EP0719688A2 - Guidance system for railway vehicles - Google Patents

Abstract

The invention relates to a guide system for determining the position of and/or setting a transversely pivoting load-bearing base of a rail vehicle, with an adjusting unit (STE) for adjusting the transverse inclination of the load-bearing base and a measurement device (ME) for measuring system variables, in particular transverse acceleration (am) and speed (vm) of the rail vehicle. In addition, a correlator unit (KE) is provided for determining system errors ( DELTA sm) arising during measurement of the system variables (am, vm) and for determining an imprecision value (R) for the system errors ( DELTA sm), and a correction unit (KRE) for largely eliminating the system errors ( DELTA sm) in such a way that those errors ( DELTA sm) are used in accordance with their respective imprecision values (R) to correct the measured and calculated system variables (am, vm). The claimed guide system significantly enhances passenger comfort while reducing energy consumption and sparing the adjusting members.

Description

The present invention relates to a guide system according to the preamble of patent claim 1 and a method according to the preamble of patent claim 9.

It is known on rail vehicles, in particular for the transport of people, to tilt the load-bearing floor, i.e. of the surface on which loads, such as people in particular, are carried, in accordance with the lateral accelerations occurring in radius travel, so that the acceleration resulting from gravitational acceleration and lateral acceleration is placed on the load as far as possible in the vertical direction of the load-bearing floor.

The lateral acceleration depends on the radius of the curve and the driving speed, the angle by 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.

Various approaches are known to solve the problem mentioned. Reference can be made to DE-GM-93 13 792.3, WO-91/00815, EP-A-0 184 960, DE-OS-22 05 858, DE-PS-39 35 740 C2, CH-A-534 391 and EP-B1-0 271 592.

In principle, the instantaneous lateral acceleration is measured on the vehicle, for which purpose suitable measuring devices, such as accelerometers, gyroscopes, pendulums, etc., are provided on the vehicle. In accordance with the current measurements, the control element for the load-receiving floor bank inclination is intervened in a controlling or regulating sense. The easiest way to control the position is by using it given 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.

All of the approaches disclosed in the publications DE-GM-93 13 792.3, WO-91/00815, EP-A-0 184 960, DE-OS-22 05 858 and CH-A-534 391 have one major disadvantage, namely that that at the moment in which lateral accelerations are measured, it is already too late, at least for the vehicle in which the measuring device is located, to set the transverse inclination of the load-carrying floor. The bank slope always lags behind the actually current requirements. This leads to relatively complicated signaling solutions, which aim to detect the initiation of cornering as early as possible, for which purpose e.g. the chassis rotation is suitable as a measured variable.

It is also known from European Patent EP-B1-0 271 592 that, in order to avoid delays in the setting of the transverse inclination of the load floor, the position of the rail vehicle is calculated with the aid of a cross correlation between known route information or reference data and route information determined by measurement. On the basis of the position determined in this way, the reference data are called up with a leading address and offset against the measured speed of the rail vehicle for the instantaneous determination of the transverse inclination of the load floor to be set. However, the known system does not take into account the error characteristics of the speed measuring device, or does so only insufficiently, which leads to incorrect measured values Speeds and consequently also incorrect position values after longer straight sections and thus also incorrectly set transverse inclinations of the load floor. This significantly reduces passenger comfort. In addition, there is the risk that it is often not possible to make a clear statement about the position of the rail vehicle, since the measured and known route data cannot be matched. In this case, the only thing left is to switch off the system if unacceptable or even dangerous bank angles are to be avoided for the passengers.

For the sake of completeness, reference is also made to the further printed publications EP-0 605 848 A1 and EP-0 644 098 A2. However, the teachings disclosed in the aforementioned European patent applications are aimed at traffic control devices for rail vehicles and, in the case of the second-mentioned application, only relate to devices in the second place, and moreover without specific design details, also devices for adjusting the inclination of the load-carrying floor.

The present invention is therefore based on the object of specifying a guidance system by means of which the position of the rail vehicle can be reliably determined.

This object is achieved by the measures specified in the characterizing part of patent claim 1. Advantageous embodiments of the invention and a method are specified in further claims.

The invention has the following advantages: Estimating errors in sensor signals and the current position error and by compensating for the actual errors with the aid of the estimated values, the position of the rail vehicle is determined very precisely. In particular, changes in the sensors or other measurement errors are constantly compensated for. If the position determined on the basis of the teaching according to the invention is used to adjust the angle of inclination of the load floor, errors in the corresponding actuating signals that are caused by position errors are also avoided. This can significantly increase the comfort of the passengers. In addition, the actuators for setting the load-bearing inclination can be switched off on straight sections of the route. Overall, the performance of the guidance system according to the invention in terms of passenger comfort, in terms of energy consumption and in terms of protecting the actuators has been considerably improved.

Fig. 1

ein Schienenfahrzeug, ausgerüstet mit einer Stelleinrichtung für die Lastbodenquerneigungseinstellung,

Fig. 2

ein Blockschaltbild eines erfindungsgemässen Führungssystems zur Erzeugung von Steuersignalen für die Stelleinrichtung,

Fig. 3

ein Blockschaltbild einer weiteren Ausführungsform des in Fig. 2 dargestellten Führungssystems,

Fig. 4

einen Verlauf einer korrelationsähnlichen Funktion A_xx,

Fig. 5

ein Blockschaltbild einer im Führungssystem enthaltenen Korrektureinheit,

Fig. 6

anhand eines vereinfachten Funktionsblock/Signalflussdiagrammes eine Weiterentwicklung des erfindungsgemässen Führungssystems mit Zusatz eines Redundanzsystems und

Fig. 7

schematisch eine Implementierung von zwei erfindungsgemässen Führungssystemen als Master und Slave, als bevorzugte Realisationsform redundanter Systeme.

The invention is explained in more detail below with reference to drawings, for example. Show

Fig. 1

a rail vehicle, equipped with an adjusting device for the load floor cross slope adjustment,

Fig. 2

2 shows a block diagram of an inventive guide system for generating control signals for the actuating device,

Fig. 3

2 shows a block diagram of a further embodiment of the guidance system shown in FIG. 2,

Fig. 4

a course of a correlation-like Function A _xx ,

Fig. 5

2 shows a block diagram of a correction unit contained in the guidance system,

Fig. 6

on the basis of a simplified function block / signal flow diagram, a further development of the guidance system according to the invention with the addition of a redundancy system and

Fig. 7

schematically an implementation of two guide systems according to the invention as master and slave, as a preferred form of implementation of redundant systems.

In Fig. 1, a rail vehicle with a vehicle superstructure SF, in particular consisting of a load bearing floor LB, and a vehicle substructure is shown schematically in cross section, the vehicle superstructure SF being pivotally mounted in the transverse direction with respect to the vehicle substructure. The angle of inclination α and thus the load-bearing floor LB is set by an adjusting unit STE in such a way that the acceleration on the load resulting from gravitational acceleration and lateral acceleration falls into the vertical of the load-bearing floor LB.

A guide system according to the invention for setting the angle of inclination α or the load-bearing base LB is explained using a functional block diagram shown in FIG. 2, the guide system consisting essentially of a measuring device ME, a correction unit KRE, a setting angle calculation unit SPE, an adjusting device STE, a correlator unit KE and a reference data storage unit RE.

