EP3145788A1

EP3145788A1 - Method for stabilizing a rail vehicle

Info

Publication number: EP3145788A1
Application number: EP15739234.1A
Authority: EP
Inventors: Fabian Wennekamp
Original assignee: Siemens AG
Current assignee: Siemens Mobility GmbH
Priority date: 2014-07-16
Filing date: 2015-07-14
Publication date: 2017-03-29
Anticipated expiration: 2035-07-14
Also published as: WO2016008871A1; DE102014213863A1; DK3145788T3; EP3145788B1; RU2017101304A; CN106573628A; RU2665992C2; PT3145788T; US10538258B2; PL3145788T3; RU2017101304A3; US20170158212A1; ES2671424T3

Abstract

The invention relates to a method for stabilizing a rail vehicle (2) with a wheelset (12), in which the speed (84, 86, v) of the rail vehicle (2) is changed when a critical vibration state (KSZ) of the wheelset (12) occurs. An advantageous method can be achieved if the speed (84, 86, v) of the rail vehicle (2) is changed (110, 140) by using a vibration state variable (66) of the wheelset (12).

Description

Method for stabilizing a rail vehicle

The invention relates to a method for stabilizing a rail vehicle with a wheelset in which the speed of the rail vehicle is changed when a critical vibration condition of the wheelset occurs.

Rail vehicles usually have on the axle side rigidly connected to a wheel set wheels. For tracking on a rail, the wheels usually have conical wheel profiles whose outer diameters taper towards the vehicle outside. This type of profiling allows despite a pairwise rigid connection of the wheels wear and a ^¬ low-noise cornering, as radii-related path differences between inside and outside wheels can be compensated by rolling on different outer diameters.

When traveling at high speed on a straight track or in curves with large radii, such a profiled wheelset can get into a critical vibration state. In doing so, the wheelset executes periodic, lateral movements, that is to say transversal to the direction of travel, which can lead to a safety-critical instability of the rail vehicle. This instability caused in this way may in particular be accompanied by excessive stress on the track bed or a loss of comfort for the passengers. It is an object of the invention to provide a method with which a rail vehicle can be reliably stabilized.

This object is achieved by a method of the type mentioned, in accordance with the invention, the speed of

Rail vehicle is changed using a vibration state value of the wheelset. The invention is based on the consideration that a permanent reduction of the speed to a vorbe ^¬ voted value - which may be 180 km / h and below in a high-speed train 180 km / h - may lead to a reduction in timeliness and the availability of the rail vehicle. By the invention, the speed is changed using the vibration state quantity, so that the change can be brought into a functional dependence on the vibration state quantity. The ALTERATION can be used as a function of swing state variable Vari ^¬ ation of the vibration condition size also vary. Thus, a change in the speed for stabilizing the rail vehicle, which is appropriate for the duration, type and / or extent of the actual circumstances of the critical vibration state, can be achieved. In this way, on the one hand, a safety-related requirement can be fulfilled, on the other hand, an excessive reduction in speed according to duration and extent can be avoided. In particular, the speed can be increased by a decrease again, in particular in dependence on the Schwingungszu ^¬ stand size, and thereby achieved an increased schedule fidelity and punctuality of the rail vehicle.

Under a stabilization of a rail vehicle according to the invention an attenuation of a lateral vibration can at least be the verstan ^¬ a wheelset of the rail vehicle. This attenuation can be achieved by reducing excitation forces of the vibration, changing a damping of the vibration, or the like.

The wheelset may comprise two wheels rotationally locked together about an axle or a shaft. The wheelset can be arranged on a bogie. Preferably, two wheelsets are arranged on a bogie. The bogie may be disposed on the underside of the rail vehicle and rotatably supported about a vertical axis of the rail vehicle. Preferably, the bogie comprises a damper - also called roll damper - for damping a Drehbewe- movement of the bogie.

Below a critical state of vibration of the wheel set, a vibration state may be understood, in which the vibrational state quantity such as an acceleration support ^¬ be moderately reaches a predetermined limit and / or exceeds. The predetermined limit may be specified in a relevant standard. An oscillation state quantity can be a time-dependent physi ^¬ cal size - for example, a deflection, a Ge ^¬ speed or an acceleration - which, if necessary, together with another size uniquely describes a state of a periodically moving system. The stabilization of the rail vehicle can be accompanied by an amount ^¬ moderate reduction in the vibration state variable of the vibration of the wheelset.

An oscillation S (t) of the rail vehicle is dependent on the speed v (t) of the rail vehicle and other parameters such as track direction, track condition, equivalent taper, crosswind, loading of the rail vehicle and the like: S (t) = f (v (t) , t). The function f (v (t), t) will be difficult to determine analytically because of its high variability. Nevertheless, in a control unit of the rail vehicle expediently a function φ deposited, which indicates a functional relationship between the vibration state quantity s and the speed of the rail vehicle, in particular with the speed as a dependent variable v = ()) (s), where v and s turn of the time t and φ can be dependent on other variables. The function φ is conveniently for different amounts of oscillations ^¬ s supply state quantity different velocities at v, where s clearly a speed-can be assigned to speed v at each oscillation state variable ^¬. Instead of the speed v, the speed change dv / dt or v 'can be used. The change in velocity v of the shooting ^¬ nenfahrzeugs, so the velocity and / or the End point of the change, ie the target speed, he ^¬ conveniently follows using the function φ, so that in the presence of a critical state of vibration, the reduction in function of the vibration state variable corresponding to the function φ. Different amounts of vibration condition size can therefore lead to differing ^¬ chen changes of speed.

