EP0860340B1 - Method and device for generating a sensor signal - Google Patents

Description

The invention relates to a method and a device for generating a Sensor signal according to the preambles of claims 1 and 7, for example for a track-dependent inclination of a rail vehicle according to claim 10.

By increasing the speed of rail-bound passenger traffic To shorten the travel time, a is used when driving through curves or curves Track-dependent inclination regulation / control of the car body inclination system sought. This is supposed to reduce the negative acceleration increases be avoided or minimized when driving through bends, so despite Increasing train speeds does not result in a loss of comfort for people entry.

Active and passive tilt adjustments are known, with an active one Influence the setting or change of the inclination of the car body takes place at a passive influence, the oscillation of the car body is used.

In the case of active action, a value is used as the signal, which is the relevant variable is used for the effective lateral acceleration. One such value is, for example Angle of inclination of the car body relative to the earth, i.e. the as horizontal trending assumed surface of the earth. This angle of inclination adds up to one Track cant and is dependent on the track geometry of the curve and the Train speed.

DE 37 27 768 C1 specifies a method and a device for generating a Control signals for the inclination of a car body depending on the track curve. Under Use of measurement signals for the vehicle speed, the angular speed of the vehicle frame about its longitudinal axis oriented in the direction of travel and the Lateral acceleration perpendicular to the direction of travel and parallel to the track level the control signal is generated. The disadvantage is that the lateral acceleration and not a track elevation is used to form the control signal. For input and Switching off the tilt control is only an integrated from the rolling speed Roll angle determined. However, the integration of the gyro offset creates a Roll angle drift, which only keeps the switching process functioning for a short time. For extension gyroscope with a low gyro offset are required, which means that Generation of the control signal is expensive.

DE 27 05 221 C2 specifies an arrangement for controlling an inclination device, in which the noisy measurement signals of an acceleration sensor by measurements can be replaced with a roll and a yaw gyro. This makes it illegal Avoided time delays in the generation of the control signal, which at a necessary strong filtering of the measurement signal of the acceleration sensor arise, but by integrating the roll angle from the roll speed, the result disadvantages already mentioned.

EP 0 557 893 A1 describes a device for controlling the rotation of a car body of a rail vehicle around its longitudinal axis is known to the value of the Cross-directional, unbalanced acceleration acting on a passenger in the vehicle to reduce. Mathematical relationships are shown with its help a characteristic of the uncompensated lateral acceleration Signal is available.

The invention has for its object to provide a method and an apparatus with the help of which a sensor signal is generated in a simple and effective manner Has information of a track superelevation.

This object is achieved by the one contained in claims 1 and 7, respectively Characteristics.

Advantageous further developments are characterized in the subclaims.

The invention is based on the idea of a cant angle from a Roll speed and an additionally measured yaw rate. The track elevation angle is determined by an additional observation the track cant. This results in a signal from the observed track elevation generated, which is only in a slight difference between one already in one simulated model generated signal and a measured signal must be filtered.

The advantages of a gyro sensor (low noise) are also combined with the advantages of an acceleration sensor (no drift). In order to make this possible, a noise-free, but drifty track elevation from the gyro sensor signal is estimated with the help of a model simulated inversely from the gyro. At the same time, the track elevation is measured drift-free, but noisy due to the acceleration sensor. To determine the track elevation with the acceleration sensor, an additional measurement of the yaw rate as the speed of rotation about the vertical axis of the bogie and the train speed is carried out in order to calculate the centrifugal force as a disturbance variable from the measured track elevation of the acceleration sensor. A difference is determined from the cantilever variables of the gyro model and the acceleration sensor, which are present in signal form, a difference also being formed in the case of noise disturbances, so that only the difference value is subject to noise. By feedback into the inverse model of the gyro, this difference value is readjusted to zero and filtered in the process. The readjustment takes place very slowly because only drifts are compensated and provides a subsequent control system with a noise-free control signal.
With this method, the cut-off frequency for filtering the disturbances in the acceleration signal of the accelerometer can be significantly reduced without reducing the dynamics of the measurement of the track elevation angle. Because the drift of the gyroscope is compensated, inexpensive gyroscopes can be used.

