EP0860341B1 - Méthode et dispositif de commande et/ou régulation des systèmes d'inclinaison des caisses des véhicules - Google Patents

Méthode et dispositif de commande et/ou régulation des systèmes d'inclinaison des caisses des véhicules Download PDF

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Publication number
EP0860341B1
EP0860341B1 EP97122497A EP97122497A EP0860341B1 EP 0860341 B1 EP0860341 B1 EP 0860341B1 EP 97122497 A EP97122497 A EP 97122497A EP 97122497 A EP97122497 A EP 97122497A EP 0860341 B1 EP0860341 B1 EP 0860341B1
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EP
European Patent Office
Prior art keywords
tilt
tilting
car body
simulated
tilting system
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.)
Expired - Lifetime
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EP97122497A
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German (de)
English (en)
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EP0860341A1 (fr
Inventor
Johannes Beike
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TZN FORSCHUNGS- UND ENTWICKLUNGSZENTRUM UNTERLUESS
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Tzn Forschungs- und Entwicklungszentrum Unterluess GmbH
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Priority claimed from DE19753355A external-priority patent/DE19753355C2/de
Application filed by Tzn Forschungs- und Entwicklungszentrum Unterluess GmbH filed Critical Tzn Forschungs- und Entwicklungszentrum Unterluess GmbH
Publication of EP0860341A1 publication Critical patent/EP0860341A1/fr
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    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates to a method and a device for control and / or Regulation of a car body tilt system for a rail vehicle according to Preambles of claims 1 and 11.
  • a combination of regulation and control system is described in WO 96/02027 described.
  • the control system shown therein uses the angle of inclination Car body as a relevant parameter for the effective lateral acceleration.
  • a pilot control device is used to compare a target / actual comparison Presetting of the car body inclination made. The one to increase dynamics
  • the proposed pilot control relieves the control loop, but is not based on the tilt system / Tilt device adjusted yourself. An unwanted jump in the default Overriding / controlling the car body inclination can follow.
  • inclination values are determined that implement regulation or control.
  • the invention is based on the object of specifying a method for adjusting the inclination of a rail vehicle, in which comfort and / or safety in driving operation is produced in the best possible way. Another object is to provide an apparatus for performing the method.
  • the solution according to the invention takes up the idea of taking limit values with regard to comfort into account, which are equivalent to a comfort scale of a track elevation in accordance with CEN / TC 256 (European railways Committee for Standardization) as inclination setpoints for controlling or regulating a car body as a relevant variable according to Specify system limits and only allow a subsequent regulation within a positioning system of the car body to run within these limits. If at least one limit value for comfort and / or parameters describing the system would be exceeded, these tilt setpoints will be adjusted taking this at least one limit value into account and converted into adjusted tilt setpoints that are used to adjust a car body tilt system.
  • the tilting setpoints are adjusted according to the invention with the aid of a tilting setpoint adjuster upstream of the tilting system.
  • a signal that can be used to determine the limit values, taking into account a track elevation, can currently be generated from signals from the gyroscope and accelerometer. Such a method for generating an actuating signal from a sensor package is disclosed in DE 1970175.
  • the tilt setpoints are made up of a sensor package, of route response bars, one GPS receiver, determined from data stored in tabular form or similar specifications.
  • the movement behavior i.e. the tilt system states of the by its parameters like Mass moment of inertia etc. as well as the operating behavior of the control system such as spring and Due to this initially theoretical inclination setpoint, cylinder travel becomes one Research simulates.
  • tilt system states obtained from the simulation are then when at their Realization of limit values for comfort and / or parameters describing the system, such as for example, maximum spring or cylinder travel would be exceeded by maximum permissible tilt system states taking these limit values into account.
  • the permissible tilt system states are then turned up by an inverse simulation calculated back a permissible, adjusted tilt setpoint. This is done by a inverse image of the simulated tilt system in the computer.
  • the adjustment of the tilt setpoints only becomes active if a predefined one Limitation is addressed in the online simulated model of the tilt system.
  • the tilt setpoints determined in this way can be directly related to the body tilt or indirectly, i.e. from a control and / or regulation system.
  • the influencing factors of the dissatisfaction factor are acceleration and jerk in Car body and rolling speed of the car body. Depending on the application can be used to control and / or regulate the respective tilting system one of these influencing factors can be placed. In the sleeping car e.g. the jerk, im Dining car the roll speed can be set particularly low.
