EP3040251B1 - Verfahren zur verringerung des seitlichen drucks in einem schienenfahrzeug - Google Patents

Verfahren zur verringerung des seitlichen drucks in einem schienenfahrzeug Download PDF

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Publication number
EP3040251B1
EP3040251B1 EP14839442.2A EP14839442A EP3040251B1 EP 3040251 B1 EP3040251 B1 EP 3040251B1 EP 14839442 A EP14839442 A EP 14839442A EP 3040251 B1 EP3040251 B1 EP 3040251B1
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Prior art keywords
lateral force
actuator
bogie
railroad vehicle
thrust
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EP14839442.2A
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English (en)
French (fr)
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EP3040251A4 (de
EP3040251A1 (de
Inventor
Masaaki Mizuno
Osamu Goto
Satoshi Kikko
Takuji Nakai
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Nippon Steel Corp
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Nippon Steel and Sumitomo Metal Corp
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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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to a method of reducing a load in a lateral direction (a lateral force) that acts on a wheel of a railroad vehicle when traveling, with the aim of achieving enhanced safety.
  • a lateral force acts on a wheel of a railroad vehicle (see FIG. 10 (c) ). It is advantageous to reduce the lateral force as much as possible, because the more the lateral force increases, the greater is the risk of derailment of the railroad vehicle.
  • a high lateral force occurs instantaneously as a result of track irregularities such as an alignment irregularity (unevenness in a longitudinal direction on a rail side surface) (see FIG. 10 (b) ).
  • a lateral force that occurs instantaneously as a result of track irregularities such as an alignment irregularity is referred to below as a fluctuating lateral force.
  • Patent References 1 and 2 Methods of reducing lateral force are disclosed in Patent References 1 and 2, wherein an actuator is installed between a vehicle body and a bogie, and the actuator is operated in response to a radius of curvature while traveling through a curved section.
  • a thrust capable of imparting a rotational force is generated in the actuator according to the radius of curvature.
  • a thrust is generated in the actuator so as to reduce a lateral force that is directly measured.
  • the purpose for using the lateral force as an input value is to detect entrance into a curved section and to compensate for changes in the coefficient of friction, and no consideration is given to reducing the fluctuating lateral force that arises as a result of track irregularities such as alignment irregularity.
  • Patent Reference 3 there is disclosed a method for estimating the lateral force exerted on eight wheels installed in a single vehicle and controlling a thrust generated by an actuator, by uploading track data such as track irregularities in advance, and by providing a vehicle state data storage device.
  • Patent Reference 3 does not describe a specific method for estimating the lateral force from track data such as track irregularities, nor does it describe in detail a method for determining the thrust generated by the actuator.
  • Patent Reference 3 requires the storage of track data in advance, because feed forward control for estimating the lateral force is based on track data stored in the vehicle and travel location data for the vehicle.
  • feed forward control for estimating the lateral force is based on track data stored in the vehicle and travel location data for the vehicle.
  • erroneous control can occur in cases where errors in the measurement of travel location data (degree of distance) occur, or in cases where unsuitable track data is stored, as a result of idling or sliding when the vehicle is braking.
  • Patent Reference 4 discloses a railway bogie with a mounted vehicle body including a frame; a plurality of wheelsets and steering linkages linking the wheelsets so that the wheelsets can cooperate to be in steering alignment.
  • the bogie has a wheelset body linkage pivotally connecting the steering linkages with the bogie body so to position the body relative to the wheelsets and two alignment rams to position the body relative to the frame.
  • the bogie also has sensors for monitoring the yaw angle and yaw velocity. The sensor input is then processed to estimate track curvature and determine the train speed and yaw velocity of the vehicle body. The processor then actuates the alignment rams to adjust the position of the body relative to the frame in response to the track curvature and current frame positions to minimize wheel contact creepage and maximize bogie stability.