The change in the speed preferably takes place at least predominantly automatically, ie while avoiding manual intervention by a vehicle driver. In this way, an excessive duration and amount or extent Ver ^¬ ringerung - ie, a reduction, beyond adequate for stabilization of the rail vehicle over time and / or amount-reduction - avoid increase a reachable average speed of the rails ^¬ vehicle and thus Improved timeliness and punctuality allows. In an advantageous embodiment of the invention, the vibration state quantity is used as a control variable for changing the speed. Conveniently, the Ge ^¬ speed is changed so that the oscillation state ^¬ size the predetermined limit below magnitude lower. Preferably, the vibration state quantity is detected by metrology at predetermined time intervals, preferably continuously or quasi-continuously. Conveniently, the vibration state amount is compared with a default value ^¬ and the speed changed in dependence on a difference between the set value and the detected value of the vibration state variable. It is advantageous if the speed is changed within a control loop for controlling the vibration state quantity. Within a control loop, the speed can be a manipulated variable.

In another embodiment, the vibration state quantity is an acceleration. In particular, the acceleration may be substantially transverse to the direction of travel of the vehicle Rail vehicle extending, so be a lateral or lateral ^¬ acceleration. The acceleration may be an acceleration of an element of the rail vehicle, in particular a wheel, a wheel set or a bogie.

Appropriately, the acceleration is determined on the bogie of the rail vehicle. It is also conceivable that the acceleration is determined on a wheelset, a wheel and / or another element of the rail vehicle. The determination can take place via a measuring device prepared for this purpose. The measuring device may comprise a sensor, preferably a piezoelectric acceleration sensor. Advantageously, the determination of the oscillation state variable can take place with a position transducer, in particular in combination with a time measuring device.

In an advantageous development of the invention, the speed is increased when the rail vehicle has traveled for a predetermined driving range within an uncritical vibration state region of the wheelset. In the context of this invention, a driving range can be understood as a driving time or a driving distance, generally a time duration or a distance. For example, the specified ^differently bene driving range can be a driving time of 30 minutes, a driving distance of 50 km or the like. It is advantageous if a plurality of driving ranges, in particular in dependence on a current speed of the rail vehicle, are predetermined. Expressed greatly simplifies the process can be performed in such a way from ^¬ that the speed occurs when a critical oscillation condition of the wheel set, the example embodiment ^¬ at 275 km / h until the stabilization of the

Rail vehicle or a sufficient reduction of the vibration state quantity is reduced. The thus verrin ^¬ crop speed can Betra ^¬ gen. Traverses example 254.5 km / h, the rail vehicle a predetermined ride ^¬ range, for example 20 km, without that a new critical If the oscillation state occurs, the speed is increased again. In this way, a possible Fahrplanab ^¬ deviation of the rail vehicle, ie a loss of time due to the previous instability-induced reduction in speed, minimized and the punctuality of the rail ^¬ nenfahrzeugs be increased.

The instability can be influenced by vehicle-side and / or track bed or trackside dimensions. Examples game instance, a worn or damaged track segment occurrence of a critical vibration ^¬ influence, states. By specifying the driving range until the speed is increased again, it is particularly avoided that critical oscillation states repeatedly occur on such a track section as a result of a premature increase in the speed.

Conveniently, the speed again until he ^¬ höht if the rail vehicle has passed through the driving range with a given average speed.

The average speed can be for example between 70% and 80%, preferably between 80% and 95%, a UNMIT ^¬ telbar achieved by a method according to the variation of the speed rate. This can be avoided that the speed is increased prematurely or before driving through a sufficiently wide route and, for example, again a critical vibration condition is triggered by a too fast ride on a worn track ^¬ track section.

The vibration state or the vibration of the wheelset can be significantly influenced by the forces acting on the wheelset or on the wheels. In particular, it can be prepared by a braking of the rail vehicle and the thereby occurring frictional forces between wheel and rail come to an embedding ^¬ flussung the vibration of the wheel set. Therefore, it may happen that the rail vehicle is stabilized by a braking process and the associated reduction in speed. is lisiert, after an at least predominantly reducing the braking force-dh in an at least partial release of the brake-but immediately again a critical Schwingungszu ^¬ occurs.

It has therefore particular proved to be advantageous to determine a different view of the changed speed Maxi ^¬ drawing speed of the rail vehicle as a function of the changed speed. Conveniently, this maximum speed is lower than the changed speed, so that an occurrence of a critical

Vibration state can be avoided as a result of a partial or ^{kompli ¬} gene reduction in braking force in a simple manner.

