EP0860341B1 - Method and device for operationd and/or control of systems for tilting of vehicle bodies - Google Patents

Description

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.

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.

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.

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.

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,

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.

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.

These tasks are achieved by the in claim 1 and in claim 11 included features solved.

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.

Advantageous designs are presented in the subclaims.

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.

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.

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.

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.

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.

The invention will now be described in the following using an exemplary embodiment Drawing explained in more detail.

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

Show it:

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, a real car body tilt system 1, 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.

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 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.

As the tilt setpoint adjuster 11, 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.

The procedure is as follows:

In 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. Likewise, 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.

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 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.

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 simulated tilting system 10. There, 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 . For example, 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.

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.

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 car bodies 2 as a control and / or regulation variable.

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. As a result, the real actuating system 4 is no longer burdened by disturbance variables, and wear is reduced.

Through the inverse online simulation of the car body tilt system 1 by the tilt setpoint adjuster 11, 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.

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.

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 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.)

It goes without saying that 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.

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.

These tabular data are often used instead of the signal from the sensor pack 6 or as a control of the generated signal. The use of a GPS system is also included Recipient or the use of known answer bars to the current Location determination possible, whereby here also route data stored in the computer is used.

In order to ignore the movement variables, e.g. Counteract cross winds it is possible to provide additional roll stabilization of the car body 2. With this additional active regulation, the angle to the body 2 and the Control system 4 regulated to zero degrees.

REFERENCE SIGN LIST

1

real car body tilting system

2nd

Car body

3rd

bogie

4th

Stellsvstem

5

Body suspension

6

Sensor package

7

simulated tilt system

8th

Tilt condition limiter

9

Tolerance unit

10th

inverse simulated tilt system

11

Tilt setpoint adjuster

12th

simulated control system controller

13

simulated car body with car body suspension

14

simulated control system

Claims (17)

1. 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).
2. 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).
3. Method according to claim 1, characterised in that the desired tilt values (_desired, _{a desired}, _{s desired}) area ascertained from a sensor unit (6).
4. Method according to claim 1, characterised in that the desired tilt values (_desired, _{a desired}, _{s desired}) are ascertained from tabulated line data.
5. 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}).
6. 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.
7. Method according to any one or more of the aforesaid claims 1 to 6, characterised in that roll stabilisation is used in addition.
8. 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.
9. 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.
10. 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}).
11. 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.
12. 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).
13. 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).
14. 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).
15. 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.
16. 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.
17. 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.

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