  • Patent Reference 4 does not disclose reducing the fluctuating lateral force arising from track irregularities during travel, on the basis of state quantities measured by sensors installed in a railroad vehicle.
  • Patent Reference 5 discloses the problem of reducing a delay in generation of operating force when controlling steering, and to reduce a steady deviation.
  • the solution to this problem is a method of controlling a steering actuator 4 to be operated by an electrical command and provided between a vehicle body 2 and a bogie frame 1 of each of two bogies fitted to a front part and a rear part of the vehicle body 2 is structured so as to work in the rotating direction freely to rotate between the vehicle body and the bogies in the curving direction of a curve when passing through a curved section.
  • a value obtained by adding the amount of friction resistance compensation which is obtained by multiplying a direction (code) of any one of curvature speed, angular velocity of the bogie and speed of the actuator, by the friction force Fc of the actuator 4 itself, which is previously measured, is used.
  • the outer rail side lateral pressure to be applied to a leading wheel axle when passing through a curved section can be reduced, and a reliable actuator can be realized at low cost.
  • Patent Reference 5 does not disclose reducing the fluctuating lateral force arising from track irregularities during travel, on the basis of state quantities measured by sensors installed in a railroad vehicle.
  • Patent Reference 6 relates to a vehicle having steerable axles.
  • a track guided vehicle comprises at least one pair of independent wheel axles, and at least two members (14, 15) for measuring the transverse position of the vehicle relative to the track, and it is characterized in that it includes at least one measuring member (20) for measuring the angle of the axles relative to references related to portions of the vehicle, and at least two actuator members (21) for correcting said angles by bearing against said axles, and a servo-control circuit receiving the signals from said measuring members and generating control signals for said actuator members.
  • Patent Reference 6 does not disclose reducing the fluctuating lateral force arising from track irregularities during travel, on the basis of state quantities measured by sensors installed in a railroad vehicle.
  • Patent References 1 and 2 The problems that the present invention aims to solve are that in the methods disclosed in Patent References 1 and 2, the purpose for using the lateral force as an input value is to detect entrance into a curved section and to compensate for changes in the coefficient of friction, and no consideration is given to reducing the fluctuating lateral force that arises as a result of track irregularities.
  • Patent Reference 3 does not describe a specific method for estimating the lateral force from track data such as track irregularities, nor does it describe in detail a method for determining the thrust generated by the actuator.
  • the object of the present invention is to advantageously reduce the fluctuating lateral force arising from track irregularities during travel, on the basis of values estimated from state quantities measured by sensors installed in a railroad vehicle, without referring to track data stored in advance in a storage device or the like.
  • the inventors conceived of reducing a lateral force that arises during travel, by installing sensors in a railroad vehicle, and using the values output by these sensors to control a thrust of an actuator according to state quantities that have a correlation with computed track irregularities.
  • an actuator that can control a thrust by inputting signals from the outside is installed between a vehicle body and a bogie of a railroad vehicle.
  • sensors for measuring state quantities that have a correlation with track irregularities are installed in at least the vehicle body, the bogie, or the wheelset.
  • the state quantities measured by the sensors are converted to parameters (u_st1, u_st2, ...) that have a strong correlation to the track curvature, and the actuator thrust that is used to control the steady lateral force is determined from these parameters.
  • u_st1, u_st2 ... are parameters for steady lateral force control input
  • F1 is the output to the actuator for steady lateral force control
  • G1 is a transfer function of the steady lateral force
  • F1 G1(u_st1, u_st2 )
  • the output F1 to the actuator for steady lateral force control is of course not generated while travelling through a straight section.
  • the lateral force exerted on the wheels during travel is affected by a downward perpendicular force acting on the wheels and by the coefficient of friction between the wheels and the rail. Therefore, it is advantageous to obtain these values and add them to the state quantities for control input to the actuator.