In the measuring device ME, system variables SGM are measured by means of sensors (not shown) and transferred to the correction unit KRE, in which estimated system variables SGG are calculated in a manner to be explained, which on the one hand is sent to the actuating angle calculation unit SPE for calculating the angle of inclination α corresponding to the estimated system variables SGG and on the other hand are passed to the correlator unit KE for determining the errors contained in the measured or calculated system variables SGM and for determining an inaccuracy degree R of the position measurement error or other observable system errors MFG, whereby for determining these system errors MFG and for determining their degree of inaccuracy R from the reference data storage unit RE Route information SI are required. This route information SI is also used in the calculation of the tilt angle α in the actuation angle calculation unit SPE.

The estimated system errors MFG and their degrees of inaccuracy R are finally fed to the correction unit KRE for determining or for re-determining the estimated system variables SGG. They are processed there with an estimation filter (observers with constant or variable amplification factors, the latter, for example, as a Kalman filter) in such a way that the errors of at least one system variable SGG are estimated. In an advantageous embodiment of the invention, this estimation filter is a Kalman filter, which is described in more detail below. The estimated system errors MFG become only in the degree of their inaccuracy, namely according to the degree of inaccuracy R Correction of the measured and calculated system sizes SGM used. This means that the estimated system errors MFG with a large degree of inaccuracy R are not taken into account or only to a small extent when determining the estimated system sizes SGG, which is why the estimated system sizes SGG correspond in value to the measured system values SGM or calculated from them and thus the settings of the inclination angle α based mainly or entirely on the system sizes SGM. In this extreme case, the block diagram of the guidance system shown in FIG. 2 could be thought of as reduced to the measuring device ME, the correction unit KRE, the actuation angle calculation unit SPE and the actuating unit STE.

In the opposite case, i.e. with a small degree of inaccuracy R, the estimated system errors MFG are largely or completely taken into account when determining the estimated system variables SGG. Depending on the reliability of the measuring device ME, the measured or calculated system variables SGM can deviate considerably from the estimated system variables SGG.

Finally, the inclination angle α is calculated in the setting angle calculation unit SPE using the system variables SGG determined with the estimation filter and the route information SI read out from the reference data storage unit RE, and the control unit STE is hereby controlled.

FIG. 3 again shows a further embodiment of the guidance system according to the invention on the basis of a block diagram. According to the block diagram in FIG. 2, the measuring device ME, the setting angle calculation unit SPE, the setting unit STE, the correlator unit KE, and the reference data storage unit RE and the correction unit KRE provided. In addition, a curve detector KD is additionally provided for detecting the start of a sheet inlet and possibly also for detecting the end of a sheet outlet.

In the measuring device ME, the lateral acceleration a _m and the speed v _{m of} the rail vehicle are measured as system variables SGM (FIG. 2), the lateral acceleration a _m not via the correction unit KRE as in the embodiment according to FIG. 2, but rather directly from the correlator unit KE and on the other hand the curve detector KD is supplied. In the embodiment according to FIG. 3, a single variable is provided as the system error MFG (FIG. 2), namely a position difference Δs _m .

des Schienenfahrzeuges durch Integration der gemessenen, fehlerbehafteten Geschwindigkeit v_m, verbunden mit einer "on line"-Korrektur der fehlerbehafteten Geschwindigkeit und der fehlerbehafteten Position, bestimmt. Die "on line"-Korrektur der fehlerbehafteten Position wird dabei vorzugsweise mittels einer über die Dauer eines vorgegebenen, kurzen Zeittaktes ausgeführten "on line"-Korrektur der gemessenen Geschwindigkeit v_m in der Korrektureinheit KRE vorgenommen. Dies hat den Vorteil, dass der Positionsfehler Δs_m nicht ständig zur Kompensation bereitstehen und verarbeitet werden muss, sondern während eines Zeittaktes durch Integration in die Position $\widehat{\text{s}}$

einfliesst und danach gelöscht werden kann. Die Ermittlung des Positionsfehlers Δs_m und die hierauf basierende "on line"-Korrektur wird durch eine zusätzliche, diskontinuierliche Positionsbestimmung ermöglicht, die mit Hilfe von Streckeninformationen SI über die vom Schienenfahrzeug befahrenen Strecken gewonnen wird. Die Streckeninformationen SI sind in der Referenzdatenspeichereinheit RE abgelegt und bestehen vorzugsweise aus der Gleiskrümmung und dem Gleisüberhöhungswinkel in Funktion eines äquidistanten Wegrasters. Die mittels der Messvorrichtung ME gemessene Querbeschleunigung a_m wird über ein vordefiniertes Zeitintervall erfasst und durch Interpolation in ein Ortsraster gleichen Rastermasses wie das der Streckeninformationen SI umgerechnet. Aus der Menge der Streckeninformationen SI wird ein dem Messintervall zugeordnetes Referenzintervall ausgewählt und hierfür unter Berücksichtigung der Fahrzeuggeschwindigkeit die zugeordnete Fahrzeugquerbeschleunigung als Referenzsignal errechnet. Durch Vergleich der gemessenen Querbeschleunigung a_m im vordefinierten Messintervall mit entsprechenden Referenzsignalen des ausgewählten Referenzintervalls mit Hilfe eines speziellen, noch zu erläuternden Korrelationsalgorithmus wird dann der momentane Positionsfehler Δs_m und der Ungenauigkeitsgrad R (Kovarianz der Positionsfehlerbestimmung) in der Korrelatoreinheit KE ermittelt. Diese werden an die Korrektureinheit KRE, die ein Schätzfilter enthält, bei gleichzeitiger Aktivierung eines Erneuerungssignals UD übergeben, worauf die geschätzte Position $\widehat{\text{s}}$

und die geschätzte Geschwindigkeit $\widehat{\text{v}}$

des Schienenfahrzeuges unter Berücksichtigung des Ungenauigkeitsgrades R berechnet werden.The operation of the guidance system is explained below:
As mentioned, ideal values for the inclination angle α of the load-bearing floor LB (FIG. 1) are determined in the guide system according to the invention. First, the position $\widehat{\text{s}}$

of the rail vehicle by integrating the measured, defective speed v _m , combined with an "on line" correction of the defective speed and the defective position. The "on-line" correction of the faulty position is preferably carried out by means of an "on-line" correction of the measured speed v _m in the correction unit KRE over the duration of a predetermined, short time cycle. This has the advantage that the position error Δs _m does not have to be constantly available for compensation and has to be processed, but during a time cycle by integration into the position $\widehat{\text{s}}$

flows in and can then be deleted. The determination of the position error Δs _m and the "on line" correction based thereon is made possible by an additional, discontinuous position determination which is obtained with the aid of route information SI about the routes traveled by the rail vehicle. The route information SI is stored in the reference data storage unit RE and preferably consists of the track curvature and the track elevation angle as a function of an equidistant path grid. The lateral acceleration a _m measured by the measuring device ME is recorded over a predefined time interval and converted by interpolation into a spatial grid of the same grid dimension as that of the route information SI. A reference interval assigned to the measurement interval is selected from the amount of route information SI and the assigned vehicle lateral acceleration is calculated as a reference signal for this, taking into account the vehicle speed. The instantaneous position error Δs _m and the degree of inaccuracy R (covariance of the position error determination) are then determined in the correlator unit KE by comparing the measured lateral acceleration a _m in the predefined measurement interval with corresponding reference signals of the selected reference interval with the aid of a special correlation algorithm which is yet to be explained. These are transferred to the correction unit KRE, which contains an estimation filter, with the simultaneous activation of a renewal signal UD, whereupon the estimated position $\widehat{\text{s}}$

and the estimated speed $\widehat{\text{v}}$

of the rail vehicle can be calculated taking into account the degree of inaccuracy R.

und der geschätzten Position $\widehat{\text{s}}$

in der Stellwinkelberechnungseinheit SPE der Neigungswinkel α fortlaufend berechnet und an die Stelleinheit STE zur Einstellung des Lastaufnahmebodens LB (Fig. 1) weitergegeben.Finally, at a predetermined clock rate based on the estimated speed $\widehat{\text{v}}$

and the estimated position $\widehat{\text{s}}$

in the setting angle calculation unit SPE, the angle of inclination α is continuously calculated and passed on to the setting unit STE for setting the load-bearing base LB (FIG. 1).

