EP0271592B1 - Procédé et dispositif de réglage de l'inclinaison - Google Patents

Procédé et dispositif de réglage de l'inclinaison Download PDF

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Publication number
EP0271592B1
EP0271592B1 EP19860117409 EP86117409A EP0271592B1 EP 0271592 B1 EP0271592 B1 EP 0271592B1 EP 19860117409 EP19860117409 EP 19860117409 EP 86117409 A EP86117409 A EP 86117409A EP 0271592 B1 EP0271592 B1 EP 0271592B1
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EP
European Patent Office
Prior art keywords
profile data
track profile
track
velocity
train
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
Application number
EP19860117409
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German (de)
English (en)
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EP0271592A1 (fr
Inventor
Klaus Dipl.-Ing. Hänsel
Franz Schupp
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Honeywell Regelsysteme GmbH
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Honeywell Regelsysteme GmbH
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Publication date
Application filed by Honeywell Regelsysteme GmbH filed Critical Honeywell Regelsysteme GmbH
Priority to EP19860117409 priority Critical patent/EP0271592B1/fr
Priority to DE8686117409T priority patent/DE3663500D1/de
Publication of EP0271592A1 publication Critical patent/EP0271592A1/fr
Application granted granted Critical
Publication of EP0271592B1 publication Critical patent/EP0271592B1/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 present invention relates to a method for tilt control according to the preamble of claim 1 and to an apparatus for performing this method.
  • the control signals can then be generated at the correct time by a corresponding delay.
  • the object of the present invention is to design this method in such a way that the stored route section traveled by the vehicle can be determined exactly at any time without the need for auxiliary means on the route, such as e.g. Beacons are required.
  • the route window is not only predetermined by its position and length, but also by values determined and calculated by measurement technology, such as curve radius and curve height for certain segments within the window. This allows the route data correlated to the route window to be found easily and securely in the memory. By addressing the route data in advance in the memory, a corresponding speed of the vehicle can be taken into account and an inclination control which is adapted to the route section just passed can be carried out without delay.
  • the angle y depends on the curve radius R of the distance traveled and the lateral acceleration b on the bogie 10.
  • the increase in the cure i.e. the angle at which the track plane is inclined against the horizontal plane is fixed when the line is built.
  • the inclination y of the car body 12 with respect to the bogie 10 can be adjusted with a corresponding mounting of the car body 12 on the bogie 10.
  • a train consisting of a locomotive 16 and three carriages 18, 18 'and 18 "is shown in the upper part of the drawing.
  • the length of the train specifies a route window 20, which is divided into segments or steps of one meter, for example
  • the locomotive 16 is provided with a measuring device on the front and rear bogie
  • the measuring device comprises a gyroscope for measuring the angular velocity wg in the yaw plane, an acceleration sensor for detecting the lateral acceleration b on the bogie and a sensor for detecting the speed v
  • a computer to be described on the locomotive 16 determines the curve radius R of the track and the track elevation a from these values. These values are determined for each section of the route and provided with a corresponding address 22 is shown below the route window 20.
  • the track radius R and the track elevation a are coded by a corresponding bit pattern under each address provided per step size and identifying the vehicle location.
  • FIG. 3 essentially shows the block diagram of a central computer 25 which is installed on the locomotive. This computer is primarily used to determine the variable route window and the specification of target values for the control of the car body inclination in the trailing cars.
  • the signals for the yaw angular velocity wg, for the lateral acceleration b and the velocity v, which are supplied by sensors (not shown), such as a gyroscope, accelerometer and speedometer, of a measuring device 24 are fed to a central processor CPU-28 in a converter 26 after analog / digital conversion , which calculates the data for the route window continuously with the aid of a program stored in a read-only memory ROM-30 and stores it in a memory with random access RAM-38.
  • the length of the train or the number of carriages can be specified via an operating and display device 32, a selection switch 34 and an operating logic 36 to the central processor CPU-28 so that it calculates a correspondingly wide route window.
  • Another RAM-40 random access memory serves as the main memory.