  • the lateral force occurring while the railroad vehicle is traveling is obtained and separated into the steady lateral force and the fluctuating lateral force, state quantities having a strong correlation to each type of lateral force are measured, and the actuator thrust is controlled in accordance with these state quantities.
  • the track curvature in a curved section is generally approximately constant, even if it is slightly affected by track irregularities while traveling in one particular curved section.
  • the value of the steady lateral force is constant while traveling in one particular curved section.
  • state quantities are selected that are approximately constant while traveling in one particular curved section, and the output F1 to the actuator for steady lateral force control is also a value that is approximately constant.
  • the value of track irregularities changes due to the travel location of the railroad vehicle when traveling in one particular curved section
  • the value of the fluctuating lateral force changes in response to the value of track irregularities
  • the output F2 to the actuator for fluctuating lateral force control also changes in response to changes in the value of track irregularities.
  • the range of fluctuation of the fluctuating lateral force becomes small.
  • the lateral force decreases at sites where the lateral force is higher than the average value of lateral force when traveling in a single curved section, so the range of fluctuation of lateral force is reduced by increasing the lateral force at sites where the lateral force is low.
  • the average value of lateral force undergoes almost no change.
  • a front wheelset having a flange contact between a wheel on an outer track side and a rail typically makes a flange contact on an inner track side and a rail, so there is a possibility of derailment on the inner track side.
  • the transfer function G1 and the transfer function G2 are set so that the output F2 becomes greater relative to the output F1, then the fluctuating lateral force is reduced. In other words, the range of fluctuation of the lateral force is reduced. However, an elevated steady lateral force is maintained, because the amount of reduction in the steady lateral force is small.
  • One factor that determines the maximum traveling speed in a curved section is the value of the maximum lateral force that is generated while traveling through a curve. It is therefore necessary to lower the maximum lateral force so as to raise the maximum traveling speed in a curved section.
  • a supply of compressed air is obtained from a compressor installed in the railroad vehicle.
  • the compressor installed in the railroad vehicle is often selected from units that are as compact as possible, from the standpoint of reducing the weight of the railroad vehicle and saving installation space for underfloor equipment. Therefore, it is desirable to reduce the consumption of compressed air, and also to reduce the average value per unit hour of thrust generated by the actuator, because there are many cases where there are stringent limiting conditions on compressor capacity.
  • the output F1 it is desirable for the output F1 to have a value lower than the capacity limit of the actuator, so as to have some thrust of the actuator left over, thereby generating a suitable amount of thrust which is close to the limit of the actuator at a point where a high fluctuating lateral force is generated.
  • the reason for installing an actuator is to impart a moment to a wheelset via a bogie.
  • a side bracket is installed between a bolster and a bogie frame, which are structural components of the bogie, and it rotates between the bolster and the bogie frame. Therefore, if the actuator is installed on the vehicle body side, it is installed in the vehicle body or in a swing bolster. If the actuator is installed on the bogie side, it is installed in the bogie frame.
  • the side bracket is installed between the vehicle body and the swing bolster, and rotates between them. Therefore, if the actuator is installed on the vehicle body side, it is installed in the vehicle body. If the actuator is installed on the bogie side, it is installed in the swing bolster or the bogie frame.
  • Factors that significantly affect the lateral force occurring in the leading axle of a railroad bogie are: The downward perpendicular force acting on the wheels, the coefficient of friction between the wheels and the rail, the lateral creep ratio and the longitudinal creep ratio acting on the wheelsets, and the combined component force and centrifugal force induced by cant.
  • the downward perpendicular force acting on the wheels fluctuates greatly, depending on the passenger occupancy rate of the vehicle.
  • This value can be estimated from a load-bearing value obtained using a secondary spring installed between the vehicle body and the bogie or a primary spring installed between the bogie and the wheelset.
  • the load borne by the secondary spring can be converted from the inner force of the air spring. If the load is borne by the primary spring, and if mainly metal springs are used, then the load can be converted by measuring the displacement between the wheelset and the bogie frame.