It is expedient to determine the maximum speed as a product of a safety factor and the changed speed. The safety factor can be between 0.85 and 0.95, preferably between 0.95 and 0.99. In particular, with a safety factor of 0.98, sufficient stabilization of the rail vehicle can be achieved with minimal additional reduced speed.

Advantageously, the maximum speed is limited to a driving range, so that after passing through the speed can be increased beyond the maximum speed.

Expressed the previous shortened and simplified the process can be carried out such that upon the occurrence of an instability by vibration, the speed until the stabilization of the rail vehicle is reduced and determines a ent ^¬ speaking maximum speed or a speed ^¬ limit and set appropriately depending on the vibration state variable is ,

Occurs within a predetermined driving range - this may be a driving distance or a driving time - no renewed te instability is canceled, the last set VELOCITY ^¬ keitsbegrenzung. In accordance with the method, multiple speed limits may be sequentially set during a trip having multiple unstable states. To increase the speed, it has been reported he ^¬ be advantageous if the speed limits after passing through the predetermined travel range consecutively - ie the first time last set, then the penultimate time to set and so on - are removed. In this context, it can be said that the rail vehicle approaches the speed, which still allows a stable driving condition.

In a further advantageous embodiment, the speed is reduced continuously until the vibration state variable falls below a predetermined limit. Kon ^¬ continuously, that the rail vehicle is braked with a non-zero velocity gradient ^¬ an unknown at the beginning of the braking process speed in this context. In this way, it can be ^¬ enough that the speed is not braked necessary for stabilizing the rail vehicle necessary. The predetermined limit may be set in a relevant standard and / or be an empirical value.

In an advantageous development, the speed is reduced, the oscillation state variable is measured during the reduction in the speed and the speed is reduced until the oscillation state variable falls below a predetermined limit value as a result of the reduction in the speed.

It is also advantageous if the speed is changed to one or successively several discrete speed values and thus stepwise. Advantageously, the change in the rate is carried out on a VELOCITY ^¬ Speed Interval evenly distributed speed values. The speed values can be measured at a distance of 50 km / h, vorzugt at a distance of 10 km / h within the VELOCITY ^¬ keitsintervalls. For example, the VELOCITY ^¬ Speed Interval between 210 km / h and 330 km / h discrete intermediate values 300 km / h 270 km / h have 240 km / h. In this way, a simplified implementation of the United ^¬ proceedings, in particular a simplified implementation of parts of the process into a software program code that achieves the ^¬. It may be desirable to stabilize the rail vehicle while minimizing the inevitable disturbance. Such disturbance variables may in particular be forces on the wheel set which occur in a pulse-like, fluctuating, fluctuating or in the same way. It is semi-DES advantageous if the speed is reduced with a konstan ^¬ th delay. In this way, a stabilization of the braking forces acting on the wheel set during deceleration can be achieved. As a result, an influence of braking force fluctuations as a disturbance variable on the stabilization of the rail vehicle is minimized.

In addition, it is desirable to counteract repeated changes Zvi ^¬ rule a stable and an unstable driving state of the rail vehicle or a non-critical and see critical state of vibration of the wheel set. The ^¬ like state changes can cause a sawtooth, zigzag and / or wave-like speed course of the rail vehicle and are undesirable from a technical and economic point of view.

In particular, therefore, it is advantageous if the speed is continuously reduced to a predetermined speed value ^¬ Ge occur more than once a critical vibrational state of the wheelset.

Advantageously, the speed is reduced to a pre-set speed value ^¬ when a critical Vibration state repeatedly occurs within a speed ^¬ keitsintervalls.

In addition, it has proven to be advantageous if the speed is reduced to a predetermined speed value when a critical vibration state occurs ^{¬ as} repeated on one and the same wheelset of the rail vehicle. Critical vibration states can occur more than ^once within a speed interval and / or at one and the same wheelset, if they are influenced at least predominantly by a vehicle-side size. Such a size may be a wear of a wheel, a wheel set, a bogie or the like. In particular ^¬ sondere may favor the wear state of a bogie damper, a wheel or wheel set bearing or the like, the occurrence of a critical oscillation condition. Advantageously, the speed is permanently verrin ^¬ Gert, for example up to a next regularly scheduled maintenance, preferably until the next maintenance of the rail vehicle. In this way, it can be avoided that a speed-induced overstressing of worn components and / or safety-critical driving conditions of the rail vehicle occurs.

It is possible that normal driving conditions of the rail running ^¬ zeugs at low or moderate speeds, examples play as driving through a switch with 100 km / h short term ^¬ cause lateral oscillations of the wheel set. In particular, in order to avoid that as a result of such driving conditions a procedural, especially automatic, change in the speed is made, it makes sense if the speed only when a critical

Vibration state of the wheelset above a vorbestimm ^¬ th minimum speed is changed. The predetermined one Minimum speed can be between 160 km / h and 200 km / h, preferably between 200 km / h and 220 km / h.

In another embodiment, the speed of the rail vehicle is changed using GPS information about the current position of the rail vehicle. In ^¬ play, a position to initiate a braking operation, a delay value, an acceleration value or the like for loading optimized stabilization of the rail vehicle can be determined using the GPS information to the current position of the rail vehicle.

