EP0647553A2 - Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire - Google Patents

Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire Download PDF

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Publication number
EP0647553A2
EP0647553A2 EP94119183A EP94119183A EP0647553A2 EP 0647553 A2 EP0647553 A2 EP 0647553A2 EP 94119183 A EP94119183 A EP 94119183A EP 94119183 A EP94119183 A EP 94119183A EP 0647553 A2 EP0647553 A2 EP 0647553A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
track
output
detection device
position detection
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.)
Granted
Application number
EP94119183A
Other languages
German (de)
English (en)
Other versions
EP0647553A3 (fr
EP0647553B1 (fr
Inventor
Uwe Dipl.-Ing. Joos
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Schienenfahrzeuge AG
Original Assignee
Schweizerische Industrie Gesellschaft
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority to AT94119183T priority Critical patent/ATE171121T1/de
Application filed by Schweizerische Industrie Gesellschaft filed Critical Schweizerische Industrie Gesellschaft
Priority to EP94119183A priority patent/EP0647553B1/fr
Priority to DE59406923T priority patent/DE59406923D1/de
Publication of EP0647553A2 publication Critical patent/EP0647553A2/fr
Publication of EP0647553A3 publication Critical patent/EP0647553A3/fr
Priority to PCT/CH1995/000289 priority patent/WO1996017761A1/fr
Priority to CA002182481A priority patent/CA2182481A1/fr
Priority to JP8517221A priority patent/JPH09508873A/ja
Priority to AU39217/95A priority patent/AU698963B2/en
Priority to US08/687,410 priority patent/US5775230A/en
Priority to FI963023A priority patent/FI963023A0/fi
Priority to NO963271A priority patent/NO963271L/no
Application granted granted Critical
Publication of EP0647553B1 publication Critical patent/EP0647553B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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 lateral acceleration is dependent on the radius of the curve and the driving speed, the angle at which the load floor is to be placed with respect to the chassis in order to meet the above-mentioned conditions, additionally on the track elevation.
  • the momentary lateral acceleration is recorded on the vehicle, for which purpose suitable measuring devices, such as gyroscopes, pendulums, etc., are provided on the vehicle.
  • the control element for the load-bearing floor bank inclination is intervened in a controlling or regulating sense.
  • the simplest way of position control is through the use of a pendulum, the deflection of which is a direct measure of the bank angle to be set on the load-bearing floor, because the mass of the load is not included in the acceleration considerations.
  • the present invention aims to provide a guidance system which comprises: a rail vehicle with a load floor that can be tilted in the transverse direction and with a tilt adjustment device that acts on the load floor, and an actuator control that sets the load floor inclination in such a way that disruptive lateral acceleration influences are reduced, and in which the above-mentioned disadvantages are to be remedied.
  • FIG. 1 shows the guide system according to the invention in a first embodiment variant, working according to the method according to the invention, using a signal flow / function block diagram.
  • the instantaneous position of the rail vehicle shown schematically at 3 on rails 5 is determined by means of a position detector 1.
  • the actual position appears on the output side on detector 1 or position detection device 1 of the vehicle 3 identifying signal A1 (POS).
  • POS position detection device 1 of the vehicle 3 identifying signal A1 (POS).
  • POS position detection device 1 of the vehicle 3 identifying signal A1 (POS).
  • POS position detection device 1 of the vehicle 3 identifying signal A1
  • POS identifying signal A1
  • a memory device 7 on the one hand, the positions traveled by the vehicle 3, for example on a certain route from one place to another, as represented by a, b,..., Are stored as an output address part, and the different speeds v 1, v 2, ..., v n , which the vehicle can drive on the given route, also here as part of the address.
  • the position address parts and speed address parts are, as shown, stored directly associated with inclination control signals ⁇ S , thus inclination control signals as a function of the positions and the possible speeds ⁇ S (POS, V).
  • the instantaneous or actual speed of the vehicle 3 is recorded using a speed detection device 9; On the output side, a signal A9 (v) identifying the instantaneous speed v IST of the vehicle 3 appears, which is also fed to the storage device 7.
  • the output signals of the position detection unit 1 and the speed detection unit 9 act on addressing inputs ADR on the memory unit 7, at which, clocked on the output side, as shown at the output A7, depending on the instantaneous position and the instantaneous speed of the vehicle 3, associated tilt adjustment signals ⁇ s (POS , v) are issued.
  • This bank tilt control signals ⁇ S are supplied to a bank tilt actuator arrangement 11 on the vehicle 3 or on another vehicle of a rail vehicle train, namely a control input E 1, which actuating device the bank tilt ⁇ of a load, such as people to be transported, on the vehicle 3, the respective one Adjusted accordingly. If the actual position is set on one vehicle, the bank on another of a train, so the well-known IST-POS difference will of course be taken into account.
  • the required bank angle ⁇ of the load-bearing floor 13 can be determined in advance and is a control signal ⁇ s stored in the memory device 7.
  • the invention is thus based on the knowledge that a track route model exists or can be detected, be this given by the real route itself or by its recorded and stored characteristic data.
  • the vehicle in question only has to be locked in the correct position on the model and its current speed must be taken into account.
