EP2703248A2 - Commande d'inclinaison - Google Patents

Commande d'inclinaison Download PDF

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Publication number
EP2703248A2
EP2703248A2 EP13182316.3A EP13182316A EP2703248A2 EP 2703248 A2 EP2703248 A2 EP 2703248A2 EP 13182316 A EP13182316 A EP 13182316A EP 2703248 A2 EP2703248 A2 EP 2703248A2
Authority
EP
European Patent Office
Prior art keywords
control
tilting
arrangement
tilt
wagon
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.)
Granted
Application number
EP13182316.3A
Other languages
German (de)
English (en)
Other versions
EP2703248B1 (fr
EP2703248A3 (fr
Inventor
Ali Huttunen
Anssi Iso-Heiko
Kai Nevalainen
Veli-Pekka Pulkkinen
Otso Karhu
Matti Karvonen
Arto Laamanen
Matti Vilenius
Kalevi Huhtala
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.)
VR-YHTYMAE Oy
Original Assignee
Vr-Yhtyma Oy
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Publication date
Application filed by Vr-Yhtyma Oy filed Critical Vr-Yhtyma Oy
Priority to SI201331790T priority Critical patent/SI2703248T1/sl
Publication of EP2703248A2 publication Critical patent/EP2703248A2/fr
Publication of EP2703248A3 publication Critical patent/EP2703248A3/fr
Application granted granted Critical
Publication of EP2703248B1 publication Critical patent/EP2703248B1/fr
Active 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
    • 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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention relates to a tilt control of wagons having tilting bodies and, in particular, to an arrangement and method for adjusting the tilt of such a wagon.
  • Trains are often provided with wagons having tilting bodies to allow higher driving speeds on winding track portions in particular.
  • the tilt angle of the body is adjusted in an attempt to compensate for the effects of a centrifugal effect the passengers are subjected to in curves by tilting the body to the side of the inside curve along the longitudinal axis of the wagon. It is thus possible to drive on curves at higher speeds, without the travel comfort being impaired and without a need to make changes to the track structures.
  • the wagon may be tilted hydraulically by placing a typically single-acting hydraulic cylinder in each corner of the wagon.
  • tilting is adjusted by adjusting the movement of these cylinders with servo valves.
  • Servo valves allow an extremely good adjustment precision to be achieved, but a problem with these solutions is that servo valves are too expensive components to obtain and service.
  • servo valves are extremely fault-prone and, in addition, on a train it is not always possible to guarantee that a level of oil cleanliness can be maintained that would be sufficient for servo valves that easily become dirty.
  • the tilt arrangement is out of order, the driving speed of the train has to be reduced accordingly, which causes problems in keeping the schedule, for example.
  • servo valves are typically doubled, and thus an additional servo valve may be taken in use if the primary servo valve fails.
  • doubling is an expensive solution and does not remove the problems of costs and failures associated with servo valves.
  • the idea of the invention is to replace conventional tilt adjustment based on complex hydraulic components, such as proportional or servo valves, by simple hydraulic components and intelligent control.
  • An advantage of the method and arrangement of the invention is that the adjustment of the tilting of the body may be implemented by a simple, inexpensive, precise and highly fault-tolerant solution.
  • Figure 1 is a schematic rear view of a tilting of a body 2 of a wagon 1.
  • the body 2 of the wagon is arranged to tilt in relation to a bogie 3.
  • the track 4 may be inclined in relation to the ground plane and in wagons having tilting bodies, the body 2 may also be tilted in relation to the track.
  • a total tilt angle A comprises both a body tilt B and a track inclination C.
  • the body may be tilted in relation to the track by tilting actuators 5, such as hydraulic cylinders.
  • a typical tilt speed of a passenger car may be 8 degrees per second, for example, and the distances from a tilt adjustment arrangement to the tilting actuators are typically relatively long, for example 11 meters.
  • FIG. 2 is a schematic view of components associated with the tilting of a wagon having a tilting body and with the control thereof.
  • a wagon having a tilting body typically comprises tilting actuators 5, typically four hydraulic cylinders, which are usually arranged to the corners of the wagon 1 or in the vicinity thereof.
  • the tilt adjustment arrangement typically comprises means 6 for producing a pressure and a volume flow, such as a motor pump unit, and means 7 for controlling the tilting actuators, for example at least one servo valve unit.
  • a system of this type typically comprises a plural number of other components, e.g., a tank, pressure accumulators and valves.
  • FIG 3 is a schematic view of a tilt adjustment arrangement employing digital hydraulics for adjusting the tilting of a wagon having a tilting body, means for controlling the tilting actuators being shown in particular.
  • the tilt adjustment arrangement comprises at least a digital hydraulic valve assembly 7a and a control unit 7b.
  • the digital hydraulic valve assembly in question comprises a number of valves and is adjustable to control the movement of at least one tilting actuator 5 of the wagon 1 having a tilting body.
  • the tilt adjustment arrangement may naturally also comprise a plurality of other components, such as means for producing a pressure and a volume flow, a tank, pressure accumulators and other components necessary for the operation.
  • Digital hydraulics applied to tilt control allows simple hydraulic components, which are advantageous in many ways, to be used when the versatile features of the arrangement are implemented by an intelligent regulator of the control unit.
  • Examples of basic components of the digital hydraulic valve assembly 7a that may be used in this type of arrangement are, for example, simple on/off valves, whose flows may be freely determined by throttles and whose opening and closing may be controlled by a regulator.
  • the same hydraulic components allow different, and also more complex, valve assemblies acting like valves to be implemented.
  • the valves to be used may be selected to have a sufficiently fast response time, sufficient throughput and to be substantially leakage-free.
  • the control edges of the digital hydraulic valve assembly 7a may be implemented independently from one another, which enables energy efficiency and good performance to be provided. By optimizing the control edges it is also possible to optimize the number of the valves to be used to enable sufficient throughput and precision of adjustment. The optimizing allows a good precision of adjustment and operational reliability to be achieved with the digital hydraulic valve assembly 7a in question and, at the same time, a reasonable price to be maintained. For further improvement of operational reliability, some of the largest valves may be doubled, which enhances performance in fault situations. On the one hand, reliability may also be improved, and precision of adjustment at the same time, by adding more valves, but, on the other hand, this increases the size of the arrangement and purchase price of the valves and the control unit.