The use of current location or position information of the rail vehicle, for example from GPS, GLONASS or Galileo information, may be particularly advantageous in connection with stored position information upon the occurrence of a critical vibration condition. In addition, the use of positional information in conjunction with stored information on the location of a damaged, worn, generally critical, track section that may promote instability of the rail vehicle may be advantageous. For He ^¬ mediation of the position of the rail vehicle, a characteristic element of the track or a track installed in locating feature or a tracking system can be used.

It is also conceivable that the occurrence of a critical vibration state or an unstable driving state is avoided by using the location or position information, for example by premature braking of the vehicle

Rail vehicle in front of a known critical Gleisstre ^¬ ckenabschnitt or the like. As a result, the rail vehicle can be stabilized in a manner adapted to the route.

In a further advantageous embodiment of the invention, the speed of the rail vehicle is used tion of a measurement signal of a vehicle mounted track ^¬ measuring device changed. The track measuring device may be a device for metrological detection of a rail profile or a track position error. A track position error may be a deviation of the position of a track in a horizontal or vertical direction from a target position. In addition, a track position error may be a mistake in the mutual altitude of two rails forming the track, which may arise during construction or changes in the track substructure.

The measurement signal can be used as a variable for determining a deceleration or acceleration adapted to a current track state represented by the measurement signal. The measurement signal may be used as a variable in a speed-change control loop. In addition, the measurement signal can be used as a variable in a control loop for determining a manipulated variable, in particular an acceleration or deceleration, for stabilizing the rail vehicle. From the rail profile, for example, the deviation of the profile from a desired profile

and / or the equivalent taper.

This can be achieved in a simple manner an improved - tuned to the current track condition - reaction to stabilize the rail vehicle when a critical vibration condition occurs.

In addition, it is advantageous if a damping of the vibration of the rail vehicle is changed. The damping can be a damping of a bogie damper, a wheel or a

Wheelset damper or the like of the rail vehicle. When a critical vibration condition occurs, the change in damping, in addition to the change in the speed of the rail vehicle, can be used as an additional measure to stabilize the rail vehicle.

It is possible that first the speed and then the damping are changed. In addition, advantageous First, the damping and then the speed are changed. Furthermore, it is conceivable that both measures ^{¬ taken} simultaneously. The invention is also directed to an arrangement for stabilizing a rail vehicle comprising a wheelset and a drive unit for acceleration and / or deceleration of the rail vehicle, with a determination ^device for determining a vibration state variable (66) of the wheelset.

According to the invention, the arrangement has a control unit which is prepared for driving the drive unit using the vibration state quantity of the wheelset to change the speed of the rail vehicle.

The description of advantageous embodiments of the invention given hitherto contains numerous features which are reproduced in some detail in the individual subclaims. However, these features can expediently also be considered individually and combined into meaningful ^further combinations. In particular, these features can be combined individually and in any suitable combination with the method according to the invention and the device according to the invention in accordance with the independent claims.

The above-described characteristics, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of the embodiments, which will be described in more detail in conjunction with the drawings. The exemplary embodiments serve to explain the invention and do not restrict the invention to the combination of features specified therein, not even with regard to functional features. In addition, suitable features of each embodiment may also be considered explicitly iso ^¬ liert, removed from an embodiment, in another embodiment added to the supplement ^¬ and / or be combined with any of the claims. Show it:

1 shows a rail vehicle with an arrangement for stabilization ^¬ capitalization of the rail vehicle, FIG 2 is a schematic representation of a control circuit for the stabilization of the rail vehicle of Figure 1,

3 shows a schematic representation of a verfahrensgemä ^¬ SEN velocity profile of the rail vehicle of Figure 1,

4 shows te a schematic representation of a further ver ^¬ drive according to the speed curve with Verrin ^¬ struggled speed on predetermined advertising,

FIG 5 is a schematic representation of a further Ge ^¬ schwindigkeitsverlaufs having a predetermined Ge ^¬ schwindigkeitsbegrenzung and

6 shows a schematic representation of an exemplary

Procedure.

FIG. 1 shows a rail vehicle 2 with an arrangement 4 for stabilizing the rail vehicle 2. In the present exemplary embodiment, the rail vehicle 2 comprises a plurality of carriages 6, 8 of which only one carriage 6 is shown completely and the other two carriages 8 are partially shown for the purpose of simplified depiction. Of course, it is also conceivable that a rail vehicle has only a single car, which may be a traction vehicle, a wagon or the like. The rail vehicle 2 has two arranged at the bottom of Wa ^¬ gens 6, rotatably mounted bogies 10 each with a wheel set ^¬ weils 12th Each bogie 10 is depending ^¬ weils connected via a damper 14 for damping rotary motion with the Wa gen. 6 Each of the wheelsets 12 comprises two wheels 16, each rigidly connected to one another via an axle, wherein only one wheel can be seen in the selected side view. The arrangement 4 for stabilizing the rail vehicle 2 comprises a plurality of detection devices 18, a track measuring device 20 and a control unit 26. A drive unit 22 and a position determining device 24 of the rail vehicle 2 can optionally also be seen as components of the arrangement 4.

