EP2842827B1 - Fahrzeug mit seitenwindwirkungskompensation - Google Patents

Fahrzeug mit seitenwindwirkungskompensation Download PDF

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Publication number
EP2842827B1
EP2842827B1 EP13182037.5A EP13182037A EP2842827B1 EP 2842827 B1 EP2842827 B1 EP 2842827B1 EP 13182037 A EP13182037 A EP 13182037A EP 2842827 B1 EP2842827 B1 EP 2842827B1
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EP
European Patent Office
Prior art keywords
input variable
range
wagon body
running gear
vehicle
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EP13182037.5A
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English (en)
French (fr)
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EP2842827A1 (de
Inventor
Peter Häse
Richard Schneider
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP13182037.5A priority Critical patent/EP2842827B1/de
Priority to HUE13182037A priority patent/HUE059999T2/hu
Priority to ES13182037T priority patent/ES2929441T3/es
Publication of EP2842827A1 publication Critical patent/EP2842827A1/de
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Publication of EP2842827B1 publication Critical patent/EP2842827B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, having a wagon body, in particular a double deck wagon body, a first running gear, a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction, in particular, trailing the first running gear, a side wind compensation device and, in particular, a rolling compensation arrangement.
  • the wagon body is supported on the first running gear and the second running gear in a vehicle height direction by means of spring devices.
  • the side wind compensation device comprises a control device and an active device acting between the wagon body and the first running gear and/or the second running gear 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.
  • the wagon body On rail vehicles - but also on other vehicles - the wagon body is generally supported on the wheel units, for example wheel pairs and wheelsets, via one or more spring stages.
  • the centrifugal acceleration generated transversely to the direction of motion and thus to the vehicle longitudinal axis means that as a result of the comparatively high position of the center of gravity of the wagon body the wagon body has a tendency to roll towards the outside of the curve in relation to the wheel units thus causing a rolling motion about a rolling axis parallel to the vehicle longitudinal axis.
  • rolling motions detract from the travel comfort when they exceed certain limiting values. In addition they also constitute a danger of breaching the permissible gauge profile and, in terms of the tilt stability and thus also the derailment safety, a danger of inadmissible unilateral wheel unloading.
  • rolling support mechanisms in the form of so-called rolling 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 .
  • the upper ends of the two rods of the rolling stabilisers (in a plane running perpendicularly to the vehicle longitudinal axis) are displaced towards the center of the vehicle.
  • the wagon body in the event of a deflection in the 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.).
  • the fixtures of the wagon body floor, walls, seats, etc.
  • the passengers (depending on the degree of tilting) experience at least part of the transverse acceleration actually acting in the earth-fixed reference system merely as increased acceleration in the direction of the vehicle floor, which as a rule is perceived as less annoying or uncomfortable.
  • the rolling motion matched to the bend of the curve currently being travelled and the current running speed (and consequently also the resultant transverse acceleration) on the vehicle from EP 1 190 925 A1 can also be influenced or set actively by an actuator connected between the wagon body and the running gear frame.
  • an actuator connected between the wagon body and the running gear frame.
  • a setpoint value is calculated for the rolling angle of the wagon body, which is then used for setting the rolling angle by means of the actuator.
  • a further problem in connection with the use of such rolling support mechanisms is the sensitivity of the vehicle to side winds.
  • the effective point of application of which in the direction of travel
  • the center of gravity which is typically located in the longitudinal center of the wagon body.
  • This force action caused by side wind brings about a so-called yaw motion of the wagon body (thus a rotation of the wagon body about its height axis), wherein the forward part of the wagon body is deflected by the side wind, while the trailing part is rotated against the side wind. The deflection continues until the restoring forces of the support of the wagon body on the running gears balance out the yaw moment caused by the side wind load.
  • Certain train network operators such as e.g. Deutsche Bahn, issue side wind guidelines providing specific side wind scenarios and upper limits for maximum wheel unloading under these side wind scenarios to be respected by vehicles to be admitted for operation.
  • the control system known from WO 2010/113045 A2 uses several vehicle mounted sensors, e.g. displacement sensors, typically available in modern rail vehicles.
  • the problem of providing appropriate reaction is however aggravated here by the fact that the detection variables captured by these sensors are not only affected by the side wind load but also (typically primarily) by the track condition of the track currently used.
  • providing appropriate side wind reaction first of all requires properly distinguishing side wind induced effects from track condition induced effects, which, in turn, requires data analysis typically increasing reaction times.
  • the object for the present invention was therefore to provide a vehicle or a method of the type mentioned initially, which does not or at least to a lesser degree have the disadvantages mentioned above and which, in particular, in a simple and reliable manner allows a obtaining a reduced sensitivity of the vehicle to side wind 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 13 by means of the features indicated in the characterizing part of claim 13.
  • 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 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.
  • the present invention 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.
  • the present invention allows shifting or distributing, respectively, the wheel unloading effects between the two running gears. More precisely, with the present invention, among others, side wind induced wheel unloading may be actively shifted in a beneficial way from the typically more affected or more side wind sensitive leading running gear to the less affected or less side wind sensitive trailing running gear. While this shift obviously increases the wheel unloading at the trailing running gear it nevertheless allows respecting maximum wheel unloading limits at all wheels of both running gears.
  • the present invention therefore relates to a vehicle, in particular a rail vehicle, comprising a wagon body, in particular a double deck wagon body, a first running gear, a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction, in particular, trailing the first running gear, a side wind compensation device and, in particular, a rolling compensation arrangement.
  • the wagon body is supported on the first running gear and the second running gear in a vehicle height direction by means of 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
  • 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.
  • the shifted onset and/or increased rigidity of the simulated hard stop device as outlined above may be achieved in a very simple manner.
  • this variation of the magnitude of the action may apply over the entire range of relative motion available between the wagon body and the respective running gear.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • the absolute values of the transverse deflection may be virtually arbitrarily chosen as a function of the specifics of the respective vehicle.
  • 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.
  • 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.
  • 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 selects one of the first characteristic lines to be actually used as a function of the actual value of the third input variable.
  • 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.
  • 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.
  • 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.
  • the set of characteristic lines may be available in the form of individual characteristic lines.
  • 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.
  • 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.
  • 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.
  • the respective rigidity of the simulated hard stop device may be modified.
  • 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.
  • any desired course of the rigidity may be implemented.
  • at least section wise straight and/or at least section wise curved rigidity characteristic may be implemented.
  • at least section wise constant and/or section wise degressive and/or section wise progressive course of the rigidity characteristic may be implemented.
  • 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.
  • 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.
  • 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.
  • the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
  • any desired suitable variable may be used for the respective first, second and third input variable.
  • 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.
  • 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.
  • 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.
  • first deflection variable representative of a deflection, in particular a deflection in the vehicle transverse direction
  • 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.
  • any input variable directly or indirectly related to the track curvature related load (or centrifugal load) acting on the wagon body may be chosen.
  • 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
  • the third input variable may be used alone or, eventually, in combination with the actual running speed, as the third input variable.
  • 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.
  • the third input variable is a transverse acceleration variable representative of a transverse acceleration acting on said wagon body in said vehicle transverse direction.
  • 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.
  • 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.
  • 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
  • transverse deflection signals i.e. first and second input variables
  • 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.
  • 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.
  • 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.
  • the active device is configured to counteract a side wind induced yaw motion of the wagon body about a yaw axis parallel to a vehicle height direction.
  • the active device may comprise a first actuator acting between the first running gear and the wagon body and/or a second actuator acting between the second running gear and the wagon body.
  • an active component e.g. a linear actuator or a rotational actuator
  • the use of an active component in the area of just one of the two running gears or rolling compensation devices, respectively, may be sufficient.
  • an active component e.g. a linear actuator or a rotational actuator
  • the yaw moment on the vehicle body resulting from the side wind load can be counteracted in that the deflection of the wagon body is counteracted by a corresponding force action in the area of the forward running gear, e.g. in the area of its rolling compensation device, while the deflection is not actively counteracted at the trailing running gear.
  • 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.
  • 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.
  • 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
  • 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
  • the wagon body is coupled to the first running gear by means of a first rolling compensation device of the rolling compensation arrangement, while the wagon body is coupled to the second running gear by means of a second rolling compensation device of the rolling compensation arrangement.
