EP1038749B1 - Commande de l'inclinaison de la caisse d'un véhicule sur rails - Google Patents

Commande de l'inclinaison de la caisse d'un véhicule sur rails Download PDF

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Publication number
EP1038749B1
EP1038749B1 EP00105285A EP00105285A EP1038749B1 EP 1038749 B1 EP1038749 B1 EP 1038749B1 EP 00105285 A EP00105285 A EP 00105285A EP 00105285 A EP00105285 A EP 00105285A EP 1038749 B1 EP1038749 B1 EP 1038749B1
Authority
EP
European Patent Office
Prior art keywords
route
speed
tilt control
signal
control according
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
Application number
EP00105285A
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German (de)
English (en)
Other versions
EP1038749A1 (fr
Inventor
Ulrich Dr.-Ing. Bitterberg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Alstom LHB GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Alstom LHB GmbH filed Critical Alstom LHB GmbH
Publication of EP1038749A1 publication Critical patent/EP1038749A1/fr
Application granted granted Critical
Publication of EP1038749B1 publication Critical patent/EP1038749B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61F5/02—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 tilt control for a car body Track-bound vehicle with those mentioned in the preamble of claim 1 Features.
  • an inclination control in which in a readable route data memory of the control unit for a tilting technique relevant route data, such as routing, curve radii, curve elevations or the like are stored. While driving the Rail vehicle is dependent on the stored route data from a determined actual position of the rail vehicle and under Taking into account an instantaneous speed, a target signal for the adjusting device be generated. The actual position is, for example, by means of a satellite-based one GPS system can be determined.
  • a storage device of the control device owns extensive, interlinkable files, on the one hand which contain route data and, on the other hand, for each position of the Rail vehicle along the route depending on different a corresponding actual possible instantaneous speeds Variety of target signals included. Because of this extensive to be kept Such data inclination control is only very complex to realize. There is a multitude of almost every position signal, of which possible instantaneous different speed signals Assign target signals for the adjustment device.
  • an inclination control in which also from a readable route data memory as a function of a position signal and the instantaneous speed a target signal for an adjusting device is adjustable for setting a tilt angle.
  • the position signal is here from a distance measurement of a distance traveled Rail vehicle won. According to the current position of the The rail vehicle can then do the corresponding from the route data memory Target signal can be read out. Reading out the target signal in turn depends on a measured instantaneous speed of the rail vehicle.
  • the invention is therefore based on the object of tilt control Generic type to create a comfortable in a simple manner Tilt control achievable and its own task and process-specific Data retention is reduced to a minimum or is unnecessary.
  • this object is achieved by a tilt control with the solved in claim 1 features.
  • the target signal in particular the speed signal, for at least one following the expected waypoint of the route is predictable, is advantageously possible an entire arc transition length of a curve for tilt control of the car body and readjustments in the curve avoid.
  • the adjustment device can thus already be done by the control unit be controlled in time so that a steady transition from one essentially horizontal position to the desired inclined position of the Car body - can be done according to the progress of cornering.
  • the permissible Speed to a subsequently expected waypoint from an in a locomotive or control car of a train stored electronic Book timetable for the respective train is read out.
  • This will make it advantageously possible in on the train for the purpose of its reliable self-location in information in any route network anyway, in certain sections or certain positions Known expected train speed for tilt control exploit.
  • the provision of additional information is therefore exclusive not necessary for tilt control. It can thus be based on existing, for the information provided for the routing can be used.
  • the course of the curve determines the required tilt angle and in Coordination with the transition curve course the corresponding target signal for the adjustment device are provided. It is therefore already before the entrance of the train in the following curve all necessary information, such as curve radius, Train speed, before, so that from it by the control unit corresponding target signal for the adjustment device can be derived.
  • the predictable speed can be linked to a correction signal for a subsequently expected waypoint is. This ensures that when the actual speed deviates to an actual position from one from the electronic Book schedule predetermined target speed to the actual position the expected Deviation of the target speed can be determined at the next waypoint is. As a result, it is recognized in good time before cornering whether the expected speed actually occurs, and in the event that it does not occurs, the target signal for the adjustment device can be corrected accordingly. In this way, incorrect control for the adjusting device is avoided.
  • the ideal speed curve is determined and this for the Determination of the target signals is used by using the previously determined ideal speed curve the predictable speed at a expected waypoint is tapped.
  • the ideal speed curve in Dependence on values known from a train baptism about driving force, Driving force distribution, braking force, braking force distribution or the like of assembled train for the determination of the ideal speed course can be used, an exact can be very advantageous Determine incline control. The speed to an expected This way, waypoints can be predicted with great accuracy.
  • all the information available from the electronic book timetable and / or a digital route atlas can be read before the start of the train journey, such as scheduled stops, inclines of the route, signal locations, slow routes or the like.
  • a corresponding correction signal for the target signal can be generated by the preferably provided comparison of the expected ideal speed curve with an actual speed curve, so that the inclination control then triggered in the subsequently expected cornering corresponds to the lateral acceleration actually to be reduced or compensated.
  • the inclination control designated overall by 10, comprises a control device 12, by means of which a desired signal 14 can be specified for an adjusting device 16.
  • the control device 12 is on the one hand with a digital route atlas 18 and others coupled to an electronic book timetable 20.
  • the coupling between the control unit 12 and the route atlas 18 and the Electronic book timetable 20 takes place via interfaces 22 and respectively 24th
