DE19653529C1 - Method of regulating rail vehicle carriage tilt w.r.t. ground - Google Patents

Abstract

The method involves determining the centrifugal acceleration in the horizontal plane, deriving a desired value (phi*WK) for the absolute carriage inclination wrt. the Earth viewed as an inertial system, determining the actual value (phiWK), determining the tilt (alphaN1,2) between the carriage and its running gear and the absolute tilt (phi*FW1,2) of the running gear wrt. the Earth and deriving at least one quai-absolute angle difference (delta phi'WK). At least one control signal (U1) is formed from the desired value and the actual value of the carriage's absolute tilt using a freely selectable equation set. At least a second control signal (U2) is derived from the quasi-absolute angle difference. The tilt angle between the running gear and carriage transverse to the travel direction is adjusted according to the generated control signals.

Description

The invention relates to a method and a front direction to regulate the earth-related car body inclination a rail vehicle with at least one carriage, the Car body resilient and pivotable about the longitudinal axis Chassis with at least one pair of wheels sits and by means of at least one tilting device in relation to the running gear is inclinable.

When cornering, rail passengers act on occupants and goods to be transported due to the centrifugal force attitudes that are low for comfort and safety reasons tried to keep up without simultaneously driving speed unnecessarily at the expense of travel time and transport capacity to discontinue. Due to increasing requirements, the aim is Track engineering precautions (cant in curves) by To supplement measures in the rail vehicle itself. Through a part of the car can be tilted appropriately the transverse acceleration acting on the passengers with the help of the Neutralize gravity.

For rail vehicles whose car bodies are actively inclined the, may the ratio vertical and horizontal wheel-rail forces move only in certain areas. With a strong goal  sion of the car body, which extends over the wheels of the chassis supported on the track, this condition is violated.

A method and a device for regulating the erdbezo gen wagon inclination in a rail vehicle is through WO 91/00815 A1 is known. In the known case, the Forde after avoiding torsion of the rail vehicle taken into account that as hydraulic actuators trained tilt drives from a common valve be supplied with hydraulic fluid. Through this con structural measure should be achieved that in the hydrau actuators of both trolleys have the same forces ken. Because the transmission ratio of engine torque to Car body torque is a non-linear function of the Nei is angled, and because of the principle between the two Chassis an inclination angle difference in the order of magnitude Difference of the track elevations on the two trolleys occurs, the torsional moment of the rail vehicle is dependent of this non-linearity and the tilt angle difference. The Method or device according to WO 91/00815 A1 not suitable for vehicles whose car bodies are covered by elec trically driven actuators are inclined.

Furthermore, EP 0 557 893 A1 describes a method knows the tilt angle between the two trolleys and the car body by regulating devices on the same Value regulated and by hydraulic actuators on these Value is set. It works like a car without tilting technology, the excitation from the track, especially in Transition arches, a twist of the rail vehicle. At  This procedure must ensure that the anyway existing torsion due to an asynchronism of the tilt angle not additionally prohibited on the two trolleys is increased.

Also in US 4,693,185 A is an air sprung rail described vehicle in which the pressure conditions in the Air springs of the secondary spring level measured and adjusted be that the torsion of the rail vehicle is minimal.

In addition, WO 96/02027 A1 describes a method in this way like a device for regulating the earth-related Wagenka known tendency. In the known method is too next he the centrifugal acceleration in the horizontal plane averages. According to the invention, this becomes a function of target value for the absolute that can be freely specified in the driving situation inclination of the car body compared to that used as an inertial system made earth. Furthermore, the actual value of Ab solid inclination of the car body compared to that as inertialsy considered earth and determined with the help of a free selectable education law at least one control signal from the Difference between the setpoint and the actual value of the absolute inclination of the car body. Depending on the Re formed The signal between the chassis and Wagenka then becomes a signal most adjusted to the direction of travel. To be overly Avoiding strong torsion of the rail vehicle is in of WO 96/02027 A1, from the measured and / or calculated absolute inclinations of all trolleys of a car Control signals for adjusting the angle between the chassis ken and the car body transverse to the direction of travel under Beach  setting a predefinable upper limit for the torsion of the Rail vehicle to form around its longitudinal axis.

Furthermore, WO 96/31384 A1 describes a method and a Device for regulating the inclination of at least one car box known in a vehicle that has at least one Wa Genkasten includes the by at least one tilt drive electrically driven actuators is tiltable. For one Predeterminable number of chassis of a vehicle is at we at least an electric tilt drive a motor torque target value given such that the torsion of the rail stuff becomes minimal.