  • the first rolling compensation device and the second rolling compensation device during travel in a curved track section, counteract wagon body rolling motions of the wagon body toward an outside of the curved track section about a wagon body rolling axis parallel to the vehicle longitudinal direction.
  • the first rolling compensation device is configured to impose upon the wagon body, under a first transverse deflection of the wagon body in relation to the first running gear in a vehicle transverse direction, a first wagon body rolling angle about the wagon body rolling axis.
  • the second rolling compensation device is configured to impose upon the wagon body, under a second transverse deflection of the wagon body in relation to the second running gear in the vehicle transverse direction, a second wagon body rolling angle about the wagon body rolling axis.
  • the active device used for the side wind control is an integral part of the rolling compensation arrangement and is, among others, configured to counteract a deviation between the first transverse deflection and the second transverse deflection and/or a deviation between the first wagon body rolling angle and the second wagon body rolling angle.
  • the first rolling compensation device comprises the first actuator device at least contributing to a setting of the first transverse deflection.
  • the second rolling compensation device may comprise the second actuator device at least contributing to a setting of the second transverse deflection.
  • the rolling compensation arrangement may be configured to set, under the control of the control device and in a comfort control mode, the first transverse deflection and/or the second transverse deflection.
  • the first rolling compensation device has a first actuator device of the active device with at least one first actuator unit controlled by the control device.
  • the first actuator device is preferably configured to contribute, controlled by the control device, to the setting of the first transverse deflection in order to at least reduce the deviation between the first transverse deflection and the second transverse deflection and/or the deviation between the first wagon body rolling angle and the second wagon body rolling angle.
  • the second rolling compensation device has a second actuator device of the active device with at least one second actuator unit controlled by the control device, wherein the second actuator device is then preferably configured to contribute, controlled by the control device, to the setting of the second transverse deflection in order to at least reduce the deviation between the first transverse deflection and the second transverse deflection and/or the deviation between the first wagon body rolling angle and the second wagon body rolling angle, both deviations leading to a torsional load on the wagon body and to wheel unloading, respectively.
  • the control device may, for example, be configured to control the first actuator unit and/or the second actuator unit in such a way that, in the direction of a vehicle transverse axis, a deviation between a first transverse deflection of the wagon body in relation to the first running gear and a second transverse deflection of the wagon body in relation to the second running gear is reduced.
  • a deviation between a first transverse deflection of the wagon body in relation to the first running gear and a second transverse deflection of the wagon body in relation to the second running gear is reduced.
  • the necessary degree of reduction in the deviation between the transverse deflections or the rolling angles depends, in particular, on the design of the vehicle.
  • Relevant influencing variables here include the torsional stiffness of the wagon body about the vehicle longitudinal axis and the distance between the two running gears in the direction of the vehicle longitudinal axis. The stiffer the wagon body or the smaller the distance between the two running gears, the smaller the deviation must be between the transverse deflections or the rolling angles in order to achieve a specified reduction in the torsional load on the wagon body and the wheel unloading, respectively.
  • the control device controls the first actuator unit and/or the second actuator unit according to the detection variable in such a way that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm, preferably less than 25 mm, further preferably less than 10 mm.
  • the control device can control the first actuator unit and/or the second actuator unit as a function of the detection variable in such a way that a deviation between a first rolling angle of the wagon body in relation to the first running gear and a second rolling angle of the wagon body in relation to the second running gear is less than 2°, preferably less than 1 °, further preferably less than 0.5°.
  • the control device controls the first actuator unit and/or the second actuator unit according to the detection variable in such a way that the deviation between the first transverse deflection and the second transverse deflection is less than 40 mm, preferably less than 25 mm, further preferably less than 10 mm.
  • the control device can control the first actuator unit and/or the second actuator unit as a function of the
  • 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.
  • any suitable sensors may be used in this context.
  • 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 may be integrated into the components of the active device and/or into the components of the control device.
  • 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).
  • acceleration sensors or the like may be used for immediately capturing track related influences onto the wagon body.
  • the side wind compensation device may generally be constantly active.
  • the side wind compensation device is only active under side wind critical operating conditions, in order to largely avoid interference with other control functions, such as tilt control and comfort control.
  • the side wind compensation device is only activated if a running speed of the vehicle exceeds a side wind control activation threshold, said side wind control activation threshold, in particular, being 120 km/h, preferably 140 km/h, more preferably 160 km/h.
  • the first running gear comprises a first primary spring device of the first running gear, the first primary spring device having a first rigidity in a vehicle height direction
  • the second running gear comprises a second primary spring device, the second primary spring device having a second rigidity in the vehicle height direction
  • the first rigidity is selected to be different from, in particular lower than, the second rigidity.
  • a track feedback control mode is implemented which at least partially compensates influences introduced into the vehicle via the track currently travelled on.
  • the first rolling compensation device in order to increase the tilting comfort, is designed to impose upon the wagon body, in a first track control frequency range and under a first transverse deflection of the wagon body in the direction of the vehicle longitudinal axis, a first wagon body rolling angle component of the first wagon body rolling angle, which corresponds to a current curvature of a current section of track being travelled.
  • the first rolling compensation device can be designed to impose upon the wagon body in a second track control frequency range, which at least partially lies above the first track control frequency range, a second transverse deflection component (as the case may be, therefore, also a second wagon body rolling angle component about the wagon body rolling axis).
  • the transverse deflection component resulting from the first wagon body rolling angle component the setting of which ultimately represents a quasi-static adaptation of the wagon body rolling angle and thus the transverse deflection to the current track curvature and the current speed, can be overlaid with a second transverse deflection component (as the case may be, therefore, also a second wagon body rolling angle component), the setting of which ultimately represents a dynamic adaptation to current disturbances introduced into the wagon body.
  • the rolling compensation device as an active system in at least the second track control frequency range, in an advantageous manner it is possible to design the support of the wagon body on the running gear in the transverse direction of the vehicle to be comparatively stiff, in particular to position the wagon body rolling axis or the instantaneous center of rotation of the wagon body comparatively close to the center of gravity of the wagon body, so that firstly the desired wagon body rolling angle is associated with relatively low transverse deflections and secondly in the event of a failure of the active components the most passive possible restoration of the wagon body to a neutral position is possible.
  • These low transverse deflections in normal operation and the passive restoration in the event of a fault allow in an advantageous manner particularly broad wagon bodies with a high transport capacity to be built.
  • the active solution here has the particular advantage that all functions, i.e. the reduction in the sensitivity to side wind, the increase in tilting comfort, and the increase in vibration comfort, can be achieved by correspondingly designed, overlaid control algorithms or control parts, respectively, in the control unit, which as the case may be have to control just a single active device in the area of at least one of the running gears, in particular, in the area of at least one of the rolling compensation devices.
  • this allows a high level of functional integration and/or a very compact design to be achieved, which is a particular advantage, in particular with regard to the limited space available in modern running gears.
  • the second rolling compensation device can also have a different design from the first rolling compensation device.
  • the first rolling compensation device and the second rolling compensation device are substantially of the same design, so that the statements made herein concerning the features, functions and advantages of the first rolling compensation device can equally be made in relation to the second rolling compensation device.
  • the second transverse deflection component does not necessarily have to be associated with a second wagon body rolling angle component corresponding to the (static) kinematics of the first rolling compensation device, which is overlaid on the first rolling angle component in the second track control frequency range.
  • the first wagon body rolling angle component in a design with a rigid coupling to an inherently rigid rolling compensation device, in the second track control frequency range is ultimately overlaid by a second rolling angle component. Similar obviously applies in view of the first and second wind control frequency ranges as outlined above.
  • the first rolling compensation device in order to increase the tilting comfort, is designed such that it imposes on the wagon body, in a first track control frequency range under a first transverse deflection component of the first transverse deflection of the wagon body, a first wagon body rolling angle component of the first wagon body rolling angle, which corresponds to a current curvature of a current section of track being travelled.
  • the first rolling compensation device in order to increase the vibration comfort, is designed such that it imposes on the wagon body, in a second track control frequency range, a second transverse deflection component overlaid on the first transverse deflection component, wherein the second track control frequency range at least partially, in particular completely, lies above the first track control frequency range.
