EP1104375A1 - Method and device for controlling a railway vehicle steered elements - Google Patents

Method and device for controlling a railway vehicle steered elements

Info

Publication number
EP1104375A1
EP1104375A1 EP00920818A EP00920818A EP1104375A1 EP 1104375 A1 EP1104375 A1 EP 1104375A1 EP 00920818 A EP00920818 A EP 00920818A EP 00920818 A EP00920818 A EP 00920818A EP 1104375 A1 EP1104375 A1 EP 1104375A1
Authority
EP
European Patent Office
Prior art keywords
elements
vehicle
database
railway
instructions
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.)
Ceased
Application number
EP00920818A
Other languages
German (de)
French (fr)
Inventor
Laurent Hazard
Frédéric VANTALON
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 SA
Original Assignee
Alstom SA
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 SA filed Critical Alstom SA
Publication of EP1104375A1 publication Critical patent/EP1104375A1/en
Ceased legal-status Critical Current

Links

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 present invention relates to a method for controlling piloted elements of a rail vehicle, in particular for the control of elements intended to improve passenger comfort, and also relates to a device for controlling piloted elements putting in implements such a process.
  • a first technique consists in measuring inertial quantities, in particular transverse acceleration, the roll speed of the vehicle and, possibly at yaw speed of the bogie, in calculating, from these quantities, descriptive geometric characteristics of the track on which circulates the vehicle and to develop the driving instructions based on these characteristics, such as the angle of inclination in the case of a tilting train.
  • This technique allows a relatively precise elaboration of the angle setpoints.
  • it has a certain number of drawbacks, in particular due to the fact that the vehicle is tilted out of phase with respect to the curves approached by the vehicle, insofar as it does not take into account the delay inherent in the processing. inertial quantities and the delay time generated during the operation of the tilting engine systems fitted to each vehicle body and to which the angle setpoints are transmitted.
  • Such a delay can be clearly perceptible from a speed of 160Km / h for a train with a power train at the head.
  • Another known technique developed to overcome this drawback, consists in equipping the railway tracks with beacons making it possible to precisely locate the railway vehicle on the track on which it is traveling, and in transmitting the piloting instructions, and in particular the angle instructions d 'tilt in the case of a tilting system, in advance so as to compensate for the delays inherent in operation . of these systems.
  • This technique used for tilting makes it possible to effectively compensate for the centrifugal force subjected to the passengers of the vehicle insofar as the inclination can be achieved in phase with the curves addressed.
  • it has the drawback relating to the fact that it requires equipping all the railways of a rail network with beacons allowing operation in pendulum mode and is therefore prohibitively expensive.
  • the object of the invention is to overcome these drawbacks by proposing a method for controlling the piloted elements of a railway vehicle which allows piloting of the piloted elements in advance, so that the reaction of the latter is in phase with the geometry of the railway, without requiring additional equipment to the railway, in order to be simple and economical to implement.
  • the subject of the invention is therefore a method for controlling the piloted elements of a railway vehicle, in which, by measurement of inertial quantities carried out on board the vehicle, descriptive geometric characteristics of the railway are calculated and it is developed from of the latter instructions for piloting said connecting elements, characterized in that it comprises the steps of: - locating the vehicle on the railway on which it is traveling by means of a comparison of the geometric characteristics calculated with geometric characteristics stored in a database obtained by prior learning; extraction of the database, of the geometric characteristics corresponding to the next curve; and
  • the method according to the invention may also include one or more of the following characteristics, taken in isolation or in any technically possible combination: prior to the development of the control element (s) for the elements piloted, at least one of the geometric characteristics calculated is compared with a window for validating the location of the rail vehicle developed from the respective data or data extracted from the database and corresponding to the presumed location of the rail vehicle and in the event if there is no correspondence between the geometric characteristic (s) calculated and the validation window, the control instruction (s) for the connecting elements are developed from the geometric characteristics calculated; locating the vehicle includes the steps of identifying the railway line on which the vehicle is traveling, by comparing the geometric characteristics calculated with the characteristics stored in the database and calculating the distance from the next curve from 'a measurement of the speed of the railway vehicle and the length of an alignment preceding said curve, extracted from the database; at least at the end of each curve, a correction is made to the location of the vehicle on the railway by comparison of the geometric characteristics calculated when the curve is crossed with the characteristics stored in the database; it further comprises a step consist
  • the controlled elements are elements of an active suspension;
  • the driven elements are elements controlling the position of steerable axles of a bogie;
  • the piloted elements are elements controlling the inclination of a tilting railway vehicle and the piloting instructions are inclination angle instructions; a coefficient of moderation of the inclination of the rail vehicle extracted from the database is applied to the angle setpoint (s) for each curve;
  • the invention also relates to a control device piloted elements of a railway vehicle, of the type comprising means for measuring inertial quantities and a computer adapted to calculate, from the measured inertial quantities, descriptive geometric characteristics of the railway on which it runs and to develop control instructions for the elements controlled from the calculated geometric characteristics, characterized in that the computer comprises means for locating the railway vehicle on the basis of a comparison of the calculated geometric characteristics with geometric characteristics stored in a database stored in the computer obtained by prior learning, the inertial quantities used for the development of the control instruction (s) corresponding to the next curve being developed in advance using the characteristics of this curve extracted from the database, in such a way re thereby controlling the elements driven in phase with the curve.
  • the device according to the invention may also include one or more of the following characteristics, taken in isolation or in any technically possible combination:
  • the controlled elements are elements controlling the inclination of a pendulum rail vehicle, the piloting instructions being instructions of angle of inclination for the railway vehicle.
  • the controlled elements are elements of an active transverse suspension.
  • the driven elements are elements controlling the position of steerable axles of a bogie.
  • - Figure 1 is a diagram illustrating the principle of compensation of the centrifugal force applied to the passengers of a railway vehicle when the control method according to the invention is applied to the control of the tilting of a pendulum vehicle;
  • - Figure 2 is a block diagram illustrating the structure of a device for controlling controlled elements according to the invention; and - Figure 3 is a flowchart showing the main operating phases of the control method according to the invention.
  • FIG. 1 illustrates a particular embodiment of the method according to the invention applied to the control of the tilting of a pendulum vehicle.
  • Figure 1 there is shown a schematic front view of a rail vehicle 10 running in a curve on a superelevated railway track d of angle ⁇ .
  • the vehicle 10 and in particular the passengers it carries, is subjected, on the one hand to the acceleration of gravity g and, on the other hand, to the centrifugal force V 2 / R, V and R designating respectively the vehicle speed and radius of curvature of the curve when crossing.
  • the total force F perceived by the travelers consists of the sum of the acceleration of gravity and the centrifugal force.
  • this force F comprises a first transverse component F x harmful to the comfort of travelers and capable of causing motion sickness, and a second component F y exerted in a direction perpendicular to the track plan and hardly noticeable by travelers.
  • the slope of the railroad may be sufficient to limit the transverse component of the total force F applied to travelers, under the action of the acceleration of gravity.
  • FIG. 2 shows a block diagram of a control device according to the invention.
  • the control device comprises means 12 for measuring inertial quantities, in particular the transverse acceleration, the roll speed and, if necessary, the yaw speed of the bogie of the vehicle.
  • These measurement means 12 are connected to a computer 14 in which is stored an algorithm for calculating descriptive geometric characteristics of the railway on which the railway vehicle travels.
  • This algorithm is a conventional type algorithm. It will therefore not be described in detail below. Note however that it is suitable for calculating from the inertial quantities, the geometric characteristics of the track, in particular the slope of the curves crossed, their radius of curvature, and the left, in particular from the speed of the vehicle.
