DE1933893A1 - Vehicles traveling on a train - Google Patents

Description

© Int, CL:

FEDERAL REPUBLIC OF GERMANY

B 60 g

GERMAN

PATENT OFFICE German class: 20 d, 21/01

Publication 1933 893

Exhibition priority:

File number: P 19 33 893.3 'Filing date: July 3, 1969

Disclosure date: February 19, 1970

Union priority
Date:
Country:
File number:

July 31, 1968

France

161359

Description:

Vehicles traveling on a train

Addition to:
Elimination from:
^v Applicant:

Representative:

Societe (! 'Applications Generates d'Electricite et de Mecanique Sagem, Paris

Zumstein, Dr. F .; Assmann, Dr. E .; Koenigsberger, Dr. R .; Holzbauer, Dipl.-Phys. R .; Zumstein jun., Dr. F .; Patent attorneys, 8 (KK) Munich

Named the inventor: Darchen. Michel, Taverny (France)

Notification according to Art. 7, Paragraph 1, Paragraph 2, No. 1 d. Ges. V. 4.9.1967 (Federal Law Gazette IS. 960): Request for examination according to § 28 b PatG has been made

ORIGINAL INSPECTED

θ 2.70 009 808/1153

Dr. R. Koenigeberger - Dipl. Phye. R. Kolsbauer Dr. F. Zumstain jun.

■ PatlBtOBWih,

β Munich 2, Brauhausitroßa 4 / ill

SOCIETE Ό «APPLICATIONS GENEEALES D'ELECTHICITE ET DE MECANIQUE

Vehicles traveling on a train.

The invention relates to on a web

moving vehicles with at least two support arrangements, which are offset against each other along the track and interact with this »along which they are guided, a chassis which is attached to these two support arrangements in such a way that there is in particular a rotary movement with respect to these two support arrangements about one to the axis of the web can run parallel direction, and an adjusting device which is arranged between the two support assemblies and the chassis and designed so as to control the rotary movements of the chassis to determine the angular position of which this is to assume aganordnungen _r relative to the two T .

In particular, the invention applies if

009808/11 S3

also not exclusively, of such vehicles, railway vehicles, which are formed on one by two rails Track, and in which the two! Prague arrangements by two bogies and the chassis by a platform, on which the passengers take a seat.

The operation of such vehicles requires the previous creation of a rail network, which accordingly the speed reached by these vehicles is formed, in particular with regard to that of the train in the Curve sections of the same inclination to be given angle between the plane of the path and the real horizontal plane. These inclination is calculated so that at a certain speed of the vehicle the plane of the chassis is perpendicular to it the apparent perpendicular, i.e. the line whose direction is represented by the sum of the acceleration due to gravity Vector and a vector representing the force acceleration is determined.

Nowadays the vehicles can with

Drive speeds that are greater than those for which the rail network was originally intended.

If not take special precautionary measures

are taken, this increase in speed in the curved sections of the train causes considerable discomfort for the passengers result, which are exposed to the effect of centrifugal force, since the apparent perpendicular as a result of the enlargement of the absolute value of the vector representing the force acceleration is no longer perpendicular to the plane of the chassis stands.

To alleviate or increase that discomfort

eliminate, has already been proposed, the adjusting device of the vehicle by detector means for determining the apparent perpendicular to control so that this adjusting device an angular position of the chassis relative to the two! Drag arrangements determines for which the angular distance between the apparent perpendicular and that to the plane of the "chassis perpendicular direction is as small as possible and even zero.

In general, the Kuryen sections of a track initially have an entrance section, while ι ■ '<. the acceleration of the centrifugal force gamäas one

009808 / 11S3

- '■ v;:> ijAF; BAD ORIGINAL

certain law, which can be linear, then increases. a middle section during which the centrifugal acceleration is constant, and finally an output section, during which the centrifugal acceleration according to decreases according to a certain law, which can be linear.

