EP1003661B2 - Method for curve recognition and axle alignment in rail vehicles - Google Patents
Method for curve recognition and axle alignment in rail vehicles Download PDFInfo
- Publication number
- EP1003661B2 EP1003661B2 EP99925009A EP99925009A EP1003661B2 EP 1003661 B2 EP1003661 B2 EP 1003661B2 EP 99925009 A EP99925009 A EP 99925009A EP 99925009 A EP99925009 A EP 99925009A EP 1003661 B2 EP1003661 B2 EP 1003661B2
- Authority
- EP
- European Patent Office
- Prior art keywords
- curvature
- steering angle
- soll
- track
- undercarriage structure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/383—Adjustment controlled by non-mechanical devices, e.g. scanning trackside elements
Definitions
- the invention relates to a method for the directional alignment of a rotatably mounted on a chassis frame axis of a Schienenfahrtechnikes after the track curvature.
- Narrow curves which are often determined by the course of the road, lead to poor cornering of multi-axle chassis. This is mainly observed in rail vehicles whose wheels are rigidly connected to the chassis frame with respect to their yawing motion.
- axle or the wheels are steerable mounted in the chassis frame.
- a steering movement corresponding to the track curvature can take place.
- Object of the present invention is to provide a method for measuring the track curvature for rail vehicles to calculate using this value, the target value for the steering angle control.
- the problem is solved by the features of claim 1, u.a. in that the track curvature is calculated from the division of a yaw rate by a translation speed and the wheels are aligned to a desired steering angle calculated by multiplying the track curvature so calculated by half the distance between the two axles of the landing gear.
- the Figures 1 and 2 show a chassis 10 for a rail vehicle, not shown, with axles 12 and 13, to which wheels 16 are attached.
- the axle 12 and 13 are mounted in the chassis 10.
- the chassis 10 and the axles 12 and 13 are rotatably supported by a centrally arranged joint 15.
- the chassis 10 is shown while passing through a track bend 11 having a radius R at a translational speed v.
- the radius R or the track curvature ⁇ can be calculated.
- the track curvature ⁇ corresponds to the reciprocal of the radius R.
- the division of the yaw rate ⁇ by the translation speed v gives the track curvature ⁇ , corresponding to the in FIG. 1 represented equation.
- the value of the track curvature ⁇ obtained from this is used to steer the axles 12 and 13, respectively.
- the relation between the real and calculated track curvature ⁇ can be the FIG. 3 be removed.
- the yaw rate ⁇ is preferably determined by a gyroscope or gyro sensor (not shown in greater detail), as is known, for example, from navigation technology.
- the distance between the wheel flanges of the wheels 16 of an axle 12 and 13 is slightly smaller than the distance between the rails 17, can move the position of the axle laterally by a few millimeters in the track channel.
- power surges that act on the chassis 10 because of the often not exact track guidance lead to yaw.
- these oscillating movements have a not insignificant influence on the measured values of the gyro sensor.
- the measured value of the yaw rate ⁇ is smoothed by means of a - not shown - low-pass filter.
- the effect of the low-pass filter when passing through a track arc is FIG. 5 refer to.
- the alignment of the axles 12 and 13 takes place with the aid of the track curvature so thus calculated.
- the track curvature ⁇ serves to determine the desired steering angle ⁇ soll according to which the axles 12 and 13 are corrected.
- the adjustment of the axes 12 and 13 can be done for example by a servo motor.
- the sine of the target steering angle ⁇ soll of the - not shown - controller system is calculated by multiplying the track curvature ⁇ with half the distance b between the axes 12 and 13, according to the equation in FIG. 2 ,
- the target steering angle ⁇ should be 1 + i for the following in the direction of travel undercarriages are calculated by time delays .DELTA.t from the first target steering angle ⁇ soll 1 .
- the delay .DELTA.t results from the division of the distance a i of the trailing chassis i to the first chassis by the translation speed v.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zur lenkenden Ausrichtung einer drehbar an einem Fahrwerkrahmen befestigten Achse eines Schienenfahrwerkes nach der Gleiskrümmung.The invention relates to a method for the directional alignment of a rotatably mounted on a chassis frame axis of a Schienenfahrwerkes after the track curvature.
Insbesondere im Nahverkehr kommen überwiegend Schienenfahrzeuge mit zweiachsigen Fahrwerken zum Einsatz. Dabei führen enge Kurven, die oftmals durch den Straßenverlauf vorgegeben sind, zu einer schlechten Kurvengängigkeit von mehrachsigen Fahrwerken. Dies ist vornehmlich bei Schienenfahrzeugen zu beobachten, deren Räder hinsichtlich ihrer Gierbewegung starr mit dem Fahrwerksrahmen verbunden sind.In particular, in local transport mainly rail vehicles with biaxial chassis are used. Narrow curves, which are often determined by the course of the road, lead to poor cornering of multi-axle chassis. This is mainly observed in rail vehicles whose wheels are rigidly connected to the chassis frame with respect to their yawing motion.
