EP0860341B1 - Method and device for operationd and/or control of systems for tilting of vehicle bodies - Google Patents
Method and device for operationd and/or control of systems for tilting of vehicle bodies Download PDFInfo
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- EP0860341B1 EP0860341B1 EP97122497A EP97122497A EP0860341B1 EP 0860341 B1 EP0860341 B1 EP 0860341B1 EP 97122497 A EP97122497 A EP 97122497A EP 97122497 A EP97122497 A EP 97122497A EP 0860341 B1 EP0860341 B1 EP 0860341B1
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- European Patent Office
- Prior art keywords
- tilt
- tilting
- car body
- simulated
- tilting system
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
Definitions
- the invention relates to a method and a device for control and / or Regulation of a car body tilt system for a rail vehicle according to Preambles of claims 1 and 11.
- a combination of regulation and control system is described in WO 96/02027 described.
- the control system shown therein uses the angle of inclination Car body as a relevant parameter for the effective lateral acceleration.
- a pilot control device is used to compare a target / actual comparison Presetting of the car body inclination made. The one to increase dynamics
- the proposed pilot control relieves the control loop, but is not based on the tilt system / Tilt device adjusted yourself. An unwanted jump in the default Overriding / controlling the car body inclination can follow.
- inclination values are determined that implement regulation or control.
- the invention is based on the object of specifying a method for adjusting the inclination of a rail vehicle, in which comfort and / or safety in driving operation is produced in the best possible way. Another object is to provide an apparatus for performing the method.
- the solution according to the invention takes up the idea of taking limit values with regard to comfort into account, which are equivalent to a comfort scale of a track elevation in accordance with CEN / TC 256 (European railways Committee for Standardization) as inclination setpoints for controlling or regulating a car body as a relevant variable according to Specify system limits and only allow a subsequent regulation within a positioning system of the car body to run within these limits. If at least one limit value for comfort and / or parameters describing the system would be exceeded, these tilt setpoints will be adjusted taking this at least one limit value into account and converted into adjusted tilt setpoints that are used to adjust a car body tilt system.
- the tilting setpoints are adjusted according to the invention with the aid of a tilting setpoint adjuster upstream of the tilting system.
- a signal that can be used to determine the limit values, taking into account a track elevation, can currently be generated from signals from the gyroscope and accelerometer. Such a method for generating an actuating signal from a sensor package is disclosed in DE 1970175.
- the tilt setpoints are made up of a sensor package, of route response bars, one GPS receiver, determined from data stored in tabular form or similar specifications.
- the movement behavior i.e. the tilt system states of the by its parameters like Mass moment of inertia etc. as well as the operating behavior of the control system such as spring and Due to this initially theoretical inclination setpoint, cylinder travel becomes one Research simulates.
- tilt system states obtained from the simulation are then when at their Realization of limit values for comfort and / or parameters describing the system, such as for example, maximum spring or cylinder travel would be exceeded by maximum permissible tilt system states taking these limit values into account.
- the permissible tilt system states are then turned up by an inverse simulation calculated back a permissible, adjusted tilt setpoint. This is done by a inverse image of the simulated tilt system in the computer.
- the adjustment of the tilt setpoints only becomes active if a predefined one Limitation is addressed in the online simulated model of the tilt system.
- the tilt setpoints determined in this way can be directly related to the body tilt or indirectly, i.e. from a control and / or regulation system.
- the influencing factors of the dissatisfaction factor are acceleration and jerk in Car body and rolling speed of the car body. Depending on the application can be used to control and / or regulate the respective tilting system one of these influencing factors can be placed. In the sleeping car e.g. the jerk, im Dining car the roll speed can be set particularly low.
- Another advantage of adjusting the setpoint is the reduction in wear and tear on the tilt system. The reliability of the tilt system is also increased.
- the signals of the car body tilt angle once determined apply to everyone with a time delay following car bodies.
- a real car body tilt system consisting of a car body 2, a bogie 3 with actuating system 4 and a car body suspension 5 is shown.
- a sensor package 6, which is arranged on the bogie 3 in the case of a control system or on the car body suspension 5 of the car body 2 in the case of control (not shown), generates tilt setpoints for the real car body tilting system 1, for example a tilt angle setpoint ⁇ should , a tilting speed setpoint ⁇ gset and one Tilt acceleration setpoint ⁇ bset .
- the tilting speed setpoint ⁇ g setpoint and the tilting acceleration setpoint ⁇ bsetpoint have functions that support the method.
- tilt setpoints arrive at an online simulated model of a shown in FIG Tilt system 7, the output of which has an input E1 of a tilt condition limiter 8 is connected to the tilt condition limiter 8, the input 2 of which is connected to a Tolerance specification unit 9 is connected and to a tilt condition limiter 8 downstream inverted simulated tilting system 10, in order to then be adapted Tilt setpoints for adjusting the car body 2 to be provided. This can be done directly or indirectly via a subsequent control and / or Regulatory system.
- the simulated tilt system 7 is the Tilt state limiter 8 and the inverse simulated tilt system 10 are combined.
- the simulated tilt system 7 simulates the real vehicle body tilt system 1 and exists from a simulated control system controller 12 and a likewise simulated car body and car body suspension 13 and with simulated positioning system 14 (Fig. 3).
- the inverse simulated tilt system 10 is the inverse image with several inverse Components of the simulated tilt system 7.
- the number of inverse components results from the tilt system states to be limited to adapt the Tilt setpoints.
- Adjusting the tilt setpoints causes the real body tilt system 1 is not driven into impermissible states (tilt system states), and thus the already influencing factors of the dissatisfaction factor mentioned are taken into account.
- Neigesollwertanpasser 11 reach the desired tilt values generated should ⁇ , for example, from the sensor pack 6 as signals to the simulated tilting system 7.
- should ⁇ example, from the inclination angle devoted simulated tilting system states are, for example, the acceleration of the control system, the kinematic deflection, the spring deformation Tilt acceleration.
- the simulated actuator system controller 12 performs a desired / actual comparison of the adjusted tilting angle should ⁇ and a simulated current tilt angle ⁇ is off.
- the signal resulting from the controller 12 reaches the simulated control system 14 and simultaneously sets the tilt system states.
- These tilting system states generated by the simulated positioning system 14 are approximately identical to the tilting system states of the real vehicle body tilting system 1.
