EP2842826A1 - Fahrzeug mit Seitenwindwirkungskompensation - Google Patents

Fahrzeug mit Seitenwindwirkungskompensation Download PDF

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Publication number
EP2842826A1
EP2842826A1 EP13182029.2A EP13182029A EP2842826A1 EP 2842826 A1 EP2842826 A1 EP 2842826A1 EP 13182029 A EP13182029 A EP 13182029A EP 2842826 A1 EP2842826 A1 EP 2842826A1
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EP
European Patent Office
Prior art keywords
running gear
rolling
side wind
wagon body
vehicle
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
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EP13182029.2A
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English (en)
French (fr)
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EP2842826B1 (de
Inventor
Peter Häse
Richard Schneider
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to EP13182029.2A priority Critical patent/EP2842826B1/de
Priority to ES13182029T priority patent/ES2768258T3/es
Publication of EP2842826A1 publication Critical patent/EP2842826A1/de
Application granted granted Critical
Publication of EP2842826B1 publication Critical patent/EP2842826B1/de
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    • 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 present invention relates to a vehicle, in particular a rail vehicle, having a wagon body, in particular a double deck wagon body, a first running gear, a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction, in particular, trailing the first running gear, a side wind compensation device and, in particular, a rolling compensation arrangement.
  • the wagon body is supported on the first running gear and the second running gear in a vehicle height direction by means of spring devices.
  • the side wind compensation device comprises a control device and an active device acting between the wagon body and the first running gear and/or the second running gear and controlled by the control device to at least reduce side wind induced wheel unloading at the first running gear caused by a side wind load acting on the wagon body.
  • the present invention also concerns a method for setting rolling angles on a wagon body of a vehicle.
  • the wagon body On rail vehicles - but also on other vehicles - the wagon body is generally supported on the wheel units, for example wheel pairs and wheelsets, via one or more spring stages.
  • the centrifugal acceleration generated transversely to the direction of motion and thus to the vehicle longitudinal axis means that as a result of the comparatively high position of the center of gravity of the wagon body the wagon body has a tendency to roll towards the outside of the curve in relation to the wheel units thus causing a rolling motion about a rolling axis parallel to the vehicle longitudinal axis.
  • rolling motions detract from the travel comfort when they exceed certain limiting values. In addition they also constitute a danger of breaching the permissible gauge profile and, in terms of the tilt stability and thus also the derailment safety, a danger of inadmissible unilateral wheel unloading.
  • rolling support mechanisms in the form of so-called rolling stabilisers are used.
  • the task of these rolling support mechanisms as known, for example, from EP 1 075 407 B1 is to offer a resistance to the rolling motion of the wagon body in order to reduce the latter, but at the same time not hindering the rising and dipping motion of the wagon body in relation to the wheel units.
  • a specific embodiment of such rolling stabilisers is used in rail vehicles, such as those known from EP 1 190 925 A1 .
  • the upper ends of the two rods of the rolling stabilisers (in a plane running perpendicularly to the vehicle longitudinal axis) are displaced towards the center of the vehicle.
  • the wagon body in the event of a deflection in the vehicles transverse direction (as is caused, for example, by the centrifugal acceleration during travel in curves) is guided in such a way that a rolling motion of the wagon body toward the outside of the curve is counteracted and a rolling motion directed toward the inside of the curve is imposed upon it.
  • This rolling motion in the opposite direction serves, inter alia, to increase the so-called tilting comfort for the passengers in the vehicle.
  • a high tilting comfort is normally understood here to be the fact that, during travel in curves, the passengers experience the lowest possible transverse acceleration in the transverse direction of their reference system, which as a rule is defined by the fixtures of the wagon body (floor, walls, seats, etc.).
  • the fixtures of the wagon body floor, walls, seats, etc.
  • the passengers (depending on the degree of tilting) experience at least part of the transverse acceleration actually acting in the earth-fixed reference system merely as increased acceleration in the direction of the vehicle floor, which as a rule is perceived as less annoying or uncomfortable.
  • the rolling motion matched to the bend of the curve currently being travelled and the current running speed (and consequently also the resultant transverse acceleration) on the vehicle from EP 1 190 925 A1 can also be influenced or set actively by an actuator connected between the wagon body and the running gear frame.
  • an actuator connected between the wagon body and the running gear frame.
  • a setpoint value is calculated for the rolling angle of the wagon body, which is then used for setting the rolling angle by means of the actuator.
  • a further problem in connection with the use of such rolling support mechanisms is the sensitivity of the vehicle to side winds.
  • the effective point of application of which in the direction of travel
  • the center of gravity which is typically located in the longitudinal center of the wagon body.
  • This force action caused by side wind brings about a so-called yaw motion of the wagon body (thus a rotation of the wagon body about its height axis), wherein the forward part of the wagon body is deflected by the side wind, while the trailing part is rotated against the side wind. The deflection continues until the restoring forces of the support of the wagon body on the running gears balance out the yaw moment caused by the side wind load.
  • Certain train network operators such as e.g. Deutsche Bahn, issue side wind guidelines providing specific side wind scenarios and upper limits for maximum wheel unloading under these side wind scenarios to be respected by vehicles to be admitted for operation.
  • the control system known from WO 2010/113045 A2 uses several vehicle mounted sensors, e.g. displacement sensors, typically available in modern rail vehicles.
  • the problem of providing appropriate reaction is however aggravated here by the fact that the detection variables captured by these sensors are not only affected by the side wind load but also (typically primarily) by the track condition of the track currently used.
  • providing appropriate side wind reaction first of all requires properly distinguishing side wind induced effects from track condition induced effects, which, in turn, requires data analysis typically increasing reaction times.
  • the object for the present invention was therefore to provide a vehicle or a method of the type mentioned initially, which does not or at least to a lesser degree have the disadvantages mentioned above and which, in particular, in a simple and reliable manner allows a obtaining a reduced sensitivity of the vehicle to side wind.
  • the present invention solves this problem on the basis of a vehicle according to the preamble of claim 1 by means of the features indicated in the characterizing part of claims 1. It also solves this problem on the basis of a method according to the preamble of claim 9 by means of the features indicated in the characterizing part of claim 9.
  • the present invention is based on the technical teaching that, in a simple and reliable manner, a reduced sensitivity to side wind or an increase in the permissible speed of the vehicle can be achieved despite the use of rolling compensation devices, if the control of the active device uses two separate control modes, a base wind control mode and a selectively activatable gust wind control mode, performing side wind reaction control on the basis of different input variable sets or input variable groups, respectively.
  • the use of different input variable sets or input variable groups has the advantage that a respective control mode tailored to the different frequency ranges of the base side wind load and the gust side wind load may be achieved which allows, in particular, sufficiently rapid generation of control information in the time critical gust wind control mode.
  • the present invention is based on the cognition that, nonetheless due to the inertia of the vehicle components, the damping properties of their mutual mechanical connections and the specific side wind flow impact conditions at a vehicle running at high speeds, the higher frequency loads of the gust side wind component mainly affect certain vehicle state variables, in particular, certain motion state variables, of vehicle components in the area of the leading running gear, while having a negligible effect on these vehicle state variables in the area of the trailing running gear.
  • the lower frequency base side wind component of the side wind load due to its generally quasi-stationary nature, leads to side wind characteristic patterns in certain vehicle state variables, in particular, certain motion state variables, of vehicle components in the area of both running gears.
  • the present invention allows using the set of state variable sensors conventionally present in modern rail vehicles while at the same time providing appropriately rapid control and low reaction times, respectively, necessary to keep side wind related wheel unloading at the running gears within certain limits.
  • the present invention allows shifting or distributing, respectively, the wheel unloading effects between the two running gears. More precisely, with the present invention, among others, side wind induced wheel unloading may be actively shifted in a beneficial way from the typically more affected or more side wind sensitive leading running gear to the less affected or less side wind sensitive trailing running gear. While this shift obviously increases the wheel unloading at the trailing running gear it nevertheless allows respecting maximum wheel unloading limits at all wheels of both running gears.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, comprising a wagon body, in particular a double deck wagon body, a first running gear, a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction, in particular, trailing the first running gear, a side wind compensation device and, in particular, a rolling compensation arrangement.
  • the wagon body is supported on the first running gear and the second running gear in a vehicle height direction by means of spring devices.
  • the side wind compensation device comprises a control device and an active acting between the wagon body and the first running gear and/or the second running gear device and controlled by the control device to at least reduce side wind induced wheel unloading at the first running gear caused by a side wind load acting on the wagon body.
