EP2842827A1

EP2842827A1 - Vehicle having side wind effect compensation

Info

Publication number: EP2842827A1
Application number: EP13182037.5A
Authority: EP
Inventors: Josef Häse; Richard Schneider
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2013-08-28
Filing date: 2013-08-28
Publication date: 2015-03-04
Anticipated expiration: 2033-08-28
Also published as: ES2929441T3; EP2842827B1; HUE059999T2

Abstract

The present invention relates to a vehicle, in particular a rail vehicle, comprising a wagon body (102), in particular a double deck wagon body, a first running gear (104), a second running gear (114) arranged at a distance from the first running gear (104) in a vehicle longitudinal direction, in particular, trailing the first running gear (104), a side wind compensation device (118) and, in particular, a rolling compensation arrangement. The wagon body (102) is supported on the first running gear (104) and the second running gear (114) in a vehicle height direction by means of spring devices (103, 113), the side wind compensation device (118) comprises a control device (107.2) and an active device (107. 1, 117.1) acting between the wagon body (102) and the first running gear (104) and/or the second running gear (114) to at least reduce, in a side wind control mode, side wind induced wheel unloading at the first running gear (104) caused by a side wind load acting on the wagon body (102). The control device (107.2) is configured to control, in the side wind control mode, a magnitude of an action of the active device (107.1, 117.1) as a function of a first input variable and a second input variable. The first input variable is a first deflection variable representative of a first transverse deflection between the wagon body (102) and the first running gear (104) in a vehicle transverse direction, while the second input variable is a second deflection variable representative of a second transverse deflection between the wagon body (102) and the second running gear (114) in the vehicle transverse direction. The control device (107.2) is configured to control, in the side wind control mode, the magnitude of the action of the active device (107.1, 117.1) as a function of a third input variable, the third input variable being a variable representative of a track curvature related load acting on the wagon body (102). The third input variable has a third range and a fourth range, the third input variable, in the third range, being representative of an increased track curvature related load compared to the fourth range. The magnitude of the action, at least in a first range of the first input variable and/or at least in a second range of the second input variable, is increased in the third range compared to the fourth range.