  • the computer 14 is associated with a database 16 in which are stored corresponding descriptive geometric characteristics obtained by prior learning by running a rail vehicle on the tracks of a rail network authorizing operation in pendular mode and to which the track belongs. on which the rail vehicle travels, by measuring the inertial quantities used for the calculation of these characteristics, and by calculating the latter.
  • the database 16 contains a precise geometric description of all of the tracks practicable in pendulum operation.
  • the computer 14 performs a comparison of the geometric characteristics calculated with the characteristics stored in the database , to identify the railway track on which it runs as well as to locate the railway vehicle precisely on the track.
  • the computer 14 extracts from the database the geometric characteristics corresponding to the next curve approached by the vehicle and uses these quantities to calculate the control instructions for the controlled elements.
  • the computer 14 calculates the optimum angle cl of the vehicle tilting making it possible to improve the comfort of the passengers.
  • the computer 14 receives the inertial quantities delivered by the measurement means 12 and calculates the geometric characteristics of the portion of track on which it travels from these quantities, using a conventional type algorithm.
  • step 20 it performs a comparison of the calculated characteristics with the characteristics stored in the database in order to identify the lane on which the vehicle is traveling. More particularly, during this step 20, the computer 14 performs a comparison between the characteristics obtained during the crossing of three previous curves with the data stored in the database 16.
  • the computer 14 calculates the distance separating the vehicle from the next curve by integrating the vehicle speed and from the length of the previous alignment this curve on which he walks.
  • the geometric characteristics corresponding to the next curve are then extracted from the database 16 (step 24).
  • a verification of the location is carried out by comparison of one or more calculated geometric characteristics of the curve with a validation window.
  • This window is developed from the respective geometric characteristic (s) extracted from the database and corresponding to the location of the vehicle.
  • the geometric characteristics extracted from the base are used in step 24 to calculate the piloting setpoints.
  • the steering setpoints calculated by step 28 are tilt angle setpoints.
  • R is the radius of curvature of the tacked turn, extracted from the database, ⁇ denotes the angle formed by the superelevation, and
  • K represents the coefficient of proportionality
  • a coefficient of moderation of the inclination of the vehicle is assigned, extracted from the database 16 for each curve by adapting the proportionality coefficient K so as to improve passenger comfort, in particular in the case of curves with a small radius of curvature.
  • the computer 14 corrects the location of the vehicle on the railway by comparing the geometric characteristics calculated with the characteristics stored in the database to precisely determine the date on which the train approaches the exit from the curve.
  • the method then returns to step 22 to calculate the distance separating the vehicle from the next curve.
  • control device which has just been described has two distinct operating modes, namely a first operating mode according to which the tilt angle setpoints are developed, in advance, from the characteristics extracted from the database 16, then transmitted to the engine system equipping the vehicle so as to cause the inclination of the latter in phase with the curves on which it is traveling, and a second mode of operation, used in the case where the location carried out by the calculator from the database is incorrect, according to which the geometric characteristics calculated from the measured quantities are used for the calculation of the angle setpoints.
  • control method according to the invention is not limited to the embodiment or to the application described above.
  • control method according to the invention can be used to control all the piloted elements of a railway vehicle requiring piloting in phase with the geometry of the railway.
  • control method according to the invention can be used to control the controlled elements of an active transverse suspension in order to improve the comfort of the passengers of the rail vehicle.
  • step 28 uses the geometric characteristics extracted from the database during step 24 to calculate the control instructions for the active suspension and step 32 when it uses the geometric characteristics calculated by the first step 18 to proceed with the calculation of the control instructions for the active suspension.
  • the equations for calculating the control instructions for the active suspension are of the conventional type and will therefore not be described in detail below.
  • the active suspension of the rail vehicle comprises a controlled transverse damper
  • the calculation carried out by steps 28 and 32 will for example provide the damping coefficient making it possible to obtain the passage of the rail vehicle in the curve with the best comfort.
  • Such a control method applied to the piloting of an active transverse suspension notably improves the comfort of the vehicle by allowing a reaction of the active suspension in phase with the curve, thus avoiding yaw or roll phenomena which can be generated by an offset of phase between the reaction of the active suspension and the position of the vehicle in the curve.
  • control method according to the invention can be used to control the positioning of steerable axles of a bogie.
  • control method and the control device for implementing the method are identical to those described above and only the internal calculation equations of steps 28 and 32 are different so as to provide the control instructions for the steerable axles allowing the latter to accompany the radii of curvature of curves.
  • Such a steerable axle control method then allows the axles to move in phase with the curve being tackled, which makes it possible to considerably reduce the forces and friction between the axles and the track and therefore the wear of the latter.
  • the latter provides two distinct operating modes for the control device, namely a first operating mode according to which the piloting instructions are developed, in advance, from the characteristics extracted from the database 16, then transmitted to the engine system equipping the vehicle so as to cause the reaction of the piloted elements in phase with the curves on which it is traveling, and a second operating mode, used in the case where the location performed by the computer from the database is incorrect, according to which the geometric characteristics calculated from the measured quantities are used for the calculation of the control setpoints.
  • the control method can ensure the operation of the rail vehicle according to the second operating mode until the vehicle is located dynamically by comparison of the values measured with the database.
  • the invention which has just been described has the advantage of being economical to implement, by not requiring the sophisticated and costly localization means usually used to know at all times the position of the railway vehicle. , such as placing beacons along the tracks, locating the vehicle while driving by comparing the characteristics calculated from the measured inertial quantities with the characteristics of the database.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention concerns a method for controlling a railway vehicle steered elements which consists in: calculating, by measuring inertia values performed on board the vehicle, geometric characteristics describing the railway track and working out therefrom piloting rules for said piloted elements. The invention is characterised in that it comprises steps which consist in: locating the vehicle on the railway track whereon it is running by comparing the computed geometric characteristics stored in a database (16) resulting from previous training; retrieving from the database (16) the geometric characteristics corresponding to the next bend; and working out in advance piloting instructions for the piloted elements from the retrieved characteristics.

Description

PROCEDE ET DISPOSITIF DE COMMANDE D'ELEMENTS PILOTES D'UN VEHICULE FERROVIAIRE METHOD AND DEVICE FOR CONTROLLING PILOT ELEMENTS OF A RAIL VEHICLE
La présente invention est relative à un procédé de commande d'éléments pilotés d'un véhicule ferroviaire, notamment pour la commande d'éléments destinés à améliorer le confort des passagers, et se rapporte également à un dispositif de commande d'éléments pilotés mettant en œuvre un tel procédé.The present invention relates to a method for controlling piloted elements of a rail vehicle, in particular for the control of elements intended to improve passenger comfort, and also relates to a device for controlling piloted elements putting in implements such a process.
II existe à ce jour deux principales techniques de commande d'éléments pilotés d'un véhicule ferroviaire qui sont essentiellement utilisées pour la commande des éléments pilotés commandant l'inclinaison d'un véhicule pendulaire.To date, there are two main techniques for controlling the piloted elements of a railway vehicle which are essentially used for controlling the piloted elements controlling the inclination of a pendulum vehicle.
Une première technique consiste à mesurer des grandeurs inertielles, en particulier l'accélération transversale, la vitesse de roulis du véhicule et, éventuellement à vitesse de lacet du bogie, à calculer, à partir de ces grandeurs, des caractéristiques géométriques descriptives de la voie sur laquelle circule le véhicule et à élaborer les consignes de pilotage à partir de ces caractéristiques, tel que l'angle d'inclinaison dans le cas d'un train pendulaire.A first technique consists in measuring inertial quantities, in particular transverse acceleration, the roll speed of the vehicle and, possibly at yaw speed of the bogie, in calculating, from these quantities, descriptive geometric characteristics of the track on which circulates the vehicle and to develop the driving instructions based on these characteristics, such as the angle of inclination in the case of a tilting train.