  • the control device can thus be designed such that, in the track feedback control mode, the first rolling compensation device is active only in the second track control frequency range, and thus only actively sets the second transverse deflection component or, as the case may be, the second wagon body rolling angle component, while the setting of the first wagon body rolling angle component is brought about purely passively as a result of the transverse acceleration or the resulting centrifugal force acting on the wagon body during travel in curves. It is similarly possible, however, in both frequency ranges, to bring about an at least partially active setting of the wagon body rolling angle and the transverse deflection, respectively, by means of the rolling compensation device, which is, as the case may be, supported by the centrifugal force.
  • the setting of the wagon body rolling angle or the transverse deflection is performed exclusively actively by means of the first rolling compensation device. This is the case if the rolling axis or the instantaneous center of rotation of the wagon body is positioned at or near the center of gravity of the wagon body, so that the centrifugal force cannot make any (or at least no significant) contribution to the generation of the wagon body rolling motion and the transverse deflection, respectively.
  • the first track control frequency range preferably, is the frequency range in which quasi static rolling motions corresponding to the current curvature of the section of track being travelled and the current running speed.
  • This track control frequency range can vary according to the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel).
  • the first track control frequency range preferably ranges from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
  • the second track control frequency range therefore preferably ranges from 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
  • the active setting of the rolling angle and the transverse deflection, respectively takes place exclusively during travel on curved track sections, and therefore the track feedback control mode is activated only in such a travel situation.
  • the track feedback control mode is also activated during straight travel, so that the vibration comfort in an advantageous manner is also guaranteed in these travel situations.
  • the respective rolling compensation device can basically be designed in any suitable manner, in order to carry out the setting of the wagon body rolling angle of the wagon body in the respective two frequency ranges.
  • the respective rolling compensation device comprises a rolling support device, which is arranged kinematically in parallel to the spring device and is designed to counteract rolling motions of the wagon body about the wagon body rolling axis when travelling in a straight track.
  • Such rolling support devices are sufficiently known, and so no further details of them will be provided here. They can in particular be based on differing operating principles. Thus, they may be based on a mechanical operating principle. But fluidic (for example hydraulic) solutions, electromechanical solutions or any combination of all these operating principles are also possible.
  • the present invention can be used in association with any designs of the support of the wagon body on the running gear.
  • it can be used in connection with a single stage suspension, which supports the wagon body directly on the wheel unit.
  • the running gear accordingly comprises at least one running gear frame and least one wheel unit, while the spring device has a primary suspension and a secondary suspension.
  • the running gear frame is supported via the primary suspension on the wheel unit, while the wagon body is supported via the secondary suspension, which is, in particular, designed as pneumatic suspension, on the running gear frame.
  • the rolling compensation device is then preferably arranged kinematically in parallel to the secondary suspension between the running gear frame and the wagon body. This allows integration into the majority of vehicles typically used.
  • the present invention relates to a train set comprising a plurality of vehicles, wherein a vehicle according to the invention forms an end vehicle of the train set, wherein the first running gear, in particular, is located at a free end of the train set.
  • the present invention relates to a method for actively reducing side wind induced wheel unloading at a running gear of a vehicle having a wagon body, in particular, a double deck wagon body, supported via spring devices and, in particular, via a rolling compensation arrangement, on a first running gear and a second running gear arranged at a distance from the first running gear in a vehicle longitudinal direction and, in particular, trailing the first running gear.
  • the method 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.
  • 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.
  • a vehicle coordinate system x f , y f , z f (determined by the wheel contact plane of the bogie 104 or 114) is indicated, in which the x f coordinate denotes the longitudinal direction of the rail vehicle 101, the y f coordinate denotes the transverse direction of the rail vehicle 101 and the z f coordinate denotes the height direction of the rail vehicle 101. Additionally an absolute coordinate system x, y, z (determined by the direction of the gravitational force G) and a passenger coordinate system x p , y p , z p (determined by the wagon body 102) are defined.
  • the bogie 104 comprises two wheel units in the form of wheelsets 104.1, 104.2, each of which via the primary suspension 103.1 of the first spring device 103 supports a bogie frame 104.3.
  • the wagon body 102 is again supported via a secondary suspension 103.2 on the bogie frame 104.3.
  • the primary suspension 103.1 and the secondary suspension 103.2 are shown in simplified form in Figure 1 as helical springs. It is self-evident, however, that the primary suspension 103.1 or the secondary suspension 103.2, can be any suitable spring device.
  • the secondary suspension 103.2 preferably is a sufficiently well known pneumatic suspension or similar.
  • the vehicle 101 also comprises a rolling compensation arrangement including a first rolling compensation device 105 located in the area of the first bogie 104 and a second rolling compensation device 115 located in the area of the second bogie 114.
  • first rolling compensation device 105 and the second rolling compensation device 115 have an identical design so that, in the following, it is primarily the features of the first rolling compensation device 105 that will be considered.
  • the first rolling compensation device 105 works kinematically in parallel with the secondary suspension 103.2 between the bogie frame 104.3 and the wagon body 102 in the manner described in more detail below.
  • the first rolling compensation device 105 comprises a sufficiently known rolling support 106, which on the one hand is connected with the bogie frame 104.3 and on the other with the wagon body 102.
  • Figure 4 shows a perspective view of this rolling support 106.
  • the rolling support 106 comprises a torsion arm in the form of a first lever 106.1 and a second torsion arm in the form of a second lever 106.2.
  • the two levers 106.1 and 106.2 are located on either side of the longitudinal central plane (x f ,z f plane) of the vehicle 101 in each case secured against rotation on the ends of a torsion shaft 106.3 of the rolling support 106.
  • the torsion shaft 106.3 extends in the transverse direction (y f direction) of the vehicle and is rotatably supported in bearing blocks 106.4, which for their part are firmly attached to the bogie frame 104.3.
  • a first rod 106.5 is attached in an articulated manner
  • a second rod 106.6 is attached in an articulated manner.
  • Figures 1 and 4 the state in the neutral position of the vehicle 101 is shown, which results from travelling on a straight track 108 with no twists.
  • the two rods 106.5, 106.6 run in the drawing plane of Figure 1 (y f z f plane), in the present example inclined to the height axis (z f axis) of the vehicle 101 in such a way that their top ends (connected in an articulated manner to the wagon body 102) are displaced towards the center of the vehicle and their longitudinal axes intersect at a point MP, which lies in the longitudinal central plane (x f z f plane) of the vehicle.
  • a rolling axis running parallel to the vehicle longitudinal axis 101.1 (in the neutral position) is defined which runs through the point MP.
  • the point of intersection MP of the longitudinal axes of the rods 106.5, 106.6 in other words constitutes the instantaneous center of rotation of a rolling motion of the wagon body 102 about this rolling axis.
  • the rolling support 106 allows in a sufficiently known manner synchronous dip by the secondary suspension 103.2 on either side of the vehicle, while counteracting or preventing, respectively, a pure rolling motion about the rolling axis or the instantaneous center of rotation MP. Furthermore, as can be inferred in particular from Figure 2 , because of the 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.
  • Figure 2 shows the vehicle 101 during travel in curves on a track superelevation.
  • the centrifugal force F y acting upon the center of gravity SP of the wagon body 102 causes on the bogie frame 104.3 a rolling motion toward the outside of the curve, which results from a larger dip of the primary suspension 103.1 on the outside of the curve.
  • the described design of the rolling support 106 during the travel in curves of the vehicle 101 in the area of the secondary suspension 103.2 brings about a compensation motion, which counteracts the rolling motion of the wagon body 102 (in relation to the neutral position indicated by the broken contour 102.1 on a straight, level track) toward the outside of the curve, which in the absence of the rolling support 106 because of the (resultant) centrifugal force impinging on the center of gravity SP of the wagon body 102 (similar to uneven suspension by the primary suspension 103.1) would arise from larger dip of the secondary suspension 103.2 on the outside of the curve.
  • the vehicle 101 in the present example, has rolling a track feedback control mode TFCM and a side wind control mode SWCM both using the components of the rolling compensation arrangement.
  • the track feedback control mode TFCM serves to enhance passenger comfort by at least partially compensating influences introduced into the vehicle via the track currently travelled on.
  • the side wind control mode SWCM serves to maintain derailment safety at high running speeds despite side wind loads impinging on the vehicle 101.