The detection means 18 are arranged in the present embodiment of the bogies 10, more precisely on the wheels 16 of the wheelsets 12, and in each case for determining a Schwingungszustandsgröße each of a wheelset 12 before ^¬ prepares. In the present example, the Schwingungszu ^¬ stand size is a lateral acceleration, which is substantially perpendicular to the direction of travel 28 of the rail vehicle 2 and in particular runs horizontally.

The track measuring device 20 is prepared for a metrological detection of a track position error of a track 30, which describes a deviation of the position of the track 30 in the horizontal or vertical direction of a desired position.

The drive unit 22 is prepared for accelerating and decelerating the rail vehicle 2. Deviating from vorlie ^¬ constricting embodiment, a rail vehicle and a plurality of drive units that can be arranged, for example, set to the bogies or distributed on individual car of the railway vehicle having. The position determining device 24 is a receiving unit for receiving signals for the satellite-based determination of a current position of the rail vehicle 2. The control unit 26 is by means of the signal connections 32, 34, 36 and 38 with the position detection means 24, the detection means 18 of the front bogie in the direction 28 of 10 Car 6, the drive unit 22 and the track measuring device 20 connected. In addition, the control unit 26 is connected via the signal connections 40 and 42 to the detection devices 18 of the rear bogie 10 in the direction of travel 28 and optionally further determination ^devices , in particular those which are present in the further carriages 8 of the rail vehicle 2. It is of course also conceivable that each car of a rail vehicle, each bogie of a car, each wheel ei ^¬ nes bogie or each wheel of a wheelset has a ge ^¬ separate control unit. The control unit 26 is prepared for controlling the drive unit 22 with a control signal 44 via the signal connection 36 for accelerating or decelerating the rail vehicle 2 using the measurement signals 46, 48 and the position signal 50 or a GPS information 50. Furthermore, this preparation consists of the use of measurement signals 52 and 54, which are conducted via the signal connections 40 and 42.

2 shows a schematic representation of a control circuit 56 for stabilizing the rail vehicle 2 from FIG. 1. The control circuit 56 has a controller 58, an actuator 60 and a controlled system 62.

The actuator 58 is part of the control unit 26 described in the previous embodiment ^¬ example with reference to FIG. The actuator 60 is part of the drive unit 22 and the controlled system 62 a vibration state of a wheel 12 of the rail vehicle 2. It is also conceivable, the controlled system 62 in general as the driving state of Rail vehicle 2, rotary To describe stella- or wheelset vibration or the like.

At the output 64 of the control circuit 56 is a Schwingungszu- stand size 66 as a controlled variable 68, which in the present exemplary embodiment ^¬ an acceleration of a wheel 16 of

Rail vehicle 2 transverse to the direction 28 is. This (La ^¬ teral-) acceleration 66 is finished for the metrological detection of an instability or a sinusoidal travel of the rail car 2 is advantageous.

The controlled variable 68, ie the acceleration, is determined at the output 64 of the control circuit 56 and fed as a measured variable 70 via a feedback 72 to the input 74 of the control circuit 56. These metrological determination of Accelerati ^¬ supply or of the measured variable 70 is performed by the detection device 18 on a wheel 12 of the rail vehicle 2.

In addition, at the input 74 of the control loop 56, a guide variable is present, which in the present exemplary embodiment is a predetermined limit value 76 for the acceleration of the wheel set 12. After a subtraction 78, the difference between the measured variable 70 and the limit value 76 as Regelab ^¬ deviation 80 the controller 58 - ie the control unit 26 - fed. Of course, it is also conceivable that the subtraction 78 takes place by a function of the control unit 26.

The controller 58 and the control unit 26 generates the control signal 44 (see also Figure 1) using the thus ge ^¬ formed control deviation 80, implicitly using the vibration state of size 66 and the control variable 68, and controlled by means of this the actuator 60 or the drive ^¬ unit 22 at.

In the present exemplary embodiment, the controller 58 further uses a GPS information 82 or the measurement signal 50 and the measurement signal 46 of the track measuring device 20 for generating the -

Control signal 44. The actuator 60 then gives a

Control value 84, i. The drive unit 22 delays or accelerates the rail vehicle 2, so that the manipulated variable 84 acts on the control path 62 or the wheel set 12 in the form of a changed speed 86.

Due to changes in speed 86, the rule change ^¬ stretch their condition 62, ie it adjusts to now modified vibration state 66 of the wheel 12 a, which in turn metrologically as changed (lateral) acceleration - that do not use a longitudinal acceleration in the direction of travel 28 of the rail vehicle 2 to is confused - recorded and fed back.

Furthermore, a disturbance variable 88 acts on the controlled system 62 or on the wheelset 12. The disturbance variable 88 is here a force which acts on the wheel set 12, more precisely a braking or ^accelerating force generated by the drive unit 22 as a result of the control signal 44.

The described control process is carried out continuously or quasi ^¬ continuously for a plurality of successive times until an alignment between the measured variable 70 and the limit value 76 is established.