  • the side wind compensation device has a base wind control mode and a selectively activatable gust wind control mode.
  • the side wind compensation device is configured to control, in the base side wind control mode and as a function of a first input variable group, a first magnitude of a first action of the active device counteracting a first wheel unloading component resulting from a base wind load component acting on the wagon body in a first wind control frequency range.
  • the side wind compensation device is configured to control, in the activated gust side wind control mode and as a function of a second input variable group, a second magnitude of a second action of the active device counteracting a second wheel unloading component resulting from a gust wind load component acting on the wagon body in a second wind control frequency range.
  • the first input variable group differing from the second input variable group in at least one input variable.
  • the controlling of second magnitude in the once activated gust side wind control mode shall be understood as varying the magnitude of a non-zero second action of the active device up to a predeterminable maximum value as an exclusive function of the second input variable group.
  • general activation and deactivation (or switching on and off) of the gust side wind control mode as well as predetermining the maximum value may eventually also be triggered or executed as a function of the first input variable group.
  • the respective input variable group may eventually consist of one single input variable.
  • arbitrary input variables allowing sufficiently differentiated conclusions on the current magnitude and/or direction and/or point of attack of the base side wind component and the gust side wind component may be used for the respective input variable group.
  • the first input variable group used in the base wind control mode comprises at least a first input variable and a second input variable
  • the second input variable group used in the gust wind control mode comprises at least the first input variable and, in particular, excludes the second input variable.
  • the first input variable preferably is representative of a motion status of a first component of the vehicle located in the area of the first running gear
  • the second input variable is representative of a motion status of a second component of the vehicle located in the area of the second running gear.
  • the first and/or second component may be any suitable component located in the area of the respective running gear and undergoing appropriate motion in response to side wind.
  • the first and/or second component may be a component of the respective running gear or a component of the wagon body or a component of the rolling compensation arrangement.
  • the first input variable is a first rolling rate variable representative of a first rolling rate of a rolling motion of a component, in particular, a running gear frame, of the first running gear about a first running gear rolling axis parallel to a first running gear longitudinal direction of the first running gear.
  • the second input variable may be a second rolling rate variable representative of a second rolling rate of a rolling motion of a component, in particular, a running gear frame, of the second running gear about a second running gear rolling axis parallel to a second running gear longitudinal direction of the second running gear.
  • the higher frequency loads of the gust side wind component mainly affect the first rolling rate at the leading running gear, while having a negligible effect on the second rolling rate at the trailing running gear.
  • the lower frequency base side wind component of the side wind load due to its generally quasi-stationary nature, leads to side wind characteristic patterns in both the first rolling rate at the leading running gear and the second rolling rate at the trailing running gear.
  • proper and rapid reaction is preferably based on the value of the first rolling rate at the leading running gear, while neglecting the second rolling rate at the trailing running gear. This greatly speeds up data processing and generation of corresponding control information, respectively.
  • proper and sufficiently rapid reaction is preferably based on the value of the first rolling rate at the leading running gear and the second rolling rate at the trailing running gear.
  • the second wind control frequency range at least partially lies above the first wind control frequency range, the first wind control frequency range, in particular, ranging from essentially 0 Hz to 2 Hz, preferably from essentially 0 Hz to 1.5 Hz, the second wind control frequency range, in particular, ranging from 0.25 Hz to 5 Hz, preferably from 0.25 Hz to 2.5 Hz.
  • the first wind control frequency range in particular, ranging from essentially 0 Hz to 2 Hz, preferably from essentially 0 Hz to 1.5 Hz
  • the second wind control frequency range in particular, ranging from 0.25 Hz to 5 Hz, preferably from 0.25 Hz to 2.5 Hz.
  • the side wind compensation device is configured to determine, in the base side wind control mode, a base side wind rolling angle difference information representative of a base side wind induced rolling angle difference between the first component and the second component using the input variables of the first input variable group.
  • the side wind compensation device is further configured to generate, in the base side wind control mode, base control information for the active device as a function of the base side wind rolling angle difference information previously determined.
  • the rolling angle difference thus determined is a particularly favorable and reliable indicator of the presence of base side wind effects since the quasi-stationary load component of the base side wind component generates a quasi-permanent side wind induced yaw deflection of the wagon body about a yaw axis parallel to the vehicle height direction.
  • the instantaneous yaw axis in the vehicle longitudinal direction typically is located closer to the trailing running gear, such that it results in non-uniform lateral deflections of the first and second spring devices characteristic for the specific vehicle under side wind load.
  • the rolling angle difference information may be obtained in any suitable way as a function of the input variables available.
  • the side wind compensation device is configured to generate the base side wind rolling angle difference information using integration over time of a difference between the first rolling rate variable and the second rolling rate variable.
  • the respective rolling rate variable may be obtained in a conventional manner, e.g. using the signals of a gyroscope sensor mounted to the respective running gear.
  • the side wind compensation device is configured to generate the base control information by inputting the base side wind rolling angle difference information into an integrating controller (I-controller).
  • I-controller an integrating controller
  • the use of such an integrating controller has the advantage that it is comparatively inert adding to overall stability of the base side wind part of the control system.
  • any other suitable type of controller may be used.
  • appropriately configured PI controllers as well as P controllers, in particular P controllers with a delaying component or P controllers with backlash, may be used.
  • the side wind compensation device is configured to take into account travel of the vehicle on a twisted track section, in particular, on a curve transition track section between a straight track section and a constantly curved track section, and has a twisted track mode modifying the base control information to at least reduce action of the active device during travel in the twisted track section.
  • Such a reduction may be achieved, for example, by delaying the signal of the leading running gear as a function of the actual running speed of the vehicle and the longitudinal distance between the running gears, such that the delayed leading running gear signal and the non-delayed trailing running gear signal, which are then further processed together, have been taken at least approximately at the same location on the track, thereby reducing track twist induced errors in the base side wind control.
  • this signal delaying in turn only has a negligible effect of the reaction to base side wind effects. This is due to the fact that, at the relevant high vehicle running speeds necessitating side wind control, the period of the low frequency base side wind component is way larger than the delay introduced into the leading running gear signal.
  • the leading signal instead of delaying the leading signal it may also be chosen to advance the trailing signal by similar means.
  • the side wind compensation device is configured to generate, in the gust side wind control mode, gust control information for the active device as a function of the input variables of the second input variable group, in particular, as a function of the first input variable, in particular, as a function of the first rolling rate variable.
  • the side wind compensation device is further configured to overlay, in particular, add, in the gust side wind control mode, the gust control information to a base control information to generate total control information to be used for controlling the active device.
  • Control information overlay may be obtained in any suitable linear or non-linear way.
  • the base control information generates a base action at the active device and the gust control information generates a gust action at the active device, wherein the overlay is the simple sum of both actions.
  • the gust control information may generally ensue in any suitable way as a function of the input variable or variables used and their relation to the gust side wind effect.
  • the gust control information generates a gust action at the at least one active device that is substantially proportional to the first input variable, in particular, substantially proportional to the first rolling rate.
  • the side wind compensation device is configured to limit an absolute value of the gust control information to a predeterminable upper limit. This has the advantage to avoid critical overreactions which might otherwise lead to excess wheel unloading at the trailing running gear.
  • the side wind compensation device is preferably configured to activate the gust side wind control mode only if the base control information exceeds a predeterminable threshold value representative of a predeterminable level of action of the active device, i.e. representative of a certain noticeable amount of base side wind.
  • the side wind compensation device may be configured to activate the gust side wind control mode only if the base action and the gust action have the same sense of action.
  • the side wind compensation device is configured to activate the gust side wind control mode only if the first rolling rate lies within a tolerance band defined as a function of the first rolling rate and the second rolling rate. This avoids overreactions and increases overall stability of the side wind control. Similar applies to further variants where the side wind compensation device is configured to detect travel of the vehicle on a twisted track section, and is further configured to activate the gust side wind control mode only if travel outside a twisted track section is detected.
  • the control device has a control component controlling the rolling compensation arrangement in a comfort control mode to set a transverse deflection of the wagon body with respect to the first running gear and/or the second running gear, e.g. in order to compensate the undesired effects of lateral track irregularities.
  • the control component is set to a maximum damping mode if the gust side wind control mode is activated, in particular, if the base control information exceeds the predeterminable threshold value representative of the predeterminable level of action of the active device.
  • the rolling compensation arrangement in the maximum damping mode, provides maximum damping of a yaw motion of the wagon body about a yaw axis running parallel to vehicle height direction. This avoids that (generally possible) conflicting actions of the side wind control and the comfort control lead to control system instabilities.