Cette technique permet une élaboration relativement précise des consignes d'angle. Elle présente toutefois un certain nombre d'inconvénients, notamment en raison du fait que l'inclinaison du véhicule s'effectue de façon déphasée par rapport aux courbes abordées par le véhicule, dans la mesure où elle ne tient pas compte du retard inhérent au traitement des grandeurs inertielles et du temps de retard engendré lors du fonctionnement des systèmes moteurs de pendulation équipant chaque caisse du véhicule et auquel sont transmises les consignes d'angle.This technique allows a relatively precise elaboration of the angle setpoints. However, it has a certain number of drawbacks, in particular due to the fact that the vehicle is tilted out of phase with respect to the curves approached by the vehicle, insofar as it does not take into account the delay inherent in the processing. inertial quantities and the delay time generated during the operation of the tilting engine systems fitted to each vehicle body and to which the angle setpoints are transmitted.
Un tel retard peut être nettement perceptible à partir d'une vitesse de 160Km/h pour une rame munie d'une motrice en tête.Such a delay can be clearly perceptible from a speed of 160Km / h for a train with a power train at the head.
Une autre technique connue, élaborée pour pallier cet inconvénient, consiste à équiper les voies ferrées de balises permettant de localiser précisément le véhicule ferroviaire sur la voie sur laquelle il circule, et à transmettre les consignes de pilotage, et notamment les consignes d'angle d'inclinaison dans le cas d'un système de pendulation, de façon anticipée de manière à compenser les retards inhérents au fonctionnement .de ces systèmes. Cette technique utilisée pour la pendulation permet de compenser efficacement la force centrifuge soumise aux passagers du véhicule dans la mesure où l'inclinaison peut être réalisée en phase avec les courbes abordées. Elle présente cependant l'inconvénient relatif au fait qu'elle nécessite d'équiper de balises toutes les voies ferrées d'un réseau ferroviaire autorisant un fonctionnement en mode pendulaire et est donc d'un coût prohibitif.Another known technique, developed to overcome this drawback, consists in equipping the railway tracks with beacons making it possible to precisely locate the railway vehicle on the track on which it is traveling, and in transmitting the piloting instructions, and in particular the angle instructions d 'tilt in the case of a tilting system, in advance so as to compensate for the delays inherent in operation . of these systems. This technique used for tilting makes it possible to effectively compensate for the centrifugal force subjected to the passengers of the vehicle insofar as the inclination can be achieved in phase with the curves addressed. However, it has the drawback relating to the fact that it requires equipping all the railways of a rail network with beacons allowing operation in pendulum mode and is therefore prohibitively expensive.
En outre, elle ne peut être mise en œuvre sur des tronçons de réseau non équipés de telles balises.In addition, it cannot be implemented on network sections not equipped with such beacons.
Le but de l'invention est de pallier ces inconvénients en proposant un procédé de commande d'éléments pilotés d'un véhicule ferroviaire qui permette un pilotage par anticipation des éléments pilotés, de manière à ce que la réaction de ces derniers soit en phase avec la géométrie de la voie ferrée, et ce sans nécessiter d'équipement complémentaire de la voie ferrée, afin d'être simple et économique à mettre en œuvre. L'invention a donc pour objet un procédé de commande d'éléments pilotés d'un véhicule ferroviaire, dans lequel on calcule, par mesure de grandeurs inertielles effectuées à bord du véhicule, des caractéristiques géométriques descriptives de la voie ferrée et on élabore à partir de ces dernières des consignes de pilotage desdits éléments de liaison, caractérisé en ce qu'il comporte les étapes de : - localisation du véhicule sur la voie ferrée sur laquelle il circule au moyen d'une comparaison des caractéristiques géométriques calculées avec des caractéristiques géométriques stockées dans une base de données obtenue par apprentissage préalable ; extraction de la base de données, des caractéristiques géométriques correspondant à la prochaine courbe; etThe object of the invention is to overcome these drawbacks by proposing a method for controlling the piloted elements of a railway vehicle which allows piloting of the piloted elements in advance, so that the reaction of the latter is in phase with the geometry of the railway, without requiring additional equipment to the railway, in order to be simple and economical to implement. The subject of the invention is therefore a method for controlling the piloted elements of a railway vehicle, in which, by measurement of inertial quantities carried out on board the vehicle, descriptive geometric characteristics of the railway are calculated and it is developed from of the latter instructions for piloting said connecting elements, characterized in that it comprises the steps of: - locating the vehicle on the railway on which it is traveling by means of a comparison of the geometric characteristics calculated with geometric characteristics stored in a database obtained by prior learning; extraction of the database, of the geometric characteristics corresponding to the next curve; and
- élaboration par anticipation des consignes de pilotages des éléments pilotés à partir des caractéristiques extraites.- preparation in advance of the instructions for piloting the elements piloted from the extracted characteristics.
Le procédé conforme à l'invention peut en outre comporter une ou plusieurs des caractéristiques suivantes, prises isolément ou selon toutes les combinaisons techniquement possible: préalablement à l'élaboration de la ou des consignes de pilotage des éléments pilotés, on compare au moins une des caractéristiques géométriques calculées avec une fenêtre de validation de la localisation du véhicule ferroviaire élaborée à partir de la ou des données respectives extraites de la base de données et correspondant à l'emplacement présumé du véhicule ferroviaire et en cas de défaut de correspondance entre la ou les caractéristiques géométriques calculées et la fenêtre de validation, on élabore la ou les consignes de pilotage des éléments de liaison à partir des caractéristiques géométriques calculées ; la localisation du véhicule comporte les étapes d'identification de la voie ferrée sur laquelle le véhicule circule, par comparaison des caractéristiques géométriques calculées avec les caractéristiques mémorisées dans la base de données et de calcul de la distance par rapport à la prochaine courbe à partir d'une mesure de la vitesse du véhicule ferroviaire et de la longueur d'un alignement précédent ladite courbe, extraite de la base de données ; au moins en sortie de chaque courbe, on procède à une correction de la localisation du véhicule sur la voie ferrée par comparaison des caractéristiques géométriques calculées lors du franchissement de la courbe avec les caractéristiques stockées dans la base de données ; il comporte en outre une étape consistant à transmettre la ou les consignes de pilotage aux éléments pilotés équipant chaque voiture du véhicule ferroviaire à des instants permettant de compenser les retards engendrés lors du fonctionnement des éléments pilotés et en fonction de la localisation de chaque voiture dans le véhicule. les éléments pilotés sont des éléments d'une suspension active ; les éléments pilotés sont des éléments commandant la position d'essieux orientables d'un bogie ; les éléments pilotés sont des éléments commandant l'inclinaison d'un véhicule ferroviaire pendulaire et les consignes de pilotage sont des consignes d'angle d'inclinaison ; on applique à la ou les consignes d'angle un coefficient de modération de l'inclinaison du véhicule ferroviaire extrait de la base de données pour chaque courbe;The method according to the invention may also include one or more of the following characteristics, taken in isolation or in any technically possible combination: prior to the development of the control element (s) for the elements piloted, at least one of the geometric characteristics calculated is compared with a window for validating the location of the rail vehicle developed from the respective data or data extracted from the database and corresponding to the presumed location of the rail vehicle and in the event if there is no correspondence between the geometric characteristic (s) calculated and the validation window, the control instruction (s) for the connecting elements are developed from the geometric characteristics calculated; locating the vehicle includes the steps of identifying the railway line on which the vehicle is traveling, by comparing the geometric characteristics calculated with the characteristics stored in the database and calculating the distance from the next curve from 'a measurement of the speed of the railway vehicle and the length of an alignment preceding said curve, extracted from the database; at least at the end of each curve, a correction is made to the location of the vehicle on the railway by comparison of the geometric characteristics calculated when the curve is crossed with the characteristics stored in the database; it further comprises a step consisting in transmitting the driving instruction or instructions to the piloted elements equipping each car of the rail vehicle at times making it possible to compensate for the delays caused during the operation of the piloted elements and according to the location of each car in vehicle. the controlled elements are elements of an active suspension; the driven elements are elements controlling the position of steerable axles of a bogie; the piloted elements are elements controlling the inclination of a tilting railway vehicle and the piloting instructions are inclination angle instructions; a coefficient of moderation of the inclination of the rail vehicle extracted from the database is applied to the angle setpoint (s) for each curve;