The correlator unit KE and the method steps running therein are described in detail below:

und die geschätzte Position $\widehat{\text{s}}$

verwendet werden. Dabei wird wie folgt vorgegangen:With the help of the correlator unit KE, as mentioned, by comparing a measured acceleration profile, namely the transverse accelerations a _m measured in the measuring interval, with a reference transverse acceleration profile, the position difference between the two is obtained by calculation from the route information SI contained in the reference data storage unit RE, by means of a correlation algorithm Profiles and thus the position difference Δs _{m are} determined, with the speed estimated in the correction unit KRE being used to generate the reference profile from the plug information SI $\widehat{\text{v}}$

and the estimated position $\widehat{\text{s}}$

be used. The procedure is as follows:

1. Schritt:

Auslesen der für die Korrelation benötigten Messwerte beispielsweise aus dazu vorgesehenen Zwischenspeichern;

2. Schritt:

Festlegen eines Bezugsortes, der beispielsweise ungefähr in die Mitte des Korrelationsintervalls gelegt werden kann. Die nachfolgenden Verfahrensschritte werden relativ zu diesem Bezugsort abgewickelt.

3. Schritt:

Ermittlung der Intervallänge, die von den gespeicherten Ortsdaten überstrichen wird, wobei eine obere Grenze festgelegt ist;

4. Schritt:

Berechnung der Anzahl von Rasterplätzen eines vorgegebenen Ortsrastermasses, die das Messintervall überstreicht;

5. Schritt:

Festlegung eines Ortsrasterfeldes, das zum Messintervall gehört;

6. Schritt:

Interpolation der gemessenen Querbeschleunigung a_m und der gemessenen Geschwindigkeit v_m auf das Ortsraster;

7. Schritt:

Festlegen des Referenzdatenintervalls;

8. Schritt:

Ausdehnung des gerasterten Geschwindigkeitsintervalls (enthaltend die gemessene Geschwindigkeit v_m) auf die Länge des Referenzdatenintervalls;

9. Schritt:

Berechnung der Referenzquerbeschleunigung aus dem im vorigen Schritt bestimmten Geschwindigkeitsprofil und den dem gewählten Ortsrasterintervall zugeordneten Streckeninformationen (Gleiskrümmung, Gleisneigungswinkels, ...);

10. Schritt:

Plausibilitätsprüfung: Das Messintervall und das Referenzintervall werden gedrittelt. Für jeweils das vordere und das hintere Drittel sowie das gesamte Intervall werden Signalmittelwerte gebildet. Unterschreiten jeweils alle drei Mittelwerte eine Toleranzgrenze, dann handelt es sich um einen geraden Streckenabschnitt, worauf die Korrelationsberechnung abgebrochen wird. Die Korrelationsberechnung wird ebenfalls abgebrochen, wenn die mittlere Geschwindigkeit im Messintervall einen vorgegebenen Schwellwert unterschreitet oder wenn ein entsprechender Hinweis in der Streckeninformationen SI gefunden wurde;

11. Schritt:

Berechnung der Korrelationsfunktion mit anschliessender Bestimmung ihres Minimums und der hieraus resultierenden Positionsdifferenz Δs_m;

12. Schritt:

Bestimmung des Ungenauigkeitsgrades R der Messung, d.h. der Positionsdifferenz Δs_m, wobei in einer Ausführungsform unter dem Ungenauigkeitsgrad R die Kovarianz des Positionsfehlers, bestimmt aus der gemessenen Querbeschleunigung a_m und den aus der Referenzdatenspeichereinheit RE abgeleiteten Streckeninformationen SI, verstanden wird.

The release to the correlator unit KE for calculating a correlation basically takes place in that the correction unit KRE resets an acknowledgment signal UQ. This prevents a new correlation result from being offered before the correction unit KRE has processed the previous one. However, the calculation of a correlation is only started when a change in the detection signal DF of the curve detector KD has also been registered and the speed of the rail vehicle has also exceeded a predefined threshold value. If the above conditions are met, the following in particular Go through process steps:

Step 1:

Reading out the measured values required for the correlation, for example from intermediate memories provided for this purpose;

2nd step:

Define a reference location that can be placed approximately in the middle of the correlation interval, for example. The subsequent process steps are carried out relative to this reference point.

3rd step:

Determination of the interval length that is scanned by the stored location data, an upper limit being specified;

4th step:

Calculation of the number of grid spaces of a given spatial grid dimension that covers the measurement interval;

5th step:

Determination of a grid location that belongs to the measurement interval;

6th step:

Interpolation of the measured lateral acceleration a _m and the measured speed v _m onto the spatial grid;

7th step:

Setting the reference data interval;

Step 8:

Extension of the rastered speed interval (containing the measured speed v _m ) to the length of the reference data interval;

Step 9:

Calculation of the reference lateral acceleration from the speed profile determined in the previous step and the route information assigned to the selected grid interval (track curvature, track inclination angle, ...);

10th step:

Plausibility check: The measurement interval and the reference interval are divided into three. Signal mean values are formed for the front and rear third as well as for the entire interval. If all three mean values fall below a tolerance limit, then it is a straight section of the route, whereupon the correlation calculation is terminated. The correlation calculation is also terminated if the average speed in the measurement interval falls below a predetermined threshold value or if a corresponding note has been found in the route information SI;

11th step:

Calculation of the correlation function with subsequent determination of its minimum and the resulting position difference Δs _m ;

Step 12:

Determination of the degree of inaccuracy R of the measurement, ie the position difference Δs _m , whereby in one embodiment the degree of inaccuracy R is understood to mean the covariance of the position error, determined from the measured lateral acceleration a _m and the route information SI derived from the reference data storage unit RE.

For further information on determining the correlation and determining the covariance in a conventional manner, see Athanasios Papoulis, "Probability, Random Variables and Stochastic Processes" (McGraw-Hill series in electrical engineering, Communications and information theory, pages 150 ff) or to A. Gelb, "Applied Optimal Estimation" (THE MIT PRESS, Massachusetts Institute on Technology Cambridge, Massachusetts and London, England, 1994).

After the calculation of the degree of inaccuracy R (for example the covariance) has been completed, the result is transferred to the correction unit KRE together with the position difference Δs _m . This is indicated to the correction unit KRE by an active renewal signal UD.

Instead of the lateral acceleration a _m , another suitable system variable SGM (FIG. 1) could be used, for example the track or the bogie roll rate.