  • the implementation according to FIG. 1 is probably possible, but it is extremely memory-intensive, considering that the instantaneous speed is quadratic in the lateral acceleration and therefore the speed has to be taken into account in fine graded fashion in cornering sections.
  • the pre-stored amount of data can be kept to a minimum for straight track sections in that the vehicle can be switched to freewheeling after passing a curve and does not have to be locked into the model before the next curve.
  • the system functional units 1, 7 and 9 can be provided on the vehicle 3 or implemented outside the vehicle.
  • the position detector 1 can be used, for example, as the example of a position detection system that is not vehicle-based, for example the known satellite-based GPS system.
  • the position detection device for the vehicle 3 external to the vehicle can at the same time, by time derivation of the position signal, the speed detection device 9 form.
  • the position detection device can also be wired, formed by a position monitoring system for the vehicle 3 external to the vehicle or can be implemented by a detector on the vehicle, which registers markings provided at appropriate intervals along the track, such as, for example, counts.
  • a wired system e.g. a known line conductor system can be used. Marks which can be detected optically or magnetically from the vehicle, such as those e.g. are used for signaling purposes, are set along the track and are used to synchronize the physical actual position of the vehicle with its position on the saved track model or the position of the vehicle on the model again exactly with the physical actual position of the vehicle to lock.
  • the position detection device 1 can also be formed, for example, by a wheel counter and thus register a distance traveled, which is synchronized with the physical actual position by relating it to external markings of the type mentioned or to supplied reference signals at predetermined positions along the railroad track , so that the measured driving distance indicates the actual position of the vehicle.
  • the speed signal can be formed in the present ACTUAL position signal by deriving it over time.
  • FIG. 1 A reduced storage effort with a view to FIG. 1 results in a preferred implementation form of the invention Guide system, which works according to the inventive method and is shown in Fig. 2.
  • the output signal A 1 (POS) of the position detection unit 1 acts on the addressing input E ADR of a memory device 27, in which, at predetermined positions along the track 5, corresponding to a, b, ..., track characteristics are stored, in particular, correct sign, radii of curvature r of curves and, also with the correct sign, the predominant track elevations ⁇ G there .
  • the current track characteristics called up by the output signal of the position detection unit 1 are fed out of the memory device 27, corresponding to the signal A27 (r, ⁇ G ), to a computing device 29, as is the output signal A9 (v) of the speed detection device 9 corresponding to the instantaneous speed of the vehicle 3.
  • the necessary control signals can be calculated "foresighted” taking into account positions that have not yet been reached or the track characteristics prevailing there, if one takes into account that the instantaneous speed of the vehicle at sufficiently close distances between positions a, b etc. as constant or can be used calculated by acceleration or deceleration extrapolation.
  • a constant or, for example, depending on the curve conditions, a variable offset ⁇ POS is superimposed on the instantaneous position signal.
  • the bank in the foremost car must be set in accordance with its recorded actual position, on the following cars, starting from the recorded actual position on the foremost car and taking into account the longitudinal distances, from the foremost car to the next car considered.
  • the recorded actual position of the rearmost or any wagon in between can also be assumed and the inclination of the wagon load floor can be set in the wagon composition forwards or backwards, taking into account the respective distances.
  • FIG. 3 This procedure is shown schematically in a further embodiment variant of the guide system according to the invention in FIG. 3. Again, the same reference numerals are used for the same function blocks, signals and system parts as in FIGS. 1 and 2 to facilitate the knowledge of analogy.
  • the vehicle 3 shown schematically here in top view, carries an optoelectronic converter 31 with respect to its direction of travel f on the front. During the journey, it records the image of the track train 5 lying in front of it, which is simultaneously used as an inherent track characteristic memory 27.
  • the image determined with the optoelectronic converter 31 is processed on an image evaluation unit 33, in particular the sequence of the track images is discriminated against it and track characteristics GC, such as the mentioned radii and track elevation, are output therefrom.
  • the instantaneous speed is either vehicle-bound, as already described, or from outside the vehicle detected or, as shown in FIG. 3, determined on the basis of the image sequence of the optoelectronic converter 31.
  • the optoelectronic converter 31 thus simultaneously forms the position detector 1 and the instantaneous speed detector 9, as indicated by the reference numerals in parentheses.
  • the control signal ⁇ S (GC, v) corresponding to the signal pair GC / v is output to a memory device 37 and in turn fed to the control input E 1 1 of the bank actuator 11.
  • the control signal is also determined on a computing unit instead of the memory device 37 from the track characteristics and the instantaneous speed.