  • a large capacity storage 42 e.g. A CD read-only memory with 540 M bytes contains an image of the entire route to be traveled by the train, the track radius R and the curve elevation a being stored under a corresponding address for each distance meter.
  • the data for the track radius R and the curve elevation a are specified, for example, by the measured distance.
  • a coprocessor 44 continually compares the contents of the memory 38 with the contents of the mass storage 42 to find a correlating section in the mass storage 42.
  • a correlating data window in the mass storage 42 is shifted forward in dependence on the speed of the train in the mass storage 42, this corresponding leading window being read out from the mass storage 42.
  • This work is carried out by a further coprocessor 46.
  • the leading window is then processed by the central processor 28 in order to subsequently set values for the inclination y; and for the positioning speed ⁇ i to be output to the trailing wagons via a serial input / output connection 48.
  • a further serial input / output connection 50 conducts signals reported back from the carriages via the operating logic 36 and a further selection switch 52 to the operating and display unit 32. All components of the central computer 25 are connected to one another via a bus 54. The trailing wagons with the digital setpoints are controlled via a 2-wire bus 56. Likewise, this bus 56 takes over the feedback of certain signals. A separate line 58 is provided for the feedback "carriage in zero position". A voltage supply 60 serves to operate the components within the central computer 25.
  • a block diagram of a control device 62 provided in each car is shown.
  • the control device 62 is double in terms of its digital processing components, i.e. realized redundantly.
  • the choice between a first controller 64 and a second controller 66 is made via a logic 68 which, in addition to the controller switchover, also serves for bus monitoring and bus switchover. This logic 68 also monitors a voltage supply 70 and switches it off in the event of a fault.
  • the controllers 64 and 66 are implemented digitally as processors, and in the usual way they include a central processor CPU-72, a working memory RAM-74, a program memory ROM-76, an analog / digital converter and multiplexer 78 as well as serial inputs / Output connectors 80 include.
  • the second controller 66 has the same components, these components being provided with the same reference number but with a comma.
  • This actuating device must then be provided with a corresponding digital / analog converter and the actual actuators of an electrical or hydraulic type.
  • the actuating speed w is also regulated.
  • the speed control loop is subordinate to the position control loop.
  • the positioning speed of the car body is taken into account as a special control variable in order to achieve a delay-free positioning process adapted to the transition arches.
  • each car is provided with a display and control console 88, by means of which, for example, the control can be switched off and certain values can be displayed.
  • Figure 5 shows the arrangement of the essential elements within the train set. It can be seen that the locomotive 16 is provided with measuring devices 24 on the front and rear bogies and has the central computer 25. The carriages 18, 18 '... are equipped with the redundant control device 62 and, per bogie, with the sensors 84 and the actuators 86. Train and car are connected to each other via the serial data bus 56 and the additional line 58 is used to report the zero position.
  • switch-on and switch-off procedures are defined, which are of great importance for the safety of vehicle users, for operational safety and for the flexibility of the chosen working principle.
  • the switch-on procedure begins with the interrogation of the wagons according to the number with subsequent wagon addressing, specification, the respective wagon length and definition of the train length and definition of the route window.
  • the inclination control can be put into operation.
  • the train driver receives feedback about the proper functioning of the wagons and the train composition, and he will acknowledge the correctness of the information in a trouble-free state. Only now is the release for unrestricted commissioning of the inclination control.
  • the switch-off procedure begins with an error query, e.g. whether a controller has switched to the second processor in order to be able to initiate replacement work, whereby the error display is retained even after the system is switched off. Then there is a query for correct zero positioning of the individual car bodies and acknowledgment when the zero infeed has been completed. The individual wagons are now switched off and, after being properly switched off, the central computer on the locomotive can also be switched off.
  • the measuring device which supplies the data to be processed by the computer, to be arranged on the bogie of the locomotive.
  • this measuring device can be located anywhere within the train set; it is then only necessary to know the train length in front of and behind the measuring device so that the computer takes this into account accordingly when determining the route window.