- maximum permissible tilting system states are present at the tilting state limiter 8, which are stored in the tolerance specification unit 9 and reflect system-describing parameters and comfort values.
- tilt system states generated in the simulated tilt system 7 smaller than the max. permissible tilt system states from the tolerance specification unit 9, these generated signals pass through the tilt state limiter 8 without being processed. There is only a comparison to determine the admissibility.
- the unlimited signals at the output of the tilting state limiter 8 are then transformed back by the tilting system 10, which works inversely compared to the simulated tilting system 7, so that, for example, the original tilting angle ⁇ should be present in the same size / value as the tilting angle ⁇ ' should be the output signal of a simulated inverted tilting system 10 .
- This tilt angle ⁇ ' is intended is then forwarded to the adjustment of the real car body tilt system 1 so that by means of inclination angle ⁇ ' should takes place of the real car body tilt system 1 a real adjustment.
- the inclination state limiter 8 becomes active, only a maximum inclination system state having to be exceeded for activation.
- the exceeded signals generated in the simulated tilt system 7 by the tilt state limiter 8 The limitation takes place for each tilt system state, so that a combination of the generated non-limited tilt system states of the simulated tilt system 7 and the limited, maximum permissible tilt system states from the tolerance specification unit 9 am Output of the tilt condition limiter 8 is present.
- These limited tilting system states reach the inverse simulated tilting system 10.
- this tilting system states are 'intended to ⁇ ' in adapted desired tilt values ⁇ Gsoll and ⁇ 'Bsoll transformed back and result in upper or lower boundary or adjustment lines for the desired tilt values ⁇ ' should ⁇ ' gsoll , and ⁇ ' bsoll .
- 3 tilting system states limited, resulting 3 fit lines of the desired tilt values ⁇ 'should ⁇ ' Gsoll, ⁇ 'Bsoll due to the fact that, for each limited tilting system state, an inverse simulation performed and the respective fit line is calculated.
- the resulting tilt setpoints which are determined by moving the adjustment lines, must not exceed a limit line, so that no unwanted tilt system state arises / or. entry.
- a permissible spring adjustment of maximum 5 cm by means of an adapted tilt angle ⁇ ' should be increased to 6 cm because the tilt setpoints ⁇ should , ⁇ gsoll , and ⁇ bshould not adhere to the tolerance range of the tilting system state "permissible spring adjustment" and the resulting reference line, and, for example, only the adjustment line of the "kinematic deflection" would be optimally extended, the resulting spring adjustment would result in an increase in the dissatisfaction factor in addition to a possible destruction of the spring.
- the so-adapted tilt values ⁇ 'should ⁇ ' g should and. ⁇ ' b should be used to adjust the real positioning system 4 of the real body tilt system 1.
- the tilt setpoints ⁇ ' should , ⁇ ' g should and. ⁇ ' b should be placed in a ring buffer, not shown, for example.
- the tilt setpoints are taken from the ring memory depending on the location and type of car body and fed to the respective control systems 4 of the car bodies 2 as a control and / or regulation variable.
- FIG. 4 A matched tilt angle ⁇ 'is intended to ⁇ compared to the generated tilt angle of the sensor package 6 is shown in FIG. 4.
- the forces acting on the sensor package 6 and measured there disturbances are limited so that the disturbance no longer with the subsequent real car body tilt system 1 real setting system 4 and real car body 2 can act.
- the real actuating system 4 is no longer burdened by disturbance variables, and wear is reduced.
- the tilt setpoints are continuously limited so that the predetermined maximum states are not exceeded.
- the continuity results from the simulation of all tilt system states.
- the adjusted tilt setpoints are sufficient to adjust the real car body in such a way that a track camber adjustment when a track camber angle ⁇ 0 occurs is quickly ensured by avoiding delayed filtering and a loss of driving comfort is avoided.
- this tilt condition is also simulated Tilt system 7 limits, so that the tilt system states in the real car body tilt system 1 and in the simulated tilt system 7 are approximately identical.
- the maximum permissible tilt system states are in the form of the tolerance specification unit 9 of data deposited.
- the simulated tilt system 7 is shown as a physical model.
- a current mathematical calculation is carried out for the sampling points (for example by an integral function).
- the calculated tilt system states are not stored as data. They are currently being determined and evaluated.
- reverse Tilt system 10 also does a current mathematical calculation, however inverse to the tilt system 7. (For a mathematical integral function that would be inverse calculation a differential function.)
- the tolerance specification unit 9 is also a direct component of the Tilt setpoint adjuster 11 and how it can be integrated in the associated computer.
- the maximum incline system states can be stored in tables that also take the track structure into account. These path-dependent maximum inclination system states are assigned to a route coding and can be used for control or regulation when driving through this coded route. The method and the device for tilt control / regulation can thus be used by constant maximum values of the tilt system states even when there is no data or only for certain areas.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Steuerung und/oder
Regelung eines Wagenkasten-Neigesystems bei einem Schienenfahrzeug nach den
Oberbegriffen der Patentansprüche 1 und 11.The invention relates to a method and a device for control and / or
Regulation of a car body tilt system for a rail vehicle according to
Preambles of
Bei steigendem Mobilitätsbedürfnis kann der schienengebundene Personenverkehr nur dann eine bedeutende Rolle einnehmen, wenn neben der Transporterhöhung auch eine deutliche Verkürzung der Reisezeit eintritt. Dies bedeutet eine Steigerung der Geschwindigkeit dieser Fahrzeuge. Für das Fahren mit höheren Geschwindigkeiten sind die Strecken insbesondere in Kurvendurchfahrten nicht ausgelegt. Eine Erhöhung der Geschwindigkeit beim Durchfahren von Kurven bewirkt daher eine Erhöhung der Querbeschleunigung im Wagen, was wiederum eine Belastung der Personen mit sich bringt.When mobility needs increase, rail-bound passenger transport can only do so play an important role if, in addition to the increase in transport, a significant one Shortening the travel time occurs. This means an increase in the speed of this Vehicles. The routes are special for driving at higher speeds not designed for cornering. An increase in speed at Driving through bends therefore increases the lateral acceleration in the car, which in turn puts a burden on people.