  • the action of the active device may basically be of any desired type suitable to reduce the wheel unloading effects induced by the side wind load.
  • the active device is configured to counteract a side wind induced yaw motion of the wagon body about a yaw axis parallel to a vehicle height direction.
  • the active device may comprise a first actuator acting between the first running gear and the wagon body and/or a second actuator acting between the second running gear and the wagon body.
  • an active component e.g. a linear actuator or a rotational actuator
  • the use of an active component in the area of just one of the two running gears or rolling compensation devices, respectively, may be sufficient.
  • an active component e.g. a linear actuator or a rotational actuator
  • the yaw moment on the vehicle body resulting from the side wind load can be counteracted in that the deflection of the wagon body is counteracted by a corresponding force action in the area of the forward running gear, e.g. in the area of its rolling compensation device, while the deflection is not actively counteracted at the trailing running gear.
  • control unit uses total control information to control a first actuator and a second actuator of the active device to generate a first yaw moment and a concurrent, in particular substantially identical, second yaw moment acting on the wagon body to counteract a side wind induced yaw moment acting on the wagon body.
  • the wagon body is coupled to the first running gear by means of a first rolling compensation device of the rolling compensation arrangement, while the wagon body is coupled to the second running gear by means of a second rolling compensation device of the rolling compensation arrangement.
  • the first rolling compensation device and the second rolling compensation device during travel in a curved track section, counteract wagon body rolling motions of the wagon body toward an outside of the curved track section about a wagon body rolling axis parallel to the vehicle longitudinal direction.
  • the first rolling compensation device is configured to impose upon the wagon body, under a first transverse deflection of the wagon body in relation to the first running gear in a vehicle transverse direction, a first wagon body rolling angle about the wagon body rolling axis.
  • the second rolling compensation device is configured to impose upon the wagon body, under a second transverse deflection of the wagon body in relation to the second running gear in the vehicle transverse direction, a second wagon body rolling angle about the wagon body rolling axis.
  • the active device used for the side wind control is an integral part of the rolling compensation arrangement and is, among others, configured to counteract a deviation between the first transverse deflection and the second transverse deflection and/or a deviation between the first wagon body rolling angle and the second wagon body rolling angle.
  • the first rolling compensation device comprises the first actuator device at least contributing to a setting of the first transverse deflection.
  • the second rolling compensation device may comprise the second actuator device at least contributing to a setting of the second transverse deflection.
  • the rolling compensation arrangement may be configured to set, under the control of the control device and in a comfort control mode, the first transverse deflection and/or the second transverse deflection.
  • the first rolling compensation device has a first actuator device of the active device with at least one first actuator unit controlled by the control device.
  • the first actuator device is preferably configured to contribute, controlled by the control device, to the setting of the first transverse deflection in order to at least reduce the deviation between the first transverse deflection and the second transverse deflection and/or the deviation between the first wagon body rolling angle and the second wagon body rolling angle.
  • the second rolling compensation device has a second actuator device of the active device with at least one second actuator unit controlled by the control device, wherein the second actuator device is then preferably configured to contribute, controlled by the control device, to the setting of the second transverse deflection in order to at least reduce the deviation between the first transverse deflection and the second transverse deflection and/or the deviation between the first wagon body rolling angle and the second wagon body rolling angle, both deviations leading to a torsional load on the wagon body and to wheel unloading, respectively.
  • the control device may, for example, be configured to control the first actuator unit and/or the second actuator unit in such a way that, in the direction of a vehicle transverse axis, a deviation between a first transverse deflection of the wagon body in relation to the first running gear and a second transverse deflection of the wagon body in relation to the second running gear is reduced.
  • a deviation between a first transverse deflection of the wagon body in relation to the first running gear and a second transverse deflection of the wagon body in relation to the second running gear is reduced.
  • the necessary degree of reduction in the deviation between the transverse deflections or the rolling angles depends, in particular, on the design of the vehicle.
  • Relevant influencing variables here include the torsional stiffness of the wagon body about the vehicle longitudinal axis and the distance between the two running gears in the direction of the vehicle longitudinal axis. The stiffer the wagon body or the smaller the distance between the two running gears, the smaller the deviation must be between the transverse deflections or the rolling angles in order to achieve a specified reduction in the torsional load on the wagon body and the wheel unloading, respectively.
  • the control device controls the first actuator unit and/or the second actuator unit according to the detection variable in such a way that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm, preferably less than 25 mm, further preferably less than 10 mm.
  • the control device can control the first actuator unit and/or the second actuator unit as a function of the detection variable in such a way that a deviation between a first rolling angle of the wagon body in relation to the first running gear and a second rolling angle of the wagon body in relation to the second running gear is less than 2°, preferably less than 1°, further preferably less than 0.5°.
  • the control device controls the first actuator unit and/or the second actuator unit according to the detection variable in such a way that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm, preferably less than 25 mm, further preferably less than 10 mm.
  • the control device can control the first actuator unit and/or the second actuator unit as a function of the detection
  • the input variables may be done in any suitable way.
  • at least one of the input variables may be obtained in an at least partially simulatory process using one ore more calculator models of the vehicle and/or its environment.
  • the control device has at least one detection device to detect at least one detection variable forming part of the first input variable group and/or the second input variable group.
  • the at least one detection device may detect a first input variable representative of a motion status of a first component of the vehicle located in the area of the first running gear and/or a second input variable representative of a motion status of a second component of the vehicle located in the area of the second running gear.
  • the first input variable may be a first rolling rate variable representative of a first rolling rate of a rolling motion of a component, in particular, a running gear frame, of the first running gear about a first running gear rolling axis parallel to a first running gear longitudinal direction of the first running gear.
  • the second input variable may be a second rolling rate variable representative of a second rolling rate of a rolling motion of a component, in particular, a running gear frame, of the second running gear about a second running gear rolling axis parallel to a second running gear longitudinal direction of the second running gear.
  • the side wind compensation device may generally be constantly active.
  • the side wind compensation device is only active under side wind critical operating conditions, in order to largely avoid interference with other control functions, such as tilt control and comfort control.
  • the side wind compensation device is only activated if a running speed of the vehicle exceeds a side wind control activation threshold, said side wind control activation threshold, in particular, being 120 km/h, preferably 140 km/h, more preferably 160 km/h.
  • the first running gear comprises a first primary spring device of the first running gear, the first primary spring device having a first rigidity in a vehicle height direction
  • the second running gear comprises a second primary spring device, the second primary spring device having a second rigidity in the vehicle height direction
  • the first rigidity is selected to be different from, in particular lower than, the second rigidity.
  • a track feedback control mode is implemented which at least partially compensates influences introduced into the vehicle via the track currently travelled on.
  • the first rolling compensation device in order to increase the tilting comfort, is designed to impose upon the wagon body, in a first track control frequency range and under a first transverse deflection of the wagon body in the direction of the vehicle longitudinal axis, a first wagon body rolling angle component of the first wagon body rolling angle, which corresponds to a current curvature of a current section of track being travelled.
  • the first rolling compensation device can be designed to impose upon the wagon body in a second track control frequency range, which at least partially lies above the first track control frequency range, a second transverse deflection component (as the case may be, therefore, also a second wagon body rolling angle component about the wagon body rolling axis).
  • the transverse deflection component resulting from the first wagon body rolling angle component the setting of which ultimately represents a quasi-static adaptation of the wagon body rolling angle and thus the transverse deflection to the current track curvature and the current speed, can be overlaid with a second transverse deflection component (as the case may be, therefore, also a second wagon body rolling angle component), the setting of which ultimately represents a dynamic adaptation to current disturbances introduced into the wagon body.
  • the rolling compensation device as an active system in at least the second track control frequency range, in an advantageous manner it is possible to design the support of the wagon body on the running gear in the transverse direction of the vehicle to be comparatively stiff, in particular to position the wagon body rolling axis or the instantaneous center of rotation of the wagon body comparatively close to the center of gravity of the wagon body, so that firstly the desired wagon body rolling angle is associated with relatively low transverse deflections and secondly in the event of a failure of the active components the most passive possible restoration of the wagon body to a neutral position is possible.
  • These low transverse deflections in normal operation and the passive restoration in the event of a fault allow in an advantageous manner particularly broad wagon bodies with a high transport capacity to be built.
  • the active solution here has the particular advantage that all functions, i.e. the reduction in the sensitivity to side wind, the increase in tilting comfort, and the increase in vibration comfort, can be achieved by correspondingly designed, overlaid control algorithms or control parts, respectively, in the control unit, which as the case may be have to control just a single active device in the area of at least one of the running gears, in particular, in the area of at least one of the rolling compensation devices.