Claims (11)

1. Procédé de réglage de l'inclinaison de la superstructure des véhicules par rapport à leurs châssis, notamment des caisses par rapport aux bogies des véhicules sur voie composant une rame, des données de ligne étant stockées dans une mémoire, l'endroit correspondant de la ligne étant déterminé et le réglage de l'inclinaison étant effectué en fonction des données de ligne mises en mémoire pour cet endroit, caractérisé par les caractéristiques suivantes:
a) une fenêtre des données de ligne rapportée à la longueur du véhicule est déterminée par calcul et par des techniques de mesure pendant le déplacement du véhicule;
b) un tronçon des données de ligne de corrélation raccordé à la fenêtre des données de ligne déterminées est recherché dans la memoire, et
c) un tronçon des données de ligne précédant le tronçon des données de ligne de corrélation est utilisé pour le réglage de l'inclinaison du véhicule en fonction de la vitesse du véhicule.
2. Procédé selon la revendication 1, caractérisé en ce que pour définir la fenêtre des données de ligne correspondante, le rayon de la courbe et la surélévation de la courbe de la ligne sont également déterminés à cet endroit à côté de l'endroit de la ligne.
3. Procédé selon la revendication 2, caractérisé en ce que l'endroit, le rayon de la courbe (R) et la surélévation de la courbe (∝) sont calculés à partir de la vitesse mesurée (v), de l'accélération transversale (b) et de la vitesse angulaire de lacet (wg).
4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que les valeurs stockées dans la mémoire sont obtenues à partir de la ligne mesurée.
5. Dispositif pour la mise en oeuvre du procédé selon l'une des revendications 1 à 4, logé dans un train ou une voiture motrice composé de wagons et d'une locomotive se déplaçant sur des rails, caractérisé par un dispositif de mesure (24) disposé sur le bogie de la locomotive (16) ou du véhicule moteur de la rame et servant à déterminer la vitesse (v), l'accélération transversale (b) et la vitesse angulaire de lacet (wg).
6. Dispositif selon la revendication 5, caractérisé en ce que le dispositif de mesure (24) est disposé sur tant sur le bogie avant que le bogie arrière de la locomotive (16).
7. Dispositif selon la revendication 5, caractérisé en ce qu'un calculateur central (25) recevant les signaux du dispositif de mesure (24), est installé sur la locomotive (16) ou le véhicule moteur, pour calculer à partir des valeurs reçues le rayon de courbure (R) et la surélévation (=) de la voie le point de mesure correspondant.
8. Dispositif selon la revendication 7, caractérisé en ce que le calculateur central (25) utilise des valeurs du profil de la ligne stockées dans une mémoire de masse (CD-ROM-42) pour calculer les valeurs de consigne (γ1, w;) des cercles de réglage d'inclinaison subséquents (62) et qu'un dispositif (46) est prévu pour le déplacement en fonction de la vitesse de la fenêtre des données de ligne sélectionnée dans la mémoire de masse.
9. Dispositif selon la revendication 8, caractérisé par un dispositif (44) destiné à comparer la fenêtre de ligne calculée et définie par des techniques de mesure au profil de ligne stocké dans la mémoire de masse (42).
10. Dispositif selon la revendication 7, caractérisé en ce que chaque wagen (18, 18', ...) est équipé d'un système de réglage redondant (62) constitué de deux régulateurs (64, 66), et en ce que chaque système de réglage est rellé au calculateur central (25) par un bus de série (56) et un fil de retour (58).
11. Dispositif selon la revendication 10, caractérisé en ce que le système de réglage (62) comprend un régulateur d'inclinaison avec un régulateur de vitesse en cascade.
EP19860117409 1986-12-15 1986-12-15 Procédé et dispositif de réglage de l'inclinaison Expired EP0271592B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19860117409 EP0271592B1 (fr) 1986-12-15 1986-12-15 Procédé et dispositif de réglage de l'inclinaison
DE8686117409T DE3663500D1 (en) 1986-12-15 1986-12-15 Method and device for the regulation of tilting