L'invention a également pour objet un dispositif de commande d'éléments pilotés d'un véhicule ferroviaire, du type comportant des moyens de mesure de grandeurs inertielles et un calculateur adapté pour calculer, à partir des grandeurs inertielles mesurées, des caractéristiques géométriques descriptives de la voie ferrée sur laquelle il circule et pour élaborer des consignes de pilotage des éléments pilotés à partir des caractéristiques géométriques calculées, caractérisé en ce que le calculateur comporte des moyens de localisation du véhicule ferroviaire à partir d'une comparaison des caractéristiques géométriques calculées avec des caractéristiques géométriques stockées dans une base de données mémorisée dans le calculateur obtenue par apprentissage préalable, les grandeurs inertielles servant à l'élaboration de la ou des consignes de pilotage correspondant à la prochaine courbe étant élaborés de façon anticipée à partir des caractéristiques de cette courbe extraites de la base de données, de manière à commander ainsi les éléments pilotés en phase avec la courbe.The invention also relates to a control device piloted elements of a railway vehicle, of the type comprising means for measuring inertial quantities and a computer adapted to calculate, from the measured inertial quantities, descriptive geometric characteristics of the railway on which it runs and to develop control instructions for the elements controlled from the calculated geometric characteristics, characterized in that the computer comprises means for locating the railway vehicle on the basis of a comparison of the calculated geometric characteristics with geometric characteristics stored in a database stored in the computer obtained by prior learning, the inertial quantities used for the development of the control instruction (s) corresponding to the next curve being developed in advance using the characteristics of this curve extracted from the database, in such a way re thereby controlling the elements driven in phase with the curve.
Le dispositif conforme à l'invention peut en outre comporter une ou plusieurs des caractéristiques suivantes, prises isolément ou selon toutes les combinaisons techniquement possible :The device according to the invention may also include one or more of the following characteristics, taken in isolation or in any technically possible combination:
- les éléments pilotés sont des éléments commandant l'inclinaison d'un véhicule ferroviaire pendulaire, les consignes de pilotage étant des consignes d'angle d'inclinaison pour le véhicule ferroviaire. les éléments pilotés sont des éléments d'une suspension transversale active. - les éléments pilotés sont des éléments commandant la position d'essieux orientables d'un bogie.- The controlled elements are elements controlling the inclination of a pendulum rail vehicle, the piloting instructions being instructions of angle of inclination for the railway vehicle. the controlled elements are elements of an active transverse suspension. - the driven elements are elements controlling the position of steerable axles of a bogie.
D'autres caractéristiques et avantages ressortiront de la description suivante de plusieurs applications d'un exemple de réalisation du procédé de commande selon l'invention, donnée uniquement à titre d'exemple, et faite en référence aux dessins annexes sur lesquels:Other characteristics and advantages will emerge from the following description of several applications of an exemplary embodiment of the control method according to the invention, given solely by way of example, and made with reference to the accompanying drawings in which:
- La figure 1 est un schéma illustrant le principe de compensation de la force centrifuge appliquée aux passagers d'un véhicule ferroviaire lorsque le procédé de commande selon l'invention est appliqué à la commande de la pendulation d'un véhicule pendulaire ; - la figure 2 est un schéma synoptique illustrant la structure d'un dispositif de commande d'éléments pilotés conforme à l'invention ; et - la figure 3 est un organigramme représentant les principales phases de fonctionnement du procédé de commande selon l'invention.- Figure 1 is a diagram illustrating the principle of compensation of the centrifugal force applied to the passengers of a railway vehicle when the control method according to the invention is applied to the control of the tilting of a pendulum vehicle; - Figure 2 is a block diagram illustrating the structure of a device for controlling controlled elements according to the invention; and - Figure 3 is a flowchart showing the main operating phases of the control method according to the invention.
La figure 1 illustre une mode réalisation particulier du procédé selon invention appliqué à la commande de la pendulation d'un véhicule pendulaire. Sur la figure 1, on a représenté une vue schématique de face d'un véhicule ferroviaire 10 circulant en courbe sur une voie ferrée en dévers d d'angle α.FIG. 1 illustrates a particular embodiment of the method according to the invention applied to the control of the tilting of a pendulum vehicle. In Figure 1, there is shown a schematic front view of a rail vehicle 10 running in a curve on a superelevated railway track d of angle α.
Le véhicule 10, et en particulier les passagers qu'il transporte est soumis, d'une part à l'accélération de la pesanteur g et, d'autre part, à la force centrifuge V2/R, V et R désignant respectivement la vitesse du véhicule et le rayon de courbure de la courbe en franchissement.The vehicle 10, and in particular the passengers it carries, is subjected, on the one hand to the acceleration of gravity g and, on the other hand, to the centrifugal force V 2 / R, V and R designating respectively the vehicle speed and radius of curvature of the curve when crossing.
La force totale F perçue par les voyageurs est constituée par la somme de l'accélération de la pesanteur et de la force centrifuge.The total force F perceived by the travelers consists of the sum of the acceleration of gravity and the centrifugal force.
En considérant un repère (x, y) lié au véhicule 10, on conçoit que cette force F comporte une première composante transversale Fx néfaste pour le confort des voyageurs et susceptible d'engendrer une cinétose, et une deuxième composante Fy s' exerçant dans une direction perpendiculaire au plan des voies et peu perceptible par les voyageurs.By considering a reference frame (x, y) linked to the vehicle 10, it can be seen that this force F comprises a first transverse component F x harmful to the comfort of travelers and capable of causing motion sickness, and a second component F y exerted in a direction perpendicular to the track plan and hardly noticeable by travelers.
A faible vitesse, le dévers de la voie ferrée peut être suffisant pour limiter la composante transversale de la force totale F appliquée aux voyageurs, sous l'action de l'accélération de la pesanteur.At low speed, the slope of the railroad may be sufficient to limit the transverse component of the total force F applied to travelers, under the action of the acceleration of gravity.
A vitesse élevée, les véhicules ferroviaires pendulaires réalisent une compensation complémentaire en s 'inclinant vers l'intérieur de la courbe de mamère à réduire, voire annuler, par la seule action de la pesanteur, la composante transversale de la force totale appliquée aux passagers, et ce en fonction de la vitesse du véhicule. On a représenté sur la figure 2 un schéma synoptique d'un dispositif de commande selon l'invention.At high speed, tilting rail vehicles carry out additional compensation by tilting inwards the mast curve to reduce, or even cancel, by the action of gravity alone, the transverse component of the total force applied to passengers, depending on the speed of the vehicle. FIG. 2 shows a block diagram of a control device according to the invention.