  • this allows a high level of functional integration and/or a very compact design to be achieved, which is a particular advantage, in particular with regard to the limited space available in modern running gears.
  • the second rolling compensation device can also have a different design from the first rolling compensation device.
  • the first rolling compensation device and the second rolling compensation device are substantially of the same design, so that the statements made herein concerning the features, functions and advantages of the first rolling compensation device can equally be made in relation to the second rolling compensation device.
  • the second transverse deflection component does not necessarily have to be associated with a second wagon body rolling angle component corresponding to the (static) kinematics of the first rolling compensation device, which is overlaid on the first rolling angle component in the second track control frequency range.
  • the first wagon body rolling angle component in a design with a rigid coupling to an inherently rigid rolling compensation device, in the second track control frequency range is ultimately overlaid by a second rolling angle component. Similar obviously applies in view of the first and second wind control frequency ranges as outlined above.
  • the first rolling compensation device in order to increase the tilting comfort, is designed such that it imposes on the wagon body, in a first track control frequency range under a first transverse deflection component of the first transverse deflection of the wagon body, a first wagon body rolling angle component of the first wagon body rolling angle, which corresponds to a current curvature of a current section of track being ravelled.
  • the first rolling compensation device in order to increase the vibration comfort, is designed such that it imposes on the wagon body, in a second track control frequency range, a second transverse deflection component overlaid on the first transverse deflection component, wherein the second track control frequency range at least partially, in particular completely, lies above the first track control frequency range.
  • the control device can thus be designed such that, in the track feedback control mode, the first rolling compensation device is active only in the second track control frequency range, and thus only actively sets the second transverse deflection component or, as the case may be, the second wagon body rolling angle component, while the setting of the first wagon body rolling angle component is brought about purely passively as a result of the transverse acceleration or the resulting centrifugal force acting on the wagon body during travel in curves. It is similarly possible, however, in both frequency ranges, to bring about an at least partially active setting of the wagon body rolling angle and the transverse deflection, respectively, by means of the rolling compensation device, which is, as the case may be, supported by the centrifugal force.
  • the setting of the wagon body rolling angle or the transverse deflection is performed exclusively actively by means of the first rolling compensation device. This is the case if the rolling axis or the instantaneous center of rotation of the wagon body is positioned at or near the center of gravity of the wagon body, so that the centrifugal force cannot make any (or at least no significant) contribution to the generation of the wagon body rolling motion and the transverse deflection, respectively.
  • the first track control frequency range preferably, is the frequency range in which quasi static rolling motions corresponding to the current curvature of the section of track being travelled and the current running speed.
  • This track control frequency range can vary according to the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel).
  • the first track control frequency range preferably ranges from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
  • the second track control frequency range therefore preferably ranges from 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
  • the active setting of the rolling angle and the transverse deflection, respectively takes place exclusively during travel on curved track sections, and therefore the track feedback control mode is activated only in such a travel situation.
  • the track feedback control mode is also activated during straight travel, so that the vibration comfort in an advantageous manner is also guaranteed in these travel situations.
  • the respective rolling compensation device can basically be designed in any suitable manner, in order to carry out the setting of the wagon body rolling angle of the wagon body in the respective two frequency ranges.
  • the respective rolling compensation device comprises a rolling support device, which is arranged kinematically in parallel to the spring device and is designed to counteract rolling motions of the wagon body about the wagon body rolling axis when travelling in a straight track.
  • Such rolling support devices are sufficiently known, and so no further details of them will be provided here. They can in particular be based on differing operating principles. Thus, they may be based on a mechanical operating principle. But fluidic (for example hydraulic) solutions, electromechanical solutions or any combination of all these operating principles are also possible.
  • the present invention can be used in association with any designs of the support of the wagon body on the running gear.
  • it can be used in connection with a single stage suspension, which supports the wagon body directly on the wheel unit.
  • the running gear accordingly comprises at least one running gear frame and least one wheel unit, while the spring device has a primary suspension and a secondary suspension.
  • the running gear frame is supported via the primary suspension on the wheel unit, while the wagon body is supported via the secondary suspension, which is, in particular, designed as pneumatic suspension, on the running gear frame.
  • the rolling compensation device is then preferably arranged kinematically in parallel to the secondary suspension between the running gear frame and the wagon body. This allows integration into the majority of vehicles typically used.
  • the present invention relates to a train set comprising a plurality of vehicles, wherein a vehicle according to the invention forms an end vehicle of the train set, wherein the first running gear, in particular, is located at a free end of the train set.
  • the present invention relates to a method for actively reducing side wind induced wheel unloading at a running gear of a vehicle having a wagon body, in particular, a double deck wagon body, supported via spring devices and, in particular, via a rolling compensation arrangement, on a first running gear and a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction and, in particular, trailing the first running gear.
  • the method comprises actively controlling an active device of a side wind compensation device acting between the wagon body and the first running gear and/or the second running gear to at least reduce side wind induced wheel unloading at the first running gear caused by a side wind load acting on the wagon body.
  • the method further comprises controlling, in a base side wind control mode of the side wind compensation device and as a function of a first input variable group, a first magnitude of a first action of the active device to counteract a first wheel unloading component resulting from a base wind load component acting on the wagon body in a first frequency range; and controlling, in a selectively activated gust side wind control mode of the side wind compensation device and as a function of a second input variable group, a second magnitude of a second action of the active device to counteract a second wheel unloading component resulting from a gust wind load component acting on the wagon body in a second frequency range, the first input variable group differing from the second input variable group in at least one input variable.
  • the vehicles 101 is the leading vehicle of a train set according to the invention and is coupled to one or more further vehicles (not shown) of the train set. It will be appreciated that at least one of these further vehicles may be a middle wagon of the train set also implementing the present invention as described herein. Moreover, all vehicles of the train set may implement the present invention as described herein.
  • Figure 1 shows a schematic sectional view of the vehicle 101 in a sectional plane perpendicular to the vehicle longitudinal axis 101.1.
  • the vehicle 101 comprises a double deck wagon body 102, which in the area of its first end is supported by means of a first spring device 103 on a running gear in the form of a first bogie 104 and in the area of its second end is supported by means of a second spring device 113 on a second running gear in the form of a second bogie 114.
  • the first bogie 104 and the second bogie 114 are of identical design, so that the following will primarily deal with the features of the first bogie 104.
  • a vehicle coordinate system x f , y f , z f (determined by the wheel contact plane of the bogie 104 or 114) is indicated, in which the x f coordinate denotes the longitudinal direction of the rail vehicle 101, the y f coordinate denotes the transverse direction of the rail vehicle 101 and the z f coordinate denotes the height direction of the rail vehicle 101. Additionally an absolute coordinate system x, y, z (determined by the direction of the gravitational force G) and a passenger coordinate system x p , y p , z p (determined by the wagon body 102) are defined.
  • the bogie 104 comprises two wheel units in the form of wheelsets 104.1, 104.2, each of which via the primary suspension 103.1 of the first spring device 103 supports a bogie frame 104.3.
  • the wagon body 102 is again supported via a secondary suspension 103.2 on the bogie frame 104.3.
  • the primary suspension 103.1 and the secondary suspension 103.2 are shown in simplified form in Figure 1 as helical springs. It is self-evident, however, that the primary suspension 103.1 or the secondary suspension 103.2, can be any suitable spring device.
  • the secondary suspension 103.2 preferably is a sufficiently well known pneumatic suspension or similar.
  • the vehicle 101 also comprises a rolling compensation arrangement including a first rolling compensation device 105 located in the area of the first bogie 104 and a second rolling compensation device 115 located in the area of the second bogie 114.
  • first rolling compensation device 105 and the second rolling compensation device 115 have an identical design so that, in the following, it is primarily the features of the first rolling compensation device 105 that will be considered.
  • the first rolling compensation device 105 works kinematically in parallel with the secondary suspension 103.2 between the bogie frame 104.3 and the wagon body 102 in the manner described in more detail below.
  • the first rolling compensation device 105 comprises a sufficiently known rolling support 106, which on the one hand is connected with the bogie frame 104.3 and on the other with the wagon body 102.
  • Figure 4 shows a perspective view of this rolling support 106.
  • the rolling support 106 comprises a torsion arm in the form of a first lever 106.1 and a second torsion arm in the form of a second lever 106.2.