3 shows a schematic representation of a verfahrensge ^¬ MAESSEN course of a speed v (84, 86, see FIG. 2) of the railway vehicle 2 of FIG 1. In addition, the depicting ^¬ lung shows a corresponding timing of a vibration ^¬ state SZ (66, 68, 70, see FIG 2). Both curves are plotted over the time t, with the two abscissas of the representation being identical.

In this case, the speed v is the speed 86 of the rail vehicle 2, and the oscillation state SZ is the ^{magnitude of} the oscillation quantity 66 or the (late ^{¬ term} ) acceleration of a wheel set 12 of the rail vehicle 2. Since an accurate description of the state of vibration SZ over time t at this point to explain the method is not necessary and for the purpose of an improved representability, the course of SZ is greatly simplified il ^¬ lustriert. Consequently, the course of the oscillation state SZ merely reflects the change between two discrete states, namely a critical oscillation state KSZ and an uncritical oscillation state USZ.

At a time Toa the rail vehicle 2 is moving (see FIG 1) at a speed VOA, wherein a unkri ^¬ genetic USZ vibration state of the rail vehicle 2 and the wheel set 12 is present.

The same features that can slightly differently ^¬ however, for example in amount or numerical value in dimension, position and / or function or the like are marked with the same reference numerals and different reference letters. If the reference numeral alone without a reference ^¬ mentioned letter, so the corresponding components of all embodiments are addressed.

At a time point tla enters a critical vibrational KSZ stand and the velocity v of the rail vehicle 2 is moved in accordance with, for example by the in FIG 2 be written ^¬ control process, is reduced. The speed v is reduced until the oscillation state SZ reaches a non-critical value USZ, which is the case at the time t2a at a speed via the case.

By braking the rail vehicle 2 between tla and t2a and the friction forces occurring between the wheel 16 and track 30, the oscillation state SZ can be influenced. Therefore, it may happen that the slide ^¬ nenfahrzeug v is stabilized by braking action and the accompanying reduction of speed 2, according to an at least predominant reduction in the braking force - ie at an at least partial release of the brake - but immediately again a critical state of vibration KSZ occurs ^¬ . In order to avoid this, vmla In dependence of the thus changed ^¬ derten speed via a maximum speed determined by vmla <via, and to further set as Geschwin ^¬ digkeitsbegrenzung equation for the railcar. 2 The rail vehicle 2 accordingly moves at the speed vml until the time t3a.

At the time t 3a reenters critical Schwingungszu ^¬ stood on CSCs, the velocity v of the rail vehicle 2 is again reduced until the vibrational state SZ reached an uncritical value USZ what is the time t4a at ei ^¬ ner speed v2a the case. Again In depen ^¬ dependence of the so modified speed v2a a Maxi ^¬ drawing speed vm2a with vm2a <v2a determined and set until further nenfahrzeug as speed limit G2 for the rail. 2 The rail vehicle 2 accordingly moves at time t5a at the speed vm2.

At the time t5a a critical oscillation condition KSZ the speed occurs again on, v the rail vehicle 2 is reduced again until the oscillation state SZ achieved ei ^¬ NEN non-critical value USZ, which is at the time t6 at a speed v3a the case. Again is In From ^¬ dependence of the thus modified speed v3a a maximum speed vm3a with vm3a <v3a determined and set until further notice as a speed limit G3 of the rail vehicle. 2

The rail vehicle 2 accordingly moves from the time t7a until further notice at the speed vm3a.

If trackside or schedule other less Ge ^¬ velocity v be required, the speed can of course, correspondingly reduced or the rail vehicle to be stopped.

At time t8a, the speed v is increased again because the rail vehicle 2 has traveled for a predetermined driving range T within a non-critical vibration state area USZ.

That At time t8a, the speed limit G3 set at time t6a is deleted, and the rail vehicle 2 is accelerated. The rail vehicle 2 is accelerated up to the speed limit G2 set and still existing at the time t4a and reaches it at the time t9a.

At time t10a, the speed v is increased again because the rail vehicle 2 has traveled for another predetermined driving range T with a non-critical vibration state USZ. At this time t10a, the speed limit G2 set at the time t4a is removed, and the rail vehicle 2 is accelerated. The rail running ^¬ convincing 2 to set the time t 2 a and still be standing ^¬ speed limit Eq accelerates and reaches tlla at the time.

After a further stable passage of a travel range T between the times tlla and tl2a, the last remaining speed limit Gl is also removed and the rail vehicle 2 is accelerated.

In the present embodiment, the predetermined driving range T is a driving time between two driving times. But it is also possible that the driving range is a driving distance between two track points of the rail vehicle 2.

Furthermore, it is desirable to stabilize the rail vehicle 2 while minimizing inevitably occurring Disturbance (88, see FIG 2) bring about. Such disturbances may be the forces at the wheel 12 that occur in a pulsed manner, a fluctuating, varying, or the like Wei ^¬ se in particular.