  • Another advantage of adjusting the setpoint is the reduction in wear and tear on the tilt system. The reliability of the tilt system is also increased.
  • the signals of the car body tilt angle once determined apply to everyone with a time delay following car bodies.
  • a real car body tilt system consisting of a car body 2, a bogie 3 with actuating system 4 and a car body suspension 5 is shown.
  • a sensor package 6, which is arranged on the bogie 3 in the case of a control system or on the car body suspension 5 of the car body 2 in the case of control (not shown), generates tilt setpoints for the real car body tilting system 1, for example a tilt angle setpoint ⁇ should , a tilting speed setpoint ⁇ gset and one Tilt acceleration setpoint ⁇ bset .
  • the tilting speed setpoint ⁇ g setpoint and the tilting acceleration setpoint ⁇ bsetpoint have functions that support the method.
  • tilt setpoints arrive at an online simulated model of a shown in FIG Tilt system 7, the output of which has an input E1 of a tilt condition limiter 8 is connected to the tilt condition limiter 8, the input 2 of which is connected to a Tolerance specification unit 9 is connected and to a tilt condition limiter 8 downstream inverted simulated tilting system 10, in order to then be adapted Tilt setpoints for adjusting the car body 2 to be provided. This can be done directly or indirectly via a subsequent control and / or Regulatory system.
  • the simulated tilt system 7 is the Tilt state limiter 8 and the inverse simulated tilt system 10 are combined.
  • the simulated tilt system 7 simulates the real vehicle body tilt system 1 and exists from a simulated control system controller 12 and a likewise simulated car body and car body suspension 13 and with simulated positioning system 14 (Fig. 3).
  • the inverse simulated tilt system 10 is the inverse image with several inverse Components of the simulated tilt system 7.
  • the number of inverse components results from the tilt system states to be limited to adapt the Tilt setpoints.
  • Adjusting the tilt setpoints causes the real body tilt system 1 is not driven into impermissible states (tilt system states), and thus the already influencing factors of the dissatisfaction factor mentioned are taken into account.
  • Neigesollwertanpasser 11 reach the desired tilt values generated should ⁇ , for example, from the sensor pack 6 as signals to the simulated tilting system 7.
  • should ⁇ example, from the inclination angle devoted simulated tilting system states are, for example, the acceleration of the control system, the kinematic deflection, the spring deformation Tilt acceleration.
  • the simulated actuator system controller 12 performs a desired / actual comparison of the adjusted tilting angle should ⁇ and a simulated current tilt angle ⁇ is off.
  • the signal resulting from the controller 12 reaches the simulated control system 14 and simultaneously sets the tilt system states.
  • These tilting system states generated by the simulated positioning system 14 are approximately identical to the tilting system states of the real vehicle body tilting system 1.
  • maximum permissible tilting system states are present at the tilting state limiter 8, which are stored in the tolerance specification unit 9 and reflect system-describing parameters and comfort values.
  • tilt system states generated in the simulated tilt system 7 smaller than the max. permissible tilt system states from the tolerance specification unit 9, these generated signals pass through the tilt state limiter 8 without being processed. There is only a comparison to determine the admissibility.
  • the unlimited signals at the output of the tilting state limiter 8 are then transformed back by the tilting system 10, which works inversely compared to the simulated tilting system 7, so that, for example, the original tilting angle ⁇ should be present in the same size / value as the tilting angle ⁇ ' should be the output signal of a simulated inverted tilting system 10 .
  • This tilt angle ⁇ ' is intended is then forwarded to the adjustment of the real car body tilt system 1 so that by means of inclination angle ⁇ ' should takes place of the real car body tilt system 1 a real adjustment.
  • the inclination state limiter 8 becomes active, only a maximum inclination system state having to be exceeded for activation.
  • the exceeded signals generated in the simulated tilt system 7 by the tilt state limiter 8 The limitation takes place for each tilt system state, so that a combination of the generated non-limited tilt system states of the simulated tilt system 7 and the limited, maximum permissible tilt system states from the tolerance specification unit 9 am Output of the tilt condition limiter 8 is present.
  • These limited tilting system states reach the inverse simulated tilting system 10.