  • the coefficient of friction between the wheels and the rail can be estimated from the ratio of the longitudinal load exerted on coupling members such as links which connect bogies and wheelsets in the longitudinal direction and the downward perpendicular force.
  • the longitudinal creep ratio can be obtained using FORMULA 1 below, and the lateral creep ratio can be obtained from FORMULA 2 below.
  • v xl ⁇ r 0 y + ⁇ V b
  • v xr ⁇ ⁇ r 0 y + ⁇ V b
  • the state quantities that can be measured while a vehicle is traveling are: Lateral displacement of the wheelset, lateral velocity of the wheelset, yawing angle of the wheelset, yawing angular velocity of the wheelset, and vehicle traveling velocity.
  • the lateral velocity of the wheelset can be computed from the lateral acceleration of the wheelset.
  • the lateral displacement of the wheelset, the lateral velocity of the wheelset, the lateral acceleration of the wheelset, the yawing angle of the wheelset, and the yawing angular velocity of the wheelset can be substituted with the respectively corresponding state quantities on the bogie side.
  • the combined forces resulting from the component force due to cant and the centrifugal force generated while traveling through a curved section can be converted from the rolling angle of the vehicle and the time differential thereof, or from the height of the air spring which is a secondary spring.
  • the lateral displacement, velocity, acceleration, yawing angle, and yawing angular velocity of the vehicle body are compared with state quantities that are likewise generated in the bogie and the wheelset, and the weight and moment of inertia are large; and the vibration insulation properties between the bogie and the vehicle body are high due to a lateral damper, a yaw damper, and the like. Therefore, the amount of fluctuation in the lateral displacement, velocity, acceleration, yawing angle, and yawing angular velocity that occur in the vehicle body as a result of track irregularities become smaller than the amount of fluctuation that likewise occurs in the bogie and the wheelset. It is therefore thought effective to use state quantities on the vehicle body side to estimate the steady lateral force.
  • the method according to the present invention was devised by the inventors through a process from conception to solving the above-described problems, and the most salient features of the constitution of the invention are described below.
  • a thrust is generated in the actuator installed between the bogie and the vehicle body, based on the values estimated by from the state quantities measured by the sensors installed in the railroad vehicle. It is therefore possible to effectively control the lateral force generated while the railroad vehicle is traveling, without referring to track data stored beforehand in a storage device or the like.
  • the present invention it is possible to effectively reduce the maximum lateral force generated while traveling, because the steady lateral force and the fluctuating lateral force generated while a railroad vehicle is traveling can be effectively controlled, thus making it possible to enhance the travel safety of railroad vehicles. Therefore, it is possible to increase the potential traveling speed in a curved section.
  • the object of the present invention which is to reduce the lateral force generated while traveling, is achieved by estimating the steady lateral force and the fluctuating lateral force, on the basis of state quantities measured by sensors installed in a railroad vehicle, and generating thrust in an actuator installed between the vehicle body and the bogie, according to the estimated values.
  • the railroad vehicle model used in the train running simulation was a typical two-axle bogie vehicle, and the track conditions included a curved section having a radius of curvature of 600 m. Track irregularities corresponding to a typical existing track were randomly produced, and the track irregularities were varied depending on the test conditions.
  • the actuator was mounted between the vehicle body and the bogie. In these simulations, actuator thrust was replaced with added torque between the vehicle body and the bogie.
  • the state quantities used in estimating steady lateral force and fluctuating lateral force were the yawing angular velocity of the vehicle body, yawing angular velocity of the front bogie and the rear bogie, and the vehicle velocity. These state quantities were multiplied by the transfer functions of the applicable steady lateral force and fluctuating lateral force to determine the added torque to be applied between the vehicle body and the bogie, and these were then applied between the vehicle body and the bogie.
  • FIG. 2 is a block line drawing for determining this added torque.