Um diesen störenden Querbeschleunigungen entgegenzuwirken, gibt es vielfältige Verfahren und Vorrichtungen, die auf das Fahrzeug selbst oder Teile davon aktiv oder passiv einwirken. Bei einer aktiven Einwirkung wird die Neigung des Wagenkastens eines Fahrzeuges während der Kurvenfahrt eingestellt oder verändert, d.h., gegenüber der Richtung der Schwerkraft bzw. gegenüber der als horizontal verlaufenden Erdoberfläche. Bei einer passiven Einwirkung erfolgt die Neigung des Wagenkastens durch Ausnutzung der Pendelung des Wagenkastens.There are various methods to counteract these disruptive lateral accelerations and devices that are active or passive on the vehicle itself or parts thereof act. With an active action, the inclination of the car body becomes one Vehicle is set or changed during cornering, i.e. compared to Direction of gravity or against the horizontal surface of the earth. In the case of a passive action, the body is inclined by using it the oscillation of the car body.
Ein aktives Verfahren und eine zugehörige Vorrichtung zur Regelung der Neigung eines Fahrzeug-Wagenkastens beschreibt die DE 44 16 586 A1. Dabei werden alle Bewegungsgrößen eines schienengebundenen Fahrzeuges erfaßt und für die Neigungsregelung, d.h. die Drehung des Wagenkastens um seine Längs- oder Rollachse berücksichtigt. Die Messung der Bewegungsgrößen erfolgt dort am Wagenkasten wo diese Größen kompensiert und geregelt werden sollen.An active method and an associated device for controlling the inclination of a Vehicle body is described in DE 44 16 586 A1. In doing so, everyone Movement quantities of a rail-bound vehicle recorded and for the Tilt control, i.e. the rotation of the car body about its longitudinal or rolling axis considered. The movement quantities are measured on the car body where they are Sizes to be compensated and regulated.
Aus der DE 27 05 221 A1 ist eine Anordnung zur Steuerung einer Neigungsvorrichtung bekannt. Hierbei werden zusätzlich die Gierwinkelgeschwindigkeit und die Fahrgeschwindigkeit gemessen, in einen Wert für einen Querbeschleunigungsanteil umgewandelt und als Steuersignal an eine Neigungsvorrichtung übertragen. Wegen der Nichtberücksichtigung der im System vorhandenen weiteren Bezugsgrößen wie z.B. Wagenkastenmasse kann es hierbei zu einer Übersteuerung der Neigungsvorrichtung kommen,DE 27 05 221 A1 describes an arrangement for controlling an inclination device known. In addition, the yaw rate and the Driving speed measured, in a value for a lateral acceleration component converted and transmitted as a control signal to a tilt device. Because of the Not taking into account the other reference values available in the system, e.g. Car body mass can overdrive the inclination device come,
Eine Kombination von Regelungs- und Steuerungssystem wird in der WO 96/02027 beschrieben. Das darin aufgezeigte Regelungssystem nützt den Neigungswinkel des Wagenkastens als relevante Größe für die wirksame Querbeschleunigung. Der Neigungswinkel für die Wagenkastenneigung wird dabei aus der Zentrifugalbeschleunigung in der Horizontalebene gebildet. Über eine Vorsteuereinrichtung wird über Soll/Ist Vergleich eine Voreinstellung der Wagenkastenneigung vorgenommen. Die zur Dynamikerhöhung vorgeschlagene Vorsteuerung entlastet den Regelkreis, ist aber nicht auf das Neigesystem/ Neigungsvorrichtung selbst abgestimmt. Einem ungewollten Sprung bei der Voreinstellung kann eine Überregelung/-steuerung der Wagenkastenneigung folgen.A combination of regulation and control system is described in WO 96/02027 described. The control system shown therein uses the angle of inclination Car body as a relevant parameter for the effective lateral acceleration. The angle of inclination for the car body inclination, the centrifugal acceleration in the Horizontal plane formed. A pilot control device is used to compare a target / actual comparison Presetting of the car body inclination made. The one to increase dynamics The proposed pilot control relieves the control loop, but is not based on the tilt system / Tilt device adjusted yourself. An unwanted jump in the default Overriding / controlling the car body inclination can follow.
Bei allen vorliegenden Lösungen werden Neigungswerte ermittelt, die eine Regelung oder
Steuerung realisieren.
Der Erfindung liegt die Aufgabe zugrunde ein Verfahren zur Neigungsverstellung eines
Schienenfahrzeuges anzugeben, bei dem ein Komfort und/oder die Sicherheit im Fahrbetrieb
bestmöglich hergestellt wird. Eine weitere Aufgabe besteht darin, eine Vorrichtung zur
Durchführung des Verfahrens anzugeben.In all of the present solutions, inclination values are determined that implement regulation or control.
The invention is based on the object of specifying a method for adjusting the inclination of a rail vehicle, in which comfort and / or safety in driving operation is produced in the best possible way. Another object is to provide an apparatus for performing the method.
Diese Aufgaben werden durch die im Patentanspruch 1 und im Patentanspruch 11
enthaltenen Merkmale gelöst. These tasks are achieved by the in claim 1 and in
Die erfindungsgemäße Lösung greift dabei die Idee auf, Grenzwerte hinsichtlich Komfort zu
berücksichtigen, die in äquivalenter Weise einen Komfortmaßstab einer Gleisüberhöhung
gemäß CEN/TC 256 (Eisebahnwesen-EU-Komitee für Normung) als Neigesollwerte zur
Steuerung oder Regelung eines Wagenkastens als relevante Größe nach den Systemgrenzen
vorgeben und eine nachfolgende Regelung innerhalb eines Stellsystems des Wagenkastens
nur in diesen Grenzen ablaufen zu lassen. Diese Neigesollwerte werden dann, wenn
zumindest ein Grenzwert für Komfort und/oder das System beschreibende Parameter
überschritten würde, unter Berücksichtigung dieses zumindest einen Grenzwertes angepaßt
und in angepaßte Neigesollwerte überführt werden, die zur Verstellung eines Wagenkasten-Neigesystems
genutzt werden.