  • the control unit 7b comprises at least a regulator 8, which comprises control codes for controlling the states of the valves in the digital hydraulic valve assembly 7a and means for receiving 9 input and feedback data for determining a tilting need and for generating 10 control signals for the power stages of the valve controls in accordance with the commands issued by the regulator. These operations may be implemented by micro controllers, for example.
  • the control unit 7b may comprise other parts and components, such as means for monitoring the operation of the tilt adjustment arrangement, or its parts may be arranged to implement such tasks.
  • use of the digital hydraulic valve assembly 7a allows many and various prior art valves, for example, to be replaced by a limited number of extremely simple hydraulic components by changing the control code of the regulator.
  • the parameters of the control code may be changed even during operation, which allows the features of the system to be changed whenever necessary.
  • This allows an excellent fault tolerance of the system, for example, because in case of a malfunction of a simple component, which generally is reliable already as such, the operation of the component may be compensated for by means of a program or fully automatically even.
  • Figure 5 is a schematic view of a method for adjusting the tilting of a wagon having a tilting body.
  • the method comprises at least the following steps.
  • Controlling 51 at least one tilting actuator of the wagon having a tilting body by a digital hydraulic valve assembly comprising a plurality of valves.
  • Receiving 52 necessary input and feedback data for determining a tilting need.
  • Controlling 53 valve states of the digital hydraulic valve assembly by means of control codes of a regulator provided in a control unit.
  • Generating 54 control signals for controlling valve control power stages for the valves in the digital hydraulic valve assembly in accordance with commands issued by the regulator.
  • the regulator may be implemented by an AD conversion, which allows 128 states to be achieved by controlling 7 valves, for example.
  • An advantage of this adjustment is that it does not require high computational capacity and it is simple to implement in a reliable manner. Since the valves in the digital hydraulic valve assembly may be controlled fully independently from one another and since the reinforcements of the different control edges may be selected to be equal or not equal, the control may be determined to be symmetric or asymmetric. An asymmetric control may be advantageous for example in cylinder uses when the surface areas of the chambers differ from one another or, in the case of single-acting cylinders, when the sizes of the volume flows are unequal between the active and the passive side.
  • the regulation method used is a PNM method (Pulse Number Modulation).
  • PNM method Pulse Number Modulation
  • This method allows a sufficiently good precision of adjustment to be achieved in the control of a body tilt.
  • the adjustment code required by the PNM method is extremely simple, the system is not sensitive to changing circumstances, such as oil temperature and viscosity or pressure difference, it has good fault tolerance, and calibration of the system is typically not needed before it is taken in use.
  • the oil cleanliness class required in a PNM-controlled digital hydraulic tilt adjustment arrangement is lower than in a conventional servo-valve-controlled arrangement, for example.
  • the regulation method used is a PCM method (Pulse Code Modulation), which allows an adjustment of a still higher precision to be obtained but, on the other hand, because of the extremely high precision, requires filtering of interferences from the signals and/or temperature compensation and/or calibration for unnecessary tilt movements to be avoided.
  • PCM method Pulse Code Modulation
  • the regulator may be arranged to take into account pressure measurement data received from the hydraulic system, in which case the regulator may try to keep the valve throughput by a specific control operation at a specific, substantially constant value irrespective of pressure differences.
  • This kind of program-based pressure compensation allows a travel speed independent of load to be achieved also in an open-loop system.
  • valves adaptable to digital hydraulics may be used instead of or in addition to on/off valves, for example valves that may be controlled by a ballistic control mode (BaM) in addition to an on/off control.
  • BaM ballistic control mode
  • a train unit may comprise a plural number of different tilt adjustment arrangements, for example different wagons may be provided with different tilt adjustment arrangements.
  • a train unit refers to an entity comprising at least one or more wagons coupled to one another and having tilting bodies, the tilt adjustment arrangements comprised by the entity forming a substantially uniform whole.
  • one or more tilt adjustment arrangements may be arranged to process detection data, such as a signal obtained from acceleration sensors or speedometers, to be used in tilt control and to determine on the basis of these detection signals at least one tilt control signal for at least one wagon provided with the tilt adjustment arrangement.
  • the tilt adjustment arrangement may be arranged to determine a corresponding tilt control signal for at least one other wagon or, particularly preferably, for all wagons in one and the same train unit, and to transmit the tilt control signal to the wagon or wagons in question.
  • one or more tilt adjustment arrangements may be arranged, for example, to receive a tilt control signal from another tilt adjustment arrangement and to control the movement of the tilting actuators on the basis of this signal and/or to guide the tilt control signal or other signals further to a next tilt adjustment arrangement.
  • the digital hydraulic valve assembly and the control unit of the tilt adjustment arrangement as well as other necessary components, such as input and output connections, may be arranged into one and the same module so that at least one original tilt adjustment arrangement of the train unit and/or a wagon based on conventional hydraulic control, such as proportional or servo valves, is replaceable by the digital hydraulic tilt adjustment arrangement disclosed here, without other essential changes being made to the wagon or the train unit.
  • the current control signals of the train unit or the wagon may be modified to suit the digital hydraulic tilt adjustment arrangement without having to change the sensor arrangements or measuring devices, for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Vehicle Body Suspensions (AREA)
EP13182316.3A 2012-08-31 2013-08-30 Commande d'inclinaison Active EP2703248B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI201331790T SI2703248T1 (sl) 2012-08-31 2013-08-30 Krmiljenje nagiba