It has been noticed that the discomfort

of the passengers depends in particular on the temporal change in the centrifugal force acceleration, and that this discomfort The greater these changes over time, the greater the Centrifugal acceleration are · Hun is that of the passengers perceived centrifugal acceleration · to the angular distance between proportional to the apparent perpendicular and to the direction perpendicular to the plane of the chassis, and the perceived direction Centrifugal acceleration is zero when this distance is zero.

The tricky sections of a curve in the path are therefore the entry section and the exit section.

Furthermore, the angular position of the

Chassis compared to the two support arrangements for reasons of the outline is limited to a critical angle position, so that it is impossible to achieve an angular position of the chassis in which the angular distance between the plane and the plane of the chassis perpendicular direction and the apparent perpendicular is zero.

Under these conditions the temporal

The change in the centrifugal force acceleration and thus the change in the angular distance between the apparent perpendicular and the direction perpendicular to the plane of the chassis is of major importance for the control of the actuating device.

The aim of the invention is to design vehicles of this type in such a way that they correspond better than before to the various requirements of practice, and in particular offer passengers increased comfort.

Such a vehicle according to the invention

is characterized in that it also has first detector means for measuring the hereinafter "material Keigungstianko" called angle I between the apparent, horizontal plane, i.e. that perpendicular to the apparent perpendicular Level, and the level of the train, and delivering one of these

009808/1153

BAD ORiGtNAl

A signal representing angle I, second detection means for measuring the angle 0 between the plane of the chassis and the plane of the track, hereinafter referred to as the "angle for correcting the inclination deficiency", and for supplying a signal representing this angle Q , a device with a threshold value which determines the Receives signal representing angle I and either delivers this signal representing angle I if the value of angle I is less than a critical value Ij corresponding to the critical angle position j of the chassis relative to the two support arrangements, or a signal representing this critical value Ij if the value of I becomes greater than this critical value Ij ^, a comparison device which _{receives the signal representing I or Ij 1} , supplied by the threshold device, and the signal representing θ supplied by the second detector means, and one obtained by the difference between the two signals received from it .-. error signal E supplies, a control device which receives the error signal E and controls the adjusting device so that the error signal E becomes zero, and has devices. which form a quantity α which corresponds to the. Derivation jg- of the angle I is proportional to the time t and is evaluated in order, on the one hand, to control the effect of the regulating device on the actuating device, the speed of the actuating device being limited to a maximum value that changes in the same direction as the absolute value of the variable α, and on the other hand, to add to the error signal E in order to amplify it and bring about an advance of the effect of the control device on the actuating device, this effect being greater the greater the absolute value of the variable α.

The invention is explained below by way of example with reference to the drawing.

Fig. 1 is a longitudinal view of a vehicle, which can be formed according to the invention. ''.

Fig. 2 is an end view of one according to the invention Vehicle. ϊι

Fig. 3 shows schematically a path with

a curve section on which a vehicle according to the invention is traveling. '

Figures 4 and 5 are two diagrams showing

009808/1153 ί i

the advantages of an inventive, on the in Pig. 3 represented train moving vehicle.

Fig. 6 is a side view of a

mass trained a particular embodiment of the invention Vehicle.

Fig. 7 is a side view of a gemass

Another particular embodiment of the invention carried out Vehicle

Figure 8 is a side view of a train

according to a further particular embodiment of the invention trained vehicles.

The application of the invention to a railway vehicle 1 traveling on a track 2 is shown below described.

^: As shown in Fig. 1, the -

Vehicle 1 at least two support arrangements 3 (with four wheels provided bogies), which are offset from one another along track 2 (track with two rails) and with this track cooperate along which the two support assemblies 3 are guided, a chassis 4 (car body), which on these two support arrangements 3 is attached so that there is in particular a rotary movement with respect to the two support arrangements 3 around a direction parallel to the axis of the path, and finally an adjusting device 5 »which between the two support assemblies 3 and the chassis 4 is arranged and designed so that they the rotational movements of the Chassis 4 stevert in order to determine the angular position which it is to assume with respect to the support arrangements 3.