  • the tilting comfort for the passengers in the vehicle 101 may be increased, since the passengers (in their reference system x p , y p , z p defined by the wagon body 102) notice a part of the transverse acceleration a y or centrifugal force F y currently acting in the earth-fixed reference system merely as an increased acceleration component a zp and force action F zp , respectively, in the direction of the floor of the wagon body 102, which as a rule is perceived as less annoying or uncomfortable.
  • the transverse acceleration component a yp and centrifugal component F yp respectively, acting in the transverse direction perceived by passengers in their reference system as annoying is thus recued in an advantageous manner.
  • the maximum permitted values for the transverse acceleration a yp,max acting in the reference system (x p , y p , z p ) for passengers are as a rule specified by the operator of the vehicle 101.
  • the starting points for this are also provided by national and international standards (such as for example EN 12299).
  • the current value of the first acceleration component a yps is a result of travelling the current curve at the current running speed, while the current value of the second acceleration component a ypd is the result of current (periodic or usually singular) events (such as for example passing a disruptive part of the track, such as switches or similar).
  • the first acceleration component a yps 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.
  • transverse deflection dy N,soll min of the wagon body 102 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 dy N,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 .
  • a setpoint value for the transverse deflection dy W,soll of the wagon body 102 in the direction of the vehicle transverse axis (y f axis) can be specified, which corresponds to the current vehicle state.
  • the quasi static component dy Ws,soll is the quasi static setpoint value for the transverse deflection (and thus the rolling angle) that is relevant for tilting comfort and which is determined by the current quasi static transverse acceleration a yps (which in turn is dependent upon the curvature of the curve and the current running speed v). Therefore, here it is the setpoint value for the transverse deflection, as is the case with vehicles known from the state of the art with active setting of the rolling angle for regulation of the rolling angle.
  • the dynamic component dy Wd,soll in the track feedback control mode TFCM, is the dynamic setpoint value for the transverse deflection (and thus as the case may be also for the rolling angle) relevant for the vibration comfort, which is the result of the current dynamic transverse acceleration a ypd (which in turn is caused by periodic or singular disturbances on the track).
  • the first rolling compensation device 105 in the present example also has an actuator device 107, which for its part comprises an actuator 107.1 and an associated control device 107.2.
  • the actuator 107.1 is connected at one end in an articulated fashion with the bogie frame 104.3 and at the other in an articulated fashion with the wagon body 102.
  • the actuator 107.1 is designed as an electro-hydraulic 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 setting of the transverse deflection dy w takes place according to the present example using the setpoint value for the transverse deflection dy w,soll of the wagon body 102, which is composed of the quasi static component dy ws,soll and the dynamic component dy wd,soll , as defined for example in equation (2).
  • the control device 107.2 has a track feedback control mode TFCM, wherein the setting (supported by the centrifugal force F y ) of the first transverse deflection component dy Ws in the present example takes place in a first track feedback frequency range TFF1 that ranges from 0 Hz to 1.0 Hz.
  • the first track feedback frequency range thus is the frequency range in which the quasi static rolling motions of the wagon body corresponding to the current curvature of the curve travelled and the current running speed take place.
  • the setting of the second transverse deflection component dy Wd in the present example takes place according to the invention in a second track feedback frequency range TFF2, ranging from 1.0 Hz to 6.0 Hz.
  • the second track feedback frequency range TFF2 is a frequency range which is adapted to the dynamic disturbances (as the case may be periodic, typically however rather singular or statistically scattered) expected during operation of the vehicle, which are noticed by passengers and perceived as annoying.
  • first track feedback frequency range TFF1 and/or the second track feedback frequency range TFF2 depending on the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel) can also vary.
  • the first transverse deflection component dy Ws of the wagon body 102 the setting of which ultimately represents a quasi static adaptation of the transverse deflection (and thus of the rolling angle) to the current curve bend and the current running speed, is thus overlaid by a second transverse deflection component, dy Wd of the wagon body 102, the setting of which ultimately represents a dynamic adaptation to the current disturbances introduced into the wagon body so that, overall, a higher comfort for the passengers can be achieved.
  • the control device 107.2 controls the actuator 107.1 as a function of a series of input variables, which are supplied to it by a higher level vehicle controller and separate sensors (such as for example the sensor 107.3) or similar.
  • the input variables considered for control include, for example, variables which are representative of the current running speed v of the vehicle 101, the curvature ⁇ of the current curved section being travelled, the track superelevation angle ⁇ of the track section currently being travelled and the strength and the frequency of disturbances (such as track geometry disturbances) of the track section currently being travelled.
  • variables that are processed by the control device 107.2 can be determined in any suitable manner.
  • the setpoint value of the dynamic second transverse deflection component dy Wd,soll it is necessary to determine the disturbances or the resultant transverse accelerations 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).
  • control device 107.2 can be realized in any suitable manner, provided that it meets the safety requirements specified by the operator of the rail vehicle. Thus, for example, it can be made as a single, processor-based system. In the present example, for the regulation in the first frequency range TFF1 and the regulation in the second frequency range TFF2 different control circuits or control loops are provided.
  • the actuator 107.1 in the first frequency range TFF1, has a maximum deflection of 80 mm to 95 mm from the neutral position, while, in the second frequency range, it has a maximum deflection of 15 mm to 25 mm from a starting position.
  • the actuator 107.1 also exerts a maximum actuator force of 15 kN to 30 kN, while, in the second frequency range, it exerts a maximum actuator force of 10 kN to 30 kN. In this way a particularly good configuration from the static and dynamic points of view is achieved.
  • the rolling compensation device 105 As an active system it is furthermore possible in an advantageous manner to design the support of the wagon body 102 on the running gear 104 in the transverse direction of the vehicle 101 to be relatively stiff. In particular it is possible to position the rolling axis and the instantaneous center of rotation MP, respectively, of the wagon body 102 comparatively close to the center of gravity SP of the wagon body 102.
  • the secondary suspension 103.2 is designed so that it has a restoring force-transverse deflection characteristic line108 as shown in Figure 5 .
  • the force characteristic line 108 is an indication of the dependency of the restoring force F yf exerted by the secondary suspension 103.2 on the wagon body 102, which acts during a transverse deflection y f of the wagon body 102 in relation to the bogie frame 104.3.
  • a restoring characteristic line in the form of an moment characteristic line can be indicated, which is an indication of the dependency between the restoring moment M xf exerted by the secondary suspension 103.2 on the wagon body 102 and the rolling angle deflection ⁇ w from the neutral position.
  • the secondary suspension 103.2 in a first transverse deflection range Q1, has a first transverse stiffness R1, while, in a second transverse deflection range Q2 lying above the first deflection range Q1, it has a second transverse stiffness R2 which is less than the first transverse stiffness R1.
  • the transverse stiffness (as can be seen from Figure 5 also from the broken force characteristic lines 109.1, 109.2, 109.3 and 109.4 of other embodiments) can vary (as the case may be, considerably) within the respective transverse deflection range Q1 or Q2.
  • the respective transverse stiffness R1 or R2 is preferably selected so that the level of the first transverse stiffness R1 at least partially, preferably substantially completely, lies above the level of the second stiffness R2.
  • the stiffness level in the first transverse deflection range Q1 is selected so that the first transverse stiffness R1 is in the range 100 N/mm to 800 N/mm, while the stiffness level in the second transverse deflection range Q2 is selected so that the second transverse stiffness R2 is in the range 0 N/mm to 300 N/mm.
  • the two transverse deflection ranges Q1 and Q2 can likewise be selected in any way that is adapted to the respective application.
  • the transverse deflection range Q1 extends from 0 mm to 40 mm
  • the second transverse deflection range Q2 extends from 40 mm to 100 mm.
  • the initial high resistance to a transverse deflection has the advantage that in the event of a failure of the active components (for example the actuator 107.1 or the controller 107.2), even when travelling a curve, (according to the currently existing transverse acceleration 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.
  • the actuator 107.1 in the present example is designed so that, in the event of its inactivity, it substantially presents no resistance to a rolling motion of the wagon body 102. Consequently, the actuator 107.1 is not designed to be self-restraining.
  • the spring device 103 in other variants of the invention can have one or more additional transverse springs, as indicated in Figure 1 by the broken contour 110.