Um ein Neigesystem, bestehend aus einem Stellsystem, einem Wagenkasten und einer
Wagenfederung nicht in unzulässige Zustände zu fahren, erfolgt eine Anpassung der
Neigesollwerte erfindungsgemäß mit Hilfe eines vor das Neigesystem vorgeschalteten
Neigesollwertanpassers. Ein nutzbares Signal zur Bestimmung der Grenzwerte unter
Berücksichtigung einer Gleisüberhöhung läßt sich derzeit aus Signalen von Kreisel und
Beschleunigungsaufnehmer erzeugen. In der DE 1970175 wird ein solches Verfahren zur
Generierung eines Stellsignals aus einem Sensorpaket offenbart.The solution according to the invention takes up the idea of taking limit values with regard to comfort into account, which are equivalent to a comfort scale of a track elevation in accordance with CEN / TC 256 (European Railways Committee for Standardization) as inclination setpoints for controlling or regulating a car body as a relevant variable according to Specify system limits and only allow a subsequent regulation within a positioning system of the car body to run within these limits. If at least one limit value for comfort and / or parameters describing the system would be exceeded, these tilt setpoints will be adjusted taking this at least one limit value into account and converted into adjusted tilt setpoints that are used to adjust a car body tilt system.
In order not to drive a tilting system consisting of an adjusting system, a car body and a truck suspension into impermissible states, the tilting setpoints are adjusted according to the invention with the aid of a tilting setpoint adjuster upstream of the tilting system. A signal that can be used to determine the limit values, taking into account a track elevation, can currently be generated from signals from the gyroscope and accelerometer. Such a method for generating an actuating signal from a sensor package is disclosed in DE 1970175.
Vorteilhafte Ausführungen sind in den Unteransprüchen dargestellt.Advantageous designs are presented in the subclaims.
Die Neigesollwerte werden aus einem Sensorpaket, aus Strecken-Antwortbarken, einem GPS-Empfänger, aus in Tabellenform abgelegte Daten oder ähnlichen Vorgaben ermittelt.The tilt setpoints are made up of a sensor package, of route response bars, one GPS receiver, determined from data stored in tabular form or similar specifications.
Das Bewegungsverhalten, d.h. die Neigesystemzustände des durch seine Parameter wie Masseträgheitsmoment etc. sowie das Betriebsverhalten des Stellsystems wie Feder- und Zylinderwege wird dazu aufgrund dieses zunächst theoretischen Neigesollwertes in einem Recher simuliert.The movement behavior, i.e. the tilt system states of the by its parameters like Mass moment of inertia etc. as well as the operating behavior of the control system such as spring and Due to this initially theoretical inclination setpoint, cylinder travel becomes one Research simulates.
Die aus der Simulation erhaltenen Neigesystemzustände werden dann, wenn bei ihrer Realisierung Grenzwerte für Komfort und/oder das System beschreibende Parameter, wie beispielsweise maximale Feder- oder Zylinderwege, überschritten würden, durch maximal zulässige diese Grenzwerte berücksichtigende Neigesystemzustände ersetzt.The tilt system states obtained from the simulation are then when at their Realization of limit values for comfort and / or parameters describing the system, such as for example, maximum spring or cylinder travel would be exceeded by maximum permissible tilt system states taking these limit values into account.
Aus den zulässigen Neigesystemzuständen wird dann durch eine inverse Simulation auf einen zulässigen, angepaßten Neigesollwert zurückgerechnet. Dieses erfolgt durch ein inverses Abbild des simulierten Neigesystems im Rechner.The permissible tilt system states are then turned up by an inverse simulation calculated back a permissible, adjusted tilt setpoint. This is done by a inverse image of the simulated tilt system in the computer.
Die Anpassung der Neigesollwerte wird jedoch nur aktiv, wenn eine vorgegebene Begrenzung in dem online simulierten Modell des Neigesystems angesprochen wird. Das bedeutet, daß das erfindungsgemäße Verfahren die Neigesollwerte nur anpaßt (begrenzt), wenn ein Neigesystemzustand, beispielsweise die Stellbeschleunigung oder Einflußgrößen des Unzufriedenheitsfaktors, außerhalb des Bereiches zulässiger Neigesystemzustände liegt. Innerhalb dieser Toleranzbereiche erfolgt kein Eingriff in die Sollwertvorgabe für das Neigesystem. Die Dynamik und die Leistungsfähigkeit des Neigesystems werden daher voll ausgenutzt. Die so ermittelten Neigesollwerte können direkt zur Wagenkastenneigung oder indirekt, d.h., von einem Steuerungs- und /oder zur Regelungssystem, genutzt werden.However, the adjustment of the tilt setpoints only becomes active if a predefined one Limitation is addressed in the online simulated model of the tilt system. The means that the method according to the invention only adapts (limits) the tilt setpoints, if a tilt system state, for example the actuating acceleration or influencing variables of the dissatisfaction factor is outside the range of permissible tilt system states. Within these tolerance ranges there is no intervention in the setpoint specification for the Tilt system. The dynamics and performance of the tilt system are therefore full exploited. The tilt setpoints determined in this way can be directly related to the body tilt or indirectly, i.e. from a control and / or regulation system.
Die Einflußgrößen des Unzufriedenheitsfaktors sind Beschleunigung und Ruck im Wagenkasten und Rolldrehgeschwindigkeit des Wagenkastens. Je nach Anwendungsfall kann zur Steuerung und/oder Regelung des jeweiligen Neigesystems eine Gewichtung auf eine dieser Einflußgrößen gelegt werden. Im Schlafwagen kann z.B. der Ruck, im Speisewagen die Rolldrehgeschwindigkeit besonders klein gestellt werden.The influencing factors of the dissatisfaction factor are acceleration and jerk in Car body and rolling speed of the car body. Depending on the application can be used to control and / or regulate the respective tilting system one of these influencing factors can be placed. In the sleeping car e.g. the jerk, im Dining car the roll speed can be set particularly low.
Ein weiterer Vorteil der Sollwertanpassung ist die Reduzierung der Verschleißerscheinungen
des Neigesystems.
Auch wird die Ausfallsicherheit des Neigesystems erhöht.Another advantage of adjusting the setpoint is the reduction in wear and tear on the tilt system.
The reliability of the tilt system is also increased.
Die Signale des einmal ermittelten Wagenkastenneigewinkels gelten zeitverzögert für alle nachfolgenden Wagenkästen.The signals of the car body tilt angle once determined apply to everyone with a time delay following car bodies.
Die Erfindung wird nun im Folgenden anhand von einem Ausführungsbeispiel mit Zeichnung näher erläutert. The invention will now be described in the following using an exemplary embodiment Drawing explained in more detail.