Description

Background of the Invention

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 to at least reduce, in a side wind control load, side wind induced wheel unloading at the first running gear caused by a side wind load acting on the wagon body. The control device is configured to control, in said side wind control mode, a magnitude of an action of said active device as a function of a first input variable and a second input variable, the first input variable being a first deflection variable representative of a first transverse deflection between the wagon body and the first running gear in a vehicle transverse direction, while the second input variable is a second deflection variable representative of a second transverse deflection between the wagon body and the second running gear in the vehicle transverse direction. The present invention also concerns a method for setting rolling angles on a wagon body of a vehicle.
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.
Such 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. In order to prevent this, as a rule, rolling support mechanisms in the form of so-called rolling stabilizers 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 . On the rail vehicle known from this document 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. As a result of this the wagon body, in the event of a deflection in the vehicle 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.). As a result of the tilting of the wagon body towards the inside of the curve caused by the rolling motion 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 maximum admissible values for the transverse acceleration acting in the reference system of the passengers (and, ultimately, the resultant setpoint values for the rolling angles of the wagon body) are as a rule specified by the operator of a rail vehicle. National and international standards (such as for example EN 12299) also provide a starting point for this.
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. Here, in a track feedback control mode, from the current bend of the curve and the current vehicle speed, 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.
While this variant offers the opportunity of creating more transversely stiff systems with lower transverse deflection, it has the disadvantage that the vibration comfort is impaired by the transverse stiffness introduced by the actuator so that, for example, transverse impacts on the running gear (for example when travelling over switches or imperfections in the track) are transmitted to the wagon body with less damping.
A further problem in connection with the use of such rolling support mechanisms is the sensitivity of the vehicle to side winds. In particular in the area of a leading vehicle, and there in particular in the area of the leading running gear, under the effects of the air flow against the vehicle transversely to the direction of travel caused by side wind, there is a force action on the vehicle, the effective point of application of which (in the direction of travel) is usually located in front of 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.
The problem here is that this yaw motion of the wagon body generally results in a reduction in the wheel loadings (and thus in a so-called wheel unloading) on each of the running gear sides respectively of the two running gears. With the forward running gear there is a wheel unloading to the side of the running gear turned towards the side wind (thus the windward side of the running gear), which is intensified even further by the lift that normally acts on the wagon body in this area (due to the air flow conditions at the leading vehicle end).
Particularly when the rolling support mechanisms described are used, due to the opposing transverse deflections and the opposing rolling deflections generated in the area of the two running gears, torsion of the wagon body is caused which further intensifies the wheel unloading. In particular on double deck vehicles, due to the large impact surface area for the side wind and the comparatively high position of the center of gravity, a considerable wheel unloading can occur, which should, however, for reasons of derailment safety, not exceed specified limits. This problem is even further aggravated during travel in curved track sections, wherein a centrifugal force acting on the wagon body in the same direction as the side wind load even further adds to the wheel unloading problem.
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.
In order to reduce the risk of derailment, it has typically been the proposed to detect the wind strength using suitable means and adapting the vehicle speed accordingly. Such an approach is known, for example, from WO 2007/048765 A1 , disclosing the use of a plurality of suitable aerodynamic sensors at the vehicle surface to immediately detect the actual wind loads. Alternatively, in many cases, maximum vehicle speed is simply set to a value that is low enough to guarantee that the risk of derailment, under any side wind intensity to be expected on the route, remains within the specified limits. Such reductions in the vehicle speed are naturally highly undesirable for the vehicle operator.
In a generic vehicle as it is known, for example, from WO 2010/113045 A2 , it has been proposed to actively counteract side wind induced wheel unloading using a side wind compensation device acting between the wagon body and the running gears. While the effects of the low frequency (or at least over a certain short period substantially constant or quasi-stationary) base side wind component of the side wind load may be properly counteracted in a comparatively simple and stable manner, a problem here is implementing a control system with sufficiently rapid reaction to the effects of the (dynamic) gust side wind component of the said wind load. Such dynamic gust side wind effects typically occur at higher frequency ranges and require, in some cases, appropriate reaction being effective at the wheel to rail contact point within reaction times well below one second.
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. Hence, 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.
While WO 2007/048765 A1 suggests capturing aerodynamic variables immediately representative of the aerodynamic load acting on the wagon body, this approach typically requires implementation of a sensor array with sufficient resolution, which is typically not implemented in a rail vehicle, thereby adding to the overall cost of the vehicle. Furthermore, it also requires (reaction time increasing) evaluation of the data of the aerodynamic sensor array to distinguish overall gust side wind load from the effects of local vortices.
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 while at least largely maintaining good riding comfort under normal operating conditions with low 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 claim 1. It also solves this problem on the basis of a method according to the preamble of claim 10 by means of the features indicated in the characterizing part of claim 10.
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 implements or simulates an (intelligent) hard stop device acting in the vehicle transverse direction between the wagon body and at least one of the running gears, the onset and/or transverse rigidity of which is controlled as a function of the track curvature related load acting on the wagon body.
The implementation of such a hard stop device with a variable onset of the forces counteracting side wind induced yaw motion and, hence, the action counteracting wheel unloading has the advantage that, during operation on a straight track, the transverse coupling between the wagon body and the respective running gear may be kept comparatively soft by reducing the rigidity of the simulated hard stop device and/or shifting the point of noticeable onset of the action of the simulated hard stop device transversely outwards, both being beneficial in terms of riding comfort. On the other hand, during travel in a curved track section, i.e., in a situation with an increased track curvature related load acting on the wagon body, the transverse rigidity of the hard stop device is increased and/or the onset of the simulated hard stop device is shifted further transversely inwards in order to reduce side wind sensitivity.
This is due to the fact that, during travel on a straight track, comparatively large side wind induced yaw deflection may be accepted since the related wheel unloading is still acceptable in the absence of further centrifugal force related wheel unloading effects. On the other hand, during travel on a curved track, such centrifugal force related wheel unloading effects become increasingly relevant, such that only increasingly smaller side wind induced yaw deflections may be accepted anymore to keep the side wind induced fraction of the wheel unloading sufficiently low. The present invention provides a very simple and cost-efficient solution observing these boundary conditions.
Furthermore the present invention, in particular, allows using the set of state variable sensors conventionally present in modern rail vehicles while at the same time providing appropriately simple and, hence, rapid control and low reaction times, respectively, necessary to keep side wind related wheel unloading at the running gears within certain limits.
It is to be noted in this respect that due to the only vehicle intrinsic action of the active device, typically, wheel unloading at the running gears may not be avoided. Rather, 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.
In this way it is possible in an advantageous fashion to at least in part compensate for the disadvantageous properties of such rolling compensation devices from the side wind sensitivity point of view. In other words the advantageous effects of such rolling compensation devices in terms of greater travel comfort for passengers and high transport capacity of the vehicles can be readily achieved, in particular during travel on straight tracks, without significant reductions in terms of side wind sensitivity or the permissible maximum speed having to be made.
According to a first aspect 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 a 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 to at least reduce, in a side wind control mode, side wind induced wheel unloading at the first running gear caused by a side wind load acting on the wagon body. The control device is configured to control, in the side wind control mode, a magnitude of an action of the active device as a function of a first input variable and the second input variable. The first input variable is a first deflection variable representative of a first transverse deflection between the wagon body and the first running gear in a vehicle transverse direction, while the second input variable is a second deflection variable representative of a second transverse deflection between the wagon body and the second running gear in the vehicle transverse direction. The control device is configured to control, in the side wind control mode, the magnitude of the action of the active device as a function of a third input variable, the third input variable being a variable representative of a track curvature related load acting on the wagon body. The third input variable has a third range and a fourth range, the third input variable, in the third range, being representative of an increased track curvature related load compared to the fourth range. The magnitude of the action, at least in a first range of the first input variable and/or at least in a second range of the second input variable, is increased in the third range compared to the fourth range.
It will be appreciated that, by increasing the magnitude of the action of the active device in the third range (i.e. in situations with increased track curvature related loads acting on the wagon body) compared to the magnitude of its action in the fourth range (i.e., in situations with lower track curvature related loads acting on the wagon body), the shifted onset and/or increased rigidity of the simulated hard stop device as outlined above may be achieved in a very simple manner.
It will be further appreciated that this variation of the magnitude of the action (as a function of the track curvature related loads acting on the wagon body) may apply over the entire range of relative motion available between the wagon body and the respective running gear. However, it may also be provided that (using the first and second range of the first and second input variable, respectively) the increase may only apply after exceeding a certain initial deflection range (wherein no noticeable difference is made as a function of the track curvature related loads).
As a general remark, it should be noted in this context that, unless explicitly stated otherwise, considerations made herein with respect to the magnitude and/or direction and/or point of attack of the side wind components relate to a resultant force of the aerodynamic pressure distribution caused by the side wind at the relevant parts of the vehicle surface. Preferably, the control device is configured to control, in the side wind control mode, the magnitude of the action of the active device such that, at least in the first range and/or at least in the second range, the active device simulates a hard stop device active in the transverse direction between the wagon body and the first running gear and/or the second running gear, the hard stop device, in the vehicle transverse direction, being more rigid and/or further shifted towards a neutral position of the wagon body in the third range compared to the fourth range.
In addition or as an alternative, the control device may be configured to control, in the side wind control mode, the magnitude of the action of the active device such that, at least in the first range and/or at least in the second range, a rigidity of the active device in the transverse direction in the area of the first running gear and/or in the area of the second running gear is increased in the third range compared to the fourth range.
Both variants allow tailoring the reaction of the active device to side wind induced yaw motions of the wagon body to the specific design and needs of the respective vehicle in a very simple and cost-efficient manner.
The point of onset of the simulated hard stop device may basically chosen at any suitable location as a function of the specifics of the respective vehicle. Preferably, a transverse deflection between the wagon body and the first running gear and/or the second running gear has a maximum admissible value and the first range and/or the second range extends from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of the maximum admissible value of the transverse deflection.
Such a configuration allows implementing comparatively large initial deflections from a neutral position of the wagon body (which it assumes when standing on a straight level track) without noticeable counteraction by the active device, which, as outlined above is beneficial in terms of maintaining high riding comfort on straight tracks and/or at low running speeds. Hence, in addition or as alternative, the control device may be configured to maintain an idle state of the active device in an initial idle deflection range of the wagon body from the neutral position.
It will be further appreciated that the absolute values of the transverse deflection may be virtually arbitrarily chosen as a function of the specifics of the respective vehicle. Preferably, the wagon body has a neutral position with respect to the first running gear and/or the second running gear and the first range and/or the second range extends from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of the wagon body from the neutral position.
Differentiation of the magnitude of the action of the active device as a function of the track curvature related loads may be obtained in any suitable way. For example, specific algorithms or mathematic models may be used for calculating the respective control values as a function of the actual values of the first, second and third input variables.
With particularly simple variants of the present invention, the control device, in the side wind control mode, controls the magnitude of the action of the active device as a function of the first input variable using a first set of first characteristic lines, each of the first characteristic lines providing a first control information as a function of the first input variable. The control device then selects one of the first characteristic lines to be actually used as a function of the actual value of the third input variable. Preferably, at least two, in particular any two, of the first characteristic lines, at least in the first range of the first input variable, provide different first control information at a given value of the first input variable.
In addition or as an alternative, it may be provided that a first one of the first characteristic lines is selected at a first value of the third input variable and a second one of the first characteristic lines is selected at a second value of the third input variable, the second value of the third input variable being representative of a value of the track curvature related load that is higher than a value of the track curvature related load for the first value of the third input variable. Preferably, at least in the first range of the first input variable, at a given value of the first input variable, the second one of the first characteristic lines provides first control information that is representative of an action of the active device which is increased compared to the first one of the first characteristic lines. By this means, the onset and/or the rigidity of the simulated hard stop device may be modified as needed in a simple manner.
It will be appreciated that the set of characteristic lines may be available in the form of individual characteristic lines. Preferably, however, the set of characteristic lines is available in parameterized form. Consequently, for example, the control device holds at least one parameterized master characteristic line, and subsequently calculates the characteristic line actually to be used from the master characteristic line as a function of the selected parameters, in particular as a function of the actual value of the third input variable.
It will be further appreciated that an arbitrary number of characteristic lines may be available depending on the required resolution of the control information to be obtained. In the simplest case, a set of two different characteristic lines may be sufficient. Moreover, although the control device may only have a limited set of characteristic lines stored, an arbitrarily fine resolution of the control information may be obtained by simply using arbitrarily complex interpolation (in the simplest case linear interpolation) between the values obtained from two adjacent characteristic lines.
Furthermore, it may be provided that at least one of the first characteristic lines, in particular, each of the first characteristic lines, has a first inclination in a first part of the first range and a second inclination in a second part of the first range, the second inclination being higher that the first inclination, the second part of the first range, in particular, being located above the first part of the first range. By this means, in a very simple manner, the respective rigidity of the simulated hard stop device may be modified. In particular, it may be provided that initial onset of the hard stop device occurs at a comparatively low rigidity, while at a certain point of the transverse deflection (namely, at the transition between the first and second part of the first range), the rigidity of the simulated hard stop device increases.
It will be appreciated that any desired course of the rigidity may be implemented. In particular, and at least section wise straight and/or at least section wise curved rigidity characteristic may be implemented. Moreover, at least section wise constant and/or section wise degressive and/or section wise progressive course of the rigidity characteristic may be implemented.
Here again, it may be provided that the first deflection between the wagon body and the first running gear has a maximum admissible value and that the first range extends from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of the maximum admissible value of the first deflection. Furthermore, it may be provided that the first range extends from a lower range limit corresponding to a transverse deflection of 15 mm, preferably 20 mm, more preferably 25 mm to 35 mm, of the wagon body with respect to the first running gear in the vehicle transverse direction, the first part of the first range, in particular extending up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of the wagon body with respect to the first running gear.
Furthermore, it may be provided that at least one of the first characteristic lines, in particular, each of the first characteristic lines, has an idle range including a value corresponding to the neutral position and extending up to the first range, the first characteristic line, in the idle range, providing a first control information corresponding to an idle state of the active device. Hence, as outlined above, it may be provided that the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
It will be appreciated that, in addition or as an alternative, a similar configuration to the one as just outlined above in the context of the first running gear may be implemented for the second running gear.
Hence, preferably, the control device, in the side wind control mode, controls the magnitude of the action of the active device as a function of the second input variable using a second set of second characteristic lines, each of the second characteristic lines providing a second control information as a function of the second input variable, the control device selecting one of the second characteristic lines to be actually used as a function of the third input variable.