The object of the present invention is a method and a device for regulating the earth-related car body tendency to create car bodies regardless of the Design of the tilting device, even under unfavorable conditions operating conditions and regardless of the type of track bow exaggerations and occurring faults, such as. B. Cross wind that keeps the rail vehicle's torsion to a minimum.

The object is achieved by a method according to An claim 1 and by a device according to claim 21 ge solves. Advantageous embodiments of the invention are in each case Subject of further claims.

In the method according to claim 1, the centrifugal acceleration a _y is first determined in the horizontal plane. According to the invention, a setpoint (ϕ * _WK for the absolute inclination of the car body relative to the earth considered as an inertial system) is formed from this, depending on the driving situation. Furthermore, the actual value ϕ _{WK of} the absolute inclination of the car body relative to the earth considered as an inertial system and the The angle of inclination α _N1.2 between the carriage body and its undercarriages and the earth-related absolute tilting angles ϕ _{FW1.2 of} the undercarriages are determined, and at least one quasi-absolute angle difference Δϕ ′ _WK is first calculated from these angles according to the relationship

(α _N1 + a · _FW1 ) - (α _N2 + b · ϕ _FW2 )

formed, the weighting factors a = in normal operation b = 1.

In the method according to the invention, at least a first control signal U 1 is also formed from the desired value ϕ * _WK and the actual value ϕ _{WK of} the absolute inclination of the car body with the aid of a freely selectable education law. Furthermore, we at least form a second control signal U₂ from the quasi-absolute win difference Δϕ ' _WK . Depending on the formed control signals U₁ and U₂, the tilt angle α _N1 and α _N2 between the undercarriages and the body are then adjusted transversely to the direction of travel.

The control signals U₁ and U₂ can, for. B. Setpoints for the angle of inclination α _N1 and α _N2 between the body and chassis. The control signals U₁ and U₂ can also be setpoints for the angular velocity d / (dtα _N1 ) and d / dt (α _N2 ) and thus for the speed. Setpoints of the motor torques MM * ₁ and MM * ₂ can also be made available as control signals U₁ and U₂.

The first control signal U₁ causes a common mode movement α _N1 + α _N2 , whereas the second control signal U₂ causes a push-pull movement α _N1 - α _N2 . Together with the quasi-Absolutwin keldifferenz Δϕ ' _{WK this} ensures in the method according to claim 1 that the rail vehicle even under unfavorable operating conditions, such as. B. crosswind, tor sions free inclined.

The inventive method for controlling the earth-related Car body inclination in a rail vehicle is fundamental also suitable for road vehicles. Because a noteworthy goal but only occurs in rail vehicles, the use of the method according to the invention at Stra Outdoor vehicles may only be required in exceptional cases.

The method according to the invention and the device therefor are suitable for all types of tilt drives, i.e. both for hydraulically as well as for electrically operated actuators ren. However, the tilt drive is preferably considered electrical be driven actuator. Such a nei compared to a hydraulic actuator a significantly lower power requirement since the high Hydraulic system pressure a lot of the hydraulics liquid not in mechanical work, but as a loss power is converted into heat. Furthermore, the use leaves electrical actuators in total a more compact design to, since there is no voluminous hydraulic power supply. Together with the saving in installation volume in the vehicle there is a significant reduction in weight of the tilting system tems. Furthermore, the electric tilt drives are ge  quieter than hydraulic actuators because there are no annoying Noises from switching hydraulic valves and through the pump with the associated drive unit occur.

There is also a solution with electrical actuators due to a lower war compared to a hydraulic system effort as well as greater environmental friendliness, since none Disposal problems regarding the hydraulic fluid at Oil change or if the hydraulic system is damaged occur.

An embodiment of the invention is based on the drawing in the following description, and in Connection with the other claims result from it also other advantages and details of the invention. It demonstrate:

Fig. 1 in cross section a car truck of a rail vehicle,

Fig. 2 is a schematic diagram of an embodiment of the device for car body inclination.

In the drawing, 1 denotes a wagon of a rail vehicle which drives on track 2 . The carriage 1 comprises a carriage body 3 , which can be pivoted transversely to the direction of travel relative to two pendulum supports 4 or the same (eg two cradles). Of the two pendulum supports 4 , only the front pendulum support in the direction of travel is visible in the drawing.

Each pendulum support 4 is supported by a secondary suspension 5 on egg nem bogie frame 6 . Two wheel pairs 7 are arranged in the bogie frame 6 , of which only one wheel pair 7 is visible in the drawing.