Es zeigen:
- Fig. 1
- schematische Darstellung eines Wagenkastens
- Fig. 2
- ein Blockschaltbild zur Neigungssteuerung des Wagenkastens,
- Fig. 3
- ein Blockschaltbild eines simulierten Neigesystems,
- Fig. 4
- eine Darstellung eines gemessenen Wagenkastenneigungswinkels in Gegenüberstellung mit einem angepaßten Wagenkastenneigungswinkel
- Fig. 1
- schematic representation of a car body
- Fig. 2
- a block diagram for tilt control of the car body,
- Fig. 3
- a block diagram of a simulated tilt system,
- Fig. 4
- a representation of a measured car body tilt angle in comparison with an adapted car body tilt angle
In Fig. 1 ist ein reales Wagenkasten-Neigesystem 1, bestehend aus einem Wagenkasten 2,
einem Drehgestell 3 mit Stellsystem 4 und einer Wagenkastenfederung 5, dargestellt. Ein
Sensorpaket 6, das bei einer Steuerung am Drehgestell 3 oder bei Regelung (nicht
dargestellt) an der Wagenkastenfederung 5 des Wagenkastens 2 angeordnet ist, generiert
für das reale Wagenkasten-Neigesystem 1 Neigesollwerte, beispielsweise einen
Neigewinkelsollwert soll, einen Neigegeschwindigkeitssollwert gsoll und einen
Neigebeschleunigungssollwert bsoll. Dabei besitzen der Neigegegeschwindigkeitssoll-wert
g soll sowie der Neigebeschleunigungssollwert bsoll für das Verfahren unterstützende
Funktionen.In Fig. 1, a real car body tilt system 1, consisting of a
Diese Neigesollwerte gelangen an ein in Fig. 2 dargestelltes online simuliertes Modell eines
Neigesystems 7, dessen Ausgang mit einem Eingang E1 eines Neigezustandsbegrenzers
8 verbunden ist, an den Neigezustandsbegrenzer 8, dessen Eingang 2 mit einer
Toleranzvorgabeeinheit 9 verbunden ist und an ein dem Neigezustandsbegrenzer 8
nachgeschaltetes inverses simuliertes Neigesystem 10, um dann als angepaßte
Neigesollwerte zur Verstellung des Wagenkastens 2 zur Verfügung gestellt zu werden. Dies
kann direkt erfolgen oder indirekt über ein nachfolgendes Steuerungs- und/oder
Regelungssystem.These tilt setpoints arrive at an online simulated model of a shown in FIG
Tilt system 7, the output of which has an input E1 of a tilt condition limiter
8 is connected to the tilt condition limiter 8, the
Als Neigesollwertanpasser 11 sind dabei das simulierte Neigesystems 7, der
Neigezustandsbegrenzer 8 sowie das inverse simulierte Neigesystem 10 zusammengefaßt.
Das simulierte Neigsystem 7 simuliert das reale Wagenkasten-Neigesystem 1 und besteht
aus einem simulierten Stellsystemregler 12 und einem gleichfalls simulierten Wagenkasten
und Wagenkastenfederung 13 und mit simuliertem Stellsystem 14 (Fig. 3). As the
Das inverse simulierte Neigesystem 10 ist das inverse Abbild mit mehreren inversen
Komponenten des simulierten Neigesystems 7. Die Anzahl der inversen Komponenten
ergibt sich aus den zu begrenzenden Neigesystemzuständen zur Anpassung der
Neigesollwerte.The inverse
Die Anpassung der Neigesollwerte bewirkt, daß das reale Wagenkasten-Neigesystems 1 nicht in unzulässige Zustände (Neigesystemzustände) gefahren wird, und somit die bereits erwähnten Einflußgrößen des Unzufriedenheitsfaktors berücksichtigt werden.Adjusting the tilt setpoints causes the real body tilt system 1 is not driven into impermissible states (tilt system states), and thus the already influencing factors of the dissatisfaction factor mentioned are taken into account.
Das Verfahren läuft dabei wie folgt ab:The procedure is as follows:
Im Neigesollwertanpasser 11 gelangen die generierten Neigesollwerte soll, beispielsweise
aus dem Sensorpaketes 6 als Signale an das simulierte Neigesystem 7. Die sich
beispielsweise aus dem Neigungswinkel soll ergebenen simulierten Neigesystemzustände
sind dabei z.B. die Beschleunigung des Stellsystems, die kinematische Auslenkung, die
Federdeformation, die Neigebeschleunigung.In
Der simulierte Stellsystemregler 12 führt einen Soll/Ist- Vergleich zwischen dem
einzustellenden Neigewinkel soll und einem simulierten momentanen Neigewinkel ist aus.
Das aus dem Regler 12 resultierende Signal gelangt auf das simulierte Stellsystem 14 und
stellt simultan die Neigesystemzustände ein. Diese, durch das simulierte Stellsystem 14
erzeugten Neigesystemzustände sind näherungsweise identisch mit den
Neigesystemzuständen des realen Wagenkasten-Neigesystems 1. Am Neigungszustandsbegrenzer
8 liegen gleichfalls maximal zulässige Neigesystemzustände an, die in der
Toleranzvorgabeeinheit 9 abgelegt sind und systembeschreibende Parameter sowie
Komfortwerte widerspiegeln.The simulated
Sind die im simulierten Neigesystem 7 generierten Neigesystemzustände kleiner als die max.