Preferably, at least two, in particular any two, of the second characteristic lines, at least in the second range of the second input variable provide different second control information at a given value of the second input variable.
In addition or as an alternative, it may be provided that a first one of the second characteristic lines is selected at a first value of the third input variable and a second one of the second characteristic lines is selected at a second value of the third input variable, the second value of the third input variable being representative of value of the track curvature related load that is higher than a value of the track curvature related load for the first value of the third input variable. Preferably, at least in the second range of the second input variable, at a given value of the second input variable, the second one of the second characteristic lines provides second control information that is representative of an action of the active device which is increased compared to the first one of the second characteristic lines. By this means, the onset and/or the rigidity of the simulated hard stop device may be modified as needed in a simple manner.
Furthermore, to modify the course of the transverse rigidity characteristic as needed, it may also be provided that at least one of the second characteristic lines, in particular, each of the second characteristic lines, has a first inclination in a first part of the second range and a second inclination in a second part of the second range, the second inclination being higher that the first inclination, the second part of the second range, in particular, being located above the first part of the second range.
Here again, it may be provided that the second deflection between the wagon body and the second running gear has a maximum admissible value and the second range extending from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of the maximum admissible value of the second deflection. It may also be provided that the second range extends from a lower range limit corresponding to a transverse deflection of 15 mm, preferably 20 mm, more preferably 25 mm to 35 mm, of the wagon body with respect to the second running gear. Again, the first part of the second range may extend up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of the wagon body with respect to the second running gear.
Again, preferably, at least one of the second characteristic lines, in particular, each of the second characteristic lines, has an idle range including a value corresponding to the neutral position and extending up to the second range, the second characteristic line, in the idle range, providing a second control information corresponding to an idle state of the active device. Hence, as outlined above, it may be provided that the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
It will be appreciated that any desired suitable variable may be used for the respective first, second and third input variable. Basically, any variable directly or indirectly representative of the relative motion between the wagon body and the first running gear in the transverse direction may be selected as the first input variable. For example, this variable may be representative of a rolling motion of the wagon body with respect to the running gear sufficiently precisely defined by the rolling compensation device and, hence, sufficiently precisely related to the transverse deflection.
Preferably, the first input variable is a first deflection variable representative of a deflection, in particular a deflection in the vehicle transverse direction, of a first component of the active device located in the area of said first running gear. By this means, very simple, robust and reliable configuration may be achieved. Similar applies to the second input variable. Hence, preferably, the second input variable is a second deflection variable representative of a deflection, in particular a deflection in the transverse direction, of a second component of the active device located in the area of the second running gear.
Basically, similar applies to the third input variable as well. More precisely, any input variable directly or indirectly related to the track curvature related load (or centrifugal load) acting on the wagon body may be chosen. For example, in the most simple case, and information on the curvature of the track currently negotiated (e.g. obtained from current position information and position related information on the track curvature from a superordinate vehicle control system) may be used alone or, eventually, in combination with the actual running speed, as the third input variable.
Preferably, a variable closely related to or immediately representative of the current motion status of the wagon body and the related centrifugal loads acting on the wagon body is selected as the third input variable. Preferably, the third input variable is a transverse acceleration variable representative of a transverse acceleration acting on said wagon body in said vehicle transverse direction.
It will be appreciated that any desired and suitable frequency range may be selected for the side wind control matched to the side wind load frequencies to be expected under normal operating conditions to properly compensate side wind effects. Preferably, the control device, in the side wind control mode, controls the active device in a wind control frequency range ranging from essentially 0 Hz to 15 Hz, preferably from essentially 0 Hz to 6.0 Hz, even more preferably 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 side wind control may be constantly activated. Preferably, however, side wind control is deactivated under certain operating conditions where its influence would be undesired. Hence, for example, the control device, preferably, has an S-curve reaction suppression component configured to suppress reaction of the active device in a generally S-shaped track section having a change in a sense of curvature within a distance that is smaller than a distance of the first running gear and the second running gear in the vehicle longitudinal direction. Such track sections (e.g. track switch sections), typically negotiated at comparatively low running speeds and, hence, comparatively low risk of exceeding wheel unloading limits, nevertheless generate transverse deflection signals (i.e. first and second input variables), which is similar to the ones of strong side wind effects. Hence, the reaction suppression as outlined above, in a beneficial way, avoids undesired reaction of the site and controlled in these situations.
The S-curve reaction suppression component may be implemented in any suitable way. For example, it may be activated based on suitable track information available. Preferably, the S-curve reaction suppression component modifies the first input variable and/or the second input variable as a function of the third input variable, in particular, as a function of a temporally delayed value of the third input variable. By this means, a very simple implementation of such reaction suppression may be achieved.
Eventually necessary system damping may be achived in any suitable way within the control system. With preferred embodiments of the invention, 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 damping mode if the side wind control mode is activated. The rolling compensation arrangement, in the damping mode, provides 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. Preferably, 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. To this end, 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.
Basically, the use of an active component (e.g. a linear actuator or a rotational actuator) in the area of just one of the two running gears or rolling compensation devices, respectively, may be sufficient. Thus, for a reduction in the side wind induced wheel unloading it may be sufficient, for example, that through active intervention on the forward running gear 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.
Of course it is likewise possible to counteract the yaw moment on the wagon body resulting from the side wind load exclusively in the area of the trailing running gear by means of active intervention, e.g. by counteracting the deflection of the wagon body by a corresponding force of action in the area of the rolling compensation device of the trailing running gear, while the deflection is not actively counteracted at the leading running gear.
Finally, a combination of both variants can of course be provided, in which coordinated active intervention takes place in the area of both rolling compensation devices. This is an advantage in particular with regard to the design of the active components, since these must then be designed for a correspondingly lower power.
With certain embodiments the 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 total control information may basically be formed in any suitable way. Preferably, the total control information is formed as a function of a first control information and a second control information, in particular, as a difference between a first control information and a second control information, the first control information being a function of the first input variable, the second control information being a function of the second input variable.
It will be appreciated in this context that using the first and second control information (being information representative of the transverse deflection of the wagon body with respect to the first and second running gear, respectively) it is possible to achieve a very simple differentiation between side wind induced deflections and track condition (in particular track curvature or centrifugal force) induced deflections. This is due to the fact that the side wind load acting on the wagon body generates opposing deflections at the first and second running gear, while track curvature related influences (such as the centrifugal force acting in a curved track) typically generate concurrent deflections of the wagon body with respect to the first and second running gear.
Hence, by simply subtracting first and second control information obtained (in the same manner) from the first and second input variables concurrent deflections (not stemming from side wind effects) will generate lower response of the side wind control to concurrent deflections (typically stemming from track curvature related effects) compared to opposing deflections (typically stemming from side wind effects). Hence, in a very simple manner, appropriate response to side wind effects may be generated with the present side wind control.
With certain preferred embodiments of the invention, 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.
With further preferred embodiments of the invention, 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.
At this point it is mentioned that, depending on the design of the rolling compensation device, as a rule there is a specified relationship between the transverse deflection concerned and the associated wagon body rolling angle, so that consideration of the transverse deflections and consideration of the wagon body rolling angle can as the case may be represent equivalent or equal measures.
It may be provided that the first rolling compensation device comprises the first actuator device at least contributing to a setting of the first transverse deflection. In addition or as an alternative, the second rolling compensation device may comprise the second actuator device at least contributing to a setting of the second transverse deflection. In addition or as an alternative, 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.
Preferably, 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. Additionally or alternatively, 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 vehicles 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. Here, it is self-evident, of course, also that the corresponding rolling angle of the wagon body in relation to the respective running gear may be focused on.
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.
In preferred variants of the vehicle according to the invention, it is preferred that 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. Additionally or alternatively, 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°. Here it is self-evident that, as a rule, of course the most extensive possible reduction in the deviation concerned is advantageous or desirable.
Generation of the input variables may be done in any suitable way. For example, at least one of the input variables may be obtained in an at least partially simulatory process using one ore more calculatory models of the vehicle and/or its environment. Preferably, the control device has at least one detection device to detect the first input variable and/or the second input variable and/or the third input variable. As mentioned above, any suitable sensors may be used in this context. For example, for the first and second input variable conventional distance sensors, angle sensors or the like may be used alone or in arbitrary combination. The devices capturing the first and second input variable, in particular, may be integrated into the components of the active device and/or into the components of the control device.
It will be further appreciated that the first and second input variable may also be obtained from a respective pair of acceleration sensors, one mounted to the respective running gear and one mounted to the wagon body in the area of the associated running gear. The relative transverse deflection between the wagon body and the respective running gear, thanks to the sufficiently well-known kinematic coupling between the running gear and the wagon body (nonetheless, via the rolling compensation device), may then be calculated from the signals of the acceleration sensor pair. This may be done, for example, by simply integrating the two acceleration signals over time (to obtain information on the motion of the respective component) and then calculating the relevant transverse deflection using the sufficiently well-known kinematic relation between the wagon body and the running gear.
Such a solution has the particular advantage that the two acceleration sensors may be placed at virtually arbitrary locations as long as there relative position and orientation is sufficiently well-known at any time (e.g. due to the sufficiently well defined kinematic coupling between the wagon body and the running gear, e.g. due to the kinematics of the rolling compensation device). This greatly facilitates implementation of the detection of the relevant relative motion between the running gear and the wagon body in the environment of a modern rail vehicle with its highly restricted building space budget (in particular at the level of the running gear).
It is to be noted at this point that this use of two acceleration signals for calculating a deflection between a wagon body and an associated running gear represents an independently inventive concept, which is in particular independent of the control concepts, in particular, the side wind control concept, as outlined herein.
As far as the third input variable is concerned, typically, acceleration sensors or the like may be used for immediately capturing track related influences onto the wagon body.
It will be further appreciated that the side wind compensation device may generally be constantly active. Preferably, however, 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. Preferably, 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.
It will be appreciated that side wind induced wheel unloading may be counteracted in a purely active way. With certain embodiments, however, additional passive measures are taken to reduce the effects of side wind. In certain embodiments wherein 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, and 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. By this means a shift of the side wind induced wheel unloading from the leading first running gear to the trailing second running gear.
In further advantageous variants of the invention the desired high travel comfort for the passengers with high transport capacity of the vehicle, a track feedback control mode is implemented which at least partially compensates influences introduced into the vehicle via the track currently travelled on. To this end, preferably, 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. Additionally or alternatively, 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). In this way, 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.
While by means of the first wagon body rolling angle component and thus the first transverse deflection component in the first track control frequency range, an increase in the tilting comfort is achieved, by means of the second transverse deflection component (and as the case may be the second wagon body rolling angle component) in the second track control frequency range (which at least partially lies above the first track control frequency range) in an advantageous manner an increase in the vibration comfort is achieved. By the design of 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. In other words, 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.
Mention is made at this point of the fact that the second rolling compensation device, as the case may be, can also have a different design from the first rolling compensation device. In particular, however, 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.
In this connection it is further noted that the second transverse deflection component, depending on the design and the connection of the rolling compensation device, as the case may be, 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. This is because, for example with a comparatively soft, elastic connection of the first rolling compensation device to the first running gear and/or the wagon body, as a result of the forces of inertia in the second track control frequency range, within certain limits a kinematic decoupling of the transverse movements of the wagon body from the rolling motion specified by the kinematics of the rolling compensation device (for slow, quasi-static motions) occurs. Therefore, the more rigidly the connection of the rolling compensation device to the running gear is designed and the more inherently rigid the design of the rolling compensation device is, the less this decoupling takes place. Therefore, 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.
In further preferred variants of the invention 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 travelled. Furthermore, 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. Finally, it can also be provided that 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 same applies to the bandwidth of the second track control frequency range, wherein this is of course matched to the dynamic disturbances to be expected during operation of the vehicle (as the case may be periodic, but typically singular or statistically scattered), which are noticed by the passengers and perceived as annoying. 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.
Basically it can be provided that the active setting of the rolling angle and the transverse deflection, respectively, (at least in the second track control frequency range) takes place exclusively during travel on curved track sections, and therefore the track feedback control mode is activated only in such a travel situation. Preferably, it is however provided that 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. In particularly simple design variants of the vehicle according to the invention it is provided to this end that 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. Thus, for example, it can be used in connection with a single stage suspension, which supports the wagon body directly on the wheel unit. Particularly advantageously it can be used in connection with two-stage suspension designs. Preferably, 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.
According to a further aspect 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. With this train set the variants and advantages described above in connection with the vehicle according to the invention can be achieved to the same extent, so that in this context reference is made to the above statements.
According to a further aspect 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 further comprises actively controlling an active device of a side wind compensation device acting between the wagon body and at least one of the first running gear and 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. This active controlling includes controlling, in a side wind control mode of the side wind compensation device , a magnitude of an action of the active device as a function of the first input variable and a second input variable, the first input variable being a first deflection variable representative of a first transverse deflection between the wagon body the first running gear in a vehicle transverse direction, the second input variable being a second deflection variable representative of the second transverse deflection between the wagon body and the second running gear in the vehicle transverse direction. The method further comprises controlling, in the side wind control mode, the magnitude of the action of the active device as a function of a third input variable, the third input variable being a variable representative of a track curvature related load acting on the wagon body. The third input variable has a third range and a fourth range, the third input variable, in the third range, being representative of an increased track curvature related load compared to the fourth range. The magnitude of the action, at least in a first range of the first input variable and/or at least in a second range of the second input variable, is increased in the third range compared to the fourth range.
With this method the variants and advantages described above in connection with the vehicle according to the invention can be achieved to the same extent, so that in this context reference is made to the above statements.
Further preferred examples of the invention become apparent from the dependent claims or the following description of preferred embodiments which refers to the attached drawings.