By including the sensor components, e.g. Offset sizes, in the simulation model it is achieved that the model has a higher accuracy in the estimation. It is also advantageous to integrate known route data into the system so that the Dynamics of the system for determining the cant angle is increased.

The invention is to be explained in more detail using an exemplary embodiment with a drawing become.

Fig. 1

ein Blockschaltbild zur Ermittlung einer beobachteten Gleisüberhöhung;

Fig. 2

einen inneren Aufbau einer Beobachtereinheit;

Fig. 3

einen inneren Aufbau einer weiteren Beobachtereinheit.

Show it:

Fig. 1

a block diagram for determining an observed track cant;

Fig. 2

an inner structure of an observer unit;

Fig. 3

an inner structure of another observer unit.

1 shows a sensor package 1, an observer unit 2 and a further observer unit 3, as well as a tilt angle generation unit 4 and an actuating system 5 of a real car body, not shown in any more detail. The sensor package 1 preferably consists of a transmitter 6 for detecting the angular velocity ωR in the roll plane, a transmitter 7, for example a gyroscope, for detecting the angular velocity ωG in the yaw plane, and a transmitter 8, for example an acceleration sensor, for detecting the lateral acceleration aq. The sensor package 1 is preferably arranged on the chassis of the car body, not shown in detail, and is preferably arranged horizontally to the earth's surface. The train speed v is generally determined with a transmitter 9 already present in the train. Outputs A1, A2 and A3 of sensor package 1 and thus the outputs of measured value transmitters 6, 7 and 8 are connected to adequate inputs E1, E2 and E3 of observer unit 2.
An input E4 of the observer unit 2 is connected to an output A1 of the sensor 9, the output A1 being present at an input E2 of the observer unit 3 and an input E2 of the tilt angle generation unit 4.
An output A1 of the observer unit 2 is connected to an input E1 of the observer unit 3. An output A1 of the observer unit 3 is present at an input E1 of the tilt angle generation unit 4. An output A1 of this inclination angle generation unit 4 is connected to the control system 5.

2 shows the internal structure of the observer unit 2. There is a simulation of the inverse gyro system marked with 10, with 11 a comparator, the input side at output A1 and on the output side at input E2 of the simulated inverse gyro system 10 is present. Another input E2 of comparator 11 is located at output A1 Measured value evaluation 12 on, the input E1 of the observer unit 2 is connected to the input E1 of the simulated inverse gyro system 10 connected. The output A1 of the simulated inverse gyro system 10 is output A1 from the observer unit 2.

Inputs E1, E2 and E3 of the measured value evaluation 12 are via the adequate inputs E3, E2 and E4 of the observer unit 2 are connected to the sensors 7, 8 and 9.

3 shows the internal structure of the observer unit 3. At entrance E2 the Observer unit 3 is a train speed integrator 13, which is the train speed v calculates the current route. Downstream of the train speed integrator 13 is a mission monitor 14, the other input E2 with an output A1 a knowledge base 15 is connected. Mission monitoring 14 is on the output side an input E1 of the knowledge base 15 and an input E1 of a correction unit 16 connected. At the input E3 of the mission monitoring 14 is the input E1 of the Observer unit 3, this input E1 also having an input E2 Comparator 17 is connected. An output A1 of the comparator 17 has an input E2 of the correction unit 16 connected, another input E1 of the comparator 17 with an output A1 of the correction unit 16, this output A1 also as output A1 the observer device 3 functions.

The procedure is as follows:

The transmitter 9 determines the train speed v in a conventional manner. and gives this value as an output signal representing the train speed v the input E4 of the observer unit 2. The measuring transducers 6 and 7 measure the Roll axis and the vehicle axis respectively occurring angular velocity ωR and ωG, which as corresponding output signals at the inputs E2 and E1 of the observer unit 2 concerns. The sensor E8 receives the input E3 of the observer unit 2 a signal representing the lateral acceleration aq at the rail level.