  • Conditions 3-5 which give thrust command values yielding an added torque due to the actuator have the transfer functions G1 and G2 set so that the maximum values for the generated added torque are at approximately the same level, assuming the use of actuators possessing the identical capacity.
  • FIG. 3 to FIG. 9 give the results of the train running simulations.
  • Condition 1 ( FIG. 5 (a) )
  • Condition 2 ( FIG. 5 (b)
  • Condition 2 ( FIG. 5 (b)
  • FIG. 3 (b) shows that in the case of Condition 2, in which track irregularities are input, fluctuating lateral force is generated in addition to the steady lateral force shown in FIG. 3 (a) .
  • Condition 3 ( FIG. 6 (a) ), in which the transfer function G1, obtained by multiplying the steady lateral force by the estimated state quantities, is greater than 0, is compared to Condition 2, the lateral force decreases at almost the same rate (see FIG. 4 (a) and FIG. 3 (b) ).
  • Condition 4 in which the transfer function G2, obtained by multiplying the fluctuating lateral force by the estimated state quantities, is greater than 0, there is an average lateral force on the same level as in Condition 2, but the lateral force decreases at a time when a large fluctuating lateral force is generated due to track irregularities (See FIG. 4 (b) and FIG. 3 (b) ).
  • Condition 5 ( FIG. 6 (c) ), in which both transfer functions G1 and G2, obtained by multiplying the steady lateral force and the fluctuating lateral force by the estimated state quantities, are greater than 0, is compared to Condition 2, the lateral force decreases at almost the same rate, and the fluctuating lateral force can also be reduced (see FIG. 4 (c) and FIG. 3 (b) ).
  • Condition 3 to Condition 5 the maximum values for added torque generated by the actuator were nearly identical, as shown in FIG. 7 .
  • the average lateral force is Condition 3 ⁇ Condition 5 ⁇ Condition 4.
  • the added torque per unit time is Condition 4 ⁇ Condition 5 ⁇ Condition 3.
  • the maximum values for lateral force under Conditions 3-5 can be considered as being about equal. Accordingly, we see that from the standpoint of enhancing the maximum travel speed in curved sections, the same level of performance is obtained under the control conditions given in Conditions 3-5.
  • Condition 3 is advantageous for implementing the greatest reduction in the average lateral force (see FIG. 8 ).
  • a condition that makes it possible to set the actuator thrust at a high level is, for example, if there is leeway in setting the capacity of the compressor installed on the vehicle side when a pneumatic actuator is employed.
  • an electric actuator when employed, it can be used in an environment in which a great amount of heat emission is anticipated.
  • the railroad vehicle was the two-axle bogie type, but it is also likewise possible to employ a bogie car having a bogie between the vehicle body and the wheelset, regardless of the number of axles, since the actuator is installed between the bogie and the vehicle body.
  • the state quantities used in estimating steady lateral force and fluctuating lateral force were the yawing angular velocity of the vehicle body, the yawing angular velocity of the front bogie and the rear bogie, and the vehicle velocity.
  • the yawing angle of the wheelset, the bogie, and the vehicle body and/or the yawing angle of the wheelset may be used instead, as long as steady lateral force and fluctuating lateral force can be estimated.
  • any of the following may be used: The internal pressure of an air spring, the vertical displacement of a coil spring, the longitudinal load acting on links which connect bogie frames and wheelsets in the longitudinal direction, or the lateral displacement of the wheelset, bogie, and vehicle body, the lateral velocity, the lateral acceleration, as well as the rolling angle, rolling angular velocity, and height of the air spring.