Brief Description of the Drawings

Figure 1: is a schematic sectional view of a preferred embodiment of the vehicle according to the invention in the neutral position (along the line I-I from Figure 3);
Figure 2: is a schematic sectional view of the vehicle from Figure 1 during travel in curves;
Figure 3: is a schematic side view of the vehicle from Figure 1;
Figure 4: is a schematic perspective view of part of the vehicle from Figure 1;
Figure 5: is a transverse force-deflection-characteristic of the spring device of the vehicle from Figure 1;
Figure 6: is a schematic view of a part of the control device of the vehicle from Figure 1;
Figure 7: is a diagram representing first and second sets of characteristic lines used in the control device of Figure 6;
Figure 8: is a diagram of the side wind loads on the vehicle from Figure 1 in a standard side wind situation;
Figure 9: is a diagram of the reactions of the vehicle from Figure 1 to the the side wind loads of Figure 7.

Detailed Description of the Invention

In the following, with reference to Figures 1 to 9, a preferred embodiment of the vehicle according to the invention in the form of a rail vehicle 101, having a vehicle longitudinal axis 101.1, is described. The vehicle 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. The same applies to the first spring device 103 and the second spring device 113. It is self-evident, however, that the present invention can also be used with other configurations in which other running gear designs are employed.
For ease of understanding of the explanations that follow, in the figures 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. In particular, 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. Again, the 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.
As can be inferred, in particular, from Figure 1, 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. As can be inferred from Figure 1 and Figure 4, 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. At the free end of the first lever 106.1 a first rod 106.5 is attached in an articulated manner, while on the free end of the second lever 106.2 a second rod 106.6 is attached in an articulated manner. By means of these two rods 106.5, 106.6 the rolling support 106 is connected in an articulated manner with the wagon body 102.
In 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. In this neutral position the two rods 106.5, 106.6 run in the drawing plane of Figure 1 (y_fz_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_fz_f plane) of the vehicle. By means of the rods 106.5, 106.6 in a sufficiently known manner 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 inclination 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. Here, it is self-evident that the point of intersection MP and thus the rolling axis because of the kinematics predefined by the rods 106.5, 106.6, when there is a deflection of the wagon body 102 from the neutral position, as a rule will likewise experience a lateral shift.
Figure 2 shows the vehicle 101 during travel in curves on a track superelevation. As can be inferred from Figure 2, the centrifugal force F_y acting upon the center of gravity SP of the wagon body 102 (because of the prevailing acceleration in the vehicle transverse direction) 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.
As can further be inferred from Figure 2, 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. As will be explained in the following, 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 according to the invention serves to maintain derailment safety at high running speeds despite side wind loads impinging on the vehicle 101.

Track Feedback Control Mode

Thanks to the compensation motion that is predefined by the kinematics of the rolling support 106, in the track feedback control mode TFCM of the vehicle 101, inter alia 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 transverse acceleration a_yp acting in the reference system (x_p, y_p, z_p) for passengers (in the direction of the y_p axis) is comprised two components, namely a first acceleration component a_yps and a second acceleration component a_ypd according to the equation: $a_{yp} = a_{yps} + a_{ypd} .$
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).
Since the curvature of the curve and the current running speed of the vehicle 101 in normal operation change only comparatively slowly, with this first acceleration component a_yps is a quasi static component. Conversely, the second acceleration component a_ypd (which usually occurs as a result of impacts) is a dynamic component.
From the current transverse acceleration a_yp, according to the present example it is ultimately possible to determine a minimum setpoint value for a transverse deflection d_{yN,soll min} of the wagon body 102 from the vehicle height axis (z_f axis). This is the transverse deflection (and thus as the case may be the corresponding rolling angle), which is the minimum necessary in order keep below the maximum permissible transverse acceleration a_{yp, max}. Depending on how high the level of comfort for the passengers of the vehicle 101 must be (and thus depending on by how far this maximum permissible transverse acceleration a_{yp, max} it should be kept below), 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. Here, in the track feedback control mode, this setpoint value for the transverse deflection dy_W,soll of the wagon body 102 again comprises a quasi static component dy_Ws,soll and a dynamic component dy_Wd,soll, wherein the following applies: ${dy}_{W, soll} = {dy}_{Ws, soll} + {dy}_{Wd, soll} .$
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 on the other hand, 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).
In order to actively set the transverse deflection dy_w of the wagon body 102 with respect to the neutral position (as shown in Figure 1 by the broken contour 102.2), 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.
In the present example the actuator 107.1 is designed as an electro-hydraulic actuator. 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 control device 107.2 controls or regulates the actuator force and/or the deflection of the actuator 107.1 according to the present example in such a way that a quasi static first transverse deflection component dy_Ws of the wagon body 102 and a dynamic second transverse deflection component dy_Wd of the wagon body 102 are superimposed on one another so that overall a transverse deflection dy_W of the wagon body 102 results, for which the following applies: ${dy}_{W} = {dy}_{Ws} + {dy}_{Wd} .$
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).
In order to increase the tilting comfort for the passengers 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.
In order to increase, in addition to the tilting comfort, the vibration comfort for the passengers, in the track feedback control mode, 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.
It is self-evident, however, that the 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.
By means of the solution according to the present example, in the track feedback control mode TFCM, 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 X of the current curved section being travelled, the track superelevation angle y 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.
These variables that are processed by the control device 107.2 can be determined in any suitable manner. In particular, in order to determine 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 a_y, 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).
Here, the 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.
In the present example 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. In the first frequency range TFF1 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.
Through the design of 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.
In the present example, the secondary suspension 103.2 is designed so that it has a restoring force-transverse deflection characteristic line108 as shown in Figure 5. Here, 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. Similarly, for the secondary suspension 103.2, 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 α_W from the neutral position.
As can be seen from Figure 5, 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.
Here, it is self-evident that 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.
In the present example 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. In the present example, the transverse deflection range Q1 extends from 0 mm to 40 mm, while the second transverse deflection range Q2 extends from 40 mm to 100 mm. In this way, with regard to a limitation of the maximum transverse deflection of the wagon body 102 with the lowest possible energy consumption for the rolling compensation device 105, particularly favourable designs can be achieved.
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 a_y 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. In order to prevent the actuator 107.1 impeding this passive restoration, 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.
Thanks to the degressive characteristic line 108 the rise of the resistance to the transverse deflection decreases as the deflection increases (with a negative inclination the resistance itself can even fall). With regard to the dynamic setting of the second transverse deflection dy_Wd in the second frequency range TFF2 during travel in curves of the vehicle101 this is an advantage, since the rolling compensation device 105 must provide comparatively low forces for these dynamic deflections in the second frequency range TFF2.
It is self-evident, however, that 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, in the present example, 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.
Furthermore, 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.
In any case it is thus ensured, with the present example, that even in the event of failure of the active components of the rolling compensation device 105 emergency operation of the vehicle 101 with as the case may be degraded comfort characteristics (in particular with regard to tilting comfort and/or vibration comfort) is nevertheless possible while complying with the specified gauge profile.
With regard to the high width of the wagon body 102 that can be achieved and, thus, in connection with the high transport capacity 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 ΔH (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.
In the present example, the center of gravity SP of the wagon body 102 has a first height H1 = 1970 mm above the rail, more accurately stated above the upper surface of the rail SOK, while the rolling axis, in the neutral position (shown in Figure 1), in the direction of the vehicle height axis has a second height H2 above the upper surface of the rail SOK, which in the present example is in the range 3700 mm to 4500 mm. Accordingly, in the present example the following relationship results $VH = \frac{H 2 - H 1}{H 1},$
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. This allows designs to be achieved which with regard to the abovementioned limitation of the transverse deflections and, thus, the feasibility of wide wagon bodies with high transport capacity are particularly favourable.
Thus, the comparatively low distance ΔH 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 α_W is achieved. Thus, during travel in curves, only comparatively low transverse deflections of the wagon body 102 are necessary in order to achieve the desired travel comfort for the passengers. Hence, in normal operation, a gauge profile that is specified for the rail network on which the vehicle 101 is operated can be adhered to in normal operation even with wide wagon bodies 102.
A further advantage of the low distance ΔH 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.
Generally, therefore, it is to be noted that the contribution of the centrifugal force F_y to the setting of the rolling angle α_W is determined by the distance ΔH of the instantaneous center of rotation MP from the center of gravity SP. The smaller this distance ΔH 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 α_W (which corresponds to the current running situation and is necessary for the desired travel comfort of the passengers).
In order to ensure adherence to a specified gauge profile in normal operation, 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
Basically it can be provided that the active setting of the rolling angle and of the transverse deflection, 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. In the present example, 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 α_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.