  • the two levers 106.1 and 106.2 are located on either side of the longitudinal central plane (x f ,z f plane) of the vehicle 101 in each case secured against rotation on the ends of a torsion shaft 106.3 of the rolling support 106.
  • the torsion shaft 106.3 extends in the transverse direction (y f direction) of the vehicle and is rotatably supported in bearing blocks 106.4, which for their part are firmly attached to the bogie frame 104.3.
  • a first rod 106.5 is attached in an articulated manner
  • a second rod 106.6 is attached in an articulated manner.
  • Figures 1 and 4 the state in the neutral position of the vehicle 101 is shown, which results from travelling on a straight track 108 with no twists.
  • the two rods 106.5, 106.6 run in the drawing plane of Figure 1 (y f z f plane), in the present example inclined to the height axis (z f axis) of the vehicle 101 in such a way that their top ends (connected in an articulated manner to the wagon body 102) are displaced towards the center of the vehicle and their longitudinal axes intersect at a point MP, which lies in the longitudinal central plane (x f z f plane) of the vehicle.
  • a rolling axis running parallel to the vehicle longitudinal axis 101.1 (in the neutral position) is defined which runs through the point MP.
  • the point of intersection MP of the longitudinal axes of the rods 106.5, 106.6 in other words constitutes the instantaneous center of rotation of a rolling motion of the wagon body 102 about this rolling axis.
  • the rolling support 106 allows in a sufficiently known manner synchronous dip by the secondary suspension 103.2 on either side of the vehicle, while counteracting or preventing, respectively, a pure rolling motion about the rolling axis or the instantaneous center of rotation MP. Furthermore, as can be inferred in particular from Figure 2 , because of the indignation of the rods 106.5, 106.6 the rolling support 106 kinematics with a combined motion of a rolling motion about the rolling axis or the instantaneous center of rotation MP and a transverse motion in the direction of the vehicle transverse axis (y f axis) is predefined.
  • Figure 2 shows the vehicle 101 during travel in curves on a track superelevation.
  • the centrifugal force F y acting upon the center of gravity SP of the wagon body 102 causes on the bogie frame 104.3 a rolling motion toward the outside of the curve, which results from a larger dip of the primary suspension 103.1 on the outside of the curve.
  • the described design of the rolling support 106 during the travel in curves of the vehicle 101 in the area of the secondary suspension 103.2 brings about a compensation motion, which counteracts the rolling motion of the wagon body 102 (in relation to the neutral position indicated by the broken contour 102.1 on a straight, level track) toward the outside of the curve, which in the absence of the rolling support 106 because of the (resultant) centrifugal force impinging on the center of gravity SP of the wagon body 102 (similar to uneven suspension by the primary suspension 103.1) would arise from larger dip of the secondary suspension 103.2 on the outside of the curve.
  • the vehicle 101 in the present example, has rolling a track feedback control mode TFCM and a side wind control mode SWCM both using the components of the rolling compensation arrangement.
  • the track feedback control mode TFCM serves to enhance passenger comfort by at least partially compensating influences introduced into the vehicle via the track currently travelled on.
  • the side wind control mode SWCM serves to maintain derailment safety at high running speeds despite side wind loads impinging on the vehicles 101.
  • the tilting comfort for the passengers in the vehicle 101 may be increased, since the passengers (in their reference system x p , y p , z p defined by the wagon body 102) notice a part of the transverse acceleration a y or centrifugal force F y currently acting in the earth-fixed reference system merely as an increased acceleration component a zp and force action F zp , respectively, in the direction of the floor of the wagon body 102, which as a rule is perceived as less annoying or uncomfortable.
  • the transverse acceleration component a yp and centrifugal component F yp respectively, acting in the transverse direction perceived by passengers in their reference system as annoying is thus recued in an advantageous manner.
  • the maximum permitted values for the transverse acceleration a yp,max acting in the reference system (x p , y p , z p ) for passengers are as a rule specified by the operator of the vehicle 101.
  • the starting points for this are also provided by national and international standards (such as for example EN 12299).
  • the current value of the first acceleration component a yps is a result of travelling the current curve at the current running speed, while the current value of the second acceleration component a ypd is the result of current (periodic or usually singular) events (such as for example passing a disruptive part of the track, such as switches or similar).
  • the first acceleration component ayp s is a quasi static component.
  • the second acceleration component a ypd (which usually occurs as a result of impacts) is a dynamic component.
  • a setpoint value for the transverse deflection dy W,soll of the wagon body 102 in the direction of the vehicle transverse axis (y f axis) can be specified, which corresponds to the current vehicle state.
  • the quasi static component dy Ws,soll is the quasi static setpoint value for the transverse deflection (and thus the rolling angle) that is relevant for tilting comfort and which is determined by the current quasi static transverse acceleration a yps (which in turn is dependent upon the curvature of the curve and the current running speed v). Therefore, here it is the setpoint value for the transverse deflection, as is the case with vehicles known from the state of the art with active setting of the rolling angle for regulation of the rolling angle.
  • the dynamic component dy Wd,soll in the track feedback control mode TFCM, is the dynamic setpoint value for the transverse deflection (and thus as the case may be also for the rolling angle) relevant for the vibration comfort, which is the result of the current dynamic transverse acceleration a ypd (which in turn is caused by periodic or singular disturbances on the track).
  • the first rolling compensation device 105 in the present example also has an actuator device 107, which for its part comprises an actuator 107.1 and an associated control device 107.2.
  • the actuator 107.1 is connected at one end in an articulated fashion with the bogie frame 104.3 and at the other in an articulated fashion with the wagon body 102.
  • the actuator 107.1 is designed as an electro-hydraulic actuators. It is self-evident, however, that with other variants of the invention an actuator can also be used that works according to any other suitable principle. Thus for example hydraulic, pneumatic, electrical and electromechanical operating principles can be used singly or in any combination.
  • the actuator 107.1 in the present example is arranged in such a way that the actuator force exerted by it between the bogie frame 104.3 and the wagon body 102 (in the neutral position) acts parallel to the vehicle transverse direction (y f direction). It is self-evident, however, that with other variants of the invention another arrangement of the actuator can be provided, provided that the actuator force exerted by it between the running gear and the wagon body has a component in the vehicle transverse direction.
  • the setting of the transverse deflection dy w takes place according to the present example using the setpoint value for the transverse deflection dy w,soll of the wagon body 102, which is composed of the quasi static component dy ws,soll and the dynamic component dy wd,soll , as defined for example in equation (2).
  • the control device 107.2 has a track feedback control mode TFCM, wherein the setting (supported by the centrifugal force F y ) of the first transverse deflection component dy Ws in the present example takes place in a first track feedback frequency range TFF1 that ranges from 0 Hz to 1.0 Hz.
  • the first track feedback frequency range thus is the frequency range in which the quasi static rolling motions of the wagon body corresponding to the current curvature of the curve travelled and the current running speed take place.
  • the setting of the second transverse deflection component dy Wd in the present example takes place according to the invention in a second track feedback frequency range TFF2, ranging from 1.0 Hz to 6.0 Hz.
  • the second track feedback frequency range TFF2 is a frequency range which is adapted to the dynamic disturbances (as the case may be periodic, typically however rather singular or statistically scattered) expected during operation of the vehicle, which are noticed by passengers and perceived as annoying.
  • first track feedback frequency range TFF1 and/or the second track feedback frequency range TFF2 depending on the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel) can also vary.
  • the first transverse deflection component dy Ws of the wagon body 102 the setting of which ultimately represents a quasi static adaptation of the transverse deflection (and thus of the rolling angle) to the current curve bend and the current running speed, is thus overlaid by a second transverse deflection component, dy Wd of the wagon body 102, the setting of which ultimately represents a dynamic adaptation to the current disturbances introduced into the wagon body so that, overall, a higher comfort for the passengers can be achieved.
  • the control device 107.2 controls the actuator 107.1 as a function of a series of input variables, which are supplied to it by a higher level vehicle controller and separate sensors (such as for example the sensor 107.3) or similar.
  • the input variables considered for control include, for example, variables which are representative of the current running speed v of the vehicle 101, the curvature ⁇ of the current curved section being travelled, the track superelevation angle ⁇ of the track section currently being travelled and the strength and the frequency of disturbances (such as track geometry disturbances) of the track section currently being travelled.
  • variables that are processed by the control device 107.2 can be determined in any suitable manner.
  • the setpoint value of the dynamic second transverse deflection component dy Wd,soll it is necessary to determine the disturbances or the resultant transverse accelerations ay, the effects of which are to be at least attenuated via the dynamic component dy Wd , with sufficient accuracy and sufficient bandwidth (thus for example to directly measure them and/or calculate them using suitable models of the vehicle 101 and/or the track generated in advance).