Comme on le voit sur cette figure, le dispositif de commande comporte des moyens 12 de mesure de grandeurs inertielles, en particulier l'accélération transversale, la vitesse de roulis et, le cas échéant, la vitesse de lacet du bogie du véhicule. Ces moyens de mesure 12 sont raccordés à un calculateur 14 dans lequel est stocké un algorithme de calcul de caractéristiques géométriques descriptives de la voie ferrée sur laquelle circule le véhicule ferroviaire. Cet algorithme est un algorithme de type classique. Il ne sera donc pas décrit en détail par la suite. On notera toutefois qu'il est adapté pour calculer à partir des grandeurs inertielles, les caractéristiques géométriques de la voie, notamment le dévers des courbes franchies, leur rayon de courbure, et le gauche, en particulier à partir de la vitesse du véhicule.As can be seen in this figure, the control device comprises means 12 for measuring inertial quantities, in particular the transverse acceleration, the roll speed and, if necessary, the yaw speed of the bogie of the vehicle. These measurement means 12 are connected to a computer 14 in which is stored an algorithm for calculating descriptive geometric characteristics of the railway on which the railway vehicle travels. This algorithm is a conventional type algorithm. It will therefore not be described in detail below. Note however that it is suitable for calculating from the inertial quantities, the geometric characteristics of the track, in particular the slope of the curves crossed, their radius of curvature, and the left, in particular from the speed of the vehicle.
Le calculateur 14 est associé à une base de données 16 dans laquelle sont stockées des caractéristiques géométriques descriptives correspondantes obtenues par apprentissage préalable en faisant circuler un véhicule ferroviaire sur les voies ferrées d'un réseau ferroviaire autorisant un fonctionnement en mode pendulaire et auxquelles appartient la voie sur laquelle circule le véhicule ferroviaire, en mesurant les grandeurs inertielles servant au calcul de ces caractéristiques, et en calculant ces dernières.The computer 14 is associated with a database 16 in which are stored corresponding descriptive geometric characteristics obtained by prior learning by running a rail vehicle on the tracks of a rail network authorizing operation in pendular mode and to which the track belongs. on which the rail vehicle travels, by measuring the inertial quantities used for the calculation of these characteristics, and by calculating the latter.
Ainsi, dans le cas particulier de l'application du dispositif de commande au pilotage de la pendulation, la base de données 16 contient une description géométrique précise de l'ensemble des voies praticables en fonctionnement pendulaire.Thus, in the particular case of the application of the control device to the steering of the tilting, the database 16 contains a precise geometric description of all of the tracks practicable in pendulum operation.
Comme cela va maintenant être décrit en référence à la figure 3, qui représente un organigramme décrivant le fonctionnement général du dispositif de commande selon l'invention, le calculateur 14 procède à une comparaison des caractéristiques géométriques calculées avec les caractéristiques mémorisées dans la base de données, pour identifier la voie ferrée sur laquelle il circule ainsi que localiser précisément le véhicule ferroviaire sur la voie.As will now be described with reference to FIG. 3, which represents a flowchart describing the general operation of the control device according to the invention, the computer 14 performs a comparison of the geometric characteristics calculated with the characteristics stored in the database , to identify the railway track on which it runs as well as to locate the railway vehicle precisely on the track.
A partir de cette localisation, le calculateur 14 extrait de la base de données les caractéristiques géométriques correspondant à la prochaine courbe abordée par le véhicule et utilise ces grandeurs pour calculer les consignes de pilotage des éléments pilotés. Ainsi, dans le cas particulier de l'application du dispositif de commande au pilotage de la pendulation, le calculateur 14 calcule l'angle optimum θ d'inclinaison du véhicule permettant d'améliorer le confort des passagers.From this location, the computer 14 extracts from the database the geometric characteristics corresponding to the next curve approached by the vehicle and uses these quantities to calculate the control instructions for the controlled elements. Thus, in the particular case of the application of the control device to the steering of the tilting, the computer 14 calculates the optimum angle cl of the vehicle tilting making it possible to improve the comfort of the passengers.
On voit sur la figure 3 que lors d'une première étape 18, le calculateur 14 réceptionne les grandeurs inertielles délivrées par les moyens de mesure 12 et calcule les caractéristiques géométriques de la portion de voie sur laquelle il circule à partir de ces grandeurs, au moyen d'un algorithme de type classique.It can be seen in FIG. 3 that during a first step 18, the computer 14 receives the inertial quantities delivered by the measurement means 12 and calculates the geometric characteristics of the portion of track on which it travels from these quantities, using a conventional type algorithm.
Lors de l'étape 20 suivante, il procède à une comparaison des caractéristiques calculées avec les caractéristiques stockées dans la base de données pour procéder à une identification de la voie sur laquelle le véhicule circule. Plus particulièrement, au cours de cette étape 20, le calculateur 14 effectue une comparaison entre les caractéristiques obtenues lors du franchissement de trois courbes précédentes avec les données mémorisées dans la base de données 16.During the following step 20, it performs a comparison of the calculated characteristics with the characteristics stored in the database in order to identify the lane on which the vehicle is traveling. More particularly, during this step 20, the computer 14 performs a comparison between the characteristics obtained during the crossing of three previous curves with the data stored in the database 16.
Apres identification de la voie, au cours de l'étape 22 suivante, le calculateur 14 procède à un calcul de la distance séparant le véhicule de la prochaine courbe par intégration de la vitesse du véhicule et à partir de la longueur de l'alignement précédent cette courbe sur lequel il chemine.After identifying the lane, during the following step 22, the computer 14 calculates the distance separating the vehicle from the next curve by integrating the vehicle speed and from the length of the previous alignment this curve on which he walks.
On extrait ensuite de la base de données 16 les caractéristiques géométriques correspondant à la prochaine courbe (étape 24).The geometric characteristics corresponding to the next curve are then extracted from the database 16 (step 24).
Lors de l'étape 26 suivante, l'on effectue une vérification de la localisation par comparaison d'une ou de plusieurs caractéristiques géométriques calculées de la courbe avec une fenêtre de validation.During the following step 26, a verification of the location is carried out by comparison of one or more calculated geometric characteristics of the curve with a validation window.
Cette fenêtre est élaborée à partir de la ou des caractéristiques géométriques respectives extraites de la base de données et correspondant à l'emplacement du véhicule. Dans le cas où les caractéristiques calculées se situent à l'intérieur de la fenêtre de validation, c'est-à-dire si le véhicule est correctement localisé, lors de l'étape 28 suivante, on utilise les caractéristiques géométriques extraites de la base de données lors de l'étape 24 pour procéder au calcul des consignes de pilotage.This window is developed from the respective geometric characteristic (s) extracted from the database and corresponding to the location of the vehicle. In the case where the calculated characteristics are located inside the validation window, that is to say if the vehicle is correctly located, during the following step 28, the geometric characteristics extracted from the base are used in step 24 to calculate the piloting setpoints.
Dans le cas particulier d'utilisation du procédé de commande selon l'invention pour le pilotage de la pendulation d'un véhicule pendulaire, les consignes de pilotage calculées par l'étape 28 sont des consignes d'angle d'inclinaison.In the particular case of using the control method according to the invention for controlling the tilting of a tilting vehicle, the steering setpoints calculated by step 28 are tilt angle setpoints.