Der Index i durchläuft dabei das Messdatenortsintervall i₁, ..., i₂, d.h. der Index i kennzeichnet die Messfunktion, während die relative Verschiebung zwischen den Messwerten m(i) und den Referenzwerten r(i+k) durch den Index k definiert ist. Im Unterschied zum herkömmlichen Korrelationsalgorithmus wird also die Korrelationsfunktion A_xx(k) als Betragsquadrat der Differenz Δm(k) gebildet, wobei die mit diesem speziellen Korrelationsalgorithmus erstellte Korrelationsfunktion ein Minimum einnimmt, wenn die beiden Muster am besten übereinstimmen. Der zugehörige Wert k wird von der Korrelatoreinheit KE ermittelt und daraus die Positionsdifferenz Δs_m $$\text{Δ}{\mathit{\text{s}}}_{\mathit{\text{m}}}\text{=}{\mathit{\text{k}}}_{\mathit{\text{min}}}\text{· Δ}\mathit{\text{L}}$$

berechnet, wobei ΔL die Rasterweite des Ortsrasters ist.Instead of a conventional correlation algorithm specified in the eleventh method step, a special correlation algorithm is conceivable in a further embodiment of the invention, in which a difference Δm between the measured signal values m (i) and the reference values r (i + k) is used. This results in a correlation function A _xx (k) $${\mathit{\text{A}}}_{\mathit{\text{xx}}}\text{(}\mathit{\text{k}}\text{) =}\sum_{=\mathit{\text{i}}\text{=}{\mathit{\text{i}}}_{\text{1}}}^{{\mathit{\text{i}}}_{\text{2nd}}} \text{(Δ}{\mathit{\text{m}}}^{\text{2nd}}\text{)}\text{=}\sum_{=\mathit{\text{i}}\text{=}{\mathit{\text{i}}}_{\text{1}}}^{{\mathit{\text{i}}}_{\text{2nd}}} {\left(\text{(}\mathit{\text{m}}\text{(}\mathit{\text{i}}\text{) -}\mathit{\text{r}}\text{(}\mathit{\text{i}}\text{+}\mathit{\text{k}}\text{)}\right)}^{\mathrm{2nd}}$$

The index i runs through the measurement data location interval i ₁ , ..., i ₂ , ie the index i identifies the measurement function, while the relative shift between the measured values m (i) and the reference values r (i + k) is defined by the index k is. In contrast to the conventional correlation algorithm, the correlation function A _xx (k) is thus formed as the square of the amount of the difference Δm (k), the correlation function created with this special correlation algorithm taking a minimum if the two patterns best match. The associated value k is determined by the correlator unit KE and from this the position difference Δs _m $$\text{Δ}{\mathit{\text{s}}}_{\mathit{\text{m}}}\text{=}{\mathit{\text{k}}}_{\mathit{\text{min}}}\text{· Δ}\mathit{\text{L}}$$

calculated, where ΔL is the grid width of the spatial grid.

Die Formel geht von einem Basiswert R₀ aus. Weist die Positionsdifferenz Δs_m einen geringen Ungenauigkeitsgrad R auf, so ist der Wert A_min relativ klein, im Idealfall sogar gleich null. Auch das Verhältnis von A_min und A_max lässt Rückschlüsse auf die Qualität der Korrelation zu: Für eine gute Korrelation geht dieses Verhältnis gegen null, während für eine schlechte Korrelation dieses Verhältnis gegen eins konvergiert. Ferner sind Faktoren K₁ und K₂ vorgesehen, die entsprechend einer gewünschten Gewichtung der verschiedenen Anteile gewählt werden.FIG. 4 shows a correlation function A _xx (k), as can arise, for example, from the above calculation type. The minimum at k _min , at which the correlation function A _xx (k) assumes the value A _min and on the basis of which the position difference Δs _{m is determined} according to the above formula, is clearly recognizable. A measure of the degree of inaccuracy R of the position difference Δs _m can be read out in the twelfth method step from the function course of the correlation function A _xx (k). Thus the degree of inaccuracy R is smaller, the smaller the minimum value A _min on the one hand and the larger the maximum values A _1max and A _2max occurring at the window _edge on the other. One possible way of calculating the degree of inaccuracy R can be carried out using the following formula: $$\mathit{\text{R}}\text{=}{\mathit{\text{R}}}_{\text{0}}\text{+}{\mathit{\text{<figure-callout id="1" label="K" filenames="imgf0006.png" state="{{state}}">K</figure-callout>}}}_{\text{1}}\text{·}{\left({\mathit{\text{A}}}_{\mathit{\text{min}}}\right)}^{\mathrm{2nd}}\text{+}{\mathit{\text{K}}}_{\text{2nd}}\text{·}{\left(\frac{{\mathit{\text{A}}}_{\mathit{\text{min}}}}{{\mathit{\text{A}}}_{\mathit{\text{Max}}}}\right)}^{\mathrm{2nd}}$$

The formula is based on a base value R ₀ . If the position difference Δs _{m has} a low degree of inaccuracy R, the value A _{min is} relatively small, ideally even zero. The ratio of A _min and A _{max also} allows conclusions to be drawn about the quality of the correlation: for a good correlation this ratio goes towards zero, for a bad correlation this ratio converges towards one. Furthermore, factors K ₁ and K _{2 are} provided, which are selected according to a desired weighting of the different proportions.

bestimmt sich somit nach folgender Formel, wobei der Anteil aus der diskontinuierlichen Positionsfehlerkompensation hier nicht dargestellt ist: $$\widehat{\mathit{\text{v}}}\text{=}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{l}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}{\text{}}^{\mathit{\text{2}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{q}}}$$

Da in der Recheneinheit RET die Vorzeichen der geschätzten Skalenfaktorfehler Δk_l und Δk_q bereits umgekehrt werden, werden die geschätzten Fehlerwerte zur Kompensation addiert statt subtrahiert.FIG. 5 shows a block diagram of the correction unit KRE contained in FIG. 3, a computing unit RET, two multipliers M1 and M2, three adders AD1 to AD3, a path correction unit WG, an integrator unit IE and a quadrature unit Q being provided. In the computing unit RET an estimated (filtered) value for the position error Δs _m and a linear and a quadratic scale factor error Δk ₁ and Δk _{q of} the measuring device ME are calculated from the position difference Δs _m and the associated degree of inaccuracy R (FIGS. 2 and 3) for measuring the speed v _m , hereinafter referred to as the tachometer, in a manner to be explained below, the linear scale factor error Δk ₁ in the multiplier M1 with the measured speed v _m and the quadratic scale factor error Δk _q with the speed v _m squared in the quadrature unit Q is multiplied in multiplier M2. The results of multiplier M1 and M2 are added in the adder AD1 to form an estimated speed difference, which in turn is offset in the adder AD2 with the measured speed v _m (error compensation). While the current values for the linear and quadratic scale factor errors .DELTA.k ₁ and .DELTA.k _{q are} kept until new estimated values are available, that is, while the compensation via the adders AD1 and AD2 is carried out continuously, the third adder AD3 and the path correction unit WG are used to compensate for an estimated position error only active via one integration cycle, since the position error Δs is processed within one integration cycle. The estimated value of the position error Δs is then set to zero. The estimated speed $\widehat{\text{v}}$

is thus determined according to the following formula, whereby the portion from the discontinuous position error compensation is not shown here: $$\widehat{\mathit{\text{v}}}\text{=}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{l}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}{}^{\mathit{\text{2nd}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{q}}}$$

Since the signs of the estimated scale factor errors Δk _l and Δk _{q are} already reversed in the computing unit RET, the estimated error values are added for compensation instead of subtracted.

können auch weitere Fehlergrössen mitberücksichtig werden. Denkbar ist beispielsweise das Miteinbeziehen von weiteren Skalenfaktorfehlern höherer Ordnung oder auch die Berücksichtigung eines Nullpunktfehlers v₀ des Tachometers.To determine the estimated speed $\widehat{\text{v}}$

other error sizes can also be taken into account. It is conceivable, for example, to include further higher-order scale factor errors or to take into account a zero point error v _{0 of} the tachometer.

die geschätzte Position $\widehat{\text{s}}$

berechnet, aufgrund derer der Neigungswinkel α in der Stellwinkelberechnungseinheit SPE (Fig. 2 bzw. 3) berechnet wird.Finally, with the help of the integrator unit IE by integrating the estimated speed $\widehat{\text{v}}$

the estimated position $\widehat{\text{s}}$

calculated on the basis of which the angle of inclination α is calculated in the actuating angle calculation unit SPE (FIGS. 2 and 3).