Side Wind Control Mode

According to the invention it is further provided that, in the side wind control mode SWCM, 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.
To this end, the 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 induced wheel unloading is carried out.
In a design, in which the vehicle 101 for example forms the leading head of the train, in the event of occurrence of side wind, a resultant side wind load SWL in relation to the center of gravity SP of the vehicle 101 (typically arranged approximately centrally in the vehicle longitudinal direction), 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). Figure 7 shows the forces (Fx, Fy, Fz) and moments (Mx, My, Mz) acting on the wagon body 102 about the point of attack of the side wind load SWL in all three directions in space (x, y, z) in a standard side wind situation with a running speed v = 200 km/h and a quasi-stationary base side wind load BSWL component starting at t = 35 s and lasting until t = 65 s and a dynamic gust side wind load GSWL component briefly acting between t = 55 s and t = 60 s.
In the event of inactivity of the actuators 107.1, due to an off-center attack of the side wind load SWL (i.e. with a point of attack displaced with respect to the center of gravity SP) on the wagon body 102 (with the forces or moments shown in Figure 1 and 8), a yawing moment (see Mz in Figure 8) acts on the wagon body 102 about the yaw axis parallel to the height direction (z-axis). As a result of the yawing moment Mz the wagon body 102 undergoes a yaw deflection by a yaw angle ψyaw as shown in Figure 9 (dotted graph). As a consequence, in the area of the forward or leading first bogie 104 (arranged at the leading vehicle end), due to the design of the first rolling compensation device 105, a first transverse deflection of the wagon body 102 would occur in relation to the first bogie 104, as indicated in Figure 1 by the dash-double dotted contour 102.3. Conversely, on the trailing second bogie 114, as a result of the design of the second rolling compensation device 115, a second transverse deflection of the wagon body 102 in relation to the second bogie 114 running contrary to the first transverse deflection would occur, as shown in Figure 1 by the broken contour 102.2.
From the (simplified) force equilibriums and moment equilibriums the following values for the vertical wheel contact forces Fzr, Fzl on either side of the running gear result here: $Fzr = \frac{- G \cdot a + MTx + SW \cdot (c + H 1)}{a + b},$
$Fzl = \frac{G \cdot b + MTx + SW \cdot (c + H 1)}{a + b} .$
From equations (5) and (6) it is clear that, through the deviation dy between the first transverse deflection (of the wagon body 102 in relation to the first bogie 104) and the opposing second transverse deflection (of the wagon body 102 in relation to the second bogie 114), a torsion of the wagon body and thus the torsion moment MTx results, which leads to a considerable reduction on the amount of wheel contact force Fzr on the right hand side.
The dotted graphs in Figure 9, among others, show the respective course of the right hand side wheel contact force at the leading wheelset 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.
As can be seen from Figure 9, in particular at the leading bogie 104, under the peak dynamic side wind load (approximately at t = 57 s) there is a considerable wheel unloading on the vehicle right hand side (going down to a contact force Fzr1 and Fzr2 of about zero) in case of inactivity of the side wind control which clearly exceeds the limits for the minimum contact forces necessary to observe derailment safety requirements.
To avoid such a situation (which conventionally would require reducing the running speed V of the vehicle), the controller 107.2, in the side wind control mode SWCM using the controller components shown in Figure 6, controls the actuator 107.1 of the first rolling compensation device 105 and the corresponding actuator 117.1 of the second rolling compensation device 115 such that they reduce the deviation dy, in order to achieve in this way a reduction in the torsional moment MTx acting on the wagon body 102 and, hence, a reduction in the wheel unloading. 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 9.
It is once again mentioned at this point that, depending on the design of the rolling compensation device, as a rule a specified relation between the transverse deflection concerned and the associated rolling angle exists, so that a consideration of the transverse deflections and a consideration of the rolling angle may represent measures that are equivalent or equal to one another.
As can be clearly seen from Figure 9, due to the purely vehicle intrinsic action of the side wind compensation device 118, 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.
In the present example, the controller 107.2 implements or simulates, in a side wind control part 118.1 shown in Figure 6, an (intelligent) hard stop device acting in the side wind control mode SWCM in the vehicle transverse direction (y-direction) between the wagon body 102 and each of the bogies 104, 114. As will be explained in further detail below, the onset and transverse rigidity of this hard stop device is controlled as a function of the track curvature related load acting on the wagon body 102.
The implementation of such a hard stop device with a variable onset of the forces counteracting side wind induced yaw motion and, hence, the action counteracting wheel unloading has the advantage that, during operation on a straight track, the transverse coupling between the wagon body 102 and the respective bogie 104, 114 may be kept comparatively soft by reducing the rigidity of the simulated hard stop device and/or shifting the point of noticeable onset of the action of the simulated hard stop device transversely outwards, both being beneficial in terms of riding comfort. On the other hand, during travel in a curved track section, i.e., in a situation with an increased track curvature related load TCL acting on the wagon body 102, the transverse rigidity of the hard stop device is increased and the noticeable onset of the simulated hard stop device is shifted further transversely inwards in order to reduce side wind sensitivity of the vehicle 101.
To achieve the active reduction of the torsional load MTx and the active reduction in the wheel unloading at the leading bogie 104 via the variable hard stop device, in the present example, the control device 107.2 has two detection devices 107.4 detecting a first input variable TDVB1 and a second input variable TDVB2 as input variables for the controller 107.2. More precisely, at each bogie 104, 114 there is provided a distance sensor unit 107.4 integrated into the respective actuator 107.1, 117.1 and detecting a deflection of the respective actuator 107.1, 117.1 representative, in turn, for the deflection between the wagon body 102 and the respective bogie 104 and 114, in the vehicle transverse direction (y).
The sensor unit 107.4 on the first bogie 104 hence provides, as a first input variable for the controller 107.2 a first transverse deflection variable TDVB1 representative of a first transverse deflection TDB1 between the wagon body 102 and the first bogie 104 in the vehicle transverse direction (y).
Similarly, the sensor unit 107.4 on the second bogie 114 provides, as a second input variable for the controller 107.2 a second transverse deflection variable TDVB2 representative of a second transverse deflection TDB2 between the wagon body 102 and the second bogie 114 in the vehicle transverse direction (y).
The control device 107.2 further uses the detection device 107.3 detecting a third input variable in the form of a transverse acceleration variable TAV representative of the acceleration TA currently acting on the wagon body 102 in the transverse direction (y) and, hence, representative of a track curvature related load TCL acting on the wagon body 102.
In the present example, the side wind compensation device 118 comprises a side wind control part 118.1 of controller 117.2, which, in the side wind control mode SWCM, in a first hard stop controller part 118.2 determines first control information CI1 as a function of the first transverse deflection variable TDVB1 and of the actual value of the transverse acceleration variable TAV using a first set 119 of first characteristic lines 119.1, 119.2. Each of the first characteristic lines 119.1, 119.2 (as shown in Figure 7) is assigned to a specific range of the actual value of the transverse acceleration variable TAV and provides the first control information CI1 as a function of the actual value of the first transverse deflection variable TDVB1. It will be appreciated that the characteristic line for negative values of the transverse acceleration variable TAV is simply obtained by changing the sign for the respective characteristic line.
As can be seen from Figure 7, each first characteristic line 119.1, 119.2 provides, as the first control information CI1, a setpoint value for the first actuator force FA1 of the first actuator 107.1 as a function of the first transverse deflection variable TDVB1. As can be further seen from Figure 7, the first characteristic lines 119.1, 119.2, in the present example, are substantially point symmetric with respect to the neutral position (i.e. TDB1 = 0), the wagon body 102 assumes once the vehicle 101 is standing on a straight, level track. Hence, in the following, only the right-hand side with the positive values for the first actuator force FA1 will be referred to.
Apparently, the first characteristic line 119.1, 119.2, in an idle range IR1 of the first transverse deflection TDB1 (corresponding to an initial deflection of the wagon body 102 from its neutral position) provides a constant output of FA1 = 0, which would correspond to an inactive first actuator 107.1. Consequently, over this idle range IR1 the side wind control part 118.1 of the controller 107.2 would not provide any counteraction to side wind induced jaw movement of the wagon body 102.
With increasing transverse deflection TDB1, the wagon body 102 leaves the idle range IR1 and enters a first range in the form of a first hard stop range HSR1. In this first hard stop range HSR1, with increasing transverse deflection TDB1 and increasing positive output FA1 > 0 is generated, such that at a certain point of transverse deflection a noticeable counteraction of the first actuator 107.1 would be generated.
Moreover, in a first, softer part A of the first hard stop range HSR1, the respective characteristic line 119.1, 119.2 has a first inclination representing a first rigidity AR1 of the first actuator 107.1, which is smaller than a second inclination representing a second rigidity AR2 of the first actuator 107.1 in a subsequent second, more rigid part B of the first hard stop range HSR1. Hence, once the transverse deflection TDB1 of the wagon body 102 enters the second part B of the first hard stop range HSR1, the simulated hard stop device further rigidifies.
Hence, the initial onset of the hard stop device occurs at a comparatively low rigidity, while at a certain point of the transverse deflection (namely, at the transition between the first part A and second part B of the first hard stop range HSR1), the rigidity of the simulated hard stop device at the leading bogie 104 increases. It will be appreciated, however, that with other embodiments of the invention any other course of the characteristic line and its respective rigidity may be selected. In particular, a constant rigidity AR (i.e. a characteristic line with constant inclination) may be selected.
In the present example, similar applies to the second bogie 114. More precisely, a second hard stop controller part 118.3 determines second control information CI2 as a function of the second transverse deflection variable TDVB2 and of the actual value of the transverse acceleration variable TAV using a second set 120 of second characteristic lines 120.1, 120.2. Each of the second characteristic lines 120.1, 120.2 (as shown in Figure 7) is assigned to a specific range of the actual value of the transverse acceleration variable TAV and provides the second control information CI2 as a function of the actual value of the second transverse deflection variable TDVB2.
As can be seen from Figure 7, each second characteristic line 120.1, 120.2 provides, as the second control information CI2, a setpoint value for the second actuator force FA2 of the second actuator 117.1 as a function of the second transverse deflection variable TDVB2. As can be further seen from Figure 7, the second characteristic lines 120.1, 120.2, in the present example, are substantially point symmetric with respect to the neutral position (i.e. TDB2 = 0), the wagon body 102 assumes once the vehicle 101 is standing on a straight, level track. Hence, in the following, only the right-hand side with the positive values for the second actuator force FA2 will be referred to.
Apparently, the second characteristic lines 120.1, 120.2, in an idle range IR2 of the second transverse deflection TDB2 (corresponding to an initial deflection of the wagon body 102 from its neutral position) provides a constant output of FA2 = 0, which would correspond to an inactive second actuator 117.1. Consequently, over this idle range IR2 the side wind control part 118.1 of the controller 107.2 would not provide any counteraction to side wind induced jaw movement of the wagon body 102.
With increasing transverse deflection TDB2, the wagon body 102 leaves the idle range IR2 and enters a second range in the form of a second hard stop range HSR2. In this second hard stop range HSR2, with increasing transverse deflection TDB2 and increasing positive output FA2 > 0 is generated, such that at a certain point of transverse deflection a noticeable counteraction of the second actuator 117.1 would be generated.
Moreover, in a first, softer part A of the second hard stop range HSR2, the respective characteristic line 120.1, 120.2 has a first inclination representing a first rigidity AR1 of the second actuator 117.1, which is smaller than a second inclination representing a second rigidity AR2 of the second actuator 117.1 in a subsequent second, more rigid part B of the second hard stop range HSR2. Hence, once the transverse deflection TDB2 of the wagon body 102 enters the second part B of the second hard stop range HSR2, the simulated hard stop device further rigidifies.
Hence, the initial onset of the hard stop device occurs at a comparatively low rigidity, while at a certain point of the transverse deflection (namely, at the transition between the second part A and second part B of the second hard stop range HSR2), the rigidity of the simulated hard stop device at the trailing bogie 114 increases as well. It will be appreciated, however, that with other embodiments of the invention any other course of the characteristic line and its respective rigidity may be selected. In particular, a constant rigidity AR (i.e. a characteristic line with constant inclination) may be selected.