Ces consignes d'angle θ sont proportionnelles à la somme algébrique des composantes transversales de l'accélération de la pesanteur g et de la force centrifuge et sont élaborées à partir de la relation (1) suivante: θ = K [V2/R cos α - g sin α] (1) dans laquelle, comme mentionné précédemment V désigne la vitesse du véhicule,These angle setpoints θ are proportional to the algebraic sum of the transverse components of the acceleration of gravity g and of the centrifugal force and are developed from the following relation (1): θ = K [V 2 / R cos α - g sin α] (1) in which, as mentioned previously V denotes the speed of the vehicle,
R est le rayon de courbure du virage abordé, extrait de la base de données, α désigne l'angle formé par le dévers, etR is the radius of curvature of the tacked turn, extracted from the database, α denotes the angle formed by the superelevation, and
K représente le coefficient de proportionnalité.K represents the coefficient of proportionality.
L'angle de dévers α étant nécessairement faible, cette relation peut s'écrire également θ = K [V2/R - g.d/1500] (2) d, désignant le dévers en mm et 1500 correspondant à la distance entre rails, en mm.The slope angle α being necessarily small, this relation can also be written θ = K [V 2 / R - gd / 1500] (2) d, designating the slope in mm and 1500 corresponding to the distance between rails, in mm.
On notera que, de préférence, lors de ce calcul des consignes d'angle effectué à l'étape 28 précédente, on affecte un coefficient de modération de l'inclinaison du véhicule, extrait de la base de données 16 pour chaque courbe en adaptant le coefficient K de proportionnalité de manière à améliorer le confort des passagers, en particulier dans le cas de courbes de faible rayon de courbure.It will be noted that, preferably, during this calculation of the angle setpoints carried out in the preceding step 28, a coefficient of moderation of the inclination of the vehicle is assigned, extracted from the database 16 for each curve by adapting the proportionality coefficient K so as to improve passenger comfort, in particular in the case of curves with a small radius of curvature.
Ces consignes sont ensuite transmises vers les systèmes moteurs équipant chaque voiture du véhicule ferroviaire pour leur inclinaison, à des instants permettant de compenser les retard engendrés lors du fonctionnement de ces systèmes, c'est à dire juste avant que le véhicule n'aborde la courbe, et ce en fonction de la localisation de chaque voiture dans le véhicule (étape 30).These instructions are then transmitted to the engine systems equipping each car of the rail vehicle for their inclination, at times making it possible to compensate for the delays generated during the operation of these systems, that is to say just before the vehicle approaches the curve. , depending on the location of each car in the vehicle (step 30).
Au contraire, dans le cas où les caractéristiques calculées se situent en dehors de la fenêtre de validation, indiquant que la localisation déterminée lors des étapes 20 et 22 précédentes n'est pas correcte, ces caractéristiques calculées de la courbe sont utilisées pour calculer, lors de l'étape 32, les consignes d'angle en utilisant la relation (2) ci-dessus. Elles sont alors immédiatement transmises vers les systèmes moteurs pour commander l'inclinaison du véhicule.On the contrary, in the case where the calculated characteristics lie outside the validation window, indicating that the location determined during the preceding steps 20 and 22 is not correct, these calculated characteristics of the curve are used to calculate, during from step 32, the angle setpoints using the relation (2) above. They are then immediately transmitted to the engine systems to control the inclination of the vehicle.
Lors de l'étape 34 suivante, en sortie de chaque courbe au moins, le calculateur 14 procède à une correction de la localisation du véhicule sur la voie ferrée en comparant les caractéristiques géométriques calculées avec les caractéristiques stockées dans la base de données pour déterminer précisément la date à laquelle le train aborde la sortie de la courbe.During the next step 34, at the output of at least each curve, the computer 14 corrects the location of the vehicle on the railway by comparing the geometric characteristics calculated with the characteristics stored in the database to precisely determine the date on which the train approaches the exit from the curve.
Le procédé retourne ensuite à l'étape 22 pour calculer la distance séparant le véhicule de la prochaine courbe.The method then returns to step 22 to calculate the distance separating the vehicle from the next curve.
On conçoit que le dispositif de commande qui vient d'être décrit dispose de deux modes de fonctionnement distincts, à savoir un premier mode de fonctionnement selon lequel les consignes d'angle d'inclinaison sont élaborées, par anticipation, à partir des caractéristiques extraites de la base de données 16, puis transmises au système moteur équipant le véhicule de manière à provoquer l'inclinaison de ce dernier en phase avec les courbes sur lesquelles il circule, et un deuxième mode de fonctionnement, utilisé dans le cas où la localisation effectuée par le calculateur à partir de la base de données est incorrecte, selon lequel les caractéristiques géométriques calculées à partir des grandeurs mesurées sont utilisées pour le calcul des consignes d'angle.It will be appreciated that the control device which has just been described has two distinct operating modes, namely a first operating mode according to which the tilt angle setpoints are developed, in advance, from the characteristics extracted from the database 16, then transmitted to the engine system equipping the vehicle so as to cause the inclination of the latter in phase with the curves on which it is traveling, and a second mode of operation, used in the case where the location carried out by the calculator from the database is incorrect, according to which the geometric characteristics calculated from the measured quantities are used for the calculation of the angle setpoints.
Par conséquent, même dans le cas où la localisation du véhicule ferroviaire n'est pas réalisable, par exemple en raison d'une indisponibilité des caractéristiques dans la base de données, il est possible de procéder à une pendulation en utilisant les grandeurs inertielles mesurées en courbe. Bien entendu le procédé de commande selon l'invention n'est limité ni au mode réalisation, ni à l'application décrits précédemment. Au contraire, le procédé de commande selon l'invention peut être utilisé pour commander tous les éléments pilotés de véhicule ferroviaire nécessitant un pilotage en phase avec la géométrie de la voie ferrée. Ainsi, dans une variante d'application, le procédé de commande selon l'invention peut être utilisé pour commander les éléments pilotés d'une suspension transversale active afin d'améliorer le confort des passagers du véhicule ferroviaire.Consequently, even in the case where the location of the rail vehicle is not feasible, for example due to the unavailability of the characteristics in the database, it is possible to make a tilting using the inertial quantities measured in curve. Of course, the control method according to the invention is not limited to the embodiment or to the application described above. On the contrary, the control method according to the invention can be used to control all the piloted elements of a railway vehicle requiring piloting in phase with the geometry of the railway. Thus, in an alternative application, the control method according to the invention can be used to control the controlled elements of an active transverse suspension in order to improve the comfort of the passengers of the rail vehicle.
Un tel procédé de commande de suspension active comporte alors les mêmes phases de fonctionnement que celles représentées à la figure 3 et le dispositif de commande pour la mise en œuvre du procédé reprend le même schéma synoptique que celui de la figure 2. Seul le calcul interne des étapes 28 et 32 du calculateur 14 est modifié de manière à calculer les grandeurs nécessaires au pilotage de la suspension transversale active. Toutefois ,de manière similaire à ce qui a été décrit précédemment, l'étape 28 utilise les caractéristiques géométriques extraites de la base de données lors de l'étape 24 pour procéder au calcul des consignes de pilotage de la suspension active et l'étape 32 utilise quand à elle les caractéristiques géométriques calculées par la première étape 18 pour procéder au calcul des consignes de pilotage de la suspension active. Les équations de calcul des consignes de pilotage de la suspension active sont de type classique et ne seront donc pas décrites en détail par la suite. Ainsi, si la suspension active du véhicule ferroviaire comporte un amortisseur transversal piloté, le calcul effectué par les étapes 28 et 32 fournira par exemple le coefficient d'amortissement permettant d'obtenir le passage du véhicule ferroviaire dans la courbe avec le meilleur confort.Such an active suspension control method then comprises the same operating phases as those represented in FIG. 3 and the control device for implementing the method uses the same block diagram as that of FIG. 2. Only the internal calculation of steps 28 and 32 of the computer 14 is modified so as to calculate the quantities necessary for controlling the active transverse suspension. However, similarly to what has been described previously, step 28 uses the geometric characteristics extracted from the database during step 24 to calculate the control instructions for the active suspension and step 32 when it uses the geometric characteristics calculated by the first step 18 to proceed with the calculation of the control instructions for the active suspension. The equations for calculating the control instructions for the active suspension are of the conventional type and will therefore not be described in detail below. Thus, if the active suspension of the rail vehicle comprises a controlled transverse damper, the calculation carried out by steps 28 and 32 will for example provide the damping coefficient making it possible to obtain the passage of the rail vehicle in the curve with the best comfort.