  • this tilting system states are 'intended to ⁇ ' in adapted desired tilt values ⁇ Gsoll and ⁇ 'Bsoll transformed back and result in upper or lower boundary or adjustment lines for the desired tilt values ⁇ ' should ⁇ ' gsoll , and ⁇ ' bsoll .
  • 3 tilting system states limited, resulting 3 fit lines of the desired tilt values ⁇ 'should ⁇ ' Gsoll, ⁇ 'Bsoll due to the fact that, for each limited tilting system state, an inverse simulation performed and the respective fit line is calculated.
  • the resulting tilt setpoints which are determined by moving the adjustment lines, must not exceed a limit line, so that no unwanted tilt system state arises / or. entry.
  • a permissible spring adjustment of maximum 5 cm by means of an adapted tilt angle ⁇ ' should be increased to 6 cm because the tilt setpoints ⁇ should , ⁇ gsoll , and ⁇ bshould not adhere to the tolerance range of the tilting system state "permissible spring adjustment" and the resulting reference line, and, for example, only the adjustment line of the "kinematic deflection" would be optimally extended, the resulting spring adjustment would result in an increase in the dissatisfaction factor in addition to a possible destruction of the spring.
  • the so-adapted tilt values ⁇ 'should ⁇ ' g should and. ⁇ ' b should be used to adjust the real positioning system 4 of the real body tilt system 1.
  • the tilt setpoints ⁇ ' should , ⁇ ' g should and. ⁇ ' b should be placed in a ring buffer, not shown, for example.
  • the tilt setpoints are taken from the ring memory depending on the location and type of car body and fed to the respective control systems 4 of the car bodies 2 as a control and / or regulation variable.
  • FIG. 4 A matched tilt angle ⁇ 'is intended to ⁇ compared to the generated tilt angle of the sensor package 6 is shown in FIG. 4.
  • the forces acting on the sensor package 6 and measured there disturbances are limited so that the disturbance no longer with the subsequent real car body tilt system 1 real setting system 4 and real car body 2 can act.
  • the real actuating system 4 is no longer burdened by disturbance variables, and wear is reduced.
  • the tilt setpoints are continuously limited so that the predetermined maximum states are not exceeded.
  • the continuity results from the simulation of all tilt system states.
  • the adjusted tilt setpoints are sufficient to adjust the real car body in such a way that a track camber adjustment when a track camber angle ⁇ 0 occurs is quickly ensured by avoiding delayed filtering and a loss of driving comfort is avoided.
  • this tilt condition is also simulated Tilt system 7 limits, so that the tilt system states in the real car body tilt system 1 and in the simulated tilt system 7 are approximately identical.
  • the maximum permissible tilt system states are in the form of the tolerance specification unit 9 of data deposited.
  • the simulated tilt system 7 is shown as a physical model.
  • a current mathematical calculation is carried out for the sampling points (for example by an integral function).
  • the calculated tilt system states are not stored as data. They are currently being determined and evaluated.
  • reverse Tilt system 10 also does a current mathematical calculation, however inverse to the tilt system 7. (For a mathematical integral function that would be inverse calculation a differential function.)
  • the tolerance specification unit 9 is also a direct component of the Tilt setpoint adjuster 11 and how it can be integrated in the associated computer.
  • the maximum incline system states can be stored in tables that also take the track structure into account. These path-dependent maximum inclination system states are assigned to a route coding and can be used for control or regulation when driving through this coded route. The method and the device for tilt control / regulation can thus be used by constant maximum values of the tilt system states even when there is no data or only for certain areas.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (17)

  1. Procédé de commande et/ou de régulation de systèmes d'inclinaison de caisses de wagons d'un véhicule ferroviaire dans lequel sont déterminées des valeurs d'inclinaison pour le réglage du système d'inclinaison des caisses de wagon, caractérisé en ce que ces valeurs d'inclinaison sont adaptées en tant que valeurs d'inclinaison de consigne (soll,  b soll,g soll), lorsqu'au moins une valeur limite pour le confort et/ou pour les paramètres décrivant le système serait dépassée, en tenant compte de cette ou ces valeurs limites, et sont converties en valeurs de consigne d'inclinaison adaptées ('soll, ' b soll, 'g soll), qui sont utilisées pour le réglage du système d'inclinaison (1) des caisses de wagon.