  • the transverse spring 110 serves to adapt or optimise the transverse stiffness of the secondary suspension 103.2 for the respective application. This simplifies the design of the secondary suspension 103.2 considerably despite the simple optimisation of the transverse stiffness.
  • the transverse stiffness of the secondary suspension 103.2 is dimensioned so that, in the event of inactivity of the actuator 107.1 (for example because of a failure of the actuator 107.1 or the controller 107.2), the vehicle 101, if for any reason (for example due to damage to the vehicle 101 or to the track) it comes to a standstill at such an unfavourable spot, as before complies with the specified gauge profile.
  • the restoring moment M xf when the actuator 107.1 is inactive, is dimensioned so that the vehicle 101, in emergency operation, when travelling at normal running speed as before complies with the specified gauge profile.
  • a further advantageous aspect of the design according to the present example is that, through the design and arrangement of the rods 106.5, 106.6, the distance ⁇ H (that exists in the neutral position of the wagon body 102) between the rolling axis of the wagon body 102 and the instantaneous center of rotation MP, respectively, and the center of gravity SP of the wagon body 102 in the direction of the vehicle height axis (z f direction) is selected to be comparatively small.
  • VH H 2 ⁇ H 1 H 1 , which gives the ratio of the difference between the second height H2 and the first height H1 to the first height H1, and which is in the range of approximately 0.8 to approximately 1.3.
  • the comparatively low distance ⁇ H between the instantaneous center of rotation MP and the center of gravity SP has the advantage for the track feedback control mode TFCM that simply as a result of the comparatively small transverse deflections of the wagon body 102, a comparatively high rolling angle ⁇ W is achieved.
  • TFCM track feedback control mode
  • a further advantage of the low distance ⁇ H lies in the comparatively small lever arm for the centrifugal force F y acting on the center of gravity SP with respect to the instantaneous center of rotation MP. Hence, even in the event of a malfunction or an emergency operation of the vehicle 101, comparatively low transverse deflections of the wagon body 102 occur.
  • the contribution of the centrifugal force F y to the setting of the rolling angle ⁇ w is determined by the distance ⁇ H of the instantaneous center of rotation MP from the center of gravity SP.
  • This distance ⁇ H is the greater will be the proportion of the actuator force of the actuator 107.1 that will be needed to set the rolling angle ⁇ w (which corresponds to the current running situation and is necessary for the desired travel comfort of the passengers).
  • the present example implements a limitation of the transverse deflections which is adapted to the gauge profile specified by the operator of the vehicle 101.
  • the limitation of the transverse deflections can be achieved by any suitable measures, such as for example corresponding stops between the car body 102 and the bogie 104 and/or between components of the rolling compensation device 105 and/or by a corresponding design of the actuator 107.1
  • the active setting of the rolling angle and of the transverse 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.
  • the track feedback control mode TFCM of the control device 107.2 is also active during straight travel of the vehicle 101, so that in any travel situation at least a setting of the transverse deflection dy w and, as the case may be, the rolling angle ⁇ w , respectively, takes place in the second frequency range TFF2 and, thus, the vibration comfort in an advantageous manner is also guaranteed in these travel situations.
  • the control device 107.2, the first rolling compensation device 105 and the second rolling compensation device 115 together form a side wind compensation device 118 in order to actively reduce the side wind sensitivity of the vehicle 101 and, as a consequence, to increase the permitted operating speed V max of the vehicle 101.
  • control device 107.2 controls both the actuator 107.1 of the first rolling compensation device 105 and the corresponding actuator 117.1 of the second rolling compensation device 115 (together forming an active device of the side wind compensation device 118) in such a way that, for example, under the effect of a side wind load SW, a reduction of the torsional moment MTx acting on the wagon body 102 (as the case may be as far as zero) as well as a reduction of the side wind induced wheel unloading is carried out.
  • a resultant side wind load SWL in relation to the center of gravity SP of the vehicle 101 acts on the wagon body 102 in a manner displaced towards the head end and above the center of gravity SP of the vehicle (as shown in Figure 1 ).
  • the dotted graphs in Figure 9 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.
  • 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 .
  • side wind induced wheel unloading at the bogies 104, 114 may not be avoided. Rather, the present invention allows shifting or distributing, respectively, the wheel unloading effects between the two bogies 104, 114. More precisely, with the side wind compensation device 118 according to the present invention, among others, side wind induced wheel unloading may be actively shifted in a beneficial way from the more affected or more side wind sensitive leading bogie 104 (see Figure 8 , reduced unloading in Fzr1 and Fzr2) to the less affected or less side wind sensitive trailing bogie 114 (see Figure 8 , increased unloading in Fzr3 and Fzr4). While this wheel unloading shift obviously increases the wheel unloading at the trailing bogie 114 it nevertheless allows respecting maximum wheel unloading limits at all wheels of both bogies 104, 114.
  • the controller 107.2 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.
  • 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.
  • 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 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • TDB1 0
  • 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.
  • 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.
  • 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.
  • 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.
  • any other course of the characteristic line and its respective rigidity may be selected.
  • a constant rigidity AR i.e. a characteristic line with constant inclination
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • any other course of the characteristic line and its respective rigidity may be selected.
  • a constant rigidity AR i.e. a characteristic line with constant inclination
  • 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.
  • 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.
  • 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/s 2 .
  • 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.
  • the first characteristic line 119.1 has a lower rigidity than the second characteristic line 119.2.
  • 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.
  • 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.
  • two different characteristic lines 120.1 and 120.2 are provided in the second hard stop controller part 118.3.
  • the other characteristic line 120.2 is again assigned to the second transverse acceleration range TAR2 of TA > 1 m/s 2 .
  • 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.
  • second characteristic line 120.1 has a lower rigidity than the characteristic line 120.2.
  • 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.
  • 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.
  • an arbitrary number of characteristic lines may be available depending on the required resolution of the control information to be obtained.
  • the set of two different characteristic lines 119.1, 119.2 and 120.1, 120.2 may be sufficient.
  • 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.
  • 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.
  • 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.
  • 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.
  • arbitrary combinations of characteristic lines may be selected as a function of the needs of the specific vehicle.
  • 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.
  • 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 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
  • transverse deflection signals i.e. first and second input variables
  • 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.
  • 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.
  • 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.
  • the side wind compensation device 118 may generally be constantly active. In the present example, however, the side wind compensation device 118 is only active under side wind critical operating conditions, in order to largely avoid interference with other control functions, such as quasi-static track curvature dependent tilt control and dynamic comfort control of the track feedback control mode TFCM. In the present example, the side wind compensation device 118 is only activated in the controller 107.2 if a running speed V of the vehicle exceeds a side wind control activation threshold of 160 km/h.
  • control device 107.2 is designed in order to control the first actuator 107.1 and the second actuator 117.1 in the side wind control mode SWCM in such a way that both the first transverse deflection and also the second transverse deflection of the wagon body 102 are reduced by identical concurrent actions as a function of the total wind control information TWCIB1 and TWCIB2, so that, overall, a reduction in the deviation dy results.
  • the track feedback control mode TFCM and the side wind control mode SWCM are typically active at the same time.
  • the control device 107.2 controls the actuators 107.1 and 117.1 using an overlay of the total wind control information TWCI coming from the side wind control mode SWCM and a total track feedback control information TTFCI issued by the track feedback control part of the control device 107.2 executing the track feedback control mode TFCM.
  • control device controls the first actuator 107.1 and the second actuator 117.1 such that the deviation dy between the first transverse deflection and the second transverse deflection is less than 10 mm.
  • control device 107.2 may comprise a further detection devices detecting a variable representative of the 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.
  • an additional passive measure may be taken to reduce the effects of side wind loads SWL, in particular side wind induced wheel unloading.
  • rigidities of the primary spring devices 103.1 of the first bogie 104 and the second bogie 114 in the height direction (z f -axis) may have different values. More precisely, the first primary spring rigidity PSR1 of the first bogie 104 may be selected to be different from, in particular lower than, the second primary spring rigidity PSR2 of the second bogie 114.
  • the second primary spring rigidity PSR2 is increased with respect to the embodiments described above.
  • the first primary spring rigidity PSR1 may be reduced with respect to the embodiments described above.