  • the route atlas 18 contains all basic route data on the route (Routing), such as route length, route gradients, route curves, Curve radii, curve elevations, branches, junctions, Breakpoints, signal locations or the like. This basic route data are available for routes to be traveled by rail vehicles.
  • This basic route data can be obtained from a centrally specified, constantly updated Pool before the start of a host computer of a traction vehicle, Control car or the like of a train according to the one put together Train to be traveled route and into a train-related Route data memory can be stored.
  • the information from the train-related track memories are primarily used in the train while driving used for its reliable localization in any route network. You can also use it for other purposes on the train, such as serve the passenger information.
  • the electronic book timetable contains all relevant, train-related information about the running of a train journey over a given Route.
  • the electronic book timetable contains information, among other things to a route length, to service stops, to on individual route sections target speeds to be reached while at a Train christening for the respective train received information about the train composition, train mass, braking force, driving force or like.
  • the electronic book timetable is a multitude of individual, linked files in the master computer of the locomotive and is can be shown to a train driver via a display device (display).
  • an inclination control route unit 26 is activated which, in accordance with the route of the predetermined journey selected in the display device of the electronic book timetable 20, contains all the necessary information from the electronic book timetable 20 digital route atlas 18. From this data, the information required for the clear description of the inclination control is provided in the inclination control travel unit 26 before the start of the train journey in three operational files. For this purpose, the information is compiled in an operational route file 28, an operational journey file 30 and an operational signal file 32.
  • the operational route file 28 contains information about the routing of the route to be traveled.
  • route kilometrage route-related waymarks, curves (arc) lengths, curves (arc) radii, track elevations, beginning and end of the curves (curve) transitions and length of the arc transitions.
  • This information can be read out from the digital route atlas 18 via the inclination control travel path unit 26.
  • the information on curve lengths, curve radii and track elevations directly serve to determine an optimal tilt angle when cornering.
  • the information about the beginning and end of the arc transitions provides the information for the incline control that the incline control is active with a next waypoint as a result of a cornering movement which then begins.
  • the operational trip file 30 contains information about the speed curve of the planned train journey. This is information on route-related waymarks, route kilometrage, locally permitted speeds, optimal dynamic speed course of the train over the route to be traveled. This information can be read from the electronic book timetable 20. From the static speed curve mentioned there, train-specific information, such as acceleration information, is provided via the route kilometer and the information on the locally permissible speeds by the inclination control route unit 26 by linking to the digital route atlas 18 and the control device 12 via a train baptism. and braking ability of the train, the optimal dynamic speed curve can be created. In addition to the locally permissible speeds, the scheduled stops specified via the electronic book timetable 20 are also taken into account.
  • the operational signal file 32 contains information on the route-related waymarks, the route kilometer and the locations of main and warning signals, the beginning and end of route sections in which speed monitoring is permitted for fast (curved) train journeys. This information can be read out directly from the electronic book timetable 20 by the inclination control travel unit 26.
  • the information stored in the files 28, 30, 32 now embody all information necessary for optimal incline control. This are made available to a control device 34.
  • the control device 34 provides the target signal for the adjusting device 16. to The correct target signal 14 is determined via the files 28, 30 and 32 information provided with one provided by a location system 36 Position signal 38 linked.
  • the position signal 38 supplies the current one Current position of the train.
  • the location system 36 is for this purpose via the electronic Book timetable 20 and the digital route atlas 18 a Route file 40 communicated about the planned route to be traveled.
  • Dependent on of position sensors 42 becomes a route file 40 Position determination 44 carried out to provide the position signal 38 leads.
  • the position sensors 42 can be, for example, satellite-based GPS sensors or with waymarks installed on the route, so-called Beautyses, or a combination of the same or other communicating Sensors that perform the same functions.
  • a current speed signal 48 is also continuously fed to position determination 44 via sensors 46.
  • This speed signal 48 is simultaneously made available to the control device 34.
  • an instantaneous lateral acceleration signal 52 is delivered via acceleration sensors 50 in a defined plane of the car body inclined by the adjusting device 16. For passenger cars, this is usually the passenger level.
  • the control device 34 of the control device 12 links the position signal 38 with the information known from the route file 28, the travel file 30 and the signal file 32 about the train journey to the desired signal 14 for the adjustment drive 16.
  • the operational travel file 30 becomes a speed signal determined for a subsequent waypoint (position) of the train.
  • the target signal 14 for the adjusting device 16 can be provided in good time before the start of the curve, for example in the case of location information known from the operational route file 28. It is thus achieved that, at the moment when the train begins to enter the curve, the adjusting device 16 already has the corresponding information for the optimum tilt angle in accordance with the geometric conditions of the curve (radius, elevation) and the actual, already predicted speed.
  • the current speed signal 48 is used by the control device 34 only as a correction signal in the event that the from the operational trip file 30 predetermined dynamic optimal speed curve for the Train journey is not adhered to. Due to the current speed signal 48 a difference to the optimal speed profile can be determined become. This can be used for the following waymark corrected speed can be predicted so that the target signal 14th then according to the correction via the speed signal 48 Adjustment device 16 according to the corrected speed heads for the next waypoint.
  • the transverse acceleration signal 52 is only used to check the actual one Actual lateral acceleration during cornering and forms one Fallback level for tilt control in the event of a fault.
  • the provision of the Desired signal 14 for the adjusting device 16 is, as explained, independent of the actual lateral acceleration.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (10)