As mentioned, the algorithm of an estimation filter is used in the computing unit RET, which in an advantageous embodiment the algorithm of a Kalman filter (A. Gelb, "Applied Optimal Estimation", THE MIT PRESS, Massachusetts Institute on Technology Cambridge, Massachusetts and London, England, 1994). The position difference Δs _m determined in the correction unit KRE is used to make estimates of the true position error Δs and the errors of the tachometer. This embodiment of the estimation filter is therefore a state observer with variable dynamics, because the uncertainty in the knowledge of the current position and the uncertainty in the knowledge of the position determined with the correlator unit KE are weighed against one another in order to calculate time-variable filter gain factors therefrom. This has the following meaning:

Assuming that the guidance system initially only knows the position calculated by integrating the speed with a large degree of uncertainty, while the position determined with the correlator unit KE is very precise (small degree of inaccuracy R), then the position difference Δs _m determined by the correlator unit KE becomes the next calculation process used almost in full for the position correction and is also used to a large extent in the estimation of the tachometer errors (linear and quadratic scale factor errors Δk ₁ and Δk _q ).

Conversely, if the guidance system knows the current position with great accuracy, the However, if the correlator unit KE can only provide an inaccurate position (large degree of inaccuracy R), the Kalman filter trusts in its own knowledge and only uses the information received from the correlator unit KE to a very small extent.

Das gewählte Modell ist somit von 3-ter Ordnung, wobei bei diesem Modell auf die Berücksichtigung des Tachometer-Nullpunktfehlers verzichtet wurde. Allerdings könnte das Modell durch die Aufnahme des Nullpunktfehlers des Tachometers mit einem relativ geringen Aufwand auf ein System 4-ter Ordnung erweitert werden.This process is controlled by calculating the covariance of a state vector used in the Kalman filter and by calculating the covariance of the position error determination (ie the correlation) already explained with reference to FIGS. 3 and 4, the state vector in the embodiment shown in FIGS. 3 and 5 following Shape has: $$\mathit{\text{x}}\text{=}\left[\begin{array}{c}\text{Δ}\mathit{\text{s}}\\ \text{Δ}{\mathit{\text{k}}}_{\mathit{\text{q}}}\\ \text{Δ}{\mathit{\text{k}}}_{\mathit{\text{l}}}\end{array}\right]$$

The selected model is therefore of the 3rd order, whereby in this model the tachometer zero point error was not taken into account. However, the model could be expanded to a 4th order system with relatively little effort by recording the zero point error of the tachometer.

zu schätzen. Die Ungenauigkeit der Schätzung der Fehler, der sogenannte Schätzfehler der einzelnen Komponenten, wird durch die Kovarianzmatrix P ausgedrückt, die den Erwartungswert des Schätzfehlers darstellt: $$\mathit{\text{P}}\text{=}\mathit{\text{E}}\text{[}\widetilde{\mathit{\text{x}}}\text{·}{\widetilde{\mathit{\text{x}}}}^{\text{T}}\text{]}$$

wobei $$\widetilde{\mathit{\text{x}}}\text{=}\widehat{\mathit{\text{x}}}\text{-}\mathit{\text{x}}$$

Da in der Korrelatoreinheit KE (Fig. 2 und 3) nur eine Grösse, nämlich die Positionsdifferenz Δs_m, bestimmt wird, besitzt der sogenannte Messvektor z des Kalmanfilters im vorliegenden Fall nur eine Komponente. Zwischen dem Messvektor z und dem Zustandsvektor x besteht somit für das angegebene Modell die Beziehung: $$\mathit{\text{z}}\text{=}\mathit{\text{H}}\text{·}\mathit{\text{x}}$$

wobei $$\mathit{\text{H}}\text{= [1 0 0]}$$

Dabei wird die Matrix H als Messmatrix bezeichnet, die im vorliegenden Fall konstant ist. Die Ungenauigkeit der Messung wird, wie erwähnt, durch die Kovarianzmatrix R des Messvektors z dargestellt. Da im vorliegenden Fall der Messvektor z nur eine Komponente aufweist, ist die Kovarianzmatrix R eine skalare Grösse, d.h. der bereits erwähnte Unsicherheitsgrad R.The Kalman filter is used to measure the state variables $\widehat{\text{x}}$

appreciate. The inaccuracy of the estimation of the errors, the so-called estimation error of the individual components, is expressed by the covariance matrix P, which represents the expected value of the estimation error: $$\mathit{\text{P}}\text{=}\mathit{\text{E}}\text{[}\widetilde{\mathit{\text{x}}}\text{·}{\widetilde{\mathit{\text{x}}}}^{\text{T}}\text{]}$$

in which $$\widetilde{\mathit{\text{x}}}\text{=}\widehat{\mathit{\text{x}}}\text{-}\mathit{\text{x}}$$

Since only one variable, namely the position difference Δs _m , is determined in the correlator unit KE (FIGS. 2 and 3), the so-called measurement vector z of the Kalman filter has only one component in the present case. The relationship between the measurement vector z and the state vector x thus exists for the specified model: $$\mathit{\text{e.g.}}\text{=}\mathit{\text{H}}\text{·}\mathit{\text{x}}$$

in which $$\mathit{\text{H}}\text{= [1 0 0]}$$

The matrix H is referred to as the measurement matrix, which is constant in the present case. As mentioned, the inaccuracy of the measurement is represented by the covariance matrix R of the measurement vector z. Since in the present case the measurement vector z has only one component, the covariance matrix R is a scalar quantity, ie the already mentioned degree of uncertainty R.

wobei $${\text{Φ}}_{\mathit{\text{k}}\text{-1}}\text{=}\left[\begin{array}{ccc}\text{1}& {\mathit{\text{v}}}_{\mathit{\text{k}}\text{-1}}{\text{}}^{\text{2}}\text{·Δ}\mathit{\text{t}}& {\mathit{\text{v}}}_{\mathit{\text{k}}\text{-1}}\text{·Δ}\mathit{\text{t}}\\ \text{0}& \text{1}& \text{0}\\ \text{0}& \text{0}& \text{1}\end{array}\right]$$