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Claims (17)

  1. Fahrzeug, insbesondere ein Schienenfahrzeug, umfassend
    - einen Wagenkasten (102), insbesondere einen Doppelstock-Wagenkasten,
    - ein erstes Fahrwerk (104),
    - ein zweites Fahrwerk (114), das in einer Fahrzeuglängsrichtung beabstandet zum ersten Fahrwerk (104), insbesondere hinter dem ersten Fahrwerk (104), angeordnet ist,
    - eine Seitenwindkompensationsvorrichtung (118) und,
    - insbesondere eine Wankkompensationsanordnung;
    - wobei der Wagenkasten (102) in einer Fahrzeughöhenrichtung mittels Federvorrichtungen (103, 113) auf dem ersten Fahrwerk (104) und dem zweiten Fahrwerk (114) abgestützt ist,
    - die Seitenwindkompensationsvorrichtung (118) eine Steuervorrichtung (107.2) und eine aktive Vorrichtung (107.1, 117.1) umfasst, die zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) und/oder dem zweiten Fahrwerk (114) wirkt, um in einem Seitenwind-Steuermodus eine durch Seitenwind induzierte Radentlastung an dem ersten Fahrwerk (104), die durch eine auf den Wagenkasten (102) wirkende Seitenwindlast verursacht wird, wenigstens zu reduzieren;
    - wobei die Steuervorrichtung (107.2) dazu ausgebildet ist, dass sie in dem Seitenwind-Steuermodus eine Größe einer Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion einer ersten Eingangsvariablen und einer zweiten Eingangsvariablen steuert;
    - wobei die erste Eingangsvariable eine erste Auslenkungsvariable ist, die repräsentativ für eine erste Querauslenkung zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) in einer Fahrzeugquerrichtung ist;
    - wobei die zweite Eingangsvariable eine zweite Auslenkungsvariable ist, die repräsentativ für eine zweite Querauslenkung zwischen dem Wagenkasten (102) und dem zweiten Fahrwerk (114) in der Fahrzeugquerrichtung ist;
    dadurch gekennzeichnet, dass
    - die Steuervorrichtung (107.2) dazu ausgebildet ist, dass sie in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als Funktion einer dritten Eingangsvariablen steuert;
    - wobei die dritte Eingangsvariable eine Variable ist, die für eine auf den Wagenkasten (102) wirkende, streckenkrümmungsbezogene Last repräsentativ ist;
    - wobei die dritte Eingangsvariable einen dritten Bereich und einen vierten Bereich aufweist, wobei die dritte Eingangsvariable, in dem dritten Bereich, für eine erhöhte, streckenkrümmungsbezogene Last im Vergleich zu dem vierten Bereich repräsentativ ist;
    wobei die Größe der Einwirkung wenigstens in einem ersten Bereich der ersten Eingangsvariablen und/oder wenigstens in einem zweiten Bereich der zweiten Eingangsvariablen, in dem dritten Bereich im Vergleich zu dem vierten Bereich erhöht ist.
  2. Fahrzeug nach Anspruch 1, wobei
    - die Steuervorrichtung (107.2) dazu ausgebildet ist, dass sie in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117. 1) derart steuert, dass die aktive Vorrichtung wenigstens in dem ersten Bereich und/oder wenigstens in dem zweiten Bereich eine harte Anschlagvorrichtung simuliert, die in der Querrichtung zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) und/oder dem zweiten Fahrwerk (114) aktiv ist, wobei die harte Anschlagvorrichtung, in der Fahrzeugquerrichtung, steifer und/oder weiter in Richtung einer neutralen Position des Wagenkastens (102) verschoben ist in dem dritten Bereich im Vergleich zu dem vierten Bereich,
    und/oder
    - die Steuervorrichtung (107.2) dazu ausgebildet ist, in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) derart zu steuern, dass wenigstens in dem ersten Bereich und/oder wenigstens in dem zweiten Bereich eine Steifigkeit der aktiven Vorrichtung in der Querrichtung im Bereich des ersten Fahrwerks (104) und/oder im Bereich des zweiten Fahrwerks (114) in dem dritten Bereich im Vergleich zu dem vierten Bereich erhöht wird.
  3. Fahrzeug nach Anspruch 1 oder 2, wobei
    - eine Querauslenkung zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) und/oder dem zweiten Fahrwerk (114) einen maximal zulässigen Wert aufweist und der erste Bereich und/oder der zweite Bereich sich von einer unteren Bereichsgrenze aus erstreckt, die 30%, vorzugsweise 40%, weiter vorzugsweise 45% bis 60%, des maximal zulässigen Wertes der Querauslenkung entspricht.
  4. Fahrzeug nach einem der Ansprüche 1 bis 3, wobei
    - die Steuervorrichtung (107.2) in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion der ersten Eingangsvariablen unter Verwendung eines ersten Satzes von ersten Kennlinien steuert, wobei jede der ersten Kennlinien eine erste Steuerinformation als eine Funktion der ersten Eingangsvariablen bereitstellt, wobei die Steuervorrichtung (107.2) eine der ersten Kennlinien auswählt, die tatsächlich als eine Funktion der dritten Eingangsvariablen verwendet wird,
    wobei,
    - insbesondere, wenigstens zwei, insbesondere zwei beliebige, der ersten Kennlinien wenigstens in dem ersten Bereich der ersten Eingangsvariablen unterschiedliche erste Steuerinformationen bei einem gegebenen Wert der ersten Eingangsvariablen bereitstellen,
    und/oder,
    - insbesondere, eine erste der ersten Kennlinien bei einem ersten Wert der dritten Eingangsvariablen ausgewählt wird und eine zweite der ersten Kennlinien bei einem zweiten Wert der dritten Eingangsvariablen ausgewählt wird, wobei der zweite Wert der dritten Eingangsvariablen repräsentativ für einen Wert der streckenkrümmungsbezogenen Last ist, der höher ist als ein Wert der streckenkrümmungsbezogenen Last für den ersten Wert der dritten Eingangsvariablen, wobei wenigstens in dem ersten Bereich der ersten Eingangsvariablen bei einem gegebenen Wert der ersten Eingangsvariablen, insbesondere die zweite der ersten Kennlinien eine erste Steuerinformation bereitstellt, die repräsentativ für eine Einwirkung der aktiven Vorrichtung (107. 1, 117.1) ist, die im Vergleich zu der ersten der ersten Kennlinien erhöht ist.
  5. Fahrzeug nach einem der Ansprüche 1 bis 4, wobei
    - die Steuervorrichtung (107.2) in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion der zweiten Eingangsvariablen unter Verwendung eines zweiten Satzes von zweiten Kennlinien steuert, wobei jede der zweiten Kennlinien eine zweite Steuerinformation als eine Funktion der zweiten Eingangsvariablen bereitstellt, wobei die Steuervorrichtung (107.2) eine der zweiten Kennlinien auswählt, die tatsächlich als eine Funktion der dritten Eingangsvariablen verwendet wird,
    wobei,
    - insbesondere wenigstens zwei, insbesondere zwei beliebige, der zweiten Kennlinien wenigstens in dem zweiten Bereich der zweiten Eingangsvariablen unterschiedliche zweite Steuerinformationen bei einem gegebenen Wert der zweiten Eingangsvariablen bereitstellen,
    und/oder,
    - insbesondere, eine erste der zweiten Kennlinien bei einem ersten Wert der dritten Eingangsvariablen ausgewählt wird und eine zweite der ersten Kennlinien bei einem zweiten Wert der dritten Eingangsvariablen ausgewählt wird, wobei der zweite Wert der dritten Eingangsvariablen repräsentativ für einen Wert der streckenkrümmungsbezogenen Last ist, der höher ist als ein Wert der streckenkrümmungsbezogenen Last für den ersten Wert der dritten Eingangsvariablen, wobei wenigstens in dem zweiten Bereich der zweiten Eingangsvariablen bei einem gegebenen Wert der zweiten Eingangsvariablen, insbesondere die zweite der zweiten Kennlinien eine zweite Steuerinformation bereitstellt, die repräsentativ für eine Einwirkung der aktiven Vorrichtung (107. 1, 117.1) ist, die im Vergleich zu der ersten der zweiten Kennlinien erhöht ist,
    - insbesondere wenigstens eine der zweiten Kennlinien, insbesondere jede der zweiten Kennlinien, eine erste Neigung in einem ersten Teil des zweiten Bereichs und eine zweite Neigung in einem zweiten Teil des zweiten Bereichs aufweist, wobei die zweite Neigung höher ist als die erste Neigung, wobei der zweite Teil des zweiten Bereichs insbesondere oberhalb des ersten Teils des zweiten Bereichs liegt.