Therefore, the speed v is decreased by one between the times tla and t2a, t3a and t4a, and t5a and t6a each with a substantially constant delay bl, b2 and b3, respectively. In this way, a stabilization of the braking forces acting on the wheel set 12 during deceleration can be achieved, so that the influence of braking force fluctuations as a disturbance variable 88 on the stabilization of the rail vehicle 2 or on the controlled system 62 is minimized. It is possible that normal driving conditions of the rail vehicle ^¬ zeugs 2 at low or moderate speeds v, such as driving through a switch, rapidly leads to a critical oscillation condition KSZ. In order to avoid that as a result of such driving conditions, a ver ^¬ appropriate change in the speed is made, the speed is only changed when a kri ^¬ tic vibration state KSZ above a predetermined minimum speed vOO.

4 shows a schematic representation of a further ver ^¬ drive according to the speed curve v and one to kor ^¬ respondierenden course of a vibration state SZ, depending ^¬ weils over time t, wherein the two abscissae of the representation position are again identical. The following descriptions are essentially limited to the differences from the respective preceding exemplary embodiments, to which reference is made with regard to features and functions that remain the same.

In contrast to the example illustrated in FIG 3 Ausführungsbei ^¬ play the speed reduction takes place here on predetermined, discrete velocity values, creating a comparable simple implementation of the method, in particular a simplified implementation of parts of the method in a software program code, can be achieved. With regard to the simplified illustration of the time profile of the oscillation state SZ, the explanations regarding FIG. 3 apply.

At an instant TOB the rail vehicle 2 is moving (see FIG 1) at a speed VOB, wherein a unkri ^¬ genetic vibration state of the gear set 12 and a stable le ride of the railway vehicle 2 is present.

At a time tlb enters a critical Schwingungszu ^¬ KSZ stand and the velocity v of the rail vehicle 2 is reduced. The speed v is reduced to a predetermined speed value vlb, which is used until further notice as a predetermined speed limit G4, which is reached at time t3b. In this case, an uncritical vibration state USZ is already reached at time t2b with t2b <t3b.

At time t4b, the speed v is increased again and the speed limit G4 is removed because the rail vehicle 2 has traveled for a predetermined driving range T within a non-critical vibration state area USZ. The velocity v is but one VELOCITY ^¬ v2b keitswert with v2b> VOB increased, and for the establishment of an external v2b - not process-related - factor is decisive. At a time point t5b again occurs a critical oscillations ^¬ supply state KSZ and the velocity v of the rails ^¬ vehicle 2 is reduced again. The speed v is reduced again to the predetermined speed value vlb, which in turn is used as the speed limit G4, at the time t7b. Here, a non-critical Schwingungszu ^¬ stand is achieved USZ already at the time T6b with T6b <T7B. At a time t 8b again a critical oscillations ^¬ supply state KSZ occurs, and the speed v of the vehicle 2 ^¬ rails is again reduced. The speed v is reduced to a predetermined speed value v3b, which is used as the speed limit G5, at the time tlOb. Here, a non-critical state of vibration USZ already he ^¬ enough at the time T9B with T9B <Tlob. Subsequently, the speed is increased after passing through the driving range T at time tllb by removing the Ge ^¬ speed limit G5 to vlb.

After another passage through a further travel range T between the times tl2b and tl3b, the remaining speed limit G4 is also removed and the rail vehicle 2 is accelerated.

5 shows a schematic representation of a further procedural proper speed curve v, and an korres ^¬ pondierenden waveform of a vibration state SZ.

In contrast to the illustrated means of Figures 3 and 4 embodiments, a permanent Ge ^¬ schwindigkeitsbegrenzung occurs here after repeated occurrence of a critical oscillation condition KSZ at a predetermined, substantially reduced, speed value. In this way it can be avoided ver ^¬, that there is a speed-related overuse of worn components of the rail nenfahrzeugs 2 and / or safety-critical driving conditions.

Starting from a speed voc the VELOCITY ^¬ ness is tlc v of the rail vehicle 2 in the event of critical vibrational states KSZ at times, t3c, and T5C successively VLC on the velocity values v2c and v3c that are reached in each case at the times t2c, T4C and t6c , reduced. At time t7c an instability or a critical oscillation state KSZ occurs again. The speed v is decelerated as a result of the now multiple occurred instability of the rail vehicle 2 to a predetermined, significantly reduced, speed value v4c, wherein the occurred at time t7c critical vibration state KSZ is already left at time t8c.

The speed value v4c thus achieved at the time t9c is set as the speed limit G6, and the rail vehicle 2 is operated at the maximum speed for the time being.

6 shows a schematic representation of an exemplary process sequence. First, the rails ^¬ vehicle 2 moves at a speed v (see FIG. 3, VOA) in a stable driving state (see FIG. 3, USZ). In this step 100, therefore, no method and according Ge ^¬ schwindigkeitsbegrenzung is set and active.

Upon occurrence of a critical speed state KSZ of the wheel 12, the speed VOA under USAGE ^¬ dung an oscillation state quantity 66 is, more specifically, the loading ^¬ acceleration - that the control variable 68 - changed 110. The speed is reduced until the oscillation state ^¬ size 66 a predetermined limit (see Figures 2, 76) reached.

In the next step, one of the speeds changed in this way, which can be, for example, via (see FIG

FIG 3), different maximum speed (eg. Vmla) he ^¬ and averages (cf. as speed limit. Gl, FIG 3) is set 120. The rail vehicle 2 is operated until further at a rate that does not exceed this limit.