Claims (7)

  1. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug, umfassend:
    Anbringen eines Aktuators (i) zwischen dem Wagenkasten und dem Drehgestellrahmen, wenn das Schienenfahrzeug mit einem wiegenlosen Drehgestell montiert ist, (ii) zwischen dem Wagenkasten und dem Drehgestellrahmen oder zwischen der Wiege und dem Drehgestellrahmen, wenn das Schienenfahrzeug in direkter Montierung mit einem Drehgestell mit Wiege montiert ist, oder (iii) zwischen dem Wagenkasten und der Wiege, wenn das Schienenfahrzeug in indirekter Montierung mit einem Drehgestell mit Wiege montiert ist;
    Anbringen von Sensoren bei wenigstens einem des Wagenkastens, des Drehgestells und des Radsatzes;
    auf der Grundlage von Zustandsgrößen, die man unter Verwendung der Sensoren beim Fahren erhalten hat,
    Berechnen von einem oder mehreren Parametern (u_st1, u_st2, .....), die eine Korrelation mit einer gleichförmigen seitlichen Kraft haben, um einen Schub-Sollwert (F1) zu bestimmen, der an den Aktuator ausgegeben wird, indem eine vorbestimmte Übertragungsfunktion (G1) auf die berechneten Parameter (u_st1, u_st2, ....) angewendet wird,
    dadurch gekennzeichnet, dass
    gleichzeitig mit dem Bestimmen des Schub-Sollwertes (F1) ein oder mehrere Parameter (u_fl1, u_fl2 .....) berechnet werden, die eine Korrelation mit einer schwankenden seitlichen Kraft haben, um einen Schub-Sollwert (F2) zu bestimmen, der an den Aktuator ausgegeben wird, indem eine vorbestimmte Übertragungsfunktion (G2) auf die berechneten Parameter (u_fl1, u_fl2, ....) angewendet wird; und
    Kombinieren dieser beiden Schub-Sollwerte (F1, F2), um die Schubabgabe (F) an den Aktuator zu bestimmen.
  2. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach Anspruch 1, wobei die Zustandsgrößen, die man beim Fahren erhalten hat, beliebige der Folgenden sind:
    (a) Innendruck einer Luftfeder, die als Sekundärfeder verwendet wird, (b) vertikale Verschiebung einer Schraubenfeder, die als Primärfeder verwendet wird, (c) Längskraft, die auf ein Koppelglied ausgeübt wird, welches einen Radsatz und einen Drehgestellrahmen in Längsrichtung verbindet, (d) Gierwinkel, Gierwinkelgeschwindigkeit bzw. Gierwinkelbeschleunigung eines Radsatzes, eines Drehgestells und eines Wagenkastens oder (e) seitliche Verschiebung, laterale Geschwindigkeit, Querbeschleunigung oder Fahrgeschwindigkeit oder (f) Wankwinkel, Wankwinkelgeschwindigkeit oder Höhe einer Luftfeder.
  3. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach Anspruch 1 oder 2, wobei der von dem Aktuator erzeugte Schub von einer Gleiskrümmung abhängt, die nach den Zustandsgrößen veranschlagt wird, welche man während der Fahrt erhalten hat, so dass gilt: je niedriger die Gleiskrümmung ist, desto niedriger ist der Schub-Sollwert (F1) bei einer Übertragungsfunktion (G1) für die Parameter der gleichförmigen seitlichen Kraft (u_st1, u_st2 ....), und je höher die Gleiskrümmung ist, desto niedriger ist der Schub-Sollwert (F2) bei der Übertragungsfunktion (G2) für die Parameter der schwankenden seitlichen Kraft (u_fl1, u_fl2 ...).
  4. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach Anspruch 3, wobei bei einer höheren Gleiskrümmung der Schub-Sollwert (F1) im Zusammenhang mit den Parametern der gleichförmigen seitlichen Kraft (u_st1, u_st2 ....) größer ist als der Schub-Sollwert (F2) im Zusammenhang mit den Parametern der schwankenden seitlichen Kraft (u_fl1, u_fl2 ....) und wobei bei einer niedrigeren Gleiskrümmung der Schub-Sollwert (F2) im Zusammenhang mit den Parametern der schwankenden seitlichen Kraft (u_fl1, u_fl2 ...) größer ist als der Schub-Sollwert (F1) im Zusammenhang mit den Parametern der gleichförmigen seitlichen Kraft (u_st1, u_st2 ....).