  6. Fahrzeug nach einem der Ansprüche 1 bis 5, wobei
    - die erste Eingangsvariable eine erste Auslenkungsvariable ist, die für eine Auslenkung, insbesondere eine Auslenkung in der Querrichtung, einer ersten Komponente (107.1) der aktiven Vorrichtung repräsentativ ist, die sich im Bereich des ersten Fahrwerks (104) befindet;
    und/oder
    - die zweite Eingangsvariable eine zweite Auslenkungsvariable ist, die für eine Auslenkung, insbesondere eine Auslenkung in der Querrichtung, einer zweiten Komponente (117.1) der aktiven Vorrichtung repräsentativ ist, die sich im Bereich des zweiten Fahrwerks (114) befindet;
    und/oder
    - die dritte Eingangsvariable eine Querbeschleunigungsvariable ist, die für eine Querbeschleunigung repräsentativ ist, die auf den Wagenkasten (102) in der Fahrzeugquerrichtung wirkt.
  7. Fahrzeug nach einem der Ansprüche 1 bis 6, wobei
    - die aktive Vorrichtung (107.1, 117.1) dazu ausgebildet ist, dass sie einer seitenwindinduzierten Gierbewegung des Wagenkastens (102) um eine Gierachse parallel zu einer Fahrzeughöhenrichtung entgegenwirkt;
    wobei
    - die aktive Vorrichtung (107.1, 117.1) insbesondere einen ersten Aktuator (107.1) umfasst, der zwischen dem ersten Fahrwerk (104) und dem Wagenkasten (102) wirkt;
    und/oder
    - die aktive Vorrichtung (107.1, 117.1) insbesondere einen zweiten Aktuator (117.1) umfasst, der zwischen dem zweiten Fahrwerk (114) und dem Wagenkasten (102) wirkt.
  8. Fahrzeug nach einem der Ansprüche 1 bis 7, wobei
    - der Wagenkasten (102) mit dem ersten Fahrwerk (104) mittels einer ersten Wankkkompensationsvorrichtung (105) der Wankkompensationsanordnung gekoppelt ist,
    - der Wagenkasten (102) mit dem zweiten Fahrwerk (114) mittels einer zweiten Wankkompensationsvorrichtung (115) der Wankkompensationsanordnung gekoppelt ist,
    - die erste Wankkompensationsvorrichtung (105) und die zweite Wankkompensationsvorrichtung (115) während der Fahrt in einem gebogenen Gleisabschnitt Wankbewegungen des Wagenkastens (102) in Richtung einer Außenseite des gebogenen Gleisabschnitts um eine zur Fahrzeuglängsrichtung parallele Wankachse des Wagenkastens entgegenwirken,
    - wobei die erste Wankkompensationsvorrichtung (105) insbesondere dazu ausgebildet ist, dass sie dem Wagenkasten (102) bei einer ersten Querauslenkung des Wagenkastens (102) in Bezug auf das erste Fahrwerk (104) in einer Fahrzeugquerrichtung einen ersten Wagenkastenwankwinkel um die Wagenkastenwankachse auferlegt;
    - die zweite Wankkompensationsvorrichtung (115) insbesondere dazu ausgebildet ist, dass sie dem Wagenkasten (102) bei einer zweiten Querauslenkung des Wagenkastens (102) in Bezug auf das zweite Fahrwerk (114) in der Fahrzeugquerrichtung einen zweiten Wagenkastenwankwinkel um die Wagenkastenwankachse auferlegt;
    - wobei die aktive Vorrichtung (107.1, 117.1) insbesondere dazu ausgebildet ist, um einer Abweichung zwischen der ersten Querauslenkung und der zweiten Querauslenkung und/oder einer Abweichung zwischen dem ersten Wagenkastenwankwinkel und dem zweiten Wagenkastenwankwinkel entgegenzuwirken,
    wobei
    - die erste Wankkompensationsvorrichtung (105) insbesondere eine erste Betätigungsvorrichtung (107.1) der aktiven Vorrichtung (107.1, 117.1) umfasst, die wenigstens zu einer Einstellung der ersten Querauslenkung beiträgt,
    und/oder
    - die zweite Wankkompensationsvorrichtung (115) insbesondere eine zweite Betätigungsvorrichtung (117.1) der aktiven Vorrichtung (107.1, 117.1) umfasst, die wenigstens zu einer Einstellung der zweiten Querauslenkung beiträgt.
  9. Fahrzeug nach einem der Ansprüche 1 bis 8, wobei
    - die Steuervorrichtung (107.2) wenigstens eine Erfassungsvorrichtung (107.4) aufweist, die zur Erfassung der ersten Eingangsvariable und/oder der zweiten Eingangsvariable und/oder der dritten Eingangsvariable ausgebildet ist.
  10. Fahrzeug nach einem der Ansprüche 1 bis 9, wobei
    - die Seitenwindkompensationsvorrichtung (118) nur dann aktiviert wird, wenn eine Fahrgeschwindigkeit des Fahrzeugs eine Aktivierungsschwelle für die Seitenwindkontrolle überschreitet, wobei die Aktivierungsschwelle für die Seitenwindkontrolle insbesondere 120 km/h, vorzugsweise 140 km/h, weiter vorzugsweise 160 km/h beträgt.
  11. Fahrzeug nach einem der Ansprüche 1 bis 10, wobei
    - das erste Fahrwerk (104) eine erste primäre Federvorrichtung (103) des ersten Fahrwerks (104) umfasst, die eine erste Steifigkeit in einer Fahrzeughöhenrichtung aufweist, und das zweite Fahrwerk (114) eine zweite primäre Federvorrichtung (113) umfasst, die eine zweite Steifigkeit in der Fahrzeughöhenrichtung aufweist, wobei sich die erste Steifigkeit von der zweiten Steifigkeit unterscheidet, insbesondere niedriger ist als die zweite Steifigkeit.
  12. Zugverband umfassend
    - eine Vielzahl von Fahrzeugen (101);
    - wobei ein Fahrzeug (101) nach einem der Ansprüche 1 bis 11 ein Endfahrzeug des Zugverbands bildet,
    - wobei das erste Fahrwerk (104) insbesondere an einem freien Ende des Zugverbandes angeordnet ist.
  13. Verfahren zur aktiven Reduzierung von seitenwindbedingten Radentlastungen an einem Fahrwerk eines Fahrzeugs, das einen Wagenkasten (102), insbesondere einen Doppelstockwagenkasten, umfasst, der sich über Federvorrichtungen (103) und insbesondere über eine Wankkompensationsanordnung, auf einem ersten Fahrwerk (104) und einem zweiten Fahrwerk (114) abstützt, das in einer Fahrzeuglängsrichtung beabstandet zum ersten Fahrwerk (104) angeordnet ist und insbesondere dem ersten Fahrwerk (104) nachläuft, umfassend
    - aktives Steuern einer aktiven Vorrichtung (107.1, 117.1) einer Seitenwindkompensationsvorrichtung (118), die zwischen dem Wagenkasten (102) und wenigstens einem von dem ersten Fahrwerk (104) und dem zweiten Fahrwerk (114) wirkt, um eine seitenwindinduzierte Radentlastung an dem ersten Fahrwerk (104), die durch eine auf den Wagenkasten (102) wirkende Seitenwindlast verursacht wird, wenigstens zu reduzieren, einschließlich
    - Steuern, in einem Seitenwind-Steuermodus, einer Größe einer Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion einer ersten Eingangsvariablen und einer zweiten Eingangsvariablen,
    - wobei die erste Eingangsvariable eine erste Auslenkungsvariable ist, die repräsentativ für eine erste Querauslenkung zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) in einer Fahrzeugquerrichtung ist;
    - wobei die zweite Eingangsvariable eine zweite Auslenkungsvariable ist, die repräsentativ für eine zweite Querauslenkung zwischen dem Wagenkasten (102) und dem zweiten Fahrwerk (114) in der Fahrzeugquerrichtung ist;
    gekennzeichnet durch
    - Steuern, in dem Seitenwind-Steuermodus, der Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als Funktion einer dritten Eingangsvariablen;
    - wobei die dritte Eingangsvariable eine Variable ist, die für eine auf den Wagenkasten (102) wirkende, auf die Gleiskrümmung bezogene Last repräsentativ ist;
    - wobei die dritte Eingangsvariable einen dritten Bereich und einen vierten Bereich aufweist, wobei die dritte Eingangsvariable in dem dritten Bereich für eine erhöhte, auf die Gleiskrümmung bezogene Last im Vergleich zu dem vierten Bereich repräsentativ ist;
    - wobei die Größe der Einwirkung, wenigstens in einem ersten Bereich der ersten Eingangsvariablen und/oder wenigstens in einem zweiten Bereich der zweiten Eingangsvariablen in dem dritten Bereich im Vergleich zu dem vierten Bereich erhöht ist.