  1. Commande d'inclinaison pour une caisse d'un véhicule ferroviaire qui est pourvu d'un dispositif de réglage destiné au réglage apte à être prédéfini d'un angle d'inclinaison, transversal par rapport au sens de la marche, entre la caisse et un châssis, comprenant un appareil de commande pour déterminer un signal théorique (angle d'inclinaison prédéfini) pour le dispositif de réglage, et une mémoire de données de trajet apte à être lue, pour fournir des données de trajet, ces données de trajet pouvant être lues dans ladite mémoire en fonction d'un signal de position fourni par un système de localisation et d'un signal de vitesse, caractérisée en ce que le signal théorique (14) est prévisible pour au moins un repère suivant du trajet auquel on s'attend.
  2. Commande d'inclinaison selon la revendication 1, caractérisée en ce que le signal de vitesse qui influe sur le signal théorique (14) est prévisible pour le repère suivant du trajet auquel on s'attend.
  3. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que le signal de vitesse prévu peut être combiné avec une valeur rapportée à un repère pour la vitesse maximale autorisée, qui peut être lue dans un horaire électronique (20) mis en mémoire dans le véhicule.
  4. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que la vitesse prévue est apte à être combinée avec un signal de correction en fonction d'une vitesse momentanée (48).
  5. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que pour définir les signaux théoriques (14) à tous les repères attendus, une courbe de vitesse dynamique idéale peut être déterminée par l'appareil de commande (12).
  6. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que lors de la détermination de la courbe de vitesse dynamique idéale, des valeurs connues d'après un baptême de train, en particulier la capacité d'accélération et de freinage du véhicule, sont prises en compte.
  7. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que lors de la détermination de la courbe de vitesse dynamique idéale à partir de l'horaire électronique (20) et de l'atlas numérique (18) avant le début du trajet, des données de trajet, en particulier les arrêts prévus, les inclinaisons du trajet, les lieux des signaux, les trajets lents, etc., sont prises en compte
  8. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce qu'un système de localisation qui sert à l'auto-localisation fiable du train dans un réseau quelconque comprend des capteurs par satellite.
  9. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce qu'un système de localisation qui sert à l'auto-localisation fiable du train dans un réseau quelconque comprend des repères (balises) installés le long du trajet ou des capteurs de communication similaires.
  10. Commande d'inclinaison selon l'une des revendications précédentes, caractérisée en ce que la détermination d'une accélération transversale réelle par rapport au repère suivant attendu forme un plan de retour pour la commande d'inclinaison (10).
EP00105285A 1999-03-20 2000-03-14 Commande de l'inclinaison de la caisse d'un véhicule sur rails Expired - Lifetime EP1038749B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19912640 1999-03-20
DE19912640A DE19912640A1 (de) 1999-03-20 1999-03-20 Neigungs-Steuerung für einen Wagenkasten eines spurgebundenen Fahrzeuges