zulässigen Neigesystemzustände aus der Toleranzvorgabeeinheit 9, so durchlaufen diese
generierten Signale den Neigezustandsbegrenzer 8 ohne bearbeitet zu werden. Es erfolgt
lediglich ein Vergleich zur Feststellung der Zulässigkeit. Die unbegrenzten Signale am
Ausgang des Neigezustandsbegrenzers 8 werden dann von dem, dem simulierten
Neigesystem 7 gegenüber invers arbeitenden Neigesystem 10 zurücktransformiert, so daß
z.B. der ursprüngliche Neigeswinkel soll in gleicher Größe/Wert als Neigewinkel 'soll als
Ausgangssignal eines simulierten inversen Neigesystems 10 anliegt. Dieser Neigewinkel
'soll wird danach zur Verstellung des realen Wagenkasten-Neigesystem 1 weitergeleitet, so
daß mittels Neigungswinkel 'soll eine reale Verstellung des realen Wagenkasten-Neigesystems
1 erfolgt.Are the tilt system states generated in the simulated tilt system 7 smaller than the max. permissible tilt system states from the tolerance specification unit 9, these generated signals pass through the tilt state limiter 8 without being processed. There is only a comparison to determine the admissibility. The unlimited signals at the output of the tilting state limiter 8 are then transformed back by the tilting
Wird jedoch beim Vergleich im Neigungszustandsbegrenzer 8 eine positive Differenz
ermittelt, d.h. sind die im Neigesystem 7 generierten Signale größer als die durch die
Toleranzvorgabeeinheit 9 vorgegebenen, wird der Neigezustandsbegrenzer 8 aktiv, wobei
zur Aktivierung nur ein maximaler Neigesystemzustand überschritten sein muß. Es erfolgt
eine Begrenzung der im simulierten Neigesystem 7 generierten überschrittenen Signale
durch den Neigezustandsbegrenzer 8. Die Begrenzung erfolgt dabei für jeden
Neigesystemzustand, so daß eine Kombination aus den generierten nichtbegrenzten
Neigesystemzuständen des simulierten Neigesystems 7 und den begrenzten, maximal
zulässigen Neigesystemzuständen aus der Toleranzvorgabeeinheit 9 am Ausgang des
Neigezustandsbegrenzers 8 anliegen. Diese begrenzten Neigesystemzustände gelangen auf
das inverse simulierte Neigesystem 10. Dort werden diese Neigesystemzustände in
angepaßte Neigesollwerte 'soll, 'gsoll, und 'bsoll zurücktransformiert und ergeben obere oder
untere Begrenzungs- bzw. Anpassungslinien für die Neigesollwerte 'soll, 'gsoll, und 'bsoll.
Werden beispielsweise 3 Neigesystemzustände begrenzt, so ergeben sich 3
Anpassungslinien der Neigesollwerte 'soll, 'gsoll, 'bsoll bedingt dadurch, daß für jeden
begrenzten Neigesystemzustand eine inverse Simulation durchgeführt und die jeweilige
Anpassungslinie errechnet wird. Die resultierenden Neigesollwerte, die durch Abfahren der
Anpassungslinien ermittelt werden, dürfen keine Begrenzungslinie überschreiten, damit kein
ungewollter Neigesystemzustand auf-/bzw. eintritt.If, however, a positive difference is determined in the inclination state limiter 8, that is to say the signals generated in the inclination system 7 are greater than those specified by the tolerance specification unit 9, the inclination state limiter 8 becomes active, only a maximum inclination system state having to be exceeded for activation. There is a limitation of the exceeded signals generated in the simulated tilt system 7 by the tilt state limiter 8. The limitation takes place for each tilt system state, so that a combination of the generated non-limited tilt system states of the simulated tilt system 7 and the limited, maximum permissible tilt system states from the tolerance specification unit 9 am Output of the tilt condition limiter 8 is present. These limited tilting system states reach the inverse
Würde beispielsweise eine zulässige Federverstellung von maximal 5 cm durch einen
angepaßten Neigewinkel 'soll auf 6 cm erhöht werden, weil die Neigesollwerte soll,
gsoll, und bsoll nicht den Toleranzbereich des Neigesystemzustandes "zulässige
Federverstellung" und die daraus resultierende Bezugslinie einhalten, und beispielsweise nur
die Anpassungslinie der "kinematischen Auslenkung" optimal ausgefahren werden würde,
hätte die daraus resultierende Federverstellung neben einer möglichen Zerstörung der Feder
die Erhöhung des Unzufriedenheitsfaktors zur Folge.
Die so angepaßten Neigesollwerte 'soll, 'g soll und. 'b soll werden zur Verstellung des
reale Stellsystem 4 des realen Wagenkasten-Neigesystems 1 verwendet.If, for example, a permissible spring adjustment of maximum 5 cm by means of an adapted tilt angle ' should be increased to 6 cm because the tilt setpoints should , gsoll , and bshould not adhere to the tolerance range of the tilting system state "permissible spring adjustment" and the resulting reference line, and, for example, only the adjustment line of the "kinematic deflection" would be optimally extended, the resulting spring adjustment would result in an increase in the dissatisfaction factor in addition to a possible destruction of the spring.
The so-adapted tilt values 'should ' g should and. ' b should be used to adjust the real positioning system 4 of the real body tilt system 1.
Die Neigesollwerte 'soll, 'g soll und. 'b soll werden dabei beispielsweise in einen nicht näher
dargestellten Ringspeicher gegeben. Entsprechend der Zuggeschwindigkeit v und den
Abständen der Fahrgestelle werden die Neigesollwerte ortsabhängig und
wagenkastentypabhängig aus dem Ringspeicher entnommen und als Steuerung- und/oder
Regelungsgröße den jeweiligen Stellsystemen 4 der Wagenkästen 2 zugeführt.The tilt setpoints ' should , ' g should and. ' b should be placed in a ring buffer, not shown, for example. Depending on the train speed v and the spacing of the chassis, the tilt setpoints are taken from the ring memory depending on the location and type of car body and fed to the respective control systems 4 of the
Einen angepaßten Neigewinkel 'soll im Vergleich zum generierten Neigewinkel soll aus
dem Sensorpaket 6 zeigt Fig. 4. Die auf das Sensorpaket 6 einwirkenden und dort
gemessenen Störgrößen werden begrenzt, so daß die Störgrößen nicht mehr auf das
nachfolgende reale Wagenkasten-Neigesystem 1 mit realem Stellsystem 4 und realem
Wagenkasten 2 wirken können. Dadurch wird das reale Stellsystem 4 nicht mehr durch
Störgrößen belastet, der Verschleiß wird reduziert.A matched tilt angle 'is intended to compared to the generated tilt angle of the
Durch die inverse Onlinesimulation des Wagenkasten-Neigesystems 1 durch den
Neigesollwertanpasser 11 werden die Neigesollwerte kontinuierlich begrenzt, so daß die
vorgegebenen maximalen Zustände nicht überschritten werden. Die Kontinuität ergibt sich
aus der Simulation aller Neigesystemzustände. Die angepaßten Neigesollwerte sind
ausreichend, den realen Wagenkasten derart zu verstellen, daß auch eine
Gleisüberhöhungsanpassung bei Auftreten eines Gleisüberhöhungswinkels 0 durch
Vermeidung von verzögernden Filterungen schnell gewährleistet und eine
Fahrkomforteinbuße vermieden wird.Through the inverse online simulation of the car body tilt system 1 by the
Wird ein Neigezustand begrenzt, so wird dieser Neigezustand auch im simulierten Neigesystem 7 begrenzt, so daß die Neigesystemzustände im realen Wagenkasten-Neigesystem 1 und im simulierten Neigesystem 7 näherungsweise identisch sind. If a tilt condition is limited, this tilt condition is also simulated Tilt system 7 limits, so that the tilt system states in the real car body tilt system 1 and in the simulated tilt system 7 are approximately identical.