The wheel pairs 7 are held resiliently in the bogie frame 6 via primary suspensions 8 .

The pendulum support 4 , the secondary suspension 5 , the bogie frame 6 , the pair of wheels 7 and the primary suspension 8 each form a chassis 30th

An active tilt mechanism 9 is arranged between the pendulum supports 4 and the car body 3 , through which the car body 3 can be inclined relative to the pendulum supports 4 .

On a curve, the outer rail 2 a is too high compared to the inner rail 2 b, which lies in the earth's horizontal 10 . The track level 11 is thus inclined by a track inclination angle ϕ _track with respect to the earth's horizontal 10 .

When cornering, the bogie frame 6 incline relative to the wheel pairs 7 by a roll angle α _{prim of} the primary suspension 8 . At the same time, the pendulum carrier 4 incline ge compared to the bogie frame 6 by a roll angle α _{sec of} the secondary suspension 5th

The absolute tilt angle ϕ _{DG of} the bogie frame 6 with respect to the earth's horizontal 10 can thus z. B. from the relationship

ϕ _DG = ϕ _track + α _prim

determine.

Furthermore, the inclination angles α _N1 and α _N2 between the car body 3 and the pendulum supports 4 are measured.

The inclination angles α _N1 and α _N2 between the car body 3 and the pendulum supports 4 can also - provided that the car body 3 is sufficiently rigid - from the relationship

α _N1.2 = ϕ _WK - ϕ _PT1.2

be determined.

Subsequently, the absolute tilt angle ϕ _{DG of} the rotating frame 6 and the centrifugal acceleration a _y in the horizontal plane of the carriage 1 or a quantity equivalent to the centrifugal acceleration a _y are switched to the following carriages depending on the speed.

Under a size equivalent to centrifugal acceleration a _y is due to the relationships

the signed radius R or the signed stuck to understand curvature 1 / R. Here is the Angular speed of the rail vehicle around the earth plummet (geodetic coordinate system).  

From the setpoint ϕ * _WK and the actual value ϕ _{WK of} the absolute inclination of the car body 3 , at least a first control signal U 1 for the active tilt mechanism 9 is then formed using a freely selectable education law. Furthermore, at least a second control signal U₂ is formed from the quasi-absolute angle difference Δϕ ' _WK . Depending on the ge formed control signals U₁ and U₂, the angle of inclination α _N between the pendulum carrier 4's and body 3 is adjusted transversely to the direction of travel.

The control signal U₁ causes a common mode movement α _N1 + α _N2 , whereas the control signal U₂ causes a push-pull movement α _N1 - α _N2 . Together with the quasi-absolute angle difference Δϕ ' _WK is thereby in the method according to the invention forms in that the car body even under unfavorable operating conditions, such as. B. crosswind, is tilted torsion-free.

There are different variants to control the actuators (actuators, tilt actuators) of the car 1 without torsion. Referring to Fig. 2, two alternatives, namely, a mo ment regulated and illustrates a speed-controlled inclination of Wa genkastens 3 in more detail.

The tilt control shown in Fig. 2 includes a tilt controller 12th The tilt controller 12 includes a car body tilt angle controller, hereinafter referred to as position controller 13 , and a synchronizing controller 14 , the task of which is to synchronize the quasi-absolute tilt angle ϕ ' _{WK of} the car body 3 over each bogie frame 6 . From the output variables of the tilt controller 12 feed a subordinate control per bogie frame 6 , which in turn form the manipulated variables of the active tilt mechanism 9 ( FIG. 1). In the illustrated embodiment, the output variables of the Neigereg lers 12 are formed in a decoupling device 17 from the first control signal U 1 and from the second control signal U 2. The tilt mechanism 9 comprises an actuator 15 for the first bogie and an actuator 16 for the second bogie. The control loop is closed by the measured variables required for the tilt control from the vehicle and the route (track 2 ). For this purpose, the rail vehicle and the route form a controlled system 18 .

One way to control the two actuators 15 and 16 without torsion is to calculate a setpoint ϕ * _WK for the absolute tendency of the car body 3 and to apply the torque setpoint MM * ₁ and MM * ₂ resulting from the position control algorithm to both actuators 15 and 16 .

There is one tilt controller 12 per car body 3 . If an actuator 15 or 16 blocks, the position controller 13 is deactivated and the always active synchronization controller 14 synchronizes the two actuators 15 and 16 to the quasi-actual value ϕ ′ _{WK of} the absolute inclination of the car body 3 above each bogie 30 . The output of the position controller 13 is the common torque setpoint (first control signal U 1 ) in the actuators ben 15 and 16 of the two bogies 30 .