If a rail vehicle travels on a straight line without cornering, then over the transducer 9 measured the train speed v. The sensor 6 and the Transmitters 8 emit only small signals because only a minimal cross slope of the real car body. The observer unit 2 does not activate the control system 5, because the track elevation does not exceed a set minimum value.

When entering a track curve, the rail vehicle hits one Elevation curve, which is represented by a real track elevation angle Φg, not shown is characterized. This is because of the onset of the cross slope of the real Car body a rotation of the chassis about its roll axis, so that one around Angular velocity ωR occurring on the roll axis is measured by the sensor 6.

The measured roll angular velocity ωR is, due to the technical data of the Sensor 6, imprecise. In order to eliminate this inaccuracy, the simulated inverse gyro system 10 of the observer unit 2 an angular velocity ωs estimated. For this purpose, the measured roll angular velocity ωR is applied to input E1 of the simulated system 10 switched. In this system 10, technical data of the Sensor 6 considered as an inverse model, so that construction-related defects be eliminated. For example, the one specified in the technical data sheets The offset of the transmitter 6 is taken into account in such a way that in the simulated model of the system 10 this offset is built in as an inverse value and the one determined on the output side Angular velocity ωs as the estimated angular velocity ωs of the real roll angular velocity ωR approximately corresponds. In addition, the dynamic links of the top, e.g. delaying links by their inverse elements, e.g. leading Links, are compensated in the inverse simulation model of the gyro system 10. The Estimation of the real roll angular velocity ωR is made by the inverse compensation more accurate. This determined / estimated angular velocity ωs becomes known Generated an observed (estimated) track cant angle Φgb. To this observed track elevation angle Φgb from the angular velocity ωs integrated. Due to this integration, the determined value of the observed Track cant angle Φgb is subject to drift and thus the inaccuracy of the value increases with time. However, in order to determine the real cant angle Φg, the signals present at the inputs E2, E3 and E4 of the observer unit 2 used. From the train speed v, the yaw rate ωG of the bogie, lateral acceleration aq at rail level and gravitational acceleration g is given in the measured value evaluation 12 calculates a track elevation angle Φgs. For this, the Centrifugal force, which arises as a disturbance variable during lateral acceleration, from the signal aq of the transducer 8 using the yaw rate ωG and the train speed v calculated in a known manner. The one from the measured signals The calculated cant angle Φgs is identical in value to the real cant angle Φg, but has high interference signals. Therefore, the drifty observed cant angle Φgb and the measured (calculated) interference-prone Track elevation angle Φgs compared using the comparator 11. One of them resulting difference ΔΦg is made up of the observed drift-prone cant angle Φgb minus the noisy track elevation angle Φgs together and forms a difference ΔΦg to be adjusted (to be suppressed). This difference ΔΦg, consisting of the gyro drift and disturbances of the measurement signal of the transmitter 8 in the control loop, which results from the feedback from the comparator 11 to the simulated system 10 arises, filtered and regulated to zero. The timing results from the Feedback factor K of the control loop closed by forming the difference. By Presetting the feedback factor K becomes the dynamics of the control loop (Observer poles) selected very small, preferably 0.1 Hz. The short-term disturbances of the Measurement signals of the transmitter 8 in the difference ΔΦg are thereby strongly filtered and are only very reduced in an observed real cant angle Φb. At the Output A1 of the simulated gyro system 10 and thus simultaneously at the output A1 of the Observer unit 2 is a real representative of the real cant angle Φg observed track elevation angle Φb, which is based on the value of the drift observed track cant angle Φgb and the interference-prone measured track cant angle Φgs as well as the difference Δ nochg to be readjusted (to be suppressed) results.

To increase the dynamics of the aforementioned determination of a track cant angle Φb a further observer unit 3 can be integrated into the system. For this purpose, in the Knowledge base 15 already known information such as track geometry, position more active and passive track marks (e.g. code transmitter, magnets) as well as track features, e.g. Stops, specified and saved.