Eine Lösung dieses Problems wird dadurch erzielt, daß die Achse bzw. die Räder lenkbar im Fahrwerksrahmen gelagert sind. Durch eine Vorrichtung zum Ausrichten der Achse bzw. der Räder kann eine Lenkbewegung entsprechend der Gleiskrümmung erfolgen.A solution to this problem is achieved in that the axle or the wheels are steerable mounted in the chassis frame. By a device for aligning the axle or the wheels, a steering movement corresponding to the track curvature can take place.
Aus der
Aus der
Weiterhin sind Verfahren bekannt, bei denen die Lenkung der Räder bzw. Achsen passiv erfolgt. Dies kann entweder durch die Spurführungskräfte oder durch eine mechanische Kopplung der Achsstellung mit dem Verdrehwinkel zwischen den Wagenkästen erfolgen. Diese mechanischen Lösungen haben jedoch den Nachteil, daß sie nur eine sehr ungenaue Lenkung ermöglichen.Furthermore, methods are known in which the steering of the wheels or axles is passive. This can be done either by the tracking forces or by a mechanical coupling of the axle position with the angle of rotation between the car bodies. However, these mechanical solutions have the disadvantage that they allow only a very inaccurate steering.
Eine genaue Ausrichtung ist hingegen nur möglich, wenn die Achse aktiv, z.B. mit einem Servoantrieb, eingestellt wird. Die Regelung des Lenkwinkels, der dem Relativwinkel zwischen Rad bzw. Achse und Fahrwerkrahmen entspricht, erfordert die Vorgabe eines Lenkwinkelsollwertes. Zur Bestimmung des Lenkwinkelsollwertes bedarf es wiederum der Kenntnis der Gleiskrümmung.Accurate alignment, on the other hand, is only possible if the axis is active, e.g. with a servo drive, is set. The control of the steering angle, which corresponds to the relative angle between the wheel or axle and chassis frame, requires the specification of a steering angle setpoint. To determine the steering angle setpoint again requires knowledge of the track curvature.
Aufgabe der vorliegenden Erfindung ist es, ein Verfahren zur Messung der Gleiskrümmung für Schienenfahrzeuge zu schaffen, um mit Hilfe dieses Wertes den Sollwert für die Lenkwinkelregelung zu berechnen.Object of the present invention is to provide a method for measuring the track curvature for rail vehicles to calculate using this value, the target value for the steering angle control.
Gelöst wird die Aufgabe durch die Merkmale des Anspruchs 1, u.a. dadurch, daß die Gleiskrümmung aus der Division einer Giergeschwindigkeit durch eine Translationsgeschwindigkeit berechnet wird und die Räder nach einem Soll-Lenkwinkel ausgerichtet werden, der durch Multiplikation der so berechneten Gleiskrümmung mit dem halben Abstand zwischen den beiden Achsen des Fahrwerks berechnet wird.The problem is solved by the features of
Weitere vorteilhafte Maßnahmen sind in den Unteransprüchen beschrieben. Die Erfindung ist in der beiliegenden Zeichnung dargestellt und wird nachfolgend näher beschreiben; es zeigt:
- Fig. 1
- das Verhältnis der Translations- und der Giergeschwindigkeit in Abhängigkeit von der Krümmung der Schiene;
- Fig. 2
- die Abhängigkeit der idealen Winkelstellung der Achse von der Kurvenkrümmung;
- Fig. 3
- den Krümmungsverlauf an der Hinterachse im Vergleich zu der Näherung durch das Meßverfahren beim Durchfahren einer Gleiskrümmung;
- Fig. 4
- den idealen Lenkwinkelverlauf (γ ideal) im Vergleich mit dem berechneten Soll-Lenkwinkel (γ soll);
- Fig. 5
- den idealen Lenkwinkelverlauf (γ ideal) im Vergleich mit dem berechneten Soll-Lenkwinkel (γ soll) nach der Filterung der Giergeschwindigkeit (Ω);
- Fig. 1
- the ratio of translational and yaw rates as a function of the curvature of the rail;
- Fig. 2
- the dependence of the ideal angular position of the axis on the curve curvature;
- Fig. 3
- the curvature of the rear axle compared to the approximation by the measurement method when passing through a track curvature;
- Fig. 4
- the ideal steering angle curve (γ ideal ) in comparison with the calculated target steering angle (γ soll );
- Fig. 5
- the ideal steering angle course (γ ideal ) in comparison with the calculated target steering angle (γ soll ) after filtering the yaw rate (Ω);
Die
Das Fahrwerk 10 ist dargestellt, während es mit einer Translationsgeschwindigkeit v einen Gleisbogen 11 durchfährt, der einen Radius R aufweist. Mit Hilfe von Mitteln, die die Giergeschwindigkeit Ω bestimmen, kann der Radius R bzw. die Gleiskrümmung χ berechnet werden. Die Gleiskrümmung χ entspricht hierbei dem Kehrwert des Radius R. Die Division der Giergeschwindigkeit Ω durch die Translationsgeschwindigkeit v ergibt die Gleiskrümmung χ, entsprechend der in
Die Giergeschwindigkeit Ω wird vorzugsweise durch einen nicht näher dargestellten Drehraten- oder Kreiselsensor bestimmt, wie er beispielsweise aus der Navigationstechnik bekannt ist.The yaw rate Ω is preferably determined by a gyroscope or gyro sensor (not shown in greater detail), as is known, for example, from navigation technology.