  2. Procédé selon la revendication 1, caractérisé en ce que les valeurs de consigne d'inclinaison (soll,  b soll,  g soll) en tant que valeurs de consigne théoriques de l'inclinaison donnent, dans un ordinateur, des états simulés du système d'inclinaison qui sont remplacés par des états maximaux admissibles du système d'inclinaison, lesquels résultent des valeurs limites pour le confort et/ou les paramètres décrivant le système, et ces états remplacés du système d'inclinaison sont recalculés, par une simulation inverse du système déposé dans l'ordinateur et décrivant le système d'inclinaison (1) des caisses de wagon, sur une valeur de consigne d'inclinaison adaptée et admissible ('soll, ' b soll, ' g soll).
  3. Procédé selon la revendication 1, caractérisé en ce que les valeurs de consigne d'inclinaison (soll,  b soll,  g soll) sont déterminées à partir d'un paquet de capteurs (6).
  4. Procédé selon la revendication 1, caractérisé en ce que les valeurs de consigne d'inclinaison (soll,  b soll,  g soll) sont déterminées à partir de données de trajet consignées dans un tableau.
  5. Procédé selon une ou plusieurs des revendications 1 à 4 précédentes, caractérisé en ce que les valeurs de consigne d'inclinaison (soll,  b soll,  g soll) sont transformées, par un système d'inclinaison (7) simulé, en états simulés correspondants du système d'inclinaison, ces états simulés du système d'inclinaison sont comparés aux états maximaux admissibles du système d'inclinaison, qui sont consignés dans une unité de sélection de tolérances (9) et dans le cas où des valeurs se situent à l'extérieur du domaine des états admissibles du système d'inclinaison, celles-ci sont limitées, et ces états limités du système d'inclinaison sont retransformes en valeurs d'inclinaison de consigne adaptées (('soll, ' b soll, ' g soll), dans un système d'inclinaison simulé (10), qui travaille à l'inverse du système d'inclinaison simulé (7).
  6. Procédé selon une ou plusieurs des revendications 1 à 5 précédentes, caractérisé en ce que les valeurs de consigne d'inclinaison ('soll, 'b soll, ' g soll) adaptées et déterminées sont utilisées pour tous les systèmes d'inclinaison (1) suivants des caisses de wagon, le type considéré de caisses de wagon étant pris en compte.
  7. Procédé selon une ou plusieurs des revendications 1 à 6 précédentes, caractérisé en ce qu'on utilise en supplément des stabilisations au roulis.
  8. Procédé selon une ou plusieurs des revendications 1 à 7 précédentes, caractérisé en ce que les états du système d'inclinaison contiennent des grandeurs d'influence d'un facteur d'insatisfaction.
  9. Procédé selon une ou plusieurs des revendications 1 à 8 précédentes, caractérisé en ce au'en supplément ou à la place des états maximaux admissibles du système d'inclinaison, on utilise aussi des états maximaux du système d'inclinaison qui dépendent de la distance et qui sont consignés dans un codage de trajet.
  10. Procédé selon une ou plusieurs des revendications 1 à 9 précédentes, caractérisé en ce que les valeurs de consigne d'inclinaison contiennent des valeurs de consigne pour un angle d'inclinaison ((soll), une accélération de l'inclinaison ( b soll),ou une vitesse d'inclinaison ( g soll)
  11. Dispositif de commande et/ou de régulation de systèmes d'inclinaison de caisses de wagon d'un véhicule ferroviaire comportant un système de réglage, caractérisé en ce qu'un adaptateur (11) des valeurs de consigne d'inclinaison est disposé devant au moins un système d'inclinaison (1) des caisses de wagon et est relié à celui-ci directement ou indirectement.
  12. Dispositif selon la revendication 11, caractérisé en ce que l'adaptateur (11) des valeurs de consigne d'inclinaison est constitué d'un système d'inclinaison (7) simulé monté derrière le système d'inclinaison (1) des caisses de wagon, dont la sortie est reliée à une entrée (E1) d'un limiteur (8) de l'état d'inclinaison, ainsi que d'un système d'inclinaison (10) simulé, monté derrière le limiteur (8) d'état d'inclinaison, mais construit à l'inverse du système d'inclinaison (7) simulé.