Mission monitoring 14 determines the current position of the train. For this purpose, it receives the current route data from the knowledge base 15, which are determined from the integrated train speed v. The current route data, for example a track elevation stored in the knowledge base 15, are compared with the observed track elevation angle Φb in the mission monitoring 14 and when the route is detected, the observer unit 3 switches into the system, ie the observer unit 3 becomes active and increases the dynamics of the control signal for the track-dependent inclination. Already with the route detection by the mission monitoring 14, a pre-setting of the inclination on the control system 5 can be realized by a previously stored track elevation angle Φgw. The difference signal ΔΦs required for precise adjustment (readjustment) between the track elevation known from the knowledge base 15, the track elevation angle wgw known therefrom and the real track elevation angle beobb observed in the observer unit 2 is provided by the comparator 17. This difference signal ΔΦs is made similar by a delayed feedback K the observer unit 2, regulated to zero. The filtering of the observed track elevation angle Φb, which results from the feedback of the difference signal Δ alsos, additionally dampens interference signals.
If the observer unit 3 is not active, this track elevation angle Φb is present at the output A1 of the observer unit 3 at the same time. If the observer unit 3 is activated, the observed track elevation angle Φb is determined, as already described, by the additional inclusion of route data.
In the tilting angle generation unit 4 following the observer unit 3, a tilting angle Φ _N with respect to the chassis is calculated from the observed track elevation angle Φb, the train speed v, the angular velocity ωG (yaw rate) and the acceleration due to gravity g and is used as a setpoint or control and switching signal Φ _N for the Car body tilt system given to the control system 5. The control system is only activated when a threshold value is exceeded. The calculation or generation of the tilt angle Φ _N is carried out in a known manner.

LIST OF REFERENCE NUMBERS

1

sensor package

2

observer unit

3

observer unit

4

Neigewinkelgeneriereinheit

5

parking system

6

transmitter

7

transmitter

8th

transmitter

9

transmitter

10

Simulated inverse gyro system

11

comparator

12

data evaluation

13

Zuggeschwindigkeitsintegrator

14

mission control

15

knowledge base

16

correction unit

17

comparator

.omega.R

Roll angular velocity

ωG

yaw rate

ωs

estimated angular velocity

Φg

real track cant angle

Φgb

observed (estimated) cant angle

Φgs

measured cant angle

.phi.b

observed real cant angle

Φgw

stored cant angle

Claims (10)

1. Method for generating a sensor signal containing information on a track superelevation, using measuring signals for a train speed (v), for an angular speed (ωR) of a bogie about the roll axis, for a yaw angular speed (ωG) of the bogie about the longitudinal axis of the vehicle and for a transverse acceleration (aq), characterised in that in a first observer unit (2)

   an estimated track superelevation angle (Φgb) is estimated from the measured angular speed (ωR),

   this estimated track superelevation angle (Φgb) is compared with a track superelevation angle (Φgs) determined from the transverse acceleration (aq), the yaw angular speed (ωG) and the train speed (v), wherein

   a difference (ΔΦg) occurring here is looped back and filtered in the process and

   an observed track superelevation angle (Φb) resulting therefrom represents the real track superelevation angle (Φg) which is drift-compensated and low in noise.
2. Method according to claim 1, characterised in that to form the observed track superelevation angle (Φb) a simulated gyratory system (10) as inverse model of a pick-up (6) is supplied on-line with measuring signals of the angular speed (ωR).
3. Method according to claim 2, characterised in that measuring inaccuracies of the pick-up (6) measuring the angular speed (ωR) for determining the observed track superelevation angle (Φb) are eliminated by incorporating its sensor components in the simulated inverse gyratory system (10).
4. Method according to any of claims 1 to 3, characterised in that a further observer unit (3) is included in the method, in which already known section information which can be called up is stored.
5. Method according to claim 4, characterised in that mission monitoring (14) determines the instantaneous position of the train with the aid of a train speed integrator (13), compares the observed track superelevation angle (Φb) with a known track superelevation angle (Φgw) stored in a knowledge base (15) and switches the further observer unit (3) into the system upon section recognition.
6. Method according to claim 5, characterised in that a difference (ΔΦs) formed during comparison of the observed track superelevation angle (Φb) and the known track superelevation angle (Φgw) is used to readjust the observed track superelevation angle (Φb) representing the real track superelevation angle (Φg).
7. Device for generating a sensor signal containing information on a track superelevation, with a pick-up (9) for determining a vehicle speed (v), a pick-up (6) for determining an angular speed (ωR) of the bogie in the roll axis, a further pick-up (7) for measuring a yaw angular speed (ωG) and a pick-up (8) for determining a transverse acceleration (aq), characterised in that