  14. Verfahren nach Anspruch 13, wobei,
    - in dem Seitenwind-Steuermodus, die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) derart gesteuert wird, dass die aktive Vorrichtung wenigstens in dem ersten Bereich und/oder wenigstens in dem zweiten Bereich eine harte Anschlagvorrichtung simuliert, die in der Querrichtung zwischen dem Wagenkasten (102) und dem ersten Fahrwerk (104) und/oder dem zweiten Fahrwerk (114) aktiv ist, wobei die harte Anschlagvorrichtung in der Fahrzeugquerrichtung steifer und/oder weiter in Richtung einer neutralen Position des Wagenkastens (102) verschoben ist in dem dritten Bereich im Vergleich zu dem vierten Bereich,
    und/oder,
    - in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) derart gesteuert wird, dass wenigstens in dem ersten Bereich und/oder wenigstens in dem zweiten Bereich, eine Steifigkeit der aktiven Vorrichtung in der Querrichtung im Bereich des ersten Fahrwerks (104) und/oder im Bereich des zweiten Fahrwerks (114) in dem dritten Bereich im Vergleich zu dem vierten Bereich erhöht wird.
  15. Verfahren nach Anspruch 13 oder 14, wobei,
    - in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion der ersten Eingangsvariablen unter Verwendung eines ersten Satzes von ersten Kennlinien gesteuert wird, wobei jede der ersten Kennlinien eine erste Steuerinformation als eine Funktion der ersten Eingangsvariablen bereitstellt, wobei die Steuervorrichtung (107.2) eine der ersten Kennlinien auswählt, die tatsächlich als eine Funktion der dritten Eingangsvariablen verwendet wird,
    wobei,
    - insbesondere, wenigstens zwei, insbesondere zwei beliebige, der ersten Kennlinien zumindest in dem ersten Bereich der ersten Eingangsvariablen unterschiedliche erste Steuerinformationen bei einem gegebenen Wert der ersten Eingangsvariablen bereitstellen,
    und/oder,
    - insbesondere eine erste der ersten Kennlinien bei einem ersten Wert der dritten Eingangsvariablen ausgewählt wird und eine zweite der ersten Kennlinien bei einem zweiten Wert der dritten Eingangsvariablen ausgewählt wird, wobei der zweite Wert der dritten Eingangsvariablen für einen Wert der streckenkrümmungsbezogenen Last repräsentativ ist, der höher ist als ein Wert der streckenkrümmungsbezogenen Last für den ersten Wert der dritten Eingangsvariablen, wobei wenigstens in dem ersten Bereich der ersten Eingangsvariablen bei einem gegebenen Wert der ersten Eingangsvariablen, insbesondere die zweite der ersten Kennlinien eine erste Steuerinformation liefert, die repräsentativ für eine Einwirkung der aktiven Vorrichtung (107. 1, 117.1) ist, die im Vergleich zu der ersten der ersten Kennlinien erhöht ist,
    und/oder,
    - insbesondere wenigstens eine der ersten Kennlinien, insbesondere jede der ersten Kennlinien, eine erste Neigung in einem ersten Teil des ersten Bereichs und eine zweite Neigung in einem zweiten Teil des ersten Bereichs aufweist, wobei die zweite Neigung höher ist als die erste Neigung, wobei der zweite Teil des ersten Bereichs insbesondere oberhalb des ersten Teils des ersten Bereichs liegt;
  16. Verfahren nach einem der Ansprüche 13 bis 15, wobei,
    - in dem Seitenwind-Steuermodus die Größe der Einwirkung der aktiven Vorrichtung (107.1, 117.1) als eine Funktion der zweiten Eingangsvariablen unter Verwendung eines zweiten Satzes von zweiten Kennlinien gesteuert wird, wobei jede der zweiten Kennlinien eine zweite Steuerinformation als eine Funktion der zweiten Eingangsvariablen bereitstellt, wobei die Steuervorrichtung (107.2) eine der zweiten Kennlinien auswählt, die als eine Funktion der dritten Eingangsvariablen tatsächlich verwendet wird,
    wobei,
    - insbesondere, wenigstens zwei, insbesondere zwei beliebige, der zweiten Kennlinien wenigstens in dem zweiten Bereich der zweiten Eingangsvariablen unterschiedliche zweite Steuerinformationen bei einem gegebenen Wert der zweiten Eingangsvariablen bereitstellen,
    und/oder,
    - insbesondere eine erste der zweiten Kennlinien bei einem ersten Wert der dritten Eingangsvariablen ausgewählt wird und eine zweite der zweiten Kennlinien bei einem zweiten Wert der dritten Eingangsvariablen ausgewählt wird, wobei der zweite Wert der dritten Eingangsvariablen für einen Wert der streckenkrümmungsbezogenen Last repräsentativ ist, der höher ist als ein Wert der streckenkrümmungsbezogenen Last für den ersten Wert der dritten Eingangsvariablen, wobei wenigstens in dem zweiten Bereich der zweiten Eingangsvariablen bei einem gegebenen Wert der zweiten Eingangsvariablen, insbesondere die zweite der zweiten Kennlinien eine zweite Steuerinformation bereitstellt, die repräsentativ für eine Einwirkung der aktiven Vorrichtung (107. 1, 117.1) ist, die im Vergleich zu der ersten der zweiten Kennlinien erhöht ist,
    - insbesondere wenigstens eine der zweiten Kennlinien, insbesondere jede der zweiten Kennlinien, eine erste Neigung in einem ersten Teil des zweiten Bereichs und eine zweite Neigung in einem zweiten Teil des zweiten Bereichs aufweist, wobei die zweite Neigung höher ist als die erste Neigung, wobei der zweite Teil des zweiten Bereichs insbesondere oberhalb des ersten Teils des zweiten Bereichs liegt.
  17. Verfahren nach einem der Ansprüche 13 bis 16, wobei
    - die erste Eingangsvariable eine erste Auslenkungsvariable ist, die für eine Auslenkung, insbesondere eine Auslenkung in der Querrichtung, einer ersten Komponente ( 107.1) der aktiven Vorrichtung repräsentativ ist, die sich im Bereich des ersten Fahrwerks (104) befindet;
    und/oder
    - die zweite Eingangsvariable eine zweite Auslenkungsvariable ist, die für eine Auslenkung, insbesondere eine Auslenkung in der Querrichtung, einer zweiten Komponente ( 117.1) der aktiven Vorrichtung repräsentativ ist, die sich im Bereich des zweiten Fahrwerks (114) befindet;
    und/oder
    - die dritte Eingangsvariable eine Querbeschleunigungsvariable ist, die für eine Querbeschleunigung repräsentativ ist, die auf den Wagenkasten (102) in der Fahrzeugquerrichtung wirkt.
EP13182037.5A 2013-08-28 2013-08-28 Fahrzeug mit seitenwindwirkungskompensation Active EP2842827B1 (de)

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ES13182037T ES2929441T3 (es) 2013-08-28 2013-08-28 Vehículo que tiene compensación de efecto de viento lateral

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DE102005051077A1 (de) 2005-10-25 2007-04-26 Siemens Ag Verfahren zum Erfassen und Berücksichtigen von Seitenwindbelastungen bei einem in Fahrt befindlichen Schienenfahrzeug und dessen entsprechend ausgeführter Endwagen
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