For storage of the chassis 4 can

two-way between this and the two support arrangements 3 a cushioning 6 can be arranged

This cushioning 6 is preferably arranged between the adjusting device 5 and the chassis 4, to simplify the construction problems and also a "filter effect" between the adjusting device 5 and the To produce chassis 4 (Fig. 1, 2, 6 and 7).

As shown in FIG. 3, a curve section of the path 2 ″ initially has an input section PQ,

009808/1153

• _ 6 -

during which the centrifugal acceleration geinäss a certain Law increases, which can be linear, then a middle section QR, during which the centrifugal force acceleration is constant, and finally an output section RS, during which the centrifugal force acceleration according to decreases according to a certain law, which can be linear.

According to the invention, the vehicle 1 now receives first detector means 7 for measuring the angle I ("material inclination deficiency) between the apparent horizontal plane and the plane of the path 2 and for supplying a signal representing this angle I, second detector means 8 for measuring the angle θ (angle to correct the inclination deficiency) between the plane of the chassis 4 and the plane of the track 2 and to supply a signal representing this angle Q , a threshold device 91 which receives the signal representing the angle I and either a control signal corresponding to the angle I (or Control signal) delivers when the value of the angle I is less than a critical value I ^ corresponding to the critical angle position of the chassis 4 with respect to the two support arrangements 3, or a _{control signal corresponding to this critical value I f} , if the value of I is greater than this critical value Value I ", a comparison device 10, which the Vorri A control signal corresponding to the I or I "corresponding to the threshold value 9 and the signal representing θ supplied by the second detector means 8 and supplies an error signal E formed by the difference between the signals received by it, a control device which receives the error signal E and the Adjusting device 5 controls so that the error signal E becomes zero, and devices 12, which form a large egg, which to the. Derivation -τψ of the angle I is proportional to the time t and is evaluated, on the one hand, to control the effect of the regulating device 11 on the adjusting device 5, the speed of the adjusting device 5 being set to a maximum value which changes in the same direction as the absolute value of the large ^ p is limited, and on the other hand to the error signal E * in order to amplify this and bring about an advance of the action of the control device 11 on the actuating device 5 au, the greater the effect, the greater the

009808/1153

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Is the absolute value of the quantity α.

In the .Schaubild of Fig. 4 are as

The abscissas are the time t, v / obei with tp, tβ, t _R and t _g the times * of the passage of the vehicle at the points P, Q, E and S of the curve shown in FIG. 3 are designated, and as the ordinates the angle for correcting the inclination deficiency 0 is entered, with I _M denoting the critical value corresponding to the critical angle position of the chassis 4 with respect to the two support arrangements 3.

In the diagram of FIG. 5 are as

The abscissa is the time t, where tp, .t ₀ , t «and tg denote the times when the vehicle passes the points P, Q, B and S of the curve shown in FIG. 3» and the ordinates denote the angles (1st -0), which is formed by the apparent horizontal plane and the plane of the chassis, this angle (IQ) characterizing the "inclination deficit for the travelers" and being proportional to the centrifugal acceleration felt by the travelers.

The curve C _Q in Fig. 4 represents the theoretical changes in the angle θ for correcting the inclination deficiency in the event that the angular position of the chassis 4 is not limited with respect to the two support arrangements 5.

Curve C ₁ of FIG. 4 represents the theoretical changes in the angle θ to correct the inclination deficiency in the event that the angular position of the chassis 4 with respect to the two support arrangements 3 is limited to a critical angle position corresponding to the critical value I ^ of the material inclination deficiency 1 .

The curve C ₂ in Fig. 4 represents, under the same conditions as the curve C ^, the theoretical changes in the angle 0 for correcting the lack of slope for a vehicle according to the invention.

So comfort is an inventive

according to the vehicle (curve C «) is considerably larger than with one vehicle equipped with a conventional control system (curve C.), since the change in angle G over time is necessary to correct the Inclination deficiencies, i.e. the change over time of the passengers perceived centrifugal acceleration, at curve C «

009808/1153

considerably lower than in the case of curve C ₁ isto

This increase in comfort is clearly evident from the diagram in FIG.

