled to the wheelset axle (7) on the drive side.

5. The wheelset control system (1) according to claim 4, wherein the pump switches to an idling state in the blocked position so as not to generate power loss.

6. The wheelset control system (1) according to claim 3, wherein the first pull cable (9) describes the outward rotation angle of the driven wheel pair (3) relative to the chassis frame (5), and the second pull cable (10) describes the outward rotation angle of the guide wheel pair (2) relative to the chassis frame (5), in such a way that the corresponding pull cables (9, 10) are coupled to the operating cylinder (12) of the corresponding wheelset (2, 3).

7. The wheelset control system (1) according to claim 6, wherein the mechanical operation of the control valve is performed by means of a pull cable, the pull cable being disposed between the chassis frame and the carriage, thereby using the outward rotation angle of the chassis frame (5) relative to the carriage as a control variable.

8. The wheelset control system (1) according to claim 1 or 2 further comprises at least one driving direction valve (11) for each wheelset (2, 3) for switching the wheelset (2, 3) from forward to reverse and vice versa, the driving direction valve being switchable by a pressure difference indicating the direction of rotation between the suction side and the pressure side of the pump (6) coupled to the wheelset axle (7).

9. The wheelset control system (1) according to claim 1 or 2, wherein the wheelset controller (4) is provided with invalid stroke in order to avoid undesirable control effects at high speeds on straight roads and large curves.

10. The wheelset control system (1) according to claim 1 or 2, wherein the driven wheelset (3) and the guide wheelset (2) are respectively offset via an operating cylinder (12), wherein the two chambers (13, 14) of the corresponding operating cylinder (12) are connected via a small throttle plate (15), so that the wheelset (2, 3) can automatically move to the middle position in a straight track, thereby compensating for tolerances.

11. The wheelset control system (1) according to claim 10, further comprising at least one driving direction valve (11) for each wheelset (2, 3) for switching the wheelset (2, 3) from forward to reverse and vice versa, the driving direction valve being switchable by a pressure difference between the suction side and the pressure side of a pump (6) coupled to the wheelset axle (7) indicating the direction of rotation, wherein the chamber of the operating cylinder (12) of the wheelset (3) is shorted via the driving direction valve (11), the driving direction valve having an integrated additional throttle orifice plate (16).

12. The wheelset control system (1) according to claim 8, wherein the control valve (8) and the driving direction valve (11) are mounted in pairs on the respective wheelset guide mechanisms, such that there are two control valves (8) and two driving direction valves (11) in the guide wheel pair and the driven wheel pair (2, 3).

13. The wheelset control system (1) according to claim 12, wherein the driving direction valve (11) indicates its position by different coloring of the corresponding valve tappet or valve pin, which can also be seen from the outside through transparent glass.

14. The wheelset control system (1) according to claim 1 or 2, wherein each wheelset (2, 3) has two operating cylinders (12) that act on different sides of the wheelset (2, 3) in a width direction perpendicular to the direction of travel.

15. The wheelset control system (1) according to claim 1, wherein the wheelset controller is designed to offset the guide wheelset (2) by the same amount as the driven wheelset (3), but in the opposite direction.

16. The wheelset control system (1) according to claim 1, wherein the control valve (8) is a three-position four-way valve.

17. The wheelset control system (1) according to claim 8, wherein the driving direction valve (11) is a two-position six-way valve.

18. The wheelset control system (1) according to claim 10, wherein the diameters of the throttling orifice plates (15) in the guide wheel wheelset (2) and the driven wheel wheelset (3) are configured differently.

19. The wheelset control system (1) according to claim 18, wherein the diameter of the throttling orifice plate (15) in the guide wheel pair (2) and the driven wheel pair (3) is configured such that the guide wheel pair (2) has higher damping than the driven wheel pair (3).

20. A chassis for a rail vehicle having a wheelset control system of hydraulic machinery according to any one of the preceding claims.

21. A rail vehicle having a chassis according to claim 20.

Images