Hierbei stellt die Matrix Φ _k-1 die durch die veränderliche Geschwindigkeit v zeitvariable Transitionsmatrix dar, die den Uebergang des Zusatzvektors x vom diskreten Zeitpunkt $\text{(k-1)·Δt}$

zum diskreten Zeitpunkt k · Δt beschreibt. Das Pluszeichen bedeutet dabei "unmittelbar nach einem Update", d.h. unmittelbar nach dem Verarbeiten der von der Korrelatoreinheit KE gelieferten Positionsdifferenz Δs_m, und das Minuszeichen "vor dem folgenden Update". Diese Bezeichnungsweise kann auch dahingehend verstanden werden, dass bei einer Aneinanderreihung von Intervallen ohne Update einfach die Extrapolation über einen entsprechenden Zeitabschnitt gemeint ist. Unter dem Begriff Update (Aufdatung) ist dabei eine durch eine "äussere Messung" ermöglichte Korrektur des Zustandes zu verstehen und unter dem Begriff Extrapolation die Berechnung der Änderung des Zustandes zwischen zwei Updates (oder innerhalb eines festgelegten Zeitintervalls) infolge von Systemfehlereinflüssen (nichtkompensierte Restfehler und Systemrauscheinflüsse) zu verstehen ist.Based on the definitions given, the Kalman filter equations are given in discrete form below: $${\widehat{\mathit{\text{x}}}}^{\text{-}}{}_{\mathit{\text{k}}}\text{=}{\text{Φ}}_{\mathit{\text{k}}\text{-1}}\text{·}{\widehat{\mathit{\text{x}}}}^{\text{+}}{}_{\mathit{\text{k}}\text{-1}}$$

in which $${\text{Φ}}_{\mathit{\text{k}}\text{-1}}\text{=}\left[\begin{array}{ccc}\text{1}& {\mathit{\text{v}}}_{\mathit{\text{k}}\text{-1}}{}^{\text{2nd}}\text{· Δ}\mathit{\text{t}}& {\mathit{\text{v}}}_{\mathit{\text{k}}\text{-1}}\text{· Δ}\mathit{\text{t}}\\ \text{0}& \text{1}& \text{0}\\ \text{0}& \text{0}& \text{1}\end{array}\right]$$

Here, the matrix Φ _{k-1 represents} the transition matrix, which is variable in time due to the variable speed v, and which shows the transition of the additional vector x from the discrete point in time $\text{(k-1) · Δt}$

at the discrete point in time k · Δt. The plus sign means "immediately after an update", ie immediately after processing the position difference Δs _m supplied by the correlator unit KE, and the minus sign "before the following update". This designation can also be understood to mean that, in the case of a series of intervals without an update, the extrapolation over a corresponding time period is simply meant. The term update means a correction of the condition made possible by an "external measurement" and the term extrapolation means the calculation of the change in condition between two updates (or within a specified time interval) as a result of system error influences (uncompensated residual errors and System noise influences) is to be understood.

If the computing unit RET or the realized in this Kalman filter one position difference .DELTA.s _m is reported by the correlator unit KE, an update of the state vector and the covariance of the estimation error is made. The Kalman filter therefore not only tracks the estimates, but also the inaccuracy of its own knowledge of the state vector.

Die vorstehend genannte Verstärkungsmatrix K_k enthält lediglich Komponenten in einer Spalte, weil nur eine und nicht mehrer unterschiedliche Messgrössen verarbeitet werden. Damit kann der Update des Zustandsvektors x nach folgender Formel vorgenommen werden: $${\widehat{\mathit{\text{x}}}}_{\mathit{\text{k}}}{\text{}}^{\text{+}}\text{=}{\widehat{\mathit{\text{x}}}}_{\mathit{\text{k}}}{\text{}}^{\text{-}}\text{+}{\mathit{\text{K}}}_{\mathit{\text{k}}}\text{· Δ}{\mathit{\text{s}}}_{\mathit{\text{m}}}$$

Schliesslich wird die Kovarianz P (Ungenauigkeitsgrad in der Kenntnis des Zustandsvektors) durch die mit Hilfe der Korrelatoreinheit KE bestimmte Positionsdifferenz Δs_m verbessert. Dieser Vorgang wird durch die Beziehung $${\mathit{\text{P}}}_{\mathit{\text{k}}}{\text{}}^{\text{+}}\text{=}\left(\mathit{\text{I}}\text{-}{\mathit{\text{K}}}_{\mathit{\text{k}}}\text{·}\mathit{\text{H}}\right)\text{·}{\mathit{\text{P}}}_{\mathit{\text{k}}}{\text{}}^{\text{-}}$$

dargestellt. Damit sind alle wesentlichen Grundgleichungen für das Kalmanfilter angegeben. Für weiterführende Angaben sei wiederum auf das Standardwerk von A. Gelb mit dem Titel "Applied Optimal Estimation" (THE M.I.T. PRESS, Massachusetts Institute auf Technology Cambridge, Massachusetts and London, England, 1994) und auf die Veröffentlichung von Harold W. Sorenson mit dem Titel "Kalman Filtering: Theory and Application" (IEEE Press, 1985) verwiesen.As is known, the Kalman filter is operated with variable amplification factors. If the system has a low level of uncertainty in the knowledge of its state and the external measurement is relatively imprecise, the external measurement is only taken into account to a small extent. For example, if the correlator unit KE reports an unsafe position difference Δs _m of 100 m, the Kalman filter would only take a few meters into account. The filter is very careful, so to speak, and trusts the external information very little. On the other hand, if the own uncertainty were very high and the correlation unit KE would report a fairly safe position difference Δs _m of 100 m, the Kalman filter would take over the 100 m almost completely, since it now trusts the external information much more than its own knowledge. This behavior is mathematically represented in the following using a gain matrix K _k , the calculation being carried out at time k: $${\mathit{\text{K}}}_{\mathit{\text{k}}}\text{=}{\mathit{\text{P}}}_{\mathit{\text{k}}}{}^{\mathit{\text{-}}}\text{·}{\mathit{\text{H}}}^{\mathit{\text{T}}}{\left[\mathit{\text{H}}\text{·}\mathit{\text{P}}{}_{\mathit{\text{k}}}{}^{\text{-}}\text{·}\mathit{\text{H}}{}^{\mathit{\text{T}}}\text{+}\mathit{\text{R}}\right]}^{\text{-1}}$$

The above-mentioned gain matrix K _k only contains components in one column, because only one and not more different measurement variables are processed. This allows the update of the state vector x using the following formula: $${\widehat{\mathit{\text{x}}}}_{\mathit{\text{k}}}{}^{\text{+}}\text{=}{\widehat{\mathit{\text{x}}}}_{\mathit{\text{k}}}{}^{\text{-}}\text{+}{\mathit{\text{K}}}_{\mathit{\text{k}}}\text{· Δ}{\mathit{\text{s}}}_{\mathit{\text{m}}}$$

Finally, the covariance P (degree of inaccuracy in knowledge of the state vector) is improved by the position difference Δs _m determined with the aid of the correlator unit KE. This process is through the relationship $${\mathit{\text{P}}}_{\mathit{\text{k}}}{}^{\text{+}}\text{=}\left(\mathit{\text{I.}}\text{-}{\mathit{\text{K}}}_{\mathit{\text{k}}}\text{·}\mathit{\text{H}}\right)\text{·}{\mathit{\text{P}}}_{\mathit{\text{k}}}{}^{\text{-}}$$

shown. This gives all the essential basic equations for the Kalman filter. For further information, reference is again made to the standard work by A. Gelb with the title "Applied Optimal Estimation" (THE MIT PRESS, Massachusetts Institute on Technology Cambridge, Massachusetts and London, England, 1994) and to the publication by Harold W. Sorenson with the Title "Kalman Filtering: Theory and Application" (IEEE Press, 1985).

In order to run through the update algorithm in a clear manner and also to optimize the settling behavior of the Kalman filter when the guide system is switched on, the following conditions must be met:

First, that the renewal signal UD (FIG. 3) set by the correlator unit KE has been reset and set again. This prevents the previous active state of the renewal signal UD from being incorrectly interpreted as a renewed request to the computing unit RET to calculate estimated values. On the other hand, the renewal signal UD is only reset by the correlator unit KE when an acknowledgment signal UQ is sent from the correction unit KRE to the correlator unit KE, whereby the latter is informed that the recalculation (update) in the Correction unit KRE is completed.