Curve C ₁₁ of FIG. 5 represents the theoretical changes in the inclination deficit for travelers (I-0) for a vehicle provided with a conventional control. This curve C ₁₁ is the difference between curves C q and C ₁ of FIG.

The curve C ₂₂ represents the theoretical

Changes in the inclination deficiency for the travelers (Ι-Θ) for a vehicle according to the invention. This curve Cpp ^ ^s ^ the difference between the curves Cq and Cp of FIG.

According to a first shown in FIG.

P th embodiment of the invention contain the first detector means 7 an accelerometer 13 attached to one of the two support arrangements 3 of the vehicle 1 and a sensitivity axis perpendicular to path 2, while the second detector means 8 contain a differentiating device 14, which on the one hand the accelerometer supplied information and on the other hand that of one on the chassis 4 attached accelerometer 15 with a sensitivity axis perpendicular to the path 2 supplied information and provides an indication which corresponds to the difference between the two indications it has received and hence to the angle θ is proportional to the elimination of the denial of refusal.

The accelerometer 13 and the accelerometer 15 preferably lie in the same plane perpendicular to the path 2.

Further included in this first from führungsforn the Kittel 12 to form the Big α a Differentiiervorrichtung 16, which affixed by the one of the two support assemblies 3 of the vehicle 1 accelerometer 13 indication and delivered on the other hand of the vehicle from another on the support arrangement 3 1 attached Benchieunicuorcmesser 17 with a sensitivity axis perpendicular to the web 2 and supplies an indication representing the size, which is proportional to the difference between the two marks received by it, ie to the difference between the material inclination

- ■ "- ^; - ^: " ^: - ^{HvV U} "^i; 0 09808/1153 BAD ORIGINAL

I at the location of the two support arrangements 3 of the vehicle 1

The information representing ΔΙ / AL, in which

L is the distance between the two support arrangements 3, actually represents the size α, since the derivative -rr is the same V. ^ j- is where L is the abscissa along path 2 and V is the speed of the vehicle, which can be viewed as constant in the field of application of the invention.

In a second shown in FIG

. Embodiments of the invention include the first detector means 7 an accelerometer 18 attached to one of the two support arrangements 3 of the vehicle 1 with an accelerometer 18 Path 2 vertical axis of sensitivity, while the second detector means 8 contain a differential transformer 19, the two parts of which are firmly connected to one of the two support arrangements 3 or to the chassis 4, this differential transformer 19 is an indication that characterizes the position of the chassis 4 with respect to the relevant Tpagordnung 3 which is thus proportional to the angle 0 for correcting the inclination deficiency.

The means 12 for forming α have

as in the first embodiment, a differentiating device 20, which on the one hand the accelerometer attached to one of the two support arrangements 3 of the vehicle 1 18 and on the other hand that of an accelerometer attached to the other support arrangement 3 of the vehicle 1 21 with an indication supplied with a sensitivity axis perpendicular to the path 2.

The third embodiment of the invention

relates to a train of with the reference symbols Ί-, 1p »I3 '

1 designated. Vehicles, which from a head vehicle 1q is drawn, to which the invention is not applied and which can be the locomotive of the train.

This embodiment shown in Fig. 8 contains a single detector device for measuring the material inclination deficiency Iq at the point of the head vehicle 1q, which is attached to a support arrangement 3q of the head vehicle 1q mounted accelerator 22 with a too the path 2 vertical axis of sensitivity can be formed. -

009808/1153 Bad qrig _Wal

A transmission line 23 also includes

many memories 24, such as vehicles 1 *, U, 1 * .... 1 are present, these memories 24 being designed in such a way that they transfer the signal Iq supplied by the single detector device of the head vehicle 1q from one vehicle to the next with a Transfer delay, which is at least approximately equal to the time T = L / V, where L denotes the length of the vehicle (distance between the two support arrangements) and V denotes the speed of the train, the transmission line 23 is also preferably designed so that the signal Iq is transmitted without loss of amplitude, so that each memory 24 supplies a signal which is characteristic of the angles I. or Ip or I *. ., 1 ₂ , 1 * ·· «· 1.