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FI20125907A FI125345B (fi) 2012-08-31 2012-08-31 Kallistuksen ohjaus

Publications (3)

Publication Number Publication Date
EP2703248A2 true EP2703248A2 (fr) 2014-03-05
EP2703248A3 EP2703248A3 (fr) 2014-04-16
EP2703248B1 EP2703248B1 (fr) 2020-07-29

Family

ID=49150740

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13182316.3A Active EP2703248B1 (fr) 2012-08-31 2013-08-30 Commande d'inclinaison

Country Status (5)

Country Link
EP (1) EP2703248B1 (fr)
ES (1) ES2822566T3 (fr)
FI (1) FI125345B (fr)
PT (1) PT2703248T (fr)
SI (1) SI2703248T1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH524191A (de) * 1970-01-26 1972-06-15 Knorr Bremse Gmbh Neigungssteuereinrichtung für Fahrzeuge, insbesondere für mit Luftfederungen ausgerüstete Schienenfahrzeuge
US4069767A (en) * 1972-11-08 1978-01-24 Lucas Aerospace Pneumatically controlled hydromechanical railway car stabilizing apparatus
WO1982000120A1 (fr) * 1980-07-03 1982-01-21 Co Budd Systeme d'inclinaison pour une voiture de chemin de fer
SE9401796D0 (sv) * 1994-05-25 1994-05-25 Asea Brown Boveri Positionsstyrt system för lutning av vagnskorg vid järnvägsfordon
IT1267625B1 (it) * 1994-11-25 1997-02-07 Microtecnica Impianto idraulico di controllo della rotazione di una cassa ferroviaria con dispositivo di depressurizzazione degli attuatori
IT1280854B1 (it) * 1995-04-07 1998-02-11 Fiat Ferroviaria Spa "veicolo ferroviario con cassa ad assetto variabile"
US6397129B1 (en) * 1999-11-01 2002-05-28 Bombardier Inc. Comfort monitoring system and method for tilting trains
ES2627440T3 (es) * 2007-12-06 2017-07-28 Railway Technical Research Institute Dispositivo de inclinación de la carrocería de un vehículo para un vehículo ferroviario

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Also Published As

Publication number Publication date
SI2703248T1 (sl) 2021-01-29
EP2703248B1 (fr) 2020-07-29
FI20125907A (fi) 2014-03-01
ES2822566T3 (es) 2021-05-04
PT2703248T (pt) 2020-10-09
FI125345B (fi) 2015-08-31
EP2703248A3 (fr) 2014-04-16

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