  • control device 107.2 can be realized in any suitable manner, provided that it meets the safety requirements specified by the operator of the rail vehicle. Thus, for example, it can be made as a single, processor-based system. In the present example, for the regulation in the first frequency range TFF1 and the regulation in the second frequency range TFF2 different control circuits or control loops are provided.
  • the actuator 107.1 in the first frequency range TFF1, has a maximum deflection of 80 mm to 95 mm from the neutral position, while, in the second frequency range, it has a maximum deflection of 15 mm to 25 mm from a starting position.
  • the actuator 107.1 also exerts a maximum actuator force of 15 kN to 30 kN, while, in the second frequency range, it exerts a maximum actuator force of 10 kN to 30 kN. In this way a particularly good configuration from the static and dynamic points of view is achieved.
  • the rolling compensation device 105 As an active system it is furthermore possible in an advantageous manner to design the support of the wagon body 102 on the running gear 104 in the transverse direction of the vehicle 101 to be relatively stiff. In particular it is possible to position the rolling axis and the instantaneous center of rotation MP, respectively, of the wagon body 102 comparatively close to the center of gravity SP of the wagon body 102.
  • the secondary suspension 103.2 is designed so that it has a restoring force-transverse deflection characteristic line108 as shown in Figure 5 .
  • the force characteristic line 108 is an indication of the dependency of the restoring force F yf exerted by the secondary suspension 103.2 on the wagon body 102, which acts during a transverse deflection y f of the wagon body 102 in relation to the bogie frame 104.3.
  • a restoring characteristic line in the form of an moment characteristic line can be indicated, which is an indication of the dependency between the restoring moment M xf exerted by the secondary suspension 103.2 on the wagon body 102 and the rolling angle deflection ⁇ W from the neutral position.
  • the secondary suspension 103.2 in a first transverse deflection range Q1, has a first transverse stiffness R1, while, in a second transverse deflection range Q2 lying above the first deflection range Q1, it has a second transverse stiffness R2 which is less than the first transverse stiffness R1.
  • the transverse stiffness (as can be seen from Figure 5 also from the broken force characteristic lines 109.1, 109.2, 109.3 and 109.4 of other embodiments) can vary (as the case may be, considerably) within the respective transverse deflection range Q1 or Q2.
  • the respective transverse stiffness R1 or R2 is preferably selected so that the level of the first transverse stiffness R1 at least partially, preferably substantially completely, lies above the level of the second stiffness R2.
  • the stiffness level in the first transverse deflection range Q1 is selected so that the first transverse stiffness R1 is in the range 100 N/mm to 800 N/mm, while the stiffness level in the second transverse deflection range Q2 is selected so that the second transverse stiffness R2 is in the range 0 N/mm to 300 N/mm.
  • the two transverse deflection ranges Q1 and Q2 can likewise be selected in any way that is adapted to the respective application.
  • the transverse deflection range Q1 extends from 0 mm to 40 mm
  • the second transverse deflection range Q2 extends from 40 mm to 100 mm.
  • the initial high resistance to a transverse deflection has the advantage that in the event of a failure of the active components (for example the actuator 107.1 or the controller 107.2), even when travelling a curve, (according to the currently existing transverse acceleration ay or the centrifugal force F y ) an extensive passive restoration of the wagon body at least to the vicinity of the neutral position is possible.
  • This passive restoration in the case of a fault, allows in an advantageous manner particularly wide wagon bodies 102 and, consequently, a high transport capacity of the vehicle 101 to be achieved.
  • the actuator 107.1 in the present example is designed so that, in the event of its inactivity, it substantially presents no resistance to a rolling motion of the wagon body 102. Consequently, the actuator 107.1 is not designed to be self-restraining.
  • the spring device 103 in other variants of the invention can have one or more additional transverse springs, as indicated in Figure 1 by the broken contour 110.
  • the transverse spring 110 serves to adapt or optimise the transverse stiffness of the secondary suspension 103.2 for the respective application. This simplifies the design of the secondary suspension 103.2 considerably despite the simple optimisation of the transverse stiffness.
  • the transverse stiffness of the secondary suspension 103.2 is dimensioned so that, in the event of inactivity of the actuator 107.1 (for example because of a failure of the actuator 107.1 or the controller 107.2), the vehicle 101, if for any reason (for example due to damage to the vehicle 101 or to the track) it comes to a standstill at such an unfavourable spot, as before complies with the specified gauge profile.
  • the restoring moment M xf when the actuator 107.1 is inactive, is dimensioned so that the vehicle 101, in emergency operation, when travelling at normal running speed as before complies with the specified gauge profile.
  • a further advantageous aspect of the design according to the present example is that, through the design and arrangement of the rods 106.5, 106.6, the distance ⁇ H (that exists in the neutral position of the wagon body 102) between the rolling axis of the wagon body 102 and the instantaneous center of rotation MP, respectively, and the center of gravity SP of the wagon body 102 in the direction of the vehicle height axis (Z f direction) is selected to be comparatively small.
  • VH H ⁇ 2 - H ⁇ 1 H ⁇ 1 , which gives the ratio of the difference between the second height H2 and the first height H1 to the first height H1, and which is in the range of approximately 0.8 to approximately 1.3.
  • the comparatively low distance ⁇ H between the instantaneous center of rotation MP and the center of gravity SP has the advantage for the track feedback control mode TFCM that simply as a result of the comparatively small transverse deflections of the wagon body 102, a comparatively high rolling angle ⁇ W is achieved.
  • TFCM track feedback control mode
  • a further advantage of the low distance ⁇ H lies in the comparatively small lever arm for the centrifugal force F y acting on the center of gravity SP with respect to the instantaneous center of rotation MP. Hence, even in the event of a malfunction or an emergency operation of the vehicle 101, comparatively low transverse deflections of the wagon body 102 occur.
  • the contribution of the centrifugal force F y to the setting of the rolling angle ⁇ W is determined by the distance ⁇ H of the instantaneous center of rotation MP from the center of gravity SP.
  • This distance ⁇ H is the greater will be the proportion of the actuator force of the actuator 107.1 that will be needed to set the rolling angle ⁇ W (which corresponds to the current running situation and is necessary for the desired travel comfort of the passengers).
  • the present example implements a limitation of the transverse deflections which is adapted to the gauge profile specified by the operator of the vehicle 101.
  • the limitation of the transverse deflections can be achieved by any suitable measures, such as for example corresponding stops between the car body 102 and the bogie 104 and/or between components of the rolling compensation device 105 and/or by a corresponding design of the actuator 107.1
  • the active setting of the rolling angle and of the transverse deflections, respectively, via the rolling compensation device 105 , in the track feedback control mode TFCM takes place exclusively during travel in curves on the curved track, and therefore the first rolling compensation device 105 is active only in such a travel situation.
  • the track feedback control mode TFCM of the control device 107.2 is also active during straight travel of the vehicle 101, so that in any travel situation at least a setting of the transverse deflection dy w and, as the case may be, the rolling angle ⁇ W , respectively, takes place in the second frequency range TFF2 and, thus, the vibration comfort in an advantageous manner is also guaranteed in these travel situations.
  • the control device 107.2, the first rolling compensation device 105 and the second rolling compensation device 115 together form a side wind compensation device 118 in order to actively reduce the side wind sensitivity of the vehicle 101 and, as a consequence, to increase the permitted operating speed V max of the vehicle 101.
  • control device 107.2 controls both the actuator 107.1 of the first rolling compensation device 105 and the corresponding actuator 117.1 of the second rolling compensation device 115 (together forming an active device of the side wind compensation device 118) in such a way that, for example, under the effect of a side wind load SW, a reduction of the torsional moment MTx acting on the wagon body 102 (as the case may be as far as zero) as well as a reduction of the side wind induces wheel unloading is carried out.
  • a resultant side wind load SWL in relation to the center of gravity SP of the vehicle 101 acts on the wagon body 102 in a manner displaced towards the head end and above the center of gravity SP of the vehicle (as shown in Figure 1 ).
  • the dotted graphs in Figure 8 show the respective course of the right hand side wheel contact force at the leading vvheelset 104.1 of the leading bogie 104 (Fzr1), at the trailing wheelset 104.2 of the leading bogie 104 (Fzr2), at the leading wheelset 114.1 of the trailing bogie 114 (Fzr3) and at the trailing wheelset 104.2 of the trailing bogie 114 (Fzr4) in case of inactivity of the side wind control.