Die maximal zulässigen Neigesystemzustände sind in der Toleranzvorgabeeinheit 9 in Form
von Daten hinterlegt. Das simulierte Neigesystem 7 ist als physikalisches Modell dargestellt.
Es erfolgt jeweils eine aktuelle mathematische Berechnung für die Abtastpunkte
(beispielsweise durch eine Integralfunktion). Die berechneten Neigesystemzustände sind
nicht als Daten hinterlegt. Sie werden aktuell ermittelt und ausgewertet. Im inversen
Neigesystem 10 erfolgt gleichfalls eine aktuelle mathematische Berechnung, jedoch
gegenüber dem Neigesystem 7 invers. (Bei einer mathematischen Integralfunktion wäre die
inverse Berechnung eine Differentialfunktion.)The maximum permissible tilt system states are in the form of the tolerance specification unit 9
of data deposited. The simulated tilt system 7 is shown as a physical model.
A current mathematical calculation is carried out for the sampling points
(for example by an integral function). The calculated tilt system states are
not stored as data. They are currently being determined and evaluated. In
Es versteht sich von selbst, daß die Toleranzvorgabeeinheit 9 auch direkter Bestandteil des
Neigesollwertanpassers 11 sein kann und wie dieser im zugeigenen Rechner integrierbar ist.It goes without saying that the tolerance specification unit 9 is also a direct component of the
Bei vorliegenden Streckendaten können die maximalen Neigesystemzustände in Tabellen
abgelegt werden, die auch den Gleisaufbau berücksichtigen. Diese wegabhängigen
maximalen Neigesystemzustände werden dabei einer Streckencodierung zugeordnet und
können beim Durchfahren dieser codierten Strecke zur Steuerung oder Regelung
herangezogen werden.
Das Verfahren und die Vorrichtung zur Neigesteuerung/-regelung können somit durch
konstante Maximalwerte der Neigesystemzustände selbst dann eingesetzt werden, wenn
keine oder nur für bestimmte Bereiche Daten vorliegen.With existing route data, the maximum incline system states can be stored in tables that also take the track structure into account. These path-dependent maximum inclination system states are assigned to a route coding and can be used for control or regulation when driving through this coded route.
The method and the device for tilt control / regulation can thus be used by constant maximum values of the tilt system states even when there is no data or only for certain areas.
Diese tabellarischen Daten werden häufig anstelle des Signales des Sensorpakes 6 genutzt
bzw. als Kontrolle des erzeugten Signals. Auch ist die Verwendung eines GPS-Systems mit
Empfänger oder die Nutzung von bekannten Antwortbarken zur aktuellen
Standortsbestimmung möglich, wobei auch hierbei auf im Rechner abgelegte Streckendaten
zurückgegriffen wird.These tabular data are often used instead of the signal from the
Um den nicht berücksichtigten Bewegungsgrößen wie z.B. Seitenwinden entgegenzuwirken
ist es möglich, eine zusätzliche Wankstabilisierung des Wagenkastens 2 vorzusehen. Mit
dieser zusätzlichen aktiven Regelung wird der Winkel zum Wagenkasten 2 und dem
Stellsystem 4 auf Null Grad geregelt. In order to ignore the movement variables, e.g. Counteract cross winds
it is possible to provide additional roll stabilization of the
- 11
- reales Wagenkasten-Neigesystemreal car body tilting system
- 22nd
- WagenkastenCar body
- 33rd
- Drehgestellbogie
- 44th
- StellsvstemStellsvstem
- 55
- WagenkastenfederungBody suspension
- 66
- SensorpaketSensor package
- 77
- simuliertes Neigesystemsimulated tilt system
- 88th
- NeigezustandsbegrenzerTilt condition limiter
- 99
- ToleranzvorgabeeinheitTolerance unit
- 1010th
- inverses simuliertes Neigesysteminverse simulated tilt system
- 1111
- NeigesollwertanpasserTilt setpoint adjuster
- 1212th
- simulierter Stellsystemreglersimulated control system controller
- 1313
- simulierter Wagenkasten mit Wagenkastenfederungsimulated car body with car body suspension
- 1414
- simuliertes Stellsystemsimulated control system
Claims (17)
- Method for open- and/or closed-loop control of car body tilting systems in a rail vehicle in which tilt values for adjusting the car body tilting system are ascertained, characterised in that the said tilt values are adapted as desired tilt values (desired tilt angle value desired, desired tilt speed value s desired, desired tilt acceleration value a desired), in the event that at least one limit value for comfort and/or parameters describing the system were exceeded, taking this one limit value at least into account, and converted into adapted desired tilt values ('desired, 'a desired, 's desired), which are used to adjust the car body tilting system (1).
- Method according to claim 1, characterised in that the desired tilt value (desired, a desired, s desired) as theoretical desired tilt values produce simulated tilting system states in a computer, which states are replaced by maximum permitted tilting system states, which are determined from the limit values for comfort and/or the parameters describing the system, and these replaced tilting system states are calculated back by inverse simulation of the system stored in the computer describing the car body tilting system (1) to a permitted, adapted desired tilt value ('desired, 'a desired, 's desired).
- Method according to claim 1, characterised in that the desired tilt values (desired, a desired, s desired) area ascertained from a sensor unit (6).
- Method according to claim 1, characterised in that the desired tilt values (desired, a desired, s desired) are ascertained from tabulated line data.