When generating the first control information CI1, the first hard stop controller part 118.2 selects one of the first characteristic lines 119.1, 119.2 to be actually used as a function of the actual value of the transverse acceleration variable TAV as the third input variable. In the present example, two different characteristic lines 119.1 and 119.2 are provided in the first hard stop controller part 118.2. It will be appreciated however that, with other embodiments of the invention, any other desired number of characteristic lines may be selected. Hence, an arbitrarily fine resolution of characteristic lines may be provided.
In the present example, the characteristic line 119.1 is assigned to a fourth range in the form of a first transverse acceleration range TAR1 of 0 m/s² = TA < 1 m/s², while the other characteristic line 119.2 is assigned to a third range in the form of a second transverse acceleration range TAR2 of TA > 1 m/s². Hence, as long as the transverse acceleration TA is below 1 m/s², the characteristic line 119.1 is selected. Otherwise, i.e. in situations with increased track curvature related loads TCL acting on the wagon body 102, the other characteristic line 119.2 is selected.
As can be seen from Figure 7, while both characteristic lines 119.1 and 119.2 are identical in the idle range IR1, in the first hard stop range HSR1, the first characteristic line 119.1 has a lower rigidity than the second characteristic line 119.2. Hence, at any specific transverse deflection TDB1, the second characteristic line 119.2 (in the first hard stop range HSR 1) provides a higher magnitude of the output first control information CI1 corresponding to a higher magnitude of the action of the first actuator 107.1. By this means, the onset and the rigidity of the simulated hard stop device at the leading bogie 104 are modified in the present example as needed in response to the increased track curvature related loads TCL acting on the wagon body 102 in a very simple manner.
Similar is done in the area of the second bogie 114. When generating the second control information CI2 the second hard stop controller part 118.3 selects one of the second characteristic lines 120.1, 120.2 to be actually used as a function of the actual value of the transverse acceleration variable TAV as the third input variable. In the present example, two different characteristic lines 120.1 and 120.2 are provided in the second hard stop controller part 118.3.
In the present example, the characteristic line 120.1 is again assigned to the first transverse acceleration range TAR1 of 0 m/s² = TA < 1 m/s², while the other characteristic line 120.2 is again assigned to the second transverse acceleration range TAR2 of TA > 1 m/s². Hence, again, as long as the transverse acceleration TA is below 1 m/s², the characteristic line 120.1 is selected. Otherwise, i.e. in situations with increased track curvature related loads TCL acting on the wagon body 102, the other characteristic line 120.2 is selected.
As can be seen from Figure 7, while both characteristic lines 120.1 and 120.2 are identical in the idle range IR1, in the second hard stop range HSR2, second characteristic line 120.1 has a lower rigidity than the characteristic line 120.2. Hence, at any specific transverse deflection TDB2, the characteristic line 120.2 (in the second hard stop range HSR2) provides a higher magnitude of the output second control information CI2 corresponding to a higher magnitude of the action of the second actuator 117.1. By this means, here as well the onset and the rigidity of the simulated hard stop device at the trailing bogie 114 are modified in the present example as needed in response to the increased track curvature related loads TCL acting on the wagon body 102 in a very simple manner.
As mentioned above, with other embodiments of the invention, the set of characteristic lines may also be available in parameterized form. Consequently, for example, the first and second hard stop controller parts 118.2, 118.3 may hold at least one parameterized master characteristic line, and subsequently calculate the characteristic line actually to be used from the master characteristic line as a function of the selected parameters, in particular as a function of the actual value of the transverse acceleration variable TAV.
As also mentioned above, an arbitrary number of characteristic lines may be available depending on the required resolution of the control information to be obtained. In the simplest case, the set of two different characteristic lines 119.1, 119.2 and 120.1, 120.2 may be sufficient. Moreover, although the hard stop controller part 118.2, 118.3 may only have such a limited set of characteristic lines stored, an arbitrarily fine resolution of the control information may be obtained if the respective hard stop controller part 118.2, 118.3 simply uses arbitrarily complex interpolation (in the simplest case linear interpolation) between the values obtained from two adjacent characteristic lines 119.1, 119.2 and 120.1, 120.2, respectively.
As can be seen from the dashed curve in Figure 9, in the present example, in situations with increased transverse acceleration TA and, hence, increased track curvature related loads TCL acting on the wagon body 102, selection of the more rigid characteristic line 119.2, 120.2 leads to reduced yaw deflection of the wagon body 102, which has a beneficial effect on the reduction of the side wind induced wheel unloading to compensate the increased track curvature induced wheel unloading present in these cases.
In the present example, the respective first and second deflection TDB1 and TDB2 at the first and second bogie 104, 114, respectively, has a maximum admissible value of TDB1_max = TDB2_max = 50 mm. Furthermore, the first and second range hard stop range HSR1, HSR2 extends from a lower range limit corresponding to 38% of the maximum admissible value TDB1_max = TDB2_max = 50 mm. In the present example, the first and second range hard stop range HSR1, HSR2 extends from a lower range limit corresponding to a transverse deflection of 19 mm, the first part A of the hard stop range HSR1, HSR2 extending up to a limit corresponding to a transverse deflection of 40 mm.
Such a configuration allows implementing comparatively large initial deflections from the neutral position of the wagon body 102 without noticeable counteraction by the actuators 107.1, 117.1 which, as outlined above, is beneficial in terms of maintaining high riding comfort on straight tracks and/or at low running speeds.
It will be appreciated however that, with other embodiments of the invention, any other desired relation between the first and second characteristic lines may be selected. Similar applies to the characteristic lines of the respective set of characteristic lines. For example, the respective hard stop range from the respective characteristic line may range from different lower limits among the characteristic lines of a specific set as well as among characteristic line of different sets. Generally, arbitrary combinations of characteristic lines may be selected as a function of the needs of the specific vehicle. In any case, the present invention allows tailoring the reaction of the actuators 107.1, 117.1 to side wind induced yaw motions of the wagon body 102 to the specific design and needs of the respective vehicle 101 in a very simple and cost-efficient manner.
In the present example, once the first and second control information CI1 and CI2 generated, the side wind controller part 118.1, in controller parts 118.4, 118.5 generates first and second total wind control information TWCIB1 and TWCIB2 to control the first and second actuator 107.1 and the second actuator 117, respectively, to generate a first yaw moment MY1 and a concurrent, substantially identical second yaw moment MY2 acting on the wagon body 102 to counteract a the side wind induced yaw moment acting on the wagon body 102.
The first total wind control information TWCIB1, in the present example, in controller part 118.4, is formed as a simple difference between the first control information CI1 and the second control information CI2, i.e.: $TWCIB 1 = CI 1 - CI 2,$
whereas the second total wind control information TWCIB2, in controller part 118.5, is formed as a simple difference between the second control information CI2 and the first control information CI1, i.e.: $TWCIB 2 = CI 2 - CI 1,$
By this means it is possible to achieve a very simple differentiation between side wind induced deflections and track condition induced deflections. This is due to the fact that the side wind load SWL acting on the wagon body 102 generates opposing deflections at the first and second running gear 104, 114, while track curvature related loads TCL (such as the centrifugal force acting in a curved track) typically generate concurrent deflections of the wagon body 102 with respect to the first and second running gear 104, 114.
Hence, by simply subtracting the first and second control information CI1, CI2 in the above manner will generate lower response of the side wind control 118 to concurrent deflections (typically stemming from track curvature related loads TCL) compared to opposing deflections (typically stemming from side wind loads SWL). Hence, in a very simple manner, appropriate response to side wind effects may be generated with the present side wind control.
In the present example, the side wind controller part 118.1 has an S-curve reaction suppression component in the form of controller part 118.6, which is configured to suppress reaction of the actuators 107.1, 117.1 in a generally S-shaped track section having a change in a sense of curvature within a distance that is smaller than the distance of the first and second bogie 104, 114 in the vehicle longitudinal direction.
Such track sections (e.g. track switch sections), typically negotiated at comparatively low running speeds and, hence, comparatively low risk of exceeding wheel unloading limits, nevertheless generate transverse deflection signals (i.e. first and second input variables), which is similar to the ones of strong side wind effects. Hence, the reaction suppression as outlined above, in a beneficial way, avoids undesired reaction of the site and controlled in these situations.
The S-curve reaction suppression component 118.6 modifies the first transverse deflection variable TDVB1 and the second transverse deflection variable TDVB2 as a function of the transverse acceleration variable TAV by subtracting (first transverse deflection variable TDVB1) and adding (second transverse deflection variable TDVB2) a temporally delayed value obtained from of the transverse acceleration variable TAV. By this means, a very simple implementation of such reaction suppression may be achieved.
It will be appreciated that any desired and suitable frequency range may be selected for the side wind control matched to the side wind load frequencies to be expected under normal operating conditions to properly compensate side wind effects. In the present example, the control device 107.2, in the side wind control mode SWCM, controls the actuators 107.1, 117.1 in a wind control frequency range WCFR ranging from essentially 0 Hz to 15 Hz, preferably from essentially 0 Hz to 6.0 Hz, more preferably from 0.25 Hz to 2.5 Hz, In these cases, particularly beneficial results may be achieved in reducing side wind induced wheel unloading.
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 damping mode DM if the side wind control mode SWCM is activated. The rolling compensation arrangement, in the damping mode DM, provides appropriate 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.
It will be appreciated that 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.
In the present example the 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 TWCIB1 and TWCIB2, so that, overall, a reduction in the deviation dy results.
It will be appreciated that the track feedback control mode TFCM and the side wind control mode SWCM are typically active at the same time. Hence, 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.
In the present example it is provided that the 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.
it will be appreciated that the control device 107.2 may comprise a further detection devices detecting a variable representative of 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, which are then used for reference purposes to verify proper control of the first actuator 107.1 and of the second actuator 117.1.
It is once again mentioned at this point that the use of an active component in the area of just one of the two rolling compensation devices may be sufficient. Thus, for a reduction in the torsional load it may be sufficient, for example, that through active intervention on the forward running gear 104 the yaw moment on the vehicle body 102 resulting from the side wind load SWL can be counteracted in that the deflection of the wagon body 102 is counteracted by a corresponding force action in the area of the rolling compensation device 105 of the forward running gear 104, while the deflection in the trailing running gear 114 is allowed.
Of course, it is likewise possible, in the area of the trailing running gear, to counteract by means of active intervention the yaw moment on the wagon body resulting from the wind load in an isolated manner, in that the deflection of the wagon body is counteracted by a corresponding force of action in the area of the rolling compensation device of the trailing running gear, while the deflection on the forward running gear is allowed.
It will be appreciated that, with certain embodiments of the present invention, an additional passive measure may be taken to reduce the effects of side wind loads SWL, in particular side wind induced wheel unloading. To this end, 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. By this means already a passive shift of the side wind induced wheel unloading from the leading bogie 104 to the trailing second bogie 114 may be achieved.
It may for example be provided that the second primary spring rigidity PSR2 is increased with respect to the embodiments described above. However, depending on the overall outlay of the trailing bogie 114, this may lead to problems regarding derailment safety. Hence, in addition or as an alternative, the first primary spring rigidity PSR1 may be reduced with respect to the embodiments described above.
The present invention, in the foregoing, has only been described by way of an example for a double deck rail vehicle. It will be appreciated, however, that the advantages of the present invention may also be used in single deck rail vehicles.
Furthermore, the present invention has been described in the foregoing exclusively using examples for rail vehicles. It is self-evident, however, that the invention can also be used in connection with any other vehicles.