   at least one observer unit (2) is incorporated between the pick-ups (6, 7) and the train's own control system (5), wherein

   the first observer unit (2) consists of a simulated inverse gyratory system (10) as a model of the pick-up (6), a comparator (10) and a measured value evaluation (12) in which

   a first input (E1) of the inverse gyratory system (10) is connected to a first output (A1) of the pick-up (6) for supplying on-line measuring signals of the angular speed (ωR),

   a second input (E2) of the inverse gyratory system (10) is connected to a first output (A1) of the comparator (11) and a first output (A1) of the inverse gyratory system (10) is connected to a first input (E1) of the comparator (11), wherein

   a second input (E2) of the comparator (11) is connected to a first output (A1) of the measured value evaluation (12) and the measured value evaluation (12) is connected at the input side to the further pick-ups (7, 8, 9), whereby

   an estimated track superelevation angle (Φgb) at the output (A1) of the inverse gyratory system (10) is guided as a yet to be readjusted difference (ΔΦg) to the input (E1) of the inverse gyratory system (10) after comparison with a track superelevation (Φbs) calculated in the measured value evaluation (12) and

   after correcting the difference (ΔΦg) there is an observed track superelevation angle (Φb) representing the real track superelevation angle (Φg) at the output (A1) of the first observer unit (2).
8. Device according to claim 7, characterised in that a further observer unit (3) is connected downstream of the first observer unit (2).
9. Device according to claim 8, characterised in that the further observer unit (3) consists of a train speed integrator (13), a mission monitoring (14), a knowledge base (15), a correcting unit (16) and a comparator (17), wherein

   a first input (E1) of the further observer unit (3) is guided to a third input (E3) of the mission monitoring (14) and to a second input (E2) of the comparator (17) to supply the observed track superelevation angle (Φb) from the first observer unit (2),

   a first output of the train speed integrator (13) is guided to a first input (E1) of the mission monitoring (14), a second input (E2) of the mission monitoring (14) is guided with a first output (A1) of the knowledge base (15) and a first output (A1) of the mission monitoring (14) is guided to a first input (E1) of the knowledge base (15), whereby

   the mission monitoring (14) can determine the instantaneous position of the train from the data in the train speed integrator (13) and a track superelevation angle (Φgw) stored in the knowledge base (15), which angle is then compared with the observed track superelevation angle (Φb) for the purpose of section recognition, and

   the first output (A1) of the mission monitoring (14) is additionally guided to a first input (E1) of the correcting unit (16) and the first output (A1) thereof guided to a first input (E1) of the comparator (17) and the output (A1) thereof guided to a second input (E2) of the correcting unit (16), wherein when the further observer unit. (3) is switched on

   a difference (ΔΦs) formed in the comparator (17) upon comparison of the observed track superelevation angle (Φb) and the stored track superelevation angle (Φgw) is returned to the second input (E2) of the correcting unit (16) and is then used to readjust the observed track superelevation angle (Φb) representing the real track superelevation angle (Φg).
10. Method according to any of claims 1 to 6, characterised in that an angle of inclination (Φ_N) is calculated from the observed track superelevation angle (Φb) in the train's own angle of inclination generating unit (4) and is provided as control and switching signal for a superstructure inclination system on a control system (5) of the superstructure inclination system.

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