  • This makes it possible to at least reduce a component of the wheel unloading at the leading bogie 104 resulting from the side wind induced torsion of the wagon body 102 as it is shown in the solid graphs of Figure 8 .
  • side wind induced wheel unloading at the bogies 104, 114 may not be avoided. Rather, the present invention allows shifting or distributing, respectively, the wheel unloading effects between the two bogies 104, 114. More precisely, with the side wind compensation device 118 according to the present invention, among others, side wind induced wheel unloading may be actively shifted in a beneficial way from the more affected or more side wind sensitive leading bogie 104 (see Figure 8 , reduced unloading in Fzr1 and Fzr2) to the less affected or less side wind sensitive trailing bogie 114 (see Figure 8 , increased unloading in Fzr3 and Fzr4). While this wheel unloading shift obviously increases the wheel unloading at the trailing bogie 114 it nevertheless allows respecting maximum wheel unloading limits at all wheels of both bogies 104, 114.
  • the controller 107.2 in the side wind control mode SWCM uses two separate control modes operating different frequency ranges (BWF, GWF), a base wind control mode BWCM and a selectively activatable gust wind control mode GWCM, performing side wind reaction control on the basis of different input variable sets or input variable groups (IVG1, IVG2), respectively.
  • BWF, GWF operating different frequency ranges
  • IVG1, IVG2 input variable groups
  • the use of different input variable sets or input variable groups has the advantage that the respective control mode BWCM, GWCM may be tailored to the different frequency ranges BWF, GWF of the base side wind load component BSWL and the gust side wind load component GSWL, respectively. This allows, in particular, sufficiently rapid generation of control information in the time critical gust wind control mode GWCM.
  • the higher frequency loads of the gust side wind load component GSWL mainly affect a motion state variable in the form of the rolling rate ORB1 of the leading bogie frame 104.2 about its rolling axis, while having a negligible effect on the comparable motion state variable in the form of the rolling rate RRB2 of the trailing bogie frame 114.2.
  • the lower frequency base side wind load component BSWL of the side wind load SWL due to its generally quasi-stationary nature, leads to side wind characteristic patterns in both the rolling rate RRB1 of the leading bogie frame 104.2 and in the rolling rate RRB2 of the trailing bogie frame 114.2.
  • the gust wind control frequency GWF range partially lies above the base wind control frequency range BWF. More precisely, the base wind control frequency range BWF, ranges from essentially 0 Hz to 1.5 Hz, while the gust wind control frequency range GWF ranges from 0.25 Hz to 2.5 Hz. In these cases, particularly beneficial results may be achieved in reducing side wind induced wheel unloading.
  • the control device 107.2 has two detection devices 107.4 detecting corresponding variables representative of a the rolling rates RRB1 and RRB2 as input variables for the controller 107.2. More precisely, at each bogie frame 104.2, 114.2 there is provided a gyroscopic sensor unit 107.4 detecting an angular acceleration of the bogie frame 104.2 and 114.2, respectively, about the bogie longitudinal direction (x f ).
  • the sensor unit 107.4 on the first bogie frame 104.2 provides, as a first input variable for the controller 107.2 a first rolling rate variable RRVB1 representative of a first rolling rate RRB1 of a rolling motion of the first bogie frame 104.2 about a first bogie rolling axis parallel to a first bogie longitudinal direction (X f ) of the first bogie 104 (i.e. an input variable that is representative of the motion status of the bogie frame 104.2 as a first component of the vehicle 101 located in the area of the first running gear 104).
  • the sensor unit 107.4 on the second bogie frame 114.2 provides, as a second input variable for the controller 107.2 a second rolling rate variable RRVB2 representative of a second rolling rate RRB2 of a rolling motion of the second bogie frame 114.2 about a second bogie rolling axis parallel to a second bogie longitudinal direction (x f ) of the second bogie 114 (i.e. an input variable that is representative of the motion status of the bogie frame 114.2 as a second component of the vehicle 101 located in the area of the second running gear 114).
  • the side wind compensation device 118 comprises a base side wind control part 118.1 of controller 117.2, which, in the base wind control mode BWCM, determines a base wind rolling angle difference information BWRADI representative of a (base side wind load component BSWL induced) rolling angle difference RAD between the leading bogie frame 104.3 and the trailing bogie frame 114.3 using the input variables of a first input variable group IVG1.
  • the first input variable group IVG1 comprises the rolling rate variable RRVB1 of the leading bogie frame 104.2 and the rolling rate variable RRVB2 of the trailing bogie frame 114.2.
  • the base side wind control part 118.1 then generates base wind control information BWCI for the actuators 107.1, 117.1 as a function of the base wind rolling angle difference information BWRADI previously determined.
  • the rolling angle difference RAD thus determined is a particularly favorable and reliable indicator of the presence of base side wind effects, since the quasi-stationary load component of the base side wind load component BSWL generates a quasi-permanent side wind induced angular yaw deflection ⁇ yaw of the wagon body 102 about its yaw axis.
  • the instantaneous yaw axis in the vehicle longitudinal direction typically is located closer to the trailing bogie 114, such that it results in non-uniform lateral deflections of the first and second spring devices 103 characteristic for the specific vehicle 101 under side wind load SWL.
  • the side wind compensation device 118 has a twisted track mode TTM modifying the base wind control information BWCI to reduce action of the actuators 107.1, 117.1 during travel in the twisted track section.
  • the reduction is achieved in the present example by delaying the signal of the first rolling rate variable RRVB1 in a delaying controller part 118.2 as a function of the actual running speed V of the vehicle and the longitudinal distance D between the bogies 104, 114, such that the delayed leading running gear signal RRVB1 and the non-delayed trailing running gear signal RRVB2, which are then further processed together, have been taken at least approximately at the same location on the track, thereby reducing track twist induced errors in the base wind control mode BWCM.
  • this signal delaying action in turn only has at most a negligible effect of the reaction to base side wind effects. This is due to the fact that, at the relevant high vehicle running speeds V necessitating side wind control, the period of the low frequency base side wind load component BSWL is way larger than the delay introduced into the leading running gear signal RRVB1.
  • the base side wind controller part 118.1 then generates the base wind rolling angle difference information BWRADI using integration over time of a difference between the first rolling rate variable RRVB1 and the second rolling rate variable RRVB2 in an integrator 118.3.
  • the side wind compensation device 118 generates the base wind control information BWCI by inputting the base wind rolling angle difference information BWRADI into an integrating controller 118.4 (I-controller).
  • an integrating controller 118.4 I-controller.
  • the use of such an integrating controller 118.4 has the advantage that it is comparatively inert adding to overall stability of the base side wind controller part 118.1 of the control system.
  • gust wind control GWC is achieved in the present example in the gust wind control mode GWCM using a gust side wind controller part 118.5 of controller 117.2.
  • the gust side wind controller part 118.5 in case of activation of the gust side wind control mode GWCM, generates gust wind control information GWCI for the actuators 107.1, 117.1 as a function of the input variable of a second input variable group IVG2 exclusively formed by the first rolling rate variable RRVB1.
  • the gust wind control information GWCI is generated in a preferred and highly dynamic way in that it is simply output at the gust controller part 118.5 as signals that are substantially proportional to the first rolling rate variable RRVB1 of the leading bogie 104.
  • the side wind compensation device 118 has a limiter control part 118.6 limiting an absolute value of the gust wind control information GWCI to a predeterminable upper limit. This has the advantage to avoid critical overreactions which might otherwise lead to excess wheel unloading at the trailing bogie 114.
  • the side wind compensation device 118 is further configured to overlay, in the gust wind control mode GWCM, the gust wind control information GWCI to the base wind control information BWCI to generate total wind control information TWCI to be used for controlling the actuators 107.1, 117.1.
  • the base wind control information BWCI and the gust wind control information GWCI are simply added in an overlay part 118.7 to generate the total wind control information TWCI which generates a total action at the actuators 107.1, 117.1.
  • the overlay, at the actuators 107.1, 117.1 hence generates a simple sum of the individual actions corresponding to the base wind control information BWCI and the gust wind control information GWCI.
  • the side wind compensation device 118 has a first gust control activation part 118.8 that activates the gust side wind control mode GWCM only if the base wind control information BWCI exceeds a predeterminable threshold value representative of a predeterminable level of action of the active device, i.e. representative of a certain noticeable amount of base side wind load BSWL. Otherwise the gust side wind control mode GWCM is deactivated by setting both limits of the limiter control part 118.6 to zero.