From the tilt controller 12 , both tilt actuators (actuators 15 and 16 ) are given the same torque setpoint (common mode movement). This ensures that no torsional moment is introduced into the body 3 . The torsional moment that occurs during curve entry and exit due to different track elevations (track inclination angle ϕ _track ) is also minimized.

The synchronizing controller 14 has the task of minimizing the quasi-absolute angle difference Δϕ ' _WK . For this, the sensor values ϕ _DG or ϕ _track must be decelerated depending on the vehicle speed to calculate the quasi-absolute tilt angle ϕ ′ _{DG of} the bogies that are running. The synchronizing controller 14 is in the exemplary embodiment shown especially for the blocking case of the greatest importance, since in this case the intact actuator (e.g. the actuator 16 ) can introduce a torsional moment into the rail vehicle. After the blocking of the actuator 15 has been detected, the position controller 13 is switched off. The synchronizing controller 14 then keeps the intact actuator 16 in synchronism with the blocked actuator 15 at a reduced travel speed, taking into account the current inclination angle ϕ _track, on both carriages.

The synchronization controller 14 can be designed as a state controller. The dynamics are similar to those of a PID controller. The control signal (torque setpoint) of the synchronizing controller 14 is given torsion-reducing with opposite sign on the actuators 15 and 16 .

In normal operation, the synchronization controller 14 has the task of protecting the spindles of the actuators 15 and 16 . The torsional moments from the _track initiated by variable _track inclination angles ϕ _track constantly exert pressure on the spindles, which pushes them together against their self-locking forces. This permanent load on the spindles is canceled by the synchronization controller 14 , which actively switches a torsion-reducing moment on the spindles due to different _track inclination angles ϕ _track .

Instead of a torque setpoint, the actuators 15 and 16 can be given a speed setpoint. The decisive advantages of specifying the target torque are that the speed control with subordinate torque control can run faster.

The position controller 13 and the synchronization controller 14 are designed as proportional controllers that generate speed setpoints as output variables. The tilt angle setpoint and the quasi-absolute angle difference are formed as previously described. In the tilt controller 12 , the actuators 15 and 16 are controlled by a speed control (PI controller) with a subordinate torque control. The torque setpoint is also limited here. If this torque limitation of an actuator 15 or 16 now responds for a certain period of time, it is assumed that this actuator is blocked. In this case the associated position controller is switched off. In addition, the setpoint ϕ * _WK for the absolute inclination of the car body 3 is set equal to the actual value ϕ _{WK of} the absolute inclination of the car body 3 . Furthermore, the blocked actuator is deactivated by means of an impulse lock to protect it from thermal overload.

Claims (23)

1. A method for controlling the earth-related car body inclination in a rail vehicle with at least one car ( 1 ), the car body ( 3 ) of which resilient and pivotable about the longitudinal axis on bogies ( 30 ) with at least one pair of wheels ( 7 ) and by means of at least one tilting device ( Mechanics 9 and controller 12 ) can be tilted relative to the trolleys ( 30 ), the method comprising the following steps:

• a) determination of the centrifugal acceleration (a _y ) in the horizontal plane,
• b) from this, a setpoint (ϕ * _WK ) for the absolute inclination of the car body ( 3 ), which can be freely specified as a function of the driving situation, with respect to the earth considered to be an inertial system,
• c) Determination of the actual value (K _WK ) of the absolute inclination of the car body ( 3 ) with respect to the earth considered as an inertial system,
• d) determining the tilt angle (α _N1.2 ) between the car body ( 3 ) and its undercarriage ( 30 ) and determining the earth-related absolute tilt angle (ϕ _FW1.2 ) of the undercarriage ( 30 ),
• e) formation of at least one quasi-absolute angle difference (Δϕ ′ _WK ) according to the relationship (α _N1 + a · ϕ _FW1 ) - (α _N2 + b · ϕ _FW2 ), the weighting factors a = b = 1 in normal operation,
• f) formation of at least a first control signal (U₁) from the target value (ϕ * _WK ) and the actual value (ϕ _WK ) of the absolute inclination of the car body ( 3 ) using a freely selectable education law,
• g) formation of at least one second control signal (U₂) from the quasi-absolute angle difference (Δϕ ′ _WK ),
• h) Adjustment of the tilt angle (α _N1.2 ) between the trolleys ( 30 ) and the car body ( 3 ) transversely to the direction of travel in dependence on the control signals formed (U₁, U₂).