Second, the acknowledgment signal QU originating from the correction unit KRE must have been reset and the renewal signal UD originating from the correlator unit KE must have been set.

herangezogen wird.Thirdly, a predetermined number of recalculations of the position difference Δs _{m must have} been carried out since the guidance system was put into operation. In this starting phase, the linear and quadratic scale factor errors .DELTA.k ₁ and .DELTA.k _{q are} not calculated, so that no corrections to the measured speed v _{m are made} in the second adder AD2. However, the position difference Δs _m determined by the correlator unit KE is nevertheless taken into account for correction in the start phase, specifically by the third adder AD3 mentioned, via which the position difference Δs _{m is used} to calculate the estimated position $\widehat{\text{s}}$

is used.

When each recalculation (update) is carried out, the acknowledgment signal UQ for the correlator unit KE is reset by the correction unit KRE.

The curve detector KD triggers the update cycle in the correlator unit KE. For this purpose, the start of a sheet inlet or the end of a sheet outlet is determined in the curve detector KD, as mentioned, and is displayed to the correlator unit KE by means of a detection signal DF.

One possible embodiment of the curve detector KD is that the sensor signal with the measured lateral acceleration a _{m is} first filtered with the aid of a filter with a low-pass characteristic. The filter output signal then goes through a non-linear one Characteristic curve with responsiveness (dead zone) (Winfried Oppelt, "Small handbook of technical control processes", Verlag Chemie, Darmstadt, 1972) with preset acceleration threshold values. Finally, in order to determine the direction of the arc, the sign for generating the curve detection signal DF is extracted with a signum function (Netz, "Formula of Mathematics", Carl Hanser Verlag Munich Vienna, 1981).

A further embodiment for the curve detector KD would be given by using the measured track roll rate (i.e. the roll angular velocity) instead of the lateral acceleration signal or by using both signals as a logical combination of the detection signal of the lateral acceleration and a detection signal determined with the track or bogie roll rate. In addition, in other embodiments of the curve detector KD, other signals, such as the car body or bogie yaw rate or the angle of rotation of the bogie alone or in combination with the other signals, could be used.

In the exemplary embodiment explained with reference to FIGS. 3 and 5, the actual position of the rail vehicle is estimated with the aid of the Kalman filter and a correlation. In a further embodiment of the invention, other or even additional position measurements can also be included in the Kalman filter. For example, the position of the rail vehicle can be measured using GPS (Global Positioning System), track magnets or other external position measuring systems. Then the Kalman filter - with a slight modification of the embodiment shown - is almost predestined to take up this additional information and is thus weighted Process that the best possible estimate of the position is achieved taking into account all available information.

The teaching according to the invention is not only suitable for a guide system for adjusting the transverse inclination of the load floor of a rail vehicle. In principle, all applications are conceivable in which the position of the rail vehicle is important. For this reason, the term guidance system is also to be understood as a system in which the position of the rail vehicle is determined for purposes other than for setting the load floor cross-slope angle. This includes in particular application in the monitoring of rail traffic or the speed of rail vehicles.

The following explanations relate to further configurations of the various previously described embodiment variants, as result from the combination with the teachings disclosed in EP-0 647 553. For this reason, the entire scope of this referenced publication is included in the disclosure content of this more recent publication.

The route information SI contained in the reference data storage unit RE (FIGS. 2 and 3) and at most the information on which the setting angle calculation unit SPE is based for calculating the angle of inclination α are determined in further embodiment variants of the invention in the sense of a “teach-in” in that they are not necessarily so Sizes themselves, but directly dependent on them, such as lateral acceleration and their direction, during a teach-in drive of the rail vehicle with known measuring devices, such as gyroscopes, pendulums, inclination sensors etc., are recorded and stored, for example, in the reference data storage unit RE and / or in the actuating angle calculation unit SPE of FIG. 2 or 3.

It is further proposed, however the guide system according to the invention is implemented, to connect at least a second guide system in parallel with the guide system according to the invention, in order firstly to be able to carry out a redundancy check of the inclination angles α supplied by both systems for the control units STE (FIGS. 2 and 3) and in order , take appropriate precautions on the rail vehicle in the event of deviations in the actuating signals that exceed a specified level, for example to tie the bank guide to the second guide system if the latter e.g. is more fail-safe. The fact that a redundant guidance system, e.g. measuring guide system, which is 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 case.

A redundancy control of the type mentioned is shown schematically in FIG.

6, the guide system, however implemented according to the invention, is shown schematically in block 41 until the angle of inclination α, here referred to as α _SE, is output. As a characteristic block, the guide system 41 according to the invention comprises a reference data storage unit RE of the type explained with reference to FIGS. 2 and 3.

Another, possibly different from the one according to the invention The guidance system is shown schematically with block 43 and is preferably based on the measurement of a variable associated with the lateral acceleration a _m , as shown schematically with the gyro in block 43. This guidance system also, in its own way, provides an angle of inclination α _Sm as a control signal. Both control signals α _SE and α _Sm or other signals that uniquely determine them are then compared with one another in a comparison unit 45 as to whether they do not differ from one another by more than a maximum dimension Δ _{max that} can be specified on a specification unit 47. If the two redundant control signals α _SE and α _Sm deviate more than the specified amount from one another, the rail vehicle can be guided, for example, with the safer of the two guide systems 41, 43, even if the safer system is less precise in terms of control technology in the sense of the input comments is.

If the guide system 43 measures the lateral acceleration conditions on the rail vehicle by 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 rail vehicle. The comparison unit 45 switches the input of the actuation angle calculation unit SPE (FIGS. 2 and 3) to the auxiliary system 43 based on the lateral acceleration measurement, for example already known. At the same time, as shown in Fig. 6 at 49, this situation is e.g. displayed.

By providing the guide 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 be provided on the vehicle a teach-in phase can be used for the system 41 according to the invention in that, as described above, the vehicle travels a distance and the track characteristics recorded by measurement technology are loaded into a storage device.

7 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 a setting angle calculation unit 11 for the load floor cross slope position, as has been described. A guide system 41 _M according to the invention and a system 43 _M based, for example, on transverse acceleration measurement, as already described with reference to FIG.

For direction reversal is on the drive carriage 5, completely symmetrical, an inventive guidance system 41 _S and a system based on the lateral acceleration measurement system 43 _S, as already described with reference to FIG. 6 has been explained, is provided. In the direction of travel shown, the systems on the railcar 1 act as a master system (M), those on the car 5 as a slave system (S).

In such a preferred constellation, the bank routing is assigned to the proposed systems as follows:
The master system 41 _M according to the invention supplies the actuating signals α for all carriages 1 to 5 equipped with bank control of the type described. The overall master system on carriage 1 monitors itself, for example, by outputting the current manipulated variable for the load floor on one of the carriages system 41 _M according to the invention is compared with that of system 43 _M. If these control signals deviate from one another in such a way that this is no longer plausible, the control of the load floor transverse inclinations of all carriages 1 to 5 is transferred to the slave system 41 _S according to the invention, as is shown schematically in FIG. 7 by the switchover unit 60.

Plausibility is also monitored on the overall slave system in the rearmost carriage 5, for example by comparing the control signals of the system 41 _S according to the invention and the system 43 _S based on measurement. If a no longer plausible deviation of these control signals is detected, it is in turn concluded that the system 41 _S according to the invention is faulty, whereupon the system 43 _M based on the measurement temporarily takes over the bank control. 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 control speed.

When the direction of travel is reversed, the systems in car 5 naturally take on the master function, the systems in car 1 the slave function.