  • the characteristic track data are preferably determined in the sense of a "teach-in" by not necessarily having these variables themselves, but directly dependent on them, such as lateral acceleration and their direction, during a teach-in trip of the vehicle 3 with known measuring devices, such as gyroscopes, pendulums, inclination sensors etc., recorded and for example are stored in the memory 27 of FIG. 2. If the respective teach-in driving speed is used as a standardization variable, the data determined in this way can be evaluated together with an actual speed normalized to the teach-in speed by the speed detection device 9, as shown in FIG. 2.
  • the guide system according to the invention is implemented, the inventive one Guide system to connect at least one second guide system in parallel, on the one hand to be able to carry out a redundancy check of the control signals supplied by both systems for the bank adjustment device and to take adequate precautions on the vehicle in the event of deviations of the control signals ⁇ S which exceed a predetermined dimension, for example the bank control to tie the second guidance system, if the latter is more fail-safe, for example.
  • a guiding system that is provided as a redundant guiding system, for example known per se makes the bank control less efficiently according to the current requirements does not bother because this case only occurs as a makeshift operation.
  • a redundancy control of the type mentioned is shown schematically in FIG. 4 on the basis of a function block diagram.
  • the guide system is shown schematically in block 41 up to the output of the transverse inclination control signal ⁇ S , here referred to as ⁇ SE .
  • the guide system 41 according to the invention comprises a memory of the types 7, 27, 5 illustrated with reference to FIGS. 1 to 3.
  • a further guidance system is shown schematically with block 43 and is preferably based on the metrological detection of a variable related to the lateral acceleration a q , as shown schematically with the gyro in block 43.
  • This guidance system also supplies a control signal ⁇ Sm in its own way. Both control signals ⁇ S or other signals that uniquely determine them are then compared with one another at a comparison unit 45 as to whether they are not more than one that can be specified at a specification unit 47 Maximum dimensions ⁇ max differ from each other.
  • the vehicle 3 can be guided, for example, with the safer of the two guidance systems 41, 43, even if the safer system in terms of the input is less in terms of control technology is precise.
  • the system 43 measures the lateral acceleration conditions on the vehicle in terms of measurement technology, such a system 43 is used in this case, even if it is far less precise in terms of control technology, as a "makeshift system" for controlling or guiding the bank on the vehicle 3.
  • the comparison unit 45 switches the input E11 of the bank actuator 11 according to FIGS. 1 to 3 to the auxiliary system 43 based on the lateral acceleration measurement, for example already known. At the same time, as shown in Fig. 4 at 49, this situation is e.g. displayed.
  • the system 43 which acts as a makeshift system in the aforementioned sense and measures the transverse acceleration or the variables defining it
  • sensors for transverse acceleration detection must inevitably be provided on the vehicle, which sensors can be used in a teach-in phase for the system 41 according to the invention by As described above, the vehicle is driven a distance and the track characteristics recorded by measurement technology are loaded into a storage device.
  • each vehicle 1 to 5 shows a train composition, for example with railcars 1 and 5, constellated for travel in the direction v. If required, each vehicle 1 to 5 has an actuator unit 11 for the load floor transverse position, as has been described.
  • Guide system 43 M is provided and a system 41 M based, for example, on transverse acceleration measurement, as has already been described with reference to FIG. 4.
  • a guide system 43 S according to the invention and a system 41 S based on lateral acceleration measurement, as has already been explained with reference to FIG. 4, are provided on the railcar 5, completely symmetrically.
  • the systems on railcar 1 act as a master system (M), those on car 5 as a slave system (S).
  • bank routing is assigned to the proposed systems as follows:
  • the master system 43 M supplies the actuating signals ⁇ for all carriages 1 to 5 equipped with bank control of the type described.
  • the overall master system on the carriage 1 monitors itself, for example by the current manipulated variable for the load floor on one of the carriages, output by the system 43 according to the invention M , is compared with that of the system 41 M. If these control signals deviate from each other in such a way that this is no longer plausible, the control of the load floor cross inclinations of all carriages 1 to 5 is transferred to the slave system 43 S according to the invention, as is shown schematically in FIG. 5 by the switchover unit 60.
  • Plausibility is also monitored on the overall slave system in the rearmost carriage 5, for example by comparing the actuating signals of the system 43 S according to the invention and the 41 S based on measurement. If a deviation of these control signals that is no longer plausible is detected, it is again concluded that the system 43 S according to the invention is faulty is followed by the measurement-based system 41 M makeshift accepts the bank controllers. If this system is also defective, which can be detected, for example, by comparing the chassis twist and bank setting signal, or if one or more of the bank setting members 11 is defective, the system is switched to emergency operation and the train is operated at regulating speed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Guiding Agricultural Machines (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Body Structure For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)
EP94119183A 1994-12-05 1994-12-05 Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire Expired - Lifetime EP0647553B1 (fr)