Claims

A vehicle, in particular a rail vehicle, comprising
- a wagon body (102), in particular a double deck wagon body,

- a first running gear (104),

- a second running gear (114) arranged at a distance from said first running gear (104) in a vehicle longitudinal direction, in particular, trailing said first running gear (104),

- a side wind compensation device (118) and,

- in particular, a rolling compensation arrangement;

- said wagon body (102) being supported on said first running gear (104) and said second running gear (114) in a vehicle height direction by means of spring devices (103, 113),

- said side wind compensation device (118) comprising a control device (107.2) and an active device (107.1, 117.1) acting between said wagon body (102) and said first running gear (104) and/or said second running gear (114) to at least reduce, in a side wind control mode, side wind induced wheel unloading at said first running gear (104) caused by a side wind load acting on said wagon body (102);

- said control device (107.2) being configured to control, in said side wind control mode, a magnitude of an action of said active device (107.1, 117.1) as a function of a first input variable and a second input variable;

- said first input variable being a first deflection variable representative of a first transverse deflection between said wagon body (102) and said first running gear (104) in a vehicle transverse direction;

- said second input variable being a second deflection variable representative of a second transverse deflection between said wagon body (102) and said second running gear (114) in said vehicle transverse direction;
characterized in that

- said control device (107.2) is configured to control, in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) as a function of a third input variable;

- said third input variable being a variable representative of a track curvature related load acting on said wagon body (102);

- said third input variable having a third range and a fourth range, said third input variable, in said third range, being representative of an increased track curvature related load compared to said fourth range;

- said magnitude of said action, at least in a first range of said first input variable and/or at least in a second range of said second input variable, being increased in said third range compared to said fourth range.
The vehicle according to claim 1, wherein
- said control device (107.2) is configured to control, in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) such that, at least in said first range and/or at least in said second range, said active device simulates a hard stop device active in said transverse direction between said wagon body (102) and said first running gear (104) and/or said second running gear (114), said hard stop device, in said vehicle transverse direction, being more rigid and/or further shifted towards a neutral position of said wagon body (102) in said third range compared to said fourth range,
and/or

- said control device (107.2) is configured to control, in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) such that, at least in said first range and/or at least in said second range, a rigidity of said active device in said transverse direction in the area of said first running gear (104) and/or in the area of said second running gear (114) is increased in said third range compared to said fourth range,
and/or

- a transverse deflection between said wagon body (102) and said first running gear (104) and/or said second running gear (114) has a maximum admissible value and said first range and/or said second range extends from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said transverse deflection;
and/or

- said wagon body (102) has a neutral position with respect to said first running gear (104) and/or said second running gear (114) and said first range and/or said second range extends from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) from said neutral position;
and/or

- said wagon body (102) has a neutral position with respect to said first running gear (104) and/or said second running gear (114), said control device (107.2) being configured to maintain an idle state of said active device (107.1, 117.1) in an initial idle deflection range of said wagon body (102) from said neutral position)
The vehicle according to claim 1 or 2, wherein
- said control device (107.2), in said side wind control mode, controls said magnitude of said action of said active device (107.1, 117.1) as a function of said first input variable using a first set of first characteristic lines, each of said first characteristic lines providing a first control information as a function of said first input variable, said control device (107.2) selecting one of said first characteristic lines to be actually used as a function of said third input variable,
wherein,

- in particular, at least two, in particular any two, of said first characteristic lines at least in said first range of said first input variable provide different first control information at a given value of said first input variable,
and/or,

- in particular, a first one of said first characteristic lines being selected at a first value of said third input variable and a second one of said first characteristic lines being selected at a second value of said third input variable, said second value of said third input variable being representative of value of said track curvature related load that is higher than a value of said track curvature related load for said first value of said third input variable, at least in said first range of said first input variable at a given value of said first input variable, in particular, said second one of said first characteristic lines provides first control information that is representative of an action of said active device (107.1, 117.1) which is increased compared to said first one of said first characteristic lines.
and/or,

- in particular, at least one of said first characteristic lines, in particular, each of said first characteristic lines, has a first inclination in a first part of said first range and a second inclination in a second part of said first range, said second inclination being higher that said first inclination, said second part of said first range, in particular, being located above said first part of said first range;
and/or,

- in particular, said first deflection between said wagon body (102) and said first running gear (104) has a maximum admissible value and said first range extending from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said first deflection;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said first running gear (104) and said first range extending from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) with respect to said first running gear (104) in a vehicle transverse direction, said first part of said first range, in particular extending up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of said wagon body (102) with respect to said first running gear (104) in said vehicle transverse direction;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said first running gear (104) and at least one of said first characteristic lines, in particular, each of said first characteristic lines, has an idle range including a value corresponding to said neutral position and extending up to said first range, said first characteristic line, in said idle range, providing a first control information corresponding to an idle state of said active device (107.1, 117.1).
The vehicle according to any one of claims 1 to 4, wherein
- said control device (107.2), in said side wind control mode, controls said magnitude of said action of said active device (107.1, 117.1) as a function of said second input variable using a second set of second characteristic lines, each of said second characteristic lines providing a second control information as a function of said second input variable, said control device (107.2) selecting one of said second characteristic lines to be actually used as a function of said third input variable,
wherein,

- in particular, at least two, in particular any two, of said second characteristic lines, at least in said second range of said second input variable provide different second control information at a given value of said second input variable,
and/or,

- in particular, a first one of said second characteristic lines being selected at a first value of said third input variable and a second one of said second characteristic lines being selected at a second value of said third input variable, said second value of said third input variable being representative of value of said track curvature related load that is higher than a value of said track curvature related load for said first value of said third input variable, at least in said second range of said second input variable at a given value of said second input variable, in particular, said second one of said second characteristic lines provides second control information that is representative of an action of said active device (107.1, 117.1) which is increased compared to said first one of said second characteristic lines.

- in particular, at least one of said second characteristic lines, in particular, each of said second characteristic lines, has a first inclination in a first part of said second range and a second inclination in a second part of said second range, said second inclination being higher that said first inclination, said second part of said second range, in particular, being located above said first part of said second range;
and/or,

- in particular, said second deflection between said wagon body (102) and said second running gear (104) has a maximum admissible value and said second range extending from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said second deflection;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said second running gear (104) and said second range extending from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) with respect to said second running gear (104) in a vehicle transverse direction, said first part of said second range, in particular extending up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of said wagon body (102) with respect to said second running gear (104) in said vehicle transverse direction;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said second running gear (104) and at least one of said second characteristic lines, in particular, each of said second characteristic lines, has an idle range including a value corresponding to said neutral position and extending up to said second range, said second characteristic line, in said idle range, providing a second control information corresponding to an idle state of said active device (107.1, 117.1).
The vehicle according to any one of claims 1 to 4, wherein
- said first input variable is a first deflection variable representative of a deflection, in particular a deflection in said transverse direction, of a first component (107.1) of said active device located in the area of said first running gear (104);
and/or

- said second input variable is a second deflection variable representative of a deflection, in particular a deflection in said transverse direction, of a second component (117.1) of said active device located in the area of said second running gear (114);
and/or

- said third input variable is a transverse acceleration variable representative of a transverse acceleration acting on said wagon body (102) in said vehicle transverse direction;
and/or

- said control device (107.2), in said side wind control mode, controlling, said active device (107.1, 117.1) in a wind control frequency range ranging from essentially 0 Hz to 15 Hz, preferably from essentially 0 Hz to 6.0 Hz, more preferably from 0.25 Hz to 2.5 Hz,
and/or

- said control device (107.2) has an S-curve reaction suppression component configured to suppress reaction of said active device (107.1, 117.1) in a generally S-shaped track section having a change in a sense of curvature within a distance that is smaller than a distance of said first running gear (104) and said second running gear (114) in said vehicle longitudinal direction, said S-curve reaction suppression component, in particular, modifying said first input variable and/or said second input variable as a function of said third input variable, in particular, as a function of a temporally delayed value of said third input variable.
and/or

- said control device (107.2), in particular, has a control component controlling said rolling compensation arrangement in a comfort control mode to set a transverse deflection of said wagon body (102) with respect to said first running gear (104) and/or said second running gear (114), said control component being set to a damping mode if said side wind control mode is activated, said rolling compensation arrangement, in said damping mode, providing damping of a yaw motion of said wagon body (102) about a yaw axis running parallel to a vehicle height direction.
The vehicle according to any one of claims 1 to 5, wherein
- said active device (107.1, 117.1) is configured to counteract a side wind induced yaw motion of said wagon body (102) about a yaw axis parallel to a vehicle height direction;
wherein

- said active device (107.1, 117.1), in particular, comprises a first actuator (107.1)
acting between said first running gear (104) and said wagon body (102);
and/or

- said active device (107.1, 117.1), in particular, comprises a second actuator (117.1) acting between said second running gear (114) and said wagon body (102);
and/or

- said control unit, in particular, uses total control information to control a first actuator (107.1) and a second actuator (117.1) of said active device (107.1, 117.1) to generate a first yaw moment and a concurrent, in particular substantially identical, second yaw moment acting on said wagon body (102) to counteract a side wind induced yaw moment acting on said wagon body (102), said total control information, in particular, being formed as a function of a first control information and a second control information, in particular, as a difference between a first control information and a second control information, said first control information being a function of said first input variable, said second control information being a function of said second input variable.
The vehicle according to any one of claims 1 to 6, wherein
- said wagon body (102) is coupled to said first running gear (104) by means of a first rolling compensation device (105) of said rolling compensation arrangement,

- said wagon body (102) is coupled to said second running gear (114) by means of a second rolling compensation device (115) of said rolling compensation arrangement,

- said first rolling compensation device (105) and said second rolling compensation device (115), during travel in a curved track section, counteracting wagon body rolling motions of said wagon body (102) toward an outside of said curved track section about a wagon body rolling axis parallel to said vehicle longitudinal direction,

- said first rolling compensation device (105), in particular, being configured to impose upon said wagon body (102), under a first transverse deflection of said wagon body (102) in relation to said first running gear (104) in a vehicle transverse direction, a first wagon body rolling angle about said wagon body rolling axis;

- said second rolling compensation device (115), in particular, being configured to impose upon said wagon body (102), under a second transverse deflection of said wagon body (102) in relation to said second running gear (114) in said vehicle transverse direction, a second wagon body rolling angle about said wagon body rolling axis;

- said active device (107.1, 117.1), in particular, being configured to counteract a deviation between said first transverse deflection and said second transverse deflection and/or a deviation between said first wagon body rolling angle and said second wagon body rolling angle.
wherein

- said first rolling compensation device (105), in particular, comprises a first actuator device (107.1) of said active device (107.1, 117.1) at least contributing to a setting of said first transverse deflection,
and/or

- said second rolling compensation device (115), in particular, comprises a second actuator device (117.1) of said active device (107.1, 117.1) at least contributing to a setting of said second transverse deflection.
and/or

- said rolling compensation arrangement, in particular, is configured to set, under the control of the control device (107.2) and in a comfort control mode, the first transverse deflection and/or the second transverse deflection.
The vehicle according to any one of claims 1 to 7, wherein
- said control device (107.2) has at least one detection device (107.4) configured to detect said first input variable and/or said second input variable and/or said third input variable;
and/or

- said side wind compensation device (118) is only activated if a running speed of said 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;
and/or