  5. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach einem der Ansprüche 1 bis 4, wobei das Berechnen der Parameter der schwankenden seitlichen Kraft (u_fl1, u_fl2 ....) das Berücksichtigen der Differenz zwischen den Zustandsgrößen, die bei dem Wagenkasten gemessen wurden, und den Zustandsgrößen, die bei dem Drehgestell gemessen wurden, umfasst.
  6. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach Anspruch 5, wobei die Zustandsgrößen, die bei dem Wagenkasten und bei dem Drehgestell gemessen worden sind, Zustandsgrößen in seitlicher Richtung bzw. in Gierrichtung sind.
  7. Verfahren zur Verringerung der seitlichen Kraft bei einem Schienenfahrzeug nach einem der vorhergehenden Ansprüche, wobei die Schubabgabe (F) an den Aktuator bestimmt wird, ohne sich auf die Streckendaten zu beziehen, die vorab auf einem Speichermedium gespeichert worden sind.
EP14839442.2A 2013-08-28 2014-08-27 Verfahren zur verringerung des seitlichen drucks in einem schienenfahrzeug Active EP3040251B1 (de)

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JP2013177050 2013-08-28
PCT/JP2014/072450 WO2015030061A1 (ja) 2013-08-28 2014-08-27 鉄道車両の横圧低減方法

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JP7017179B2 (ja) * 2018-07-03 2022-02-08 日本製鉄株式会社 検査システム、検査方法、およびプログラム
WO2020121943A1 (ja) * 2018-12-10 2020-06-18 日本製鉄株式会社 検査システム、検査方法、およびプログラム
CN114896828B (zh) * 2022-07-14 2022-09-23 合肥磐石智能科技股份有限公司 基于大弯曲度固定轨道的行车电子差速方法及演示装置

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JPH10230848A (ja) * 1997-02-19 1998-09-02 Hitachi Ltd 鉄道車両用台車
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JP2002087262A (ja) 2000-09-18 2002-03-27 National Traffic Safety & Environment Laboratory 台車枠旋回装置付鉄道車両
JP2004161115A (ja) 2002-11-12 2004-06-10 National Traffic Safety & Environment Laboratory 台車枠旋回装置付鉄道車両
JP4788955B2 (ja) * 2006-01-13 2011-10-05 住友金属工業株式会社 鉄道車両における操舵用アクチュエータの制御方法
JP4917313B2 (ja) * 2006-01-16 2012-04-18 株式会社日立製作所 信号保安装置及び在線検知方法
AU2008217566B2 (en) * 2007-02-22 2012-09-20 Central Queensland University Steering railway bogie
AT505488A2 (de) * 2007-06-19 2009-01-15 Siemens Transportation Systems Verfahren zur minimierung von laufflächenschäden und profilverschleiss von rädern eines schienenfahrzeugs
JP5364323B2 (ja) * 2008-09-12 2013-12-11 カヤバ工業株式会社 シリンダ装置
KR101084157B1 (ko) * 2009-12-24 2011-11-16 한국철도기술연구원 철도차량용 능동 조향 제어 장치 및 방법
JP2012166733A (ja) 2011-02-16 2012-09-06 Railway Technical Research Institute 鉄道車両走行時の横圧を低減させるアクチュエータの動作信号生成方法及びその装置

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EP3040251A4 (de) 2017-05-17
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TWI558593B (zh) 2016-11-21
JP6292237B2 (ja) 2018-03-14
TW201522139A (zh) 2015-06-16
JP6436214B2 (ja) 2018-12-12
JP2018012501A (ja) 2018-01-25
WO2015030061A1 (ja) 2015-03-05
EP3040251A1 (de) 2016-07-06
ES2706741T3 (es) 2019-04-01

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