Publications (2)

Publication Number Publication Date
EP1038749A1 EP1038749A1 (fr) 2000-09-27
EP1038749B1 true EP1038749B1 (fr) 2003-02-19

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Application Number Title Priority Date Filing Date
EP00105285A Expired - Lifetime EP1038749B1 (fr) 1999-03-20 2000-03-14 Commande de l'inclinaison de la caisse d'un véhicule sur rails

Country Status (4)

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EP (1) EP1038749B1 (fr)
AT (1) ATE232803T1 (fr)
DE (2) DE19912640A1 (fr)
ES (1) ES2190914T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10159957B4 (de) * 2001-12-06 2006-11-02 Db Fernverkehr Ag Onboard-Bestimmung fahrdynamischer Daten
DE102008025060B4 (de) 2008-05-26 2021-01-14 DB Cargo Deutschland Aktiengesellschaft Verfahren zur Beeinflussung und Begrenzung längsdynamischer Kräfte in einem Zugverband

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19542369C2 (de) * 1995-11-07 2000-02-10 Const Y Aux Ferrocarriles Sa Pendelsystem für Schienenfahrzeuge
SE8405046L (sv) * 1984-10-10 1986-04-11 Automatisk Doserings Kompensat Med utlosningssignal programstyrda fordon for hoghastighetstag utrustade med lutningsmekanismer
EP0271592B1 (fr) * 1986-12-15 1989-05-24 Honeywell Regelsysteme GmbH Procédé et dispositif de réglage de l'inclinaison
JPH06107172A (ja) * 1992-09-28 1994-04-19 Nippon Sharyo Seizo Kaisha Ltd 曲線情報算出方法及び車体傾斜制御方法
SE9401796D0 (sv) * 1994-05-25 1994-05-25 Asea Brown Boveri Positionsstyrt system för lutning av vagnskorg vid järnvägsfordon
CH690428A5 (fr) * 1995-11-07 2000-09-15 Const Y Aux Ferrocarriles Sa Dispositif détecteur de position pour véhicule guidés.
JP3492490B2 (ja) * 1997-04-23 2004-02-03 財団法人鉄道総合技術研究所 車体傾斜制御装置

Also Published As

Publication number Publication date
DE50001259D1 (de) 2003-03-27
ATE232803T1 (de) 2003-03-15
DE19912640A1 (de) 2000-09-21
ES2190914T3 (es) 2003-09-01
EP1038749A1 (fr) 2000-09-27

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