Under these conditions, the

Means 12 for forming α as in the first two embodiments as many differentiating devices 25 as there are vehicles 1 ^, 1p, 1-z ···· 1 ", the differentiating device 25 of a certain vehicle on the one hand receives the signal that the material IT inclination deficiency of the preceding vehicle and, on the other hand, that of the material inclination deficiency of the vehicle in question Vehicle forming angle signal.

The second detector means 8 can expediently

moderately as in the second embodiment a differential transformer each vehicle included, the two parts of which with one of the two support arrangements 3 of this vehicle or with are firmly connected to the chassis 4 of the vehicle.

Furthermore, with regard to the embodiment shown in FIG. 8, it should be noted that expediently a additional detector device for measuring the angle I is provided at the location of the last vehicle 1 of the train, which supplies a signal representing this angle I and by a signal on a support arrangement 3 of the last vehicle 1 attached accelerometer 26 can be formed with a sensitivity axis perpendicular to the path 2 v / ground.

A comparison device 27 compares

always that of the last memory 24 of the transmission line 23 - supplied the singal representing the angle I and that of

009808/1153 _{BA0 0R | fflNAL}

provided to accelerometer 26 representing angle I Signali so that the comparison device 27 a Control signal Z supplies, the value of which must be zero if the transmission line 23 is working properly.

A control indicator 28 can be in the

Head vehicle 1q should be provided to avoid any failure the transmission line 23 to make visible, which is visible by a non-zero value of the control signal is made.

The passengers of a vehicle according to the invention have the feeling of a larger grain fort, although this one Vehicle can reach speeds which are considerably greater than those for a conventional control system Vehicle permissible speeds are.

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Claims (1)