- said first running gear (104) comprises a first primary spring device (103) of said first running gear (104) having a first rigidity in a vehicle height direction and said second running gear (114) comprises a second primary spring device (113) having a second rigidity in said vehicle height direction, said first rigidity being different from, in particular lower than, said second rigidity.
A train set comprising
- a plurality of vehicles (101);

- a vehicle (101) according to any one of claims 1 to 8 forming an end vehicle of said train set,

- said first running gear (104), in particular, being located at a free end of said train set.
A method for actively reducing side wind induced wheel unloading at a running gear of a vehicle comprising a wagon body (102), in particular, a double deck wagon body, supported via spring devices (103) and, in particular, via a rolling compensation arrangement, on a first running gear (104) and a second running gear (114) arranged at a distance from said first running gear (104) in a vehicle longitudinal direction and, in particular, trailing said first running gear (104), comprising
- actively controlling an active device (107.1, 117.1) of a side wind compensation device (118) acting between said wagon body (102) and at least one of said first running gear (104) and said second running gear (114) to at least reduce side wind induced wheel unloading at said first running gear (104) caused by a side wind load acting on said wagon body (102), including

- controlling, in a side wind control mode , a magnitude of an action of said active device (107.1, 117.1) as a function of a first input variable and a second input variable ,

- said first input variable being a first deflection variable representative of a first transverse deflection between said wagon body (102) and said first running gear (104) in a vehicle transverse direction;

- said second input variable being a second deflection variable representative of a second transverse deflection between said wagon body (102) and said second running gear (114) in said vehicle transverse direction;
characterised by

- controlling, in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) as a function of a third input variable;

- said third input variable being a variable representative of a track curvature related load acting on said wagon body (102);

- said third input variable having a third range and a fourth range, said third input variable, in said third range, being representative of an increased track curvature related load compared to said fourth range;

- said magnitude of said action, at least in a first range of said first input variable and/or at least in a second range of said second input variable, being increased in said third range compared to said fourth range.
The method according to claim 1, wherein,
- in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) is controlled such that, at least in said first range and/or at least in said second range, said active device simulates a hard stop device active in said transverse direction between said wagon body (102) and said first running gear (104) and/or said second running gear (114), said hard stop device, in said vehicle transverse direction, being more rigid and/or further shifted towards a neutral position of said wagon body (102) in said third range compared to said fourth range,
and/or,

- in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) is controlled such that, at least in said first range and/or at least in said second range, a rigidity of said active device in said transverse direction in the area of said first running gear (104) and/or in the area of said second running gear (114) is increased in said third range compared to said fourth range,
and/or

- a transverse deflection between said wagon body (102) and said first running gear (104) and/or said second running gear (114) has a maximum admissible value and said first range and/or said second range extends from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said transverse deflection;
and/or

- said wagon body (102) has a neutral position with respect to said first running gear (104) and/or said second running gear (114) and said first range and/or said second range extends from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) from said neutral position;
and/or

- said wagon body (102) has a neutral position with respect to said first running gear (104) and/or said second running gear (114), said control device (107.2) being configured to maintain an idle state of said active device (107.1, 117.1) in an initial idle deflection range of said wagon body (102) from said neutral position)
The method according to claim 10 or 11, wherein,
- in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) is controlled as a function of said first input variable using a first set of first characteristic lines, each of said first characteristic lines providing a first control information as a function of said first input variable, said control device (107.2) selecting one of said first characteristic lines to be actually used as a function of said third input variable,
wherein,

- in particular, at least two, in particular any two, of said first characteristic lines at least in said first range of said first input variable provide different first control information at a given value of said first input variable,
and/or,

- in particular, a first one of said first characteristic lines being selected at a first value of said third input variable and a second one of said first characteristic lines being selected at a second value of said third input variable, said second value of said third input variable being representative of value of said track curvature related load that is higher than a value of said track curvature related load for said first value of said third input variable, at least in said first range of said first input variable at a given value of said first input variable, in particular, said second one of said first characteristic lines provides first control information that is representative of an action of said active device (107.1, 117.1) which is increased compared to said first one of said first characteristic lines.
and/or,

- in particular, at least one of said first characteristic lines, in particular, each of said first characteristic lines, has a first inclination in a first part of said first range and a second inclination in a second part of said first range, said second inclination being higher that said first inclination, said second part of said first range, in particular, being located above said first part of said first range;
and/or,

- in particular, said first deflection between said wagon body (102) and said first running gear (104) has a maximum admissible value and said first range extending from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said first deflection;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said first running gear (104) and said first range extending from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) with respect to said first running gear (104) in a vehicle transverse direction, said first part of said first range, in particular extending up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of said wagon body (102) with respect to said first running gear (104) in said vehicle transverse direction;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said first running gear (104) and at least one of said first characteristic lines, in particular, each of said first characteristic lines, has an idle range including a value corresponding to said neutral position and extending up to said first range, said first characteristic line, in said idle range, providing a first control information corresponding to an idle state of said active device (107.1, 117.1).
The method according to any one of claims 10 to 12, wherein,
- in said side wind control mode, said magnitude of said action of said active device (107.1, 117.1) is controlled as a function of said second input variable using a second set of second characteristic lines, each of said second characteristic lines providing a second control information as a function of said second input variable, said control device (107.2) selecting one of said second characteristic lines to be actually used as a function of said third input variable,
wherein,

- in particular, at least two, in particular any two, of said second characteristic lines, at least in said second range of said second input variable provide different second control information at a given value of said second input variable,
and/or,

- in particular, a first one of said second characteristic lines being selected at a first value of said third input variable and a second one of said second characteristic lines being selected at a second value of said third input variable, said second value of said third input variable being representative of value of said track curvature related load that is higher than a value of said track curvature related load for said first value of said third input variable, at least in said second range of said second input variable at a given value of said second input variable, in particular, said second one of said second characteristic lines provides second control information that is representative of an action of said active device (107.1, 117.1) which is increased compared to said first one of said second characteristic lines.

- in particular, at least one of said second characteristic lines, in particular, each of said second characteristic lines, has a first inclination in a first part of said second range and a second inclination in a second part of said second range, said second inclination being higher that said first inclination, said second part of said second range, in particular, being located above said first part of said second range;
and/or,

- in particular, said second deflection between said wagon body (102) and said second running gear (104) has a maximum admissible value and said second range extending from a lower range limit corresponding to 30%, preferably 40%, more preferably 45% to 60%, of said maximum admissible value of said second deflection;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said second running gear (104) and said second range extending from a lower range limit corresponding to a transverse deflection of 15 mm , preferably 20 mm, more preferably 25 mm to 35 mm, of said wagon body (102) with respect to said second running gear (104) in a vehicle transverse direction, said first part of said second range, in particular extending up to a limit corresponding to a transverse deflection of 35 mm, preferably 40 mm, more preferably 40 mm to 45 mm, of said wagon body (102) with respect to said second running gear (104) in said vehicle transverse direction;
and/or,

- in particular, said wagon body (102) has a neutral position with respect to said second running gear (104) and at least one of said second characteristic lines, in particular, each of said second characteristic lines, has an idle range including a value corresponding to said neutral position and extending up to said second range, said second characteristic line, in said idle range, providing a second control information corresponding to an idle state of said active device (107.1, 117.1).
The method according to any one of claims 10 to 13, wherein
- said first input variable is a first deflection variable representative of a deflection, in particular, a deflection in said transverse direction, of a first component (107.1) of said active device located in the area of said first running gear (104);
and/or

- said second input variable is a second deflection variable representative of a deflection, in particular a deflection in said transverse direction, of a second component (117.1) of said active device located in the area of said second running gear (114);
and/or

- said third input variable is a transverse acceleration variable representative of a transverse acceleration acting on said wagon body (102) in said vehicle transverse direction;
and/or,

- in said side wind control mode, said active device (107.1, 117.1) is controlled in a wind control frequency range ranging from essentially 0 Hz to 15 Hz, preferably from essentially 0 Hz to 6.0 Hz, more preferably from 0.25 Hz to 2.5 Hz,
and/or

- a reaction of said active device (107.1, 117.1) is suppressed in a generally S-shaped track section having a change in a sense of curvature within a distance that is smaller than a distance of said first running gear (104) and said second running gear (114) in said vehicle longitudinal direction, wherein, in particular, said first input variable and/or said second input variable is modified as a function of said third input variable, in particular, as a function of a temporally delayed value of said third input variable.
and/or

- said rolling compensation arrangement is controlled in a comfort control mode to set a transverse deflection of said wagon body (102) with respect to said first running gear (104) and/or said second running gear (114), said control component being set to a damping mode if said side wind control mode is activated said rolling compensation arrangement, in said damping mode, providing damping of a yaw motion of said wagon body (102) about a yaw axis running parallel to a vehicle height direction
and/or

- said active device (107.1, 117.1) counteracts a side wind induced yaw motion of
said wagon body (102) about a yaw axis parallel to a vehicle height direction;
and/or

- said active device (107.1, 117.1) comprises a first actuator acting between said
first running gear (104) and said wagon body (102);
and/or

- said active device (107.1, 117.1) comprises a second actuator acting between said
second running gear (114) and said wagon body (102);
and/or

- using total control information to control a first actuator and a second actuator of said active device (107.1, 117.1) to generate a first yaw moment and a concurrent, in particular substantially identical, second yaw moment acting on said wagon body (102) to counteract a side wind induced yaw moment acting on said wagon body (102), said total control information, in particular, being formed as a function of a first control information and a second control information, in particular, as a difference between a first control information and a second control information, said first control information being a function of said first input variable, said second control information being a function of said second input variable.
The method according to , any one of claims 10 to 14, wherein
- said wagon body (102) is coupled to said first running gear (104) by means of a first rolling compensation device (105) of and to said second running gear (114) by means of a second rolling compensation device (115) of said rolling compensation arrangement, and during travel in a curved track section and via said first rolling compensation device (105) and said second rolling compensation device (115), wagon body rolling motions of said wagon body (102) toward an outside of said curved track section about a wagon body rolling axis parallel to said vehicle longitudinal direction are counteracted, and said active device (107.1, 117.1) counteracting a deviation between said first transverse deflection and said second transverse deflection and/or a deviation between said first wagon body rolling angle and said second wagon body rolling angle;
and/or

- said first input variable and/or said second input variable and/or said third input
variable is detected;
and/or

- said side wind compensation device (118) is only activated if a running speed of said 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;
and/or

- said first running gear (104) comprises a first primary spring device (103) of said first running gear (104) having a first rigidity in a vehicle height direction and said second running gear (114) comprises a second primary spring device (113) having a second rigidity in said vehicle height direction, said first rigidity being different from, in particular lower than, said second rigidity.