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19860117409 EP0271592B1 (fr) 1986-12-15 1986-12-15 Procédé et dispositif de réglage de l'inclinaison

Publications (2)

Publication Number Publication Date
EP0271592A1 EP0271592A1 (fr) 1988-06-22
EP0271592B1 true EP0271592B1 (fr) 1989-05-24

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EP19860117409 Expired EP0271592B1 (fr) 1986-12-15 1986-12-15 Procédé et dispositif de réglage de l'inclinaison

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EP (1) EP0271592B1 (fr)
DE (1) DE3663500D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19542370C2 (de) * 1995-11-07 1999-12-09 Const Y Aux Ferrocarriles Sa Verfahren zur Positionsdetektion für spurgeführte Fahrzeuge
CN109823364A (zh) * 2019-03-01 2019-05-31 中铁二院工程集团有限责任公司 提高悬挂式单轨列车乘坐舒适度的控制系统及实现方法

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE509153C2 (sv) * 1995-11-07 1998-12-07 Const Y Aux Ferrocarriles Sa Lutningssystem för järnvägsvagnar
DE19542369C2 (de) * 1995-11-07 2000-02-10 Const Y Aux Ferrocarriles Sa Pendelsystem für Schienenfahrzeuge
GB9015109D0 (en) * 1990-07-09 1990-08-29 Gec Alsthom Ltd Damping arrangements
IT1261281B (it) * 1993-03-19 1996-05-09 Fiat Ferroviaria Spa Sospensione laterale attiva anticentrifuga per rotabili ferrotranviari
SE9401796D0 (sv) * 1994-05-25 1994-05-25 Asea Brown Boveri Positionsstyrt system för lutning av vagnskorg vid järnvägsfordon
US5784969A (en) * 1994-07-11 1998-07-28 Siemens Aktiengesellschaft Process and device for regulating the earth-related inclination of railroad vehicle boxes
ATE171121T1 (de) * 1994-12-05 1998-10-15 Fiat Sig Schienenfahrzeuge Ag Führungssystem und verfahren zur steuerung der querneigung an einem schienenfahrzeug
AUPN426795A0 (en) * 1995-07-20 1995-08-10 Walkers Limited A pantograph control assembly
DE19707175C2 (de) * 1997-02-22 1999-09-02 Tzn Forschung & Entwicklung Verfahren und Vorrichtung zur Ermittlung eines Winkels um die Fahrzeuglängsachse in einer Kurvenfahrt
DE19818223C1 (de) * 1998-04-24 1999-10-28 Fiat Sig Schienenfahrzeuge Ag Querneigeeinrichtung für Schienenfahrzeuge
DE19861086B4 (de) 1998-06-13 2004-04-15 Bombardier Transportation Gmbh Verfahren zur Achsausrichtung bei Schienenfahrzeugen
DE19912640A1 (de) * 1999-03-20 2000-09-21 Alstom Lhb Gmbh Neigungs-Steuerung für einen Wagenkasten eines spurgebundenen Fahrzeuges
FR2794707B1 (fr) * 1999-06-11 2003-03-14 Alstom Procede et dispositif de commande de l'inclinaison d'un vehicule ferroviaire pendulaire
JP4668434B2 (ja) * 2001-02-22 2011-04-13 新潟トランシス株式会社 鉄道車両用振子台車およびその台車の振子制御方法

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT920358A (fr) * 1971-02-09

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19542370C2 (de) * 1995-11-07 1999-12-09 Const Y Aux Ferrocarriles Sa Verfahren zur Positionsdetektion für spurgeführte Fahrzeuge
CN109823364A (zh) * 2019-03-01 2019-05-31 中铁二院工程集团有限责任公司 提高悬挂式单轨列车乘坐舒适度的控制系统及实现方法

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EP0271592A1 (fr) 1988-06-22
DE3663500D1 (en) 1989-06-29

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