^] J) A vehicle traveling on a railway, in particular a railway vehicle traveling on a track formed by two rails, with at least two support arrangements which are offset from one another along the railway and interact with the latter, along which they are guided, a chassis', which is attached to these two support arrangements in such a way that it can in particular perform a rotary movement opposite them about a direction parallel to the axis of the path, and an adjusting device which is arranged between the two support arrangements and the chassis and is designed so that it controls the rotary movements of the chassis in order to determine the angular position which the chassis is to assume with respect to the two support arrangements, characterized by first detector means (7) for measuring the "material inclination deficiency" (angle I) between the apparent horizontal plane and the plane of the track (2) and for the delivery of one of these angles (I) represent signals end, second detector means (8) for measuring the "angle for correcting the inclination deficiency" (angle Θ) between the plane of the chassis (4) and the plane of the track (2) and for supplying a Y / angle (G) representing this Signal, a device with a threshold value (9) which receives the signal representing the angle of the material inclination deficiency (I) and either supplies a control signal corresponding to the angle (I) if the value of the angle (I) is less than one of the limit angle position of the chassis (4) is a corresponding critical ϊ / ert (I «) compared to the two support arrangements (3), or a _{control signal corresponding to this critical value (I M} ) when the value of I is greater than this critical value (Ij ₁ ) , a comparison device (10) which receives the signal corresponding to I or I, ^ supplied by the device with threshold value (9) and the signal which is supplied by the second detector means (8) and which represents the angle θ, and which receives a signal representing the angle θ through the diff erenz of these two signals received by it supplies the error signal (E) formed, a control device (11) which receives the error signal (E) and controls the adjusting device (5) so that the error signal (E) becomes zero, and means (12 ) to form a grossed, which leads to the 009808 / Π 53 _eAD ofiiGtNAL Derivative 4 | - of the angle I is proportional to the time t and is evaluated, on the one hand, to determine the effect of the control device (11) on the adjusting device (5) while limiting the speed of the same to one in the same direction as the Absolute value of the quantities α changing maximum value to control and on the other hand to join the error signal (E) in order to amplify it and to advance the action of the control device (11) on the adjusting device (5), the greater the absolute value of the variable, the greater this effect α is. 2! ·) Vehicle according to claim 1, characterized characterized in that the first detector means (7) are attached to one of the two support arrangements (3) of the vehicle (1) Accelerometer (13) with a sensitivity axis perpendicular to the path (2) and the second detector means (8) have a differentiating device (H) which, on the one hand, is the one supplied by the accelerometer (13) Specification and on the other hand that of an accelerometer (15) attached to the chassis (40) with a to the track (2) the vertical axis of sensitivity and an indication of the difference between the two items of information received from it and thus supplies an indication proportional to the angle θ. 3 ·) Vehicle according to claim 2, characterized characterized in that the accelerometers (13 and 15) lie in the same plane perpendicular to the path (2). 4.) Vehicle according to claim 1, characterized in that i the first detector means (7) an accelerometer (18) attached to one of the two support arrangements (3) of the vehicle (1) and having a sensitivity axis perpendicular to the path (2) and the second detector means (8) have a differential transformer (19), the two parts of which are firmly connected to one of the two support arrangements (3) or to the chassis (40), this differential transformer (19) opposite the position of the chassis (4) the relevant support arrangement (3) provides indicative and thus proportional information to the angle θ. 5.) Vehicle according to claim 1, characterized in that, indicates that the means (12) for forming the quantity q; . ; r: r contain a differentiating device (16), which on the one hand 11 53 the accelerometer (13) delivered by the accelerometer (13) attached to one of the two support structures (3) of the vehicle (1). Specification and on the other hand that of one on the other support arrangement (3) of the vehicle (1) attached to the accelerometer (17) with a sensitivity axis perpendicular to the path (2) and receives an indication forming the quantity α Specification provides which information on the difference between the two information received from it, i.e. on the difference between the angles I at the point of the two support arrangements (3) of the vehicle (1) is proportional. 6.) Train pulled by a head vehicle of vehicles according to claim 1, characterized by a single detector device for measuring the angle (Iq) at the point of the head vehicle (1q) »which is measured by an accelerometer (22) attached to a support arrangement (3q) of the head vehicle (1q) with an accelerometer (22) to the web (2) vertical axis of sensitivity may be formed, a transmission line (23) with as many memories (24), such as vehicles (1-j "1p '^ 3 * ··· ^ n) ^vornan ^ ^s are, wherein the memory ( 24) are designed so that the signal (Iq) supplied by the single detector device of the head vehicle (1 _Q ) is transmitted from one vehicle to the next with a delay which is at least approximately equal to the time T = L where I _{y is} the length of the vehicle (distance between the two support arrangements) and V is the speed of the train, the transmission line (23) also preferably being designed so that the signal representing the angle Iq is transmitted without loss of amplitude, so that each memory (24) supplies a signal which represents the angle (1 ^, Ig, I,. * *. I _n ) forming the material inclination deficiency of the vehicles (1 |, 1g, 1, .... 1). 7.) train according to claim 6, characterized in that the means (12) for forming α as many Differentiating devices (25), such as vehicles (1 .., 1g, 1, ..... 1) are present, the differentiating device (25) of a certain vehicle, on the one hand, that constituting the material deficiency of the preceding vehicle The signal representing the angle and, on the other hand, the signal representing the material inclination deficiency of the vehicle in question 009808/1153 • - 15 - Receives signal representing angles. 8.) Train according to claim 6, characterized by an additional detector device for measuring the. Angle I at the location of the last vehicle O _n ) of the train and for the output of a _{signal representing this angle I n} , which is determined by an accelerometer (26) attached to a support arrangement (3) of this last vehicle (1) with an accelerometer (26) connected to the track ( 2) vertical sensitivity axis can be formed, as well as a synchronization device (27) »which constantly the _{signal supplied by the last memory (24) of the transmission line (23), representing the angle I n} - and the signal supplied by the accelerometer (26), the Compares the signal representing angle I and then supplies a control signal (Z), the value of which must be zero if the transmission line (23) is working properly. 9.) train according to claim 8, characterized in »that a control indicator (28) in the head vehicle (1q) is provided, which makes any failure of the transmission line (23) visible, which can thereby be identified it is made that the value of the control signal (Z) is different from zero. 00 9808/1153