Bombardier Transportation Gmbh

Uwe Reimann

Wolfgang Auer

Richard Schneider

Alfred Lohmann

Jani Dede

Günther Himmelstein

Siegmund Möhner

A method for controlling an active running gear of a rail vehicle including at least one first wheel unit with two wheels, wherein by means of at least one first actuator, which acts between the first wheel unit and a vehicle structure supported thereon by means of a first primary spring mechanism, the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a first frequency range, as a function of the actual curvature of the track and/or the turning angle of the first wheel unit about a vertical running gear axis relative to the vehicle structure is adjusted, in a second frequency range, such that transversal movements at least of the first wheel unit, caused by track outlay disturbances or by a sinusoidal course, are counteracted.

Method for controlling an active running gear of a rail vehicle

The invention relates to a method for monitoring the state of vehicle chassis, particularly of rail vehicles, whereby physical quantities are measured on the chassis by means of sensors. The measured and optionally processed quantities are compared with modeled quantities by means of a processing unit. The modeled quantities are determined from specific quantities, a classification into classes of causes is performed on the basis of the comparison by means of one or the processing unit, and an evaluation is carried out based on the classification. The invention also relates to a device for carrying out the method.

Method and device for monitoring the state of vehicle chassis

The invention relates to a running gear for rail vehicles, especially for passenger traffic, wherein a frame () is supported, by means of primary springs, on wheels or sets of wheels, and whereon a superstructure () is supported, optionally with insertion of a bolster (). The bolster () or the superstructure () is supported by means of secondary springs, in relation to the frame (), on at least one spring carrier (), the bolster () or the superstructure () is connected to the frame () by means of a shock absorber used to damp vertical and/or rolling movements, and the spring carrier () is suspended on the frame by means of pendulums (). The fixing points of the pendulums () on the running gear frame () are inwardly staggered, unlike vertically arranged pendulums, in such a way that the longitudinal axes of the pendulums () extend diagonally. At least one active control element () is at least partially arranged in the horizontal direction between the frame () and the spring carrier () or between the fame () and the bolster (), in such a way that it supports the effect of the centrifugal force and adjusts the incline to an optimum value.

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Siegen, Germany

Uwe Reimann