If the rail vehicle 2 for a given Fahrbe ^¬ rich (see, for example, FIG 3, T) within a non-critical Vibration state range of the wheelset 12 is driven, the previously determined and set 120 speed limit ^¬ lifted 130 and the speed of the rail ^¬ nenfahrzeugs 2 optionally increased.

If an instability occurs again before the predetermined driving range has been passed, the speed is again reduced 140. Another speed limit is determined and set 150.

The process steps changing a speed and setting a speed limit are repeated if further instabilities occur before passing through predetermined driving ranges. This is repeated until, for example, a maximum number of speed limits ^¬ is set, reaches a predetermined minimum speed or below or the like. A continuation 160 of the method is indicated in FIG. 3 by the puncturing.

When the railway vehicle 2 is ge ^¬ drive, starting from the set 150 of Ge ^¬ schwindigkeitsbegrenzung for a predefined driving area in a non-critical state of oscillation range, the last determined and set 150 speed limitation is canceled or deleted 170. However, the detected and set 120 speed limit remains activated ,

If the rail vehicle 2 again traverses the predetermined driving range without instabilities occurring, this speed limit is also canceled 130. Thereafter, all the speed limit according to the method is inactive and the vehicle again moves in state 100.

Claims

claims

1. A method for stabilizing a rail vehicle (2) with a wheelset (12) in which the speed (84, 86, v) of the rail vehicle (2) upon occurrence of a critical state of vibration (KSZ) of the wheelset (12) is changed, characterized in that the speed (84, 86, v) of the rail vehicle (2) is changed (110, 140) using a vibration state quantity (66) of the wheel set (12).

2. The method according to claim 1,

characterized in that the vibration state quantity (66) is used as a controlled variable (68) for varying the speed (84, 86, v).

3. The method according to claim 1 or 2,

characterized in that the vibration state quantity (66) is an acceleration extending essentially transversely to the direction of travel (28) of the rail vehicle (2).

4. Method according to one of the preceding claims, characterized in that the speed (84, 86, v) is increased (130, 170) when the rail vehicle (2) for a predetermined driving range (T) is within an uncritical vibration state range ( USZ) of the wheel set (12) is driven.

5. The method according to any one of the preceding claims, characterized in that one of the modified Ge ^¬ speed (84, 86, v, VLA-v3a) different Maximalge ^¬ speed (vmla-vm3a, G1-G3) of the rail vehicle (2) in Depending on the changed speed (84, 86, v, vla-v3a) is determined (120, 150).

6. The method according to claim 5,

characterized in that the maximum speed

(vmla-vm3a, G1-G3) as a product of a Sicherheitsfak ^¬ gate and the changed speed (84, 86, v, vla-v3a) is determined.

7. The method according to any one of the preceding claims,

characterized in that the speed (84, 86, v) is decreased, the vibration state quantity (66) is measured while decreasing the speed (84, 86, v) and the speed (84, 86, v) is reduced so long, until the vibration state quantity (66) falls below a predetermined limit (76) by the reduction of the speed (84, 86, v).

8. The method according to any one of the preceding claims,

characterized in that the speed (84, 86, v) is changed to a discrete speed value (vlb, v3b) and thus stepwise.

9. The method according to any one of the preceding claims,

characterized in that the speed (84, 86, v) is reduced with a constant delay (bl-b3).

10. The method according to any one of the preceding claims, characterized in that at multiple occurrences of a critical state of vibration (KSZ) of the wheelset (12) the speed (84, 86, v) is permanently reduced to a predetermined speed value (G6).

11. The method according to any one of the preceding claims, characterized in that the speed (84, 86, v) is changed above a predetermined Mindestge speed (vOO) only when a critical vibration condition (KSZ) of the wheelset (12) occurs.

12. The method according to any one of the preceding claims, characterized in that the speed (84, 86, v) of the rail vehicle (2) using GPS information (82, 50) to the current position of the rail vehicle (2) is changed ,

13. The method according to any one of the preceding claims,

characterized in that the speed (84, 86, v) of the rail vehicle (2) is changed by using a measuring signal (46) of a track measuring device (20) mounted on the vehicle side.

14. The method according to any one of the preceding claims,

characterized in that an attenuation (14) of the vibration of the rail vehicle (2) is changed.

15. The method according to any one of the preceding claims,

characterized in that the change in the VELOCITY ^¬ speed (84, 86, v) in a functional dependency of the oscillation state variable (66) is brought.

16. The method according to any one of the preceding claims,

characterized in that the stabilization is a weakening of a lateral vibration of the wheelset (12) of the

Rail vehicle (2) is.

17. Arrangement (4) for stabilizing a rail vehicle (2) comprising a wheel set (12) and a drive unit (22) for acceleration and / or deceleration of the rail vehicle (2), having a determination device (18) for determining a vibration state variable ( 66) of the wheel set (12), characterized by a control unit (26), which is used to control the drive unit (22) using the

Vibration state quantity (66) of the wheel set (12) for changing the speed (84, 86, v) of the rail vehicle (2) is prepared.