EP3145788A1 - Procédé de stabilisation d'un véhicule ferroviaire - Google Patents

Procédé de stabilisation d'un véhicule ferroviaire

Info

Publication number
EP3145788A1
EP3145788A1 EP15739234.1A EP15739234A EP3145788A1 EP 3145788 A1 EP3145788 A1 EP 3145788A1 EP 15739234 A EP15739234 A EP 15739234A EP 3145788 A1 EP3145788 A1 EP 3145788A1
Authority
EP
European Patent Office
Prior art keywords
speed
rail vehicle
vibration
changed
wheelset
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15739234.1A
Other languages
German (de)
English (en)
Other versions
EP3145788B1 (fr
Inventor
Fabian Wennekamp
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL15739234T priority Critical patent/PL3145788T3/pl
Publication of EP3145788A1 publication Critical patent/EP3145788A1/fr
Application granted granted Critical
Publication of EP3145788B1 publication Critical patent/EP3145788B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • 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.
  • 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.
  • 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 Budapest ⁇ 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the bogie comprises a damper - also called roll damper - for damping a Drehbewe- movement of the bogie.
  • 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.
  • the function ⁇ 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 ⁇ .
  • the speed change dv / dt or v 'can be used.
  • the change in velocity v of the shooting ⁇ nen povertys, so the velocity and / or the End point of the change, ie the target speed, he ⁇ conveniently follows using the function ⁇ , so that in the presence of a critical state of vibration, the reduction in function of the vibration state variable corresponding to the function ⁇ . 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.
  • an excessive duration and amount or extent Ver ⁇ ring réelle - 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.
  • the vibration state quantity is used as a control variable for changing the speed.
  • the Ge ⁇ speed is changed so that the oscillation state ⁇ size the predetermined limit below magnitude lower.
  • the vibration state quantity is detected by metrology at predetermined time intervals, preferably continuously or quasi-continuously.
  • 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.
  • the vibration state quantity is an acceleration.
  • 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.
  • 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.
  • the determination of the oscillation state variable can take place with a position transducer, in particular in combination with a time measuring device.
  • a driving range can be understood as a driving time or a driving distance, generally a time duration or a distance.
  • 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 ⁇ nenhuss 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.
  • 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.
  • 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 ⁇ unitung 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 lome, 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.
  • Vibration state can be avoided as a result of a partial or kompli ⁇ gene reduction in braking force in a simple manner.
  • 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.
  • the maximum speed is limited to a driving range, so that after passing through the speed can be increased beyond the maximum speed.
  • 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.
  • 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.
  • 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.
  • 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.
  • the speed is changed to one or successively several discrete speed values and thus stepwise.
  