Da der Abstand zwischen den Spurkränzen der Räder 16 einer Achse 12 bzw. 13 etwas kleiner ist als der Abstand zwischen den Schienen 17, kann sich die Lage der Achse im Spurkanal lateral um einige Millimeter verschieben. Somit können Kraftstöße, die wegen der oft nicht exakten Gleisführung auf das Fahrwerk 10 wirken, zur Gierbewegung führen. Diese pendelnden Bewegungen haben jedoch auf die Meßwerte des Kreiselsensors einen nicht unwesentlichen Einfluß. Zur Eliminierung der Wirkung der pendelnden Gierbewegung des Fahrwerks im Gleis wird der Meßwert der Giergeschwindigkeit Ω mittels eines - nicht dargestellten - Tiefpaßfilters geglättet. Die Wirkung des Tiefpaßfilters beim Durchfahren eines Gleisbogens ist
Mit Hilfe der so berechneten Gleiskrümmung χ erfolgt die Ausrichtung der Achsen 12 und 13. Dabei dient die Gleiskrümmung χ zur Ermittlung des Soll-Lenkwinkels γ soll nach dem die Achsen 12 und 13 ausgeregelt werden. Die Einstellung der Achsen 12 und 13 kann z.B. durch einen Servomotor erfolgen.The alignment of the
Der Sinus des Soll-Lenkwinkels γ soll des - nicht dargestellten - Reglersystems berechnet sich durch Multiplikation der Gleiskrümmung χ mit dem halben Abstand b zwischen den Achsen 12 und 13, entsprechend der Gleichung in
So ergeben sich während des Kurveneinlaufs zwei Näherungen. Die erste Näherung besagt, daß für eine exakte Sollwertberechnung beim Kurveneinlauf sowohl der Krümmungsverlauf an der Vorderachse 12 als auch an der Hinterachse 13 bekannt sein müßte, jedoch wird aufgrund der Fahrwerksdrehung nur ein Wert dazwischen gemessen, wie
Weist ein Schienenfahrzeug mehrere Fahrwerke 10 auf, so muß nur der Soll-Lenkwinkel γ soll 1 für das in Fahrtrichtung vorderste Fahrwerk ermittelt werden. Die weiteren Fahrwerke können diesen Soll-Lenkwinkel zeitlich versetzt übernehmen. Die Soll-Lenkwinkel γ soll 1 + i für die in Fahrtrichtung nachfolgenden Fahrwerke werden durch zeitliche Verzögerungen Δt aus dem ersten Soll-Lenkwinkel γ soll 1 berechnet. Die Verzögerung Δt ergibt sich aus der Division des Abstandes ai des nachlaufenden Fahrwerkes i zum ersten Fahrwerk durch die Translationsgeschwindigkeit v.If a rail vehicle has
- 1010
- Schienenfahrzeug-FahrwerkRail vehicle chassis
- 1111
- Gleiskrümmungtrack curvature
- 1212
- Achse, vorneAxle, front
- 1313
- Achse, hintenAxle, rear
- 1515
- Gelenkjoint
- 1616
- Radwheel
- 1717
- Schienerail
- χχ
- Gleiskrümmungtrack curvature
- ΩΩ
- Giergeschwindigkeityaw rate
- vv
- Translationsgeschwindigkeittranslational speed
- RR
- Krümmungsradiusradius of curvature
- γ soll γ should
- Soll-LenkwinkelTarget steering angle
- γ ideal γ ideal
- Ideal-LenkwinkelIdeal steering angle
- bb
- Abstand zwischen den AchsenDistance between the axes
- Δt.delta.t
- zeitliche Verzögerungdelay
- ai a i
- Abstand zwischen dem 1. und dem i-ten FahrwerkDistance between the 1st and the i-th chassis
Claims (4)
- A method for steered orientation of wheels attached rotatably to an undercarriage structure of a rail vehicle in a curved track, characterised in that the wheels are steered according to a target steering angle (γsoll) that is calculated by multiplying the rail curvature (χ) by half the distance (b) between the two axles of the undercarriage structure, the rail curvature (χ) being determined by dividing the yaw rate (Ω) of the undercarriage structure by the translatory rate (v), wherein the measured value of yaw rate (Ω) is smoothed using a low pass filter to eliminate the effect of the alternating yaw movement of the undercarriage structure in the track channel.