Priority Applications (10)

Application Number Priority Date Filing Date Title
EP94119183A EP0647553B1 (fr) 1994-12-05 1994-12-05 Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire
DE59406923T DE59406923D1 (de) 1994-12-05 1994-12-05 Führungssystem und Verfahren zur Steuerung der Querneigung an einem Schienenfahrzeug
AT94119183T ATE171121T1 (de) 1994-12-05 1994-12-05 Führungssystem und verfahren zur steuerung der querneigung an einem schienenfahrzeug
PCT/CH1995/000289 WO1996017761A1 (fr) 1994-12-05 1995-12-05 Systeme de guidage et procede de regulation de l'inclinaison laterale d'un vehicule sur rails
CA002182481A CA2182481A1 (fr) 1994-12-05 1995-12-05 Systeme de guidage et procede de regulation de l'inclinaison laterale d'un vehicule sur rails
JP8517221A JPH09508873A (ja) 1994-12-05 1995-12-05 軌道車両における横方向傾斜状態の制御のための案内誘導装置システム及び方法
AU39217/95A AU698963B2 (en) 1994-12-05 1995-12-05 Guiding system and process for controlling the lateral inclination of a rail vehicle
US08/687,410 US5775230A (en) 1994-12-05 1995-12-05 Guidance system and process for controlling the lateral inclination on a rail vehicle
FI963023A FI963023A0 (fi) 1994-12-05 1996-07-31 Ohjausjärjestelmä ja menetelmä poikittaiskallistuksen ohjaamiseksi kiskoajoneuvossa
NO963271A NO963271L (no) 1994-12-05 1996-08-05 Föringssystem og fremgangsmåte for styring av sideveis krengning ved et skinnegående kjöretöy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP94119183A EP0647553B1 (fr) 1994-12-05 1994-12-05 Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire

Publications (3)

Publication Number Publication Date
EP0647553A2 true EP0647553A2 (fr) 1995-04-12
EP0647553A3 EP0647553A3 (fr) 1995-06-28
EP0647553B1 EP0647553B1 (fr) 1998-09-16

Family

ID=8216504

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94119183A Expired - Lifetime EP0647553B1 (fr) 1994-12-05 1994-12-05 Système de guidage et méthode pour la commande de la pente latérale d'un véhicule ferroviaire

Country Status (10)

Country Link
US (1) US5775230A (fr)
EP (1) EP0647553B1 (fr)
JP (1) JPH09508873A (fr)
AT (1) ATE171121T1 (fr)
AU (1) AU698963B2 (fr)
CA (1) CA2182481A1 (fr)
DE (1) DE59406923D1 (fr)
FI (1) FI963023A0 (fr)
NO (1) NO963271L (fr)
WO (1) WO1996017761A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT500703B1 (de) * 1995-11-10 2007-03-15 Construcciones Y Aux De Ferroc Neigevorrichtung für ein schienenfahrzeug
CN111823214A (zh) * 2020-07-22 2020-10-27 中信重工开诚智能装备有限公司 一种自动调整夹紧力的轨道巡检机器人驱动装置

Families Citing this family (10)