2. The method according to claim 1, having the following feature:
If an actuator of the tilting device fails, the first control signal (U 1) is set to a predeterminable value, preferably zero, or changed to this value in accordance with a predefinable time function. 3. The method according to claim 1, having the following feature:
The actual value (ϕ _WK ) of the absolute inclination of the car body ( 3 ) in relation to the earth considered as an inertial system is measured. 4. The method according to claim 1, having the following feature:
The actual value (ϕ _WK ) of the absolute inclination of the car body ( 3 ) compared to the earth considered as an inertial system is calculated as the quasi-actual value (ϕ ′ _WK ) of the absolute inclination. 5. The method according to claim 4, having the following features:
The actual value (ϕ _WK ) of the absolute inclination of the car body ( 3 ) compared to the earth considered to be an inertial system is provided as a quasi-actual value (ϕ ′ _WK ) of the absolute inclination, the quasi-actual value (ϕ ′ _WK ) being formed an absolute inclination angle (ϕ _DG1 ) with respect to earth of the first undercarriage ( 30 ) in the direction of travel in the first carriage ( 1 ) in the direction of travel and a roll angle (α _sec ) of the secondary sharpness ( 5 ) in at least one undercarriage ( 30 ) of each car body ( 3 ), the roll angle (α _sek ) being determined from the centrifugal acceleration (a _y ) in the horizontal plane, from the absolute tilt angle (ϕ _FW ) of the associated undercarriage ( 30 ) and from the roll stiffness of the respective secondary suspension ( 5 ), and one measured tilt angle (α _N ) between the car box ( 3 ) and at least one undercarriage ( 30 ) of each car ( 1 ). 6. The method according to claim 1, having the following feature:
At least one earth-related absolute tilt angle (ϕ _FW1.2 ) is measured. 7. The method according to claim 6, having the following feature:
The earth-related absolute tilt angle (ϕ _FW ) of the first undercarriage ( 30 ) in the direction of travel is measured in the first carriage ( 1 ) in the direction of travel. 8. The method according to claim 1, having the following feature:
At least one earth-related absolute tilt angle (ϕ _FW1.2 ) is calculated. 9. The method according to claim 8, having the following feature:
The earth-related absolute tilt angle (ϕ ′ _FW ) of the first undercarriage ( 30 ) in the direction of travel of the first carriage ( 1 ) in the direction of travel is calculated from the actual value (ϕ _WK ) of the absolute tilt of the first body ( 3 ). 10. The method according to claim 1, having the following feature:
Determination of the quasi-absolute angle difference (Δϕ ′ _WK ) from the earth-related absolute tilt angles (ϕ _DG1.2 ) of the bogie frame ( 6 ) according to the relationship (α _N1 + a · ϕ _DG1 ) - (α _N2 + b · ϕ _DG2 ) where im In normal operation the weighting factors are a = b = 1. 11. The method according to claim 1, having the following feature:
Determination of the quasi-absolute angle difference (Δϕ ′ _WK ) from the track inclination angles (ϕ _track1,2 ) according to the relationship (α _N1 + a · ϕ _track1 ) - (α _N2 + b · ϕ _track2 ) whereby in normal operation the weighting factors a = b = 1 are. 12. The method according to claim 1, having the following feature:
The roll angle (α _sek ) of the secondary suspension ( 5 ) is measured. 13. The method according to claim 1, having the following feature:
The roll angle (α _sek ) of the secondary suspension ( 5 ) is given as an estimate. 14. The method according to claim 1, having the following feature:
For the first car ( 1 ) in the direction of travel, an actual value (ϕ _WK ) of the absolute inclination of its car body ( 3 ) is measured. 15. The method according to claim 9 and 14, having the following feature:
From the actual value (ϕ _WK ) of the absolute inclination of at least one car body ( 3 ), the tilt angle (α _N ) of this car body ( 3 ) relative to the pendulum support ( 4 ) and the roll angle (α _sek ) of the secondary suspension ( 5 ) the quasi-absolute tilt angle (ϕ ′ _FW ) of the undercarriage ( 30 ) according to the equation ϕ ′ _FW = ϕ _WK - (α _N + α _sek ) calculated and processed as an absolute angle (ϕ _FW ) of the undercarriage ( 30 ) and switched depending on the speed of travel. 16. The method according to claim 15, having the following feature:
The track inclination angle (ϕ _track ) or the quasi-track inclination angle (ϕ ′ _track ) are determined from the absolute inclination angle (ϕ _FW ) of the first undercarriage ( 30 ) in the direction of travel for the first carriage ( 1 ) in the direction of travel and from the roll angle (α _prim ) of the primary suspension ( 8 ) calculated according to the equation ϕ _track = ϕ _FW - α _prim , whereby both the absolute tilt angle (ϕ _FW ) and the roll angle (α _prim ) are recorded as measured variables. 17. The method according to claim 15, having the following feature:
The track inclination angle (ϕ _track ) or the quasi-track inclination angle (ϕ ′ _track ) are determined from the absolute inclination angle (ϕ _DG ) of the first undercarriage ( 30 ) in the direction of travel for the first carriage ( 1 ) in the direction of travel and from the roll angle (α _prim ) of the primary suspension ( 8 ) is calculated according to the equation ϕ ′ _track = ϕ _FW - α _prim , the absolute tilt angle (ϕ _FW ) and / or the roll angle (α _prim ) being provided as estimated values. 18. The method according to claim 17, having the following feature:
The roll angle (α _prim ) of the primary suspension ( 8 ) in at least one undercarriage ( 30 ) of each carriage ( 1 ) is determined from the centrifugal acceleration (a _y ) in the horizontal plane, from the absolute tilt angle (ϕ _FW ) of the associated undercarriage ( 30 ) and out the roll stiffness of the respective primary suspension ( 8 ) determined. 19. The method according to claim 1, having the following feature:
At least some of the physical quantities necessary for determining the centrifugal acceleration (a _y ) in the horizontal plane are measured in the direction of travel in front of the body ( 3 ) to be inclined, these measured quantities and / or at least one signal derived therefrom to be inclined The wagon body ( 3 ) can be forwarded depending on the speed of travel. 20. The method according to claim 1, having the following feature:
Instead of the centrifugal acceleration (a _y ) in the horizontal plane, an equivalent (R, 1 / R) value with the same sign is used. 21. The apparatus for performing the method according to claim 1, with at least one adjusting device for adjusting the tilt angle (α _N1.2 ) between the undercarriage ( 30 ) and Wagenka box ( 3 ) transversely to the direction of travel, the device comprising the following features:

• a) at least one measuring device, which is arranged in the car body ( 3 ), for determining the centrifugal acceleration in the horizontal plane,
• b) at least one setpoint generator for forming a setpoint for the absolute inclination of the car body ( 3 ) relative to the earth considered as an inertial system, which can be freely specified as a function of the driving situation,
• c) at least one measuring device and / or a computing unit for measuring and / or calculating the actual value of the absolute inclination of the car body ( 3 ) with respect to the earth considered as an inertial system,
• d) at least one measuring device and / or a computing unit for determining the tilt angle (α _N1,2 ) between the car body ( 3 ) and its undercarriage ( 30 ) and for determining the earth-related absolute tilt angle (ϕ _FW1,2 ) of the undercarriage ( 30 ) ,
• e) at least one control device for forming at least one quasi-absolute angle difference (Δϕ ′ _WK ) according to the relationship (α _N1 + a · ϕ _FW1 ) - (α _N2 + bϕ _FW2 ), with the weighting factors a = b = 1 in normal operation ,
• f) at least one control device for forming at least one first control signal (U 1) from the target value and the actual value of the absolute inclination of the car body ( 3 ) with the aid of a freely selectable education law,
• g) at least one control device for forming at least one second control signal (U₂) from the quasi-absolute wind difference (Δϕ ′ _WK ),
• h) at least one adjusting device for adjusting the angle between the undercarriage ( 30 ) and the body ( 3 ) transversely to the direction of travel as a function of the control signals formed (U 1, U 2).

22. The apparatus according to claim 21, having the following features:
The measuring device for determining the centrifugal acceleration in the horizontal plane, viewed in the direction of travel, is arranged in front of the car body ( 3 ) to be inclined and a device for signal relaying, by means of which at least some of these measured variables and / or at least one signal derived therefrom are to be inclined Car body ( 8 ) is given. 23. The device according to claim 21, having the following features:
In the undercarriage at least one additional measuring device is arranged, through which the actual value of the absolute inclination of the undercarriage ( 30 ) can be measured with respect to earth, and in the control device from the difference between the track elevation and the target value of the absolute inclination of the car body ( 3 ) with respect to the earth at least one control signal for adjusting the angle between the chassis ( 30 ) and the body ( 3 ) is formed transversely to the direction of travel.