- The method according to claim 1, characterised in that the yaw rate (Ω) is determined by an angular rate sensor or gyroscopic sensor.
- The method according to claim 1 or 2, characterised in that, in order to steer a plurality of undercarriage structures, only the rail curvature (χ) and the target steering angle (γsoll 1) are determined for the leading undercarriage structure, whereas the target steering angles (γsoll 1 + i) for the undercarriage structures following in the direction of travel are calculated from the first target steering angle (γsoll 1) by temporal delaying (Δt).
- The method according to claim 3, characterised in that the delay is yielded by Δt = ai /v, where ai is the distance between the following undercarriage structure and the first undercarriage structure, and v is the translatory rate.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1998126451 DE19826451A1 (en) | 1998-06-13 | 1998-06-13 | Measuring track curvature with running gear and chassis for rail vehicle |
DE19826451 | 1998-06-13 | ||
PCT/EP1999/003430 WO1999065751A1 (en) | 1998-06-13 | 1999-05-19 | Method for curve recognition and axle alignment in rail vehicles |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1003661A1 EP1003661A1 (en) | 2000-05-31 |
EP1003661B1 EP1003661B1 (en) | 2005-01-05 |
EP1003661B2 true EP1003661B2 (en) | 2009-09-16 |
Family
ID=7870834
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99925009A Expired - Lifetime EP1003661B2 (en) | 1998-06-13 | 1999-05-19 | Method for curve recognition and axle alignment in rail vehicles |
Country Status (8)
Country | Link |
---|---|
US (1) | US6571178B1 (en) |
EP (1) | EP1003661B2 (en) |
DE (2) | DE19861086B4 (en) |
HU (1) | HU222388B1 (en) |
IL (1) | IL134496A (en) |
NO (1) | NO320337B1 (en) |
PL (1) | PL197048B1 (en) |
WO (1) | WO1999065751A1 (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES2195756B1 (en) * | 2001-12-27 | 2005-03-01 | Patentes Talgo, S.A | SYSTEM TO OPTIMIZE THE GUIDE OF RAILWAY AXLES. |
DE102006025773A1 (en) | 2006-05-31 | 2007-12-06 | Bombardier Transportation Gmbh | Method for controlling an active chassis of a rail vehicle |
JP5187311B2 (en) * | 2007-09-21 | 2013-04-24 | 新日鐵住金株式会社 | Railway vehicle steering carriage, railway vehicle and articulated vehicle |
DE102007054861A1 (en) * | 2007-11-16 | 2009-05-28 | Siemens Ag | Method for limiting the angle between the longitudinal axes of interconnected car bodies |
WO2013061641A1 (en) * | 2011-10-26 | 2013-05-02 | 新日鐵住金株式会社 | Method and device for steering bogie of railway vehicle, and bogie |
AU2013212510B2 (en) * | 2012-01-25 | 2015-07-09 | HDC Operating Group Ltd. | Hitch system for steering vehicle for train |
CN103358817A (en) * | 2012-03-29 | 2013-10-23 | 上海宝钢工业技术服务有限公司 | Vehicle rear axle arrangement applicable to pavements |
AT518698B1 (en) * | 2016-04-28 | 2021-06-15 | Siemens Mobility Austria Gmbh | Force-controlled track guidance for a rail vehicle |
US20200254356A1 (en) * | 2017-07-28 | 2020-08-13 | Innokind, Inc. | Steering system for vehicles on grooved tracks |
PT110903B (en) * | 2018-08-03 | 2021-08-02 | Inst Superior Tecnico | RAILWAY GUIDANCE DEVICE AND ITS METHOD OF OPERATION. |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3532247C2 (en) † | 1984-09-10 | 1993-07-29 | Nissan Motor Co., Ltd., Yokohama, Kanagawa, Jp | |
DE19612695C1 (en) † | 1996-03-29 | 1997-06-26 | Siemens Ag | Method of adjusting inclination of rail vehicle carriage |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