* 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
DE19703322C1 (de) * 1997-01-30 1998-03-26 Abb Daimler Benz Transp Neigungssteuerung für Schienenfahrzeuge
DE19910255A1 (de) * 1999-03-08 2000-09-14 Abb Daimler Benz Transp Neigesteuerung für ein Schienenfahrzeug
FR2794707B1 (fr) * 1999-06-11 2003-03-14 Alstom Procede et dispositif de commande de l'inclinaison d'un vehicule ferroviaire pendulaire
ATE242140T1 (de) * 1999-10-27 2003-06-15 Db Reise & Touristik Ag Schienengebundenes fahrzeugsegment mit rumpfintegrierter fliehkraftkompensation
US8560217B2 (en) * 2007-06-15 2013-10-15 Cadec Global, Inc. System and method for predicting vehicle rollover using position tracking
FR2949860B1 (fr) * 2009-09-04 2012-04-20 Soc Nat Des Chemins De Fer Francais Sncf Procede de qualification d'un vehicule ferroviaire.
JP5959378B2 (ja) 2012-09-11 2016-08-02 川崎重工業株式会社 荷重測定方法及び装置、荷重測定装置を備えた鉄道車両、並びに荷重管理システム
JP6495663B2 (ja) * 2015-01-13 2019-04-03 株式会社東芝 列車制御装置、列車制御方法及びプログラム
US11318842B2 (en) * 2016-12-27 2022-05-03 Nec Corporation First train-installed device, method, and recording medium

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DE2252526A1 (de) * 1972-10-26 1974-05-02 Continental Gummi Werke Ag Neigungssteuerung fuer fahrzeugaufbauten
EP0271592A1 (fr) * 1986-12-15 1988-06-22 Honeywell Regelsysteme GmbH Procédé et dispositif de réglage de l'inclinaison
WO1990000485A1 (fr) * 1988-07-06 1990-01-25 Durand Charles Rene Procede et dispositif pour le controle de la suspension active de caisse sur un vehicule ferroviaire

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US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
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US3884437A (en) * 1973-10-09 1975-05-20 Westinghouse Air Brake Co Train control system for transit vehicles
US3902691A (en) * 1973-11-27 1975-09-02 Owen J Ott Automatic vehicle suspension system
SE509153C2 (sv) * 1995-11-07 1998-12-07 Const Y Aux Ferrocarriles Sa Lutningssystem för järnvägsvagnar
FR2574036A1 (fr) * 1984-12-03 1986-06-06 Anf Ind Procede et systeme d'amortissement des mouvements parasites des vehicules ferroviaires
SE465667B (sv) * 1989-07-13 1991-10-14 Asea Brown Boveri Anordning foer styrning av korglutning i kurvor foer spaarbundet fordon
US5429329A (en) * 1994-01-31 1995-07-04 Wallace; Charles C. Robotic railroad accident prevention vehicle and associated system elements
IT1280854B1 (it) * 1995-04-07 1998-02-11 Fiat Ferroviaria Spa "veicolo ferroviario con cassa ad assetto variabile"

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2252526A1 (de) * 1972-10-26 1974-05-02 Continental Gummi Werke Ag Neigungssteuerung fuer fahrzeugaufbauten
EP0271592A1 (fr) * 1986-12-15 1988-06-22 Honeywell Regelsysteme GmbH Procédé et dispositif de réglage de l'inclinaison
WO1990000485A1 (fr) * 1988-07-06 1990-01-25 Durand Charles Rene Procede et dispositif pour le controle de la suspension active de caisse sur un vehicule ferroviaire

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT500703B1 (de) * 1995-11-10 2007-03-15 Construcciones Y Aux De Ferroc Neigevorrichtung für ein schienenfahrzeug
CN111823214A (zh) * 2020-07-22 2020-10-27 中信重工开诚智能装备有限公司 一种自动调整夹紧力的轨道巡检机器人驱动装置

Also Published As

Publication number Publication date
NO963271D0 (no) 1996-08-05
AU698963B2 (en) 1998-11-12
FI963023A (fi) 1996-07-31
WO1996017761A1 (fr) 1996-06-13
ATE171121T1 (de) 1998-10-15
US5775230A (en) 1998-07-07
NO963271L (no) 1996-08-05
FI963023A0 (fi) 1996-07-31
CA2182481A1 (fr) 1996-06-13
DE59406923D1 (de) 1998-10-22
JPH09508873A (ja) 1997-09-09
AU3921795A (en) 1996-06-26
EP0647553A3 (fr) 1995-06-28
EP0647553B1 (fr) 1998-09-16

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