  • the side wind compensation device 118 has a second gust control activation part 118.9 activating the gust wind control mode GWCM only if the base action at the actuators 107.1, 117.1 according to the base wind control information BWCI and the gust action at the actuators 107.1, 117.1 according to the gust wind control information GWCI have the same sense of action. This is done by setting one limit of the limiter control part 118.6 to zero and by setting the sign of the non-zero limit of the limiter control part 118.6 as a function of the base wind control information BWCI.
  • the side wind compensation device 118 has a third gust control activation part 118.10 activating the gust side wind control mode GWCM only if the first rolling rate RRB1 lies within a tolerance band TB defined as a function of the first rolling rate RRB1 and the second rolling rate RRB2. This avoids overreactions and increases overall stability of the side wind control mode SWCM.
  • a fourth gust control activation part 118.10 of the side wind compensation device 118 detecting travel of the vehicle 101 on a twisted track section and activating the gust side wind control mode GWCM only if travel outside a twisted track section is detected. This is done as a function of the a yaw acceleration signal AWBYAW of the wagon body, a signal representative of twisted track section entry TTENTRY and a signal representative of twisted track section exit TTEXIT (all captured or determined by suitable means).
  • System damping is achieved in the present example by the controller 117.2 setting the control components controlling the dynamic part of the rolling compensation arrangement in the track feedback control mode TFCM to a maximum damping mode MDM if the gust side wind control mode GWCM is activated.
  • the rolling compensation arrangement in the maximum damping mode MDM, provides maximum damping of the yaw motion of the wagon body 102 about its yaw axis. This avoids that (generally possible) conflicting actions of the side wind control mode SWCM and the track feedback control mode TFCM lead to control system instabilities.
  • the side wind compensation device 118 may generally be constantly active. In the present example, however, the side wind compensation device 118 is only active under side wind critical operating conditions, in order to largely avoid interference with other control functions, such as quasi-static track curvature dependent tilt control and dynamic comfort control of the track feedback control mode TFCM. In the present example, the side wind compensation device 118 is only activated in the controller 107.2 if a running speed V of the vehicle exceeds a side wind control activation threshold of 160 km/h.
  • control device 107.2 is designed in order to control the first actuator 107.1 and the second actuator 117.1 in the side wind control mode SWCM in such a way that both the first transverse deflection and also the second transverse deflection of the wagon body 102 are reduced by identical concurrent actions as a function of the total wind control information TWCI, so that, overall, a reduction in the deviation dy results.
  • the track feedback control mode TFCM and the side wind control mode SWCM are typically active at the same time.
  • the control device 107.2 controls the actuators 107.1 and 117.1 using an overlay of the total wind control information TWCI coming from the side wind control mode SWCM and a total track feedback control information TTFCI issued by the track feedback control part of the control device 107.2 executing the track feedback control mode TFCM.
  • control device controls the first actuator 107.1 and the second actuator 117.1 such that the deviation dy between the first transverse deflection and the second transverse deflection is less than 10 mm.
  • control device 107.2 may comprise a further detection devices detecting a variable representative of the first transverse deflection of the wagon body 102 and a variable representative of the second transverse deflection of the wagon body 102, which are then used for reference purposes to verify proper control of the first actuator 107.1 and of the second actuator 117.1.
  • the further detection device here can be realized by a deflection sensor or similar integrated in the respective actuator 107.1, 117.1.
  • an additional passive measure may be taken to reduce the effects of side wind loads SWL, in particular side wind induced wheel unloading.
  • rigidities of the primary spring devices 103.1 of the first bogie 104 and the second bogie 114 in the height direction (z f -axis) may have different values. More precisely, the first primary spring rigidity PSR1 of the first bogie 104 may be selected to be different from, in particular lower than, the second primary spring rigidity PSR2 of the second bogie 114.
  • the second primary spring rigidity PSR2 is increased with respect to the embodiments described above.
  • the first primary spring rigidity PSR1 may be reduced with respect to the embodiments described above.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP13182029.2A 2013-08-28 2013-08-28 Fahrzeug mit Seitenwindwirkungskompensation Active EP2842826B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP13182029.2A EP2842826B1 (de) 2013-08-28 2013-08-28 Fahrzeug mit Seitenwindwirkungskompensation
ES13182029T ES2768258T3 (es) 2013-08-28 2013-08-28 Vehículo que tiene compensación del efecto de viento lateral

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EP13182029.2A EP2842826B1 (de) 2013-08-28 2013-08-28 Fahrzeug mit Seitenwindwirkungskompensation

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CN106080643A (zh) * 2016-08-01 2016-11-09 西南交通大学 一种转向架构架横向振动控制装置
WO2017145794A1 (ja) * 2016-02-24 2017-08-31 日立オートモティブシステムズ株式会社 サスペンション制御装置
WO2018139227A1 (ja) * 2017-01-30 2018-08-02 Ｋｙｂ株式会社 定常加速度検知装置および鉄道車両用制振装置
JP2019156387A (ja) * 2018-03-09 2019-09-19 三菱重工業株式会社 操舵制御システム、操舵システム、車両、操舵制御方法およびプログラム
JP2022509422A (ja) * 2018-10-30 2022-01-20 ハイパー・ポーランド・スポルカ・ゼット・オグラニツォナ・オドポビエジアルノシュチア 角度可変客車を有する鉄道車両およびその鉄道システム
WO2024017644A1 (de) * 2022-07-19 2024-01-25 Siemens Mobility GmbH Schienenfahrzeug mit erhöhter seitenwindstabilität

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EP1075407B1 (de) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs
EP1190925A1 (de) 2000-09-26 2002-03-27 Hitachi, Ltd. Querneigeeinrichtung für Schienenfahrzeuge
WO2007048765A1 (de) 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Verfahren zum erfassen und berücksichtigen von seitenwindbelastungen bei einem in fahrt befindlichen schienenfahrzeug und dessen entsprechend ausgeführter endwagen
WO2010113045A2 (de) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Fahrzeug mit wankkompensation

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EP1075407B1 (de) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Wankstützeinrichtung für den rahmen des laufwerks eines schienenfahrzeugs
EP1190925A1 (de) 2000-09-26 2002-03-27 Hitachi, Ltd. Querneigeeinrichtung für Schienenfahrzeuge
WO2007048765A1 (de) 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Verfahren zum erfassen und berücksichtigen von seitenwindbelastungen bei einem in fahrt befindlichen schienenfahrzeug und dessen entsprechend ausgeführter endwagen
WO2010113045A2 (de) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Fahrzeug mit wankkompensation

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2562676B (en) * 2016-02-24 2021-03-10 Hitachi Automotive Systems Ltd Suspension control device
WO2017145794A1 (ja) * 2016-02-24 2017-08-31 日立オートモティブシステムズ株式会社 サスペンション制御装置
GB2562676A (en) * 2016-02-24 2018-11-21 Hitachi Automotive Systems Ltd Suspension control device
JPWO2017145794A1 (ja) * 2016-02-24 2018-12-13 日立オートモティブシステムズ株式会社 サスペンション制御装置
CN106080643B (zh) * 2016-08-01 2018-05-18 西南交通大学 一种转向架构架横向振动控制装置
CN106080643A (zh) * 2016-08-01 2016-11-09 西南交通大学 一种转向架构架横向振动控制装置
WO2018139227A1 (ja) * 2017-01-30 2018-08-02 Ｋｙｂ株式会社 定常加速度検知装置および鉄道車両用制振装置
JP2018122626A (ja) * 2017-01-30 2018-08-09 Ｋｙｂ株式会社 定常加速度検知装置および鉄道車両用制振装置
CN110214277A (zh) * 2017-01-30 2019-09-06 Ｋｙｂ株式会社 恒定加速度检测装置和铁路车辆用减震装置
CN110214277B (zh) * 2017-01-30 2021-06-22 Ｋｙｂ株式会社 恒定加速度检测装置和铁路车辆用减震装置
JP2019156387A (ja) * 2018-03-09 2019-09-19 三菱重工業株式会社 操舵制御システム、操舵システム、車両、操舵制御方法およびプログラム
JP2022509422A (ja) * 2018-10-30 2022-01-20 ハイパー・ポーランド・スポルカ・ゼット・オグラニツォナ・オドポビエジアルノシュチア 角度可変客車を有する鉄道車両およびその鉄道システム
WO2024017644A1 (de) * 2022-07-19 2024-01-25 Siemens Mobility GmbH Schienenfahrzeug mit erhöhter seitenwindstabilität

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