Une tel procédé de commande appliqué au pilotage d'une suspension transversale active améliore notablement le confort du véhicule en permettant une réaction de la suspension active en phase avec la courbe, évitant ainsi les phénomènes de lacet ou de roulis pouvant être générés par un décalage de phase entre la réaction de la suspension active et la position du véhicule dans la courbe.Such a control method applied to the piloting of an active transverse suspension notably improves the comfort of the vehicle by allowing a reaction of the active suspension in phase with the curve, thus avoiding yaw or roll phenomena which can be generated by an offset of phase between the reaction of the active suspension and the position of the vehicle in the curve.
Ainsi, dans une autre variante d'application, le procédé de commande selon l'invention pourra servir à commander le positionnement d'essieux orientables d'un bogie. Dans un tel cas, le procédé de commande et le dispositif de commande pour la mise en œuvre du procédé sont identiques à ceux décrits précédemment et seules les équations de calcul interne des étapes 28 et 32 sont différentes de manière à fournir les consignes de pilotage des essieux orientables permettant que ces derniers accompagnent les rayons de courbures des courbes. Un tel procédé de commande d'essieux orientables permet alors un mouvement des essieux en phase avec la courbe abordée ce qui permet de réduire considérablement les efforts et les frottements entre les essieux et la voie ferrée et donc l'usure de ces derniers.Thus, in another application variant, the control method according to the invention can be used to control the positioning of steerable axles of a bogie. In such a case, the control method and the control device for implementing the method are identical to those described above and only the internal calculation equations of steps 28 and 32 are different so as to provide the control instructions for the steerable axles allowing the latter to accompany the radii of curvature of curves. Such a steerable axle control method then allows the axles to move in phase with the curve being tackled, which makes it possible to considerably reduce the forces and friction between the axles and the track and therefore the wear of the latter.
On conçoit que indépendamment de l'application qui est faite du procédé de commande selon l'invention, ce dernier assure deux modes de fonctionnement distincts au dispositif de commande, à savoir un premier mode de fonctionnement selon lequel les consignes de pilotage sont élaborées, par anticipation, à partir des caractéristiques extraites de la base de données 16, puis transmises au système moteur équipant le véhicule de manière à provoquer la réaction des éléments pilotés en phase avec les courbes sur lesquelles il circule, et un deuxième mode de fonctionnement, utilisé dans le cas où la localisation effectuée par le calculateur à partir de la base de données est incorrecte, selon lequel les caractéristiques géométriques calculées à partir des grandeurs mesurées sont utilisées pour le calcul des consignes de pilotage.It is understood that independently of the application which is made of the control method according to the invention, the latter provides two distinct operating modes for the control device, namely a first operating mode according to which the piloting instructions are developed, in advance, from the characteristics extracted from the database 16, then transmitted to the engine system equipping the vehicle so as to cause the reaction of the piloted elements in phase with the curves on which it is traveling, and a second operating mode, used in the case where the location performed by the computer from the database is incorrect, according to which the geometric characteristics calculated from the measured quantities are used for the calculation of the control setpoints.
Par conséquent, même dans le cas où la localisation du véhicule ferroviaire n'est pas réalisable, par exemple en raison d'une indisponibilité des caractéristiques dans la base de données, il est possible de procéder à un pilotage des éléments pilotés en utilisant les grandeurs inertielles mesurées en courbe. Ainsi, lors des phases de démarrage du véhicule ferroviaire, le procédé de commande peut assurer le fonctionnement du véhicule ferroviaire selon le deuxième mode de fonctionnement jusqu'à ce que le véhicule soit localisé en dynamique par comparaison des valeurs mesurées avec la base de données.Consequently, even in the case where the location of the rail vehicle is not feasible, for example due to the unavailability of the characteristics in the database, it is possible to control the elements controlled using the quantities inertial measured in curve. Thus, during the starting phases of the rail vehicle, the control method can ensure the operation of the rail vehicle according to the second operating mode until the vehicle is located dynamically by comparison of the values measured with the database.
On conçoit également que l'invention qui vient d'être décrite présente l'avantage d'être économique à mettre en œuvre, en ne nécessitant pas les moyens de localisation sophistiqués et coûteux habituellement utilisés pour connaître à chaque instant de la position du véhicule ferroviaire, tels que la mise en place de balises le long des voies, la localisation du véhicule s' effectuant en roulant par comparaison des caractéristiques calculées à partir des grandeurs inertielles mesurées avec les caractéristiques de la base de données.It is also understood that the invention which has just been described has the advantage of being economical to implement, by not requiring the sophisticated and costly localization means usually used to know at all times the position of the railway vehicle. , such as placing beacons along the tracks, locating the vehicle while driving by comparing the characteristics calculated from the measured inertial quantities with the characteristics of the database.
Enfin, elle ne nécessite aucune manipulation ou entrée de données de la part du conducteur pour la localisation du véhicule ferroviaire et est donc insensible aux erreurs de manipulation. Finally, it does not require any manipulation or input of data on the part of the driver for the location of the rail vehicle and is therefore insensitive to handling errors.

Claims

REVENDICATIONS
1 ) Procédé de commande d'éléments pilotés d'un véhicule ferroviaire, dans lequel on calcule, par mesure de grandeurs inertielles effectuées à bord du véhicule, des caractéristiques géométriques descriptives de la voie ferrée et on élabore à partir de ces dernières des consignes de pilotage desdits éléments pilotés, caractérisé en ce qu'il comporte les étapes de : localisation du véhicule sur la voie ferrée sur laquelle il circule au moyen d'une comparaison des caractéristiques géométriques calculées avec des caractéristiques géométriques stockées dans une base de données (16) obtenue par apprentissage préalable ; extraction de la base de données (16), des caractéristiques géométriques correspondant à la prochaine courbe ; et élaboration par anticipation des consignes de pilotages des éléments pilotés à partir des caractéristiques extraites.1) Method for controlling the piloted elements of a railway vehicle, in which, by measurement of inertial quantities carried out on board the vehicle, descriptive geometrical characteristics of the railway are calculated and instructions are produced from these piloting of said piloted elements, characterized in that it comprises the steps of: locating the vehicle on the railway on which it is traveling by means of a comparison of the geometric characteristics calculated with geometric characteristics stored in a database (16) obtained by prior learning; extracting from the database (16), the geometric characteristics corresponding to the next curve; and preparation in advance of the control instructions for the elements controlled from the extracted characteristics.