- Method according to any one or more of the aforesaid claims 1 to 4, characterised in that the desired tilt values (desired, a desired, s desired) are transformed by a simulated tilting system (7) into related simulated tilting system states, these simulated tilting system states are compared with the maximum permitted tilting system states, which are stored in a tolerance specifying unit (9), and in the event of values outside the range of permitted tilting system states these are limited, and these limited tilting system states are transformed back in a simulated tilting system (10) working inversely compared with the simulated tilting system (7) into adapted desired tilt values ('desired, 'a desired, 's desired).
- Method according to any one or more of the aforesaid claims 1 to 5, characterised in that the adapted desired tilt values ('desired, 'a desired, 's desired) ascertained are used for all subsequent car body tilting systems (1) the respective car body type being taken into consideration.
- Method according to any one or more of the aforesaid claims 1 to 6, characterised in that roll stabilisation is used in addition.
- Method according to any one or more of the aforesaid claims 1 to 7, characterised in that influencing variables of a dissatisfaction factor are included in the tilting system states.
- Method according to any one or more of the aforesaid claims 1 to 8, characterised in that in addition to or instead of the maximum permitted tilting system states, way-dependent maximum tilting system states are also used, which are stored in a line coding system.
- Method according to any one or more of the aforesaid claims 1 to 9, characterised in that the desired tilt values contain desired values for a tilt angle (desired), tilt acceleration (a desired) or tilt speed (s desired).
- Device for open- and/or closed-loop control of car body tilting systems of a rail vehicle with a servo-system, characterised in that a desired tilt value adapter (11) is disposed ahead of at least one car body tilting system (1) and is connected directly or indirectly to this.
- Device according to claim 11, characterised in that the desired tilt value adapter (11) consists of a simulated tilting system (7) organised downstream of the car body tilting system (1), the output of the former system being connected to an input (E1) of a tilting state limiter (8), and of a simulated tilting system (10) connected in series to the tilting state limiter (8) but constructed inversely compared with the simulated tilting system (7).
- Device according to claim 12, characterised in that the simulated tilting system (7) consists of a simulated servo-system controller (12) and a simulated car body (13).
- Device according to any one or more of the aforesaid claims 11 to 13, characterised in that a tolerance specifying unit (9) is connected at the input (E2) of the tilting state limiter (8).
- Device according to any one or more of the aforesaid claims 11 to 14, characterised in that the desired tilt value adapter (11) and also the tolerance specifying unit (9) are integrated into a computer.
- Device according to any one or more of the aforesaid claims 11 to 15, characterised in that a sensor unit (6) is arranged on one bogie on the first car body for one travel direction and is connected electrically to the computer.
- Device according to any one or more of the aforesaid claims 11 to 15, characterised in that a GPS receiver is connected to the computer.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19707174 | 1997-02-22 | ||
DE19707174 | 1997-02-22 | ||
DE19753355 | 1997-12-02 | ||
DE19753355A DE19753355C2 (en) | 1997-02-22 | 1997-12-02 | Method and device for controlling and / or regulating car body tilting systems |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0860341A1 EP0860341A1 (en) | 1998-08-26 |
EP0860341B1 true EP0860341B1 (en) | 2001-05-02 |
Family
ID=26034207
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97122497A Expired - Lifetime EP0860341B1 (en) | 1997-02-22 | 1997-12-19 | Method and device for operationd and/or control of systems for tilting of vehicle bodies |
Country Status (3)
Country | Link |
---|---|
US (1) | US6108596A (en) |
EP (1) | EP0860341B1 (en) |
CA (1) | CA2230072C (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6622635B2 (en) | 1998-01-12 | 2003-09-23 | Autran Corp. | Automated transportation system |
FR2831126B1 (en) * | 2001-10-23 | 2004-05-28 | Alstom | METHOD FOR THE SECURITY CONTROL OF THE PENDULATION OF A RAIL VEHICLE |
ITMI20130609A1 (en) * | 2013-04-12 | 2014-10-13 | Rolic Internat S A R L | TROLLEY FOR ROPE TRANSPORTATION SYSTEMS AND ROPE TRANSPORTATION SYSTEM INCLUDING THIS TROLLEY |
US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
CN109030020B (en) * | 2018-07-09 | 2024-02-20 | 山东交通学院 | Bus rollover early warning test device |
CN109035956A (en) * | 2018-10-13 | 2018-12-18 | 南京吉目希自动化科技有限公司 | A kind of command and control actual training device for the teaching of city rail telephone block system |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4023753A (en) * | 1974-11-22 | 1977-05-17 | International Standard Electric Corporation | Vehicle control system |
SE396479B (en) | 1976-02-09 | 1977-09-19 | Westbeck Navitele Ab | DEVICE FOR CONTROLLING A SLOPE DEVICE AT VEHICLE |
US4123023A (en) * | 1977-10-03 | 1978-10-31 | General Motors Corporation | System for controlling vehicle movement over a fixed guideway |
IT1192338B (en) * | 1978-12-21 | 1988-03-31 | Wabco Westinghouse Spa | SPEED CONTROL DEVICE FOR RAILWAY TRUCKS |
US4270716A (en) * | 1979-03-30 | 1981-06-02 | Westinghouse Electric Corp. | Transit vehicle speed control apparatus and method |
US4302811A (en) * | 1979-09-10 | 1981-11-24 | General Electric Company | Automatic train operation with position stop and velocity control |
DE4416586A1 (en) | 1994-05-11 | 1995-11-16 | Stn Atlas Elektronik Gmbh | Control of car body inclination |
NL9400843A (en) * | 1994-05-24 | 1996-01-02 | Tno | System for determining the stability of a vehicle. |
IT1267626B1 (en) * | 1994-11-25 | 1997-02-07 | Microtecnica | RAILWAY VEHICLE ROTATION CONTROL SYSTEM |
DE19707175C2 (en) | 1997-02-22 | 1999-09-02 | Tzn Forschung & Entwicklung | Method and device for determining an angle around the vehicle's longitudinal axis when cornering |
-
1997
- 1997-12-19 EP EP97122497A patent/EP0860341B1/en not_active Expired - Lifetime
-
1998
- 1998-02-20 CA CA002230072A patent/CA2230072C/en not_active Expired - Fee Related
- 1998-02-23 US US09/027,908 patent/US6108596A/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
CA2230072A1 (en) | 1998-08-22 |
CA2230072C (en) | 2004-08-10 |
US6108596A (en) | 2000-08-22 |
EP0860341A1 (en) | 1998-08-26 |
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