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US4103547A (en) * | 1977-02-07 | 1978-08-01 | The United States Of America As Represented By The Secretary Of The Department Of Transportation | Locomotive track curvature indicator |
FR2584040B2 (en) * | 1985-06-26 | 1990-08-10 | Regie Autonome Transports | GUIDED VEHICLE WITH STEERABLE AXLES |
EP0271592B1 (en) | 1986-12-15 | 1989-05-24 | Honeywell Regelsysteme GmbH | Method and device for the regulation of tilting |
DE4114860C1 (en) * | 1991-05-07 | 1992-06-17 | Bochumer Eisenhuette Heintzmann Gmbh & Co Kg, 4630 Bochum, De | Railed vehicle drive using digital track guidance - uses opto-electric triangulation sensor pair comprising transmitter and receiver using laser measuring beams |
DE9219042U1 (en) * | 1992-09-18 | 1997-04-17 | Siemens Ag | Independent wheel control device |
JPH0986365A (en) * | 1995-09-21 | 1997-03-31 | Fuji Heavy Ind Ltd | Braking force control device |
DE19538379C1 (en) * | 1995-10-14 | 1997-01-02 | Daimler Benz Ag | Two-wheeled running gear for rail vehicle |
JPH09109866A (en) * | 1995-10-19 | 1997-04-28 | Fuji Heavy Ind Ltd | Vehicle motion control device |
DE19617003C2 (en) * | 1996-04-27 | 2002-08-01 | Bombardier Transp Gmbh | Rail vehicle with a single-axle drive |
DE19654862C2 (en) * | 1996-12-04 | 1999-11-04 | Abb Daimler Benz Transp | Method for influencing the articulation angle of rail vehicle car bodies and rail vehicle for carrying out the method |
DE19812236C2 (en) * | 1998-03-20 | 2001-10-18 | Daimler Chrysler Ag | Method for suppressing high-frequency vibrations on the steered axles of a vehicle |
-
1998
- 1998-06-13 DE DE19861086A patent/DE19861086B4/en not_active Expired - Fee Related
-
1999
- 1999-05-19 DE DE59911399T patent/DE59911399D1/en not_active Expired - Lifetime
- 1999-05-19 EP EP99925009A patent/EP1003661B2/en not_active Expired - Lifetime
- 1999-05-19 IL IL13449699A patent/IL134496A/en not_active IP Right Cessation
- 1999-05-19 US US09/485,576 patent/US6571178B1/en not_active Expired - Fee Related
- 1999-05-19 WO PCT/EP1999/003430 patent/WO1999065751A1/en active IP Right Grant
- 1999-05-19 HU HU0003302A patent/HU222388B1/en not_active IP Right Cessation
- 1999-05-19 PL PL337851A patent/PL197048B1/en not_active IP Right Cessation
- 1999-11-26 NO NO19995807A patent/NO320337B1/en not_active IP Right Cessation
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3532247C2 (en) † | 1984-09-10 | 1993-07-29 | Nissan Motor Co., Ltd., Yokohama, Kanagawa, Jp | |
DE19612695C1 (en) † | 1996-03-29 | 1997-06-26 | Siemens Ag | Method of adjusting inclination of rail vehicle carriage |
Non-Patent Citations (1)
Title |
---|
PROF.DR.-ING. FRITZ FREDERICH: "Spurführung in engen Gleisbögen", DER NAHVERKEHR, vol. 2/85, AACHEN, pages 52 - 61 † |
Also Published As
Publication number | Publication date |
---|---|
NO995807L (en) | 1999-12-23 |
IL134496A0 (en) | 2001-04-30 |
DE59911399D1 (en) | 2005-02-10 |
NO995807D0 (en) | 1999-11-26 |
HUP0003302A2 (en) | 2001-02-28 |
EP1003661A1 (en) | 2000-05-31 |
EP1003661B1 (en) | 2005-01-05 |
WO1999065751A1 (en) | 1999-12-23 |
HU222388B1 (en) | 2003-06-28 |
PL337851A1 (en) | 2000-09-11 |
IL134496A (en) | 2004-02-19 |
HUP0003302A3 (en) | 2001-10-29 |
DE19861086A1 (en) | 2000-01-27 |
DE19861086B4 (en) | 2004-04-15 |
US6571178B1 (en) | 2003-05-27 |
PL197048B1 (en) | 2008-02-29 |
NO320337B1 (en) | 2005-11-21 |
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