2) Procédé de commande selon la revendication 1, caractérisé en ce que préalablement à l'élaboration de la ou des consignes de pilotage des éléments de liaison, on compare au moins une des caractéristiques géométriques calculées avec une fenêtre de validation de la localisation du véhicule ferroviaire élaborée à partir de la ou des données respectives extraites de la base de données et correspondant à l'emplacement présumé du véhicule ferroviaire et en ce qu'en cas de défaut de correspondance entre la ou les caractéristiques géométriques calculées et la fenêtre de validation, la ou les consignes de pilotage des éléments pilotés sont élaborées à partir des caractéristiques géométriques calculées.2) control method according to claim 1, characterized in that prior to the development of the control instructions or the connecting elements, comparing at least one of the geometric characteristics calculated with a window for validation of the location of the vehicle rail developed from the respective data or data extracted from the database and corresponding to the presumed location of the rail vehicle and in that in the event of a mismatch between the calculated geometric characteristic (s) and the validation window, the control instruction (s) for the piloted elements are developed from the calculated geometric characteristics.
3) Procédé de commande selon l'une quelconque des revendications 1 à 2, caractérisé en ce que la localisation du véhicule comporte les étapes d'identification de la voie ferrée sur laquelle le véhicule circule, par comparaison des caractéristiques géométriques calculées avec les caractéristiques mémorisées dans la base de données et de calcul de la distance par rapport à la prochaine courbe à partir d'une mesure de la vitesse du véhicule ferroviaire et de la longueur d'un alignement précédent ladite courbe, extraite de la base de données. 4) Procédé de commande selon la revendication 3, caractérisé en ce qu'au moins en sortie de chaque courbe, on procède à une correction de la localisation du véhicule sur la voie ferrée par comparaison des caractéristiques géométriques calculées lors du franchissement de la courbe avec les caractéristiques stockées dans la base de données.3) control method according to any one of claims 1 to 2, characterized in that the location of the vehicle includes the steps of identifying the railway on which the vehicle travels, by comparison of the geometric characteristics calculated with the stored characteristics in the database and calculating the distance to the next curve from a measurement of the speed of the rail vehicle and the length of an alignment preceding said curve, extracted from the database. 4) A control method according to claim 3, characterized in that at least at the outlet of each curve, a correction is made to the location of the vehicle on the railway by comparison of the geometric characteristics calculated when crossing the curve with the characteristics stored in the database.
5) Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'il comporte en outre une étape consistant à transmettre la ou les consignes de pilotage aux éléments pilotés équipant chaque voiture du véhicule ferroviaire à des instants permettant de compenser les retards engendrés lors du fonctionnement desdits éléments pilotés et en fonction de la localisation de chaque voiture dans le véhicule.5) Method according to any one of claims 1 to 4, characterized in that it further comprises a step consisting in transmitting the driving instruction or instructions to the piloted elements equipping each car of the rail vehicle at times making it possible to compensate for the delays caused during the operation of said driven elements and depending on the location of each car in the vehicle.
6) Procédé de commande selon l'une quelconque des revendications 1 à 5, caractérisé en ce que les éléments pilotés sont des éléments d'une suspension active.6) A control method according to any one of claims 1 to 5, characterized in that the controlled elements are elements of an active suspension.
7) Procédé de commande selon l'une quelconque des revendications 1 à 5 , caractérisé en ce que les éléments pilotés sont des éléments commandant la position d'essieux orientables d'un bogie.7) A control method according to any one of claims 1 to 5, characterized in that the driven elements are elements controlling the position of steerable axles of a bogie.
8) Procédé de commande selon l'une quelconque des revendications 1 à 5, caractérisé en ce que les éléments pilotés sont des éléments commandant l'inclinaison d'un véhicule ferroviaire pendulaire et en ce que les consignes de pilotage sont des consignes d'angle d'inclinaison.8) A control method according to any one of claims 1 to 5, characterized in that the piloted elements are elements controlling the inclination of a pendulum rail vehicle and in that the piloting instructions are angle instructions tilt.
9) Procédé de commande de l'inclinaison d'un véhicule pendulaire selon la revendication 8, caractérisé en ce que l'on applique à la ou les consignes d'angle un coefficient de modération de l'inclinaison du véhicule ferroviaire extrait de la base de données (16) pour chaque courbe.9) A method of controlling the inclination of a pendular vehicle according to claim 8, characterized in that one applies to the angle setpoint (s) a coefficient of moderation of the inclination of the railway vehicle extracted from the base data (16) for each curve.
10) Dispositif de commande d'éléments pilotés d'un véhicule ferroviaire, du type comportant des moyens (12) de mesure de grandeurs inertielles et un calculateur (14) adapté pour calculer, à partir des grandeurs inertielles mesurées, des caractéristiques géométriques descriptives de la voie ferrée sur laquelle circule le véhicule et pour élaborer des consignes de pilotage des éléments pilotés à partir des caractéristiques géométriques calculées, caractérisé en ce que le calculateur (14) comporte des moyens de localisation du véhicule ferroviaire à partir d'une comparaison des caractéristiques géométriques calculées avec des caractéristiques géométriques stockées dans une base de données (16) mémorisée dans le calculateur (14) obtenue par apprentissage préalable, les consignes de pilotage pour aborder la prochaine courbe étant élaborées de façon anticipée à partir des caractéristiques de cette courbe extraites de la base de données, de manière à commander ainsi les éléments pilotés en phase avec la courbe.10) Device for controlling the piloted elements of a railway vehicle, of the type comprising means (12) for measuring inertial quantities and a computer (14) adapted to calculate, from the measured inertial quantities, descriptive geometric characteristics of the railway line on which the vehicle travels and to develop instructions for piloting the elements piloted from the calculated geometric characteristics, characterized in that the computer (14) includes means for locating the rail vehicle from a comparison of the geometric characteristics calculated with geometric characteristics stored in a database (16) stored in the computer (14) obtained by prior learning, the piloting instructions for approaching the next curve being developed in advance from the characteristics of this curve extracted from the database, so as to control the elements controlled in phase with the curve.
11) Dispositif de commande selon la revendication précédente, caractérisé en ce que lesdits éléments pilotés sont des éléments commandant l'inclinaison d'un véhicule ferroviaire pendulaire, les consignes de pilotage étant des consignes d'angle d'inclinaison pour le véhicule ferroviaire.11) Control device according to the preceding claim, characterized in that said piloted elements are elements controlling the inclination of a pendular rail vehicle, the piloting instructions being instructions of angle of inclination for the railway vehicle.
12) Dispositif de commande selon la revendication 10, caractérisé en ce que les éléments pilotés sont des éléments d'une suspension transversale active.12) Control device according to claim 10, characterized in that the controlled elements are elements of an active transverse suspension.
13) Dispositif de commande selon la revendication 10, caractérisé en ce que les éléments pilotés sont des éléments commandant la position d'essieux orientables d'un bogie. 13) A control device according to claim 10, characterized in that the driven elements are elements controlling the position of steerable axles of a bogie.
EP00920818A 1999-06-11 2000-04-17 Method and device for controlling a railway vehicle steered elements Ceased EP1104375A1 (en)

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FR9907435 1999-06-11
FR9907435A FR2794707B1 (en) 1999-06-11 1999-06-11 METHOD AND DEVICE FOR CONTROLLING THE TILT OF A PENDULUM RAIL VEHICLE
PCT/FR2000/000994 WO2000076827A1 (en) 1999-06-11 2000-04-17 Method and device for controlling a railway vehicle steered elements

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CA2339898A1 (en) 2000-12-21
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JP2003502211A (en) 2003-01-21
AU4125300A (en) 2001-01-02
CN1313817A (en) 2001-09-19
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AU760480B2 (en) 2003-05-15
CA2339898C (en) 2007-08-14
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FR2794707A1 (en) 2000-12-15
CN1259211C (en) 2006-06-14

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