Claims (21)

Management system, comprehensive a measuring device (ME) for measuring at least one system size (SGM) of a rail vehicle, a reference data storage unit (RE) in which route information (SI) about the routes traveled by the rail vehicle - in particular path length, track curvature and track inclination angle - are contained, characterized in that are provided - Means (KE) for determining system errors (MFG) resulting from measuring and / or calculating the system sizes (SGM) and for determining at least one degree of inaccuracy (R) of the system errors (MFG), - A correction unit (KRE) for at least partial elimination of the system errors (MFG) in such a way that the system errors (MFG) correspond to their degrees of inaccuracy (R) to correct the measured and / or calculated system variables (SGM) to form at least one estimated system variable ( SGG) can be used wherein at least one output of the measuring device (ME) acts directly and / or via the correction unit (KRE) on at least one input of the means (KE) for determining the system errors (MFG), the outputs of which are connected to inputs of the correction unit (KRE), and wherein the reference data storage unit (RE) with the means (KE) for Determine the system error (MFG) and the degree of inaccuracy (R). Guiding system according to claim 1, characterized in that a curve detector (KD) is provided for determining sheet entry and / or sheet exit, that the curve detector (KD) is loaded with at least one system size (SGM) and that the curve detector (KD) with the means (KE) for determining the system errors (MFG) and the degrees of inaccuracy (R) is functionally linked. Guiding system according to claim 1 or 2, characterized in that the correction unit (KRE) from at least one integrator unit (IE) for determining the position ( $\widehat{\text{s}}$

) and consists of a computing unit (RET) for determining a filtered position error (Δs) and for determining at least one scale factor error (Δk ₁ , Δk _q ) of the measuring device (ME). Guiding system according to claim 3, characterized in that a speed (v _m ) of the rail vehicle of the correction unit (KRE) measured by means of the measuring device (ME) and a transverse acceleration (a _m ) measured by means of the measuring device (ME) the curve detector (KD) and the Means (KE) for determining the system errors (MFG) are applied, in which a position difference (Δs _m ) is determined. Guiding system according to one of the preceding claims, characterized in that an actuating angle calculation unit (SPE) and an actuating unit (STE) are provided, that the actuating angle calculation unit (SPE) has estimated system variables (SGG), in particular an estimated position ( $\widehat{\text{s}}$

) and / or an estimated speed ( $\widehat{\text{v}}$

) of Rail vehicle are acted upon and that the actuating angle calculation unit (SPE) is operatively connected to the actuating unit (STE). Guiding system according to claim 5, characterized in that a comparison device (45) is connected upstream of the actuating unit (STE, 11), connected on the input side to the output of the actuating angle calculation unit (SPE) and to that of a lateral acceleration measurement device (43), preferably with its own actuating angle calculation and that the output of the comparison device (45) either switches the output of the setting angle calculation unit (SPE) or the output, preferably the setting angle output, of the metrological transverse acceleration detection device (43) to the setting unit (STE, 11). Guiding system according to claim 5 or 6, characterized in that at least one position detection device and the actuating device (STE, 11) are provided on at least one further carriage coupled to a rail vehicle carriage, wherein a carriage is generally understood to be part of a rail vehicle composition. Guiding system according to one of claims 1 to 7, characterized in that two of the carriages are designed as the rail vehicles on a vehicle composition, each with at least one position detection device, and that, depending on the direction of travel, one vehicle acts as a master vehicle, the other as a slave vehicle, the Bank control is switched at least in the event of failure of the position detection device on the master vehicle as a function of the position detection device on the slave vehicle. Position determination method ( $\widehat{\text{s}}$

) and / or to control the transverse inclination of the load floor (LB) of a rail vehicle, the method consisting in - that system sizes (SGM) of the rail vehicle are measured by means of a measuring device (ME), - that at least one system error (MFG) that arises during measurement and / or calculation of the system variables (SGM) and at least one degree of inaccuracy (R) of the system errors (MFG) are determined, that at least one parameter (Δk ₁ , Δk _q ) of an estimation filter is determined on the basis of the values for the system errors (MFG) and on the basis of the values for the degrees of inaccuracy (R), on the basis of which the estimated system variables (SGG) are calculated, the estimation filter being implemented as an observer with constant dynamics or as an observer with time-variable dynamics, the latter preferably as a Kalman filter. Method according to Claim 9, characterized in that the parameters (Δk ₁ , Δk _q ) are set on the basis of the system errors (MFG) determined and the corresponding degrees of inaccuracy (R) in such a way that - that in the case of small degrees of inaccuracy (R), the system errors (MFG) determined are taken into account to a large extent when determining the estimated system sizes (SGG) and - That with large degrees of inaccuracy (R) the determined system errors (MFG) when determining the Estimated system sizes (SGG) remain largely ignored. Method according to Claim 9 or 10, characterized in that a speed (v _m ) and a lateral acceleration (a _m ) are used as the measured and / or the calculated system variables (SGM) and in that a position difference (Δs _m ) as a system error (MFG ) is determined. A method according to claim 11, characterized in that the position difference (Δs _m ) is determined in such a way a reference interval is calculated from known route information (SI), a measurement interval is determined from the measured lateral acceleration (a _m ) in a time window, that a correlation value or a correlation-like value (A _xx ) is calculated between the reference interval and the measurement interval, wherein the last-mentioned method step is repeated with mutually shifted reference and measurement intervals to form a correlation function or a correlation-like function (A _xx (k)), on the basis of which the position difference (Δs _m ) is calculated. Method according to one of claims 9 to 12, characterized in that - That the degree of inaccuracy (R) is calculated as the covariance of the position difference (Δs _m ) or - That the degree of inaccuracy (R) is determined in a heuristic manner according to the explanations for FIG. 4. Method according to one of Claims 9 to 13, characterized in that a linear and / or a square scale factor error (Δk ₁ , Δk _q ) are taken into account as parameters (Δk ₁ , Δk _q ), these scale factor errors (Δk ₁ , Δk _q ) according to the formula $$\widehat{\mathit{\text{v}}}\text{=}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{l}}}\text{+}{\mathit{\text{v}}}_{\mathit{\text{m}}}{}^{\mathit{\text{2nd}}}\text{· Δ}{\mathit{\text{k}}}_{\mathit{\text{q}}}$$

to determine the estimated speed ( $\widehat{\text{v}}$

) be used. Method according to one of Claims 12 to 14, characterized in that the start of the measurement interval is dependent on a detection signal (DF) from a curve detector (KD) which detects a sheet inlet and / or sheet outlet. Method according to one of Claims 9 to 15, characterized in that position information obtained by means of GPS (Global Positioning System) and / or by means of line magnets and / or by other external position measuring systems is included in the determination of the estimated system variables (SGG). Method according to one of Claims 9 to 16, characterized in that the transverse inclination of the load floor (LB) of the rail vehicle is based on the estimated system sizes (SGG), in particular on the basis of the estimated speed ( $\widehat{\text{v}}$

) and the estimated position ( $\widehat{\text{s}}$

) is set. A method according to claim 17, characterized in that data of the track relevant to the cross-slope is measured by driving off, stored and subsequently used for determining and adjusting the cross-slope. Method according to one of Claims 17 or 18, characterized in that the method is carried out twice independently on a rail vehicle train, the bank control is implemented in accordance with the one process, the bank control signal is checked for plausibility and, in the event of non-plausibility, the bank control is transferred to the second process . Rail vehicle with a guidance system according to one of claims 1 to 8 or with a load floor bank control, operating according to the method of claims 9 to 19. Rail vehicle with two guide systems operated independently of one another as master and slave according to one of claims 1 to 8.

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