  13. Dispositif selon la revendication 12, caractérisé en ce que le système d'inclinaison (7) simulé est constitué d'un régulateur (12) simulé du système de réglage et d'une caisse de wagon (13) simulée.
  14. Dispositif selon une ou plusieurs des revendications 11 à 13 précédentes, caractérisé en ce qu'une unité (9) de sélection de tolérances est raccordée à l'entrée (E2) du limiteur (8) de l'état d'inclinaison.
  15. Dispositif selon une ou plusieurs des revendications 11 à 14 précédentes, caractérisé en ce que l'adaptateur (11) des valeurs de consigne d'inclinaison ainsi que l'unité de selection de tolérances (9) sont intégrés dans un ordinateur.
  16. Dispositif selon une ou plusieurs des revendications 11 à 15 précédentes, caractérisé en ce que pour un sens de marche, un paquet de capteurs (6) est disposé sur un bogie de la première caisse de wagon et est relié électriquement à l'ordinateur.
  17. Dispositif selon une ou plusieurs des revendications 11 à 15 précédentes, caractérisé en ce qu'un récepteur GPS est relié à l'ordinateur.
EP97122497A 1997-02-22 1997-12-19 Méthode et dispositif de commande et/ou régulation des systèmes d'inclinaison des caisses des véhicules Expired - Lifetime EP0860341B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19707174 1997-02-22
DE19707174 1997-02-22
DE19753355 1997-12-02
DE19753355A DE19753355C2 (de) 1997-02-22 1997-12-02 Verfahren und Vorrichtung zur Steuerung und/oder Regelung von Wagenkasten-Neigesystemen

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EP0860341A1 EP0860341A1 (fr) 1998-08-26
EP0860341B1 true EP0860341B1 (fr) 2001-05-02

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US6622635B2 (en) 1998-01-12 2003-09-23 Autran Corp. Automated transportation system
FR2831126B1 (fr) * 2001-10-23 2004-05-28 Alstom Procede de controle securitaire de la pendulation d'un vehicule ferroviaire
ITMI20130609A1 (it) * 2013-04-12 2014-10-13 Rolic Internat S A R L Carrello per impianti di trasporto a fune e impianto di trasporto a fune comprendente tale carrello
US10279823B2 (en) * 2016-08-08 2019-05-07 General Electric Company System for controlling or monitoring a vehicle system along a route
CN109030020B (zh) * 2018-07-09 2024-02-20 山东交通学院 一种大客车侧翻预警试验装置
CN109035956A (zh) * 2018-10-13 2018-12-18 南京吉目希自动化科技有限公司 一种用于城市轨道电话闭塞教学的指挥控制实训装置

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US4023753A (en) * 1974-11-22 1977-05-17 International Standard Electric Corporation Vehicle control system
SE396479B (sv) 1976-02-09 1977-09-19 Westbeck Navitele Ab Anordning for att styra en lutningsanordning vid fordon
US4123023A (en) * 1977-10-03 1978-10-31 General Motors Corporation System for controlling vehicle movement over a fixed guideway
IT1192338B (it) * 1978-12-21 1988-03-31 Wabco Westinghouse Spa Dispositivo di controllo della velocita per motrici ferroviarie
US4270716A (en) * 1979-03-30 1981-06-02 Westinghouse Electric Corp. Transit vehicle speed control apparatus and method
US4302811A (en) * 1979-09-10 1981-11-24 General Electric Company Automatic train operation with position stop and velocity control
DE4416586A1 (de) 1994-05-11 1995-11-16 Stn Atlas Elektronik Gmbh Verfahren und Vorrichtung zur Regelung der Neigung eines Fahrzeug-Wagenkastens
NL9400843A (nl) * 1994-05-24 1996-01-02 Tno Stelsel voor het bepalen van de stabiliteit van een voertuig.
IT1267626B1 (it) * 1994-11-25 1997-02-07 Microtecnica Sistema di controllo della rotazione della cassa di un veicolo ferroviario
DE19707175C2 (de) 1997-02-22 1999-09-02 Tzn Forschung & Entwicklung Verfahren und Vorrichtung zur Ermittlung eines Winkels um die Fahrzeuglängsachse in einer Kurvenfahrt

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CA2230072A1 (fr) 1998-08-22
CA2230072C (fr) 2004-08-10
EP0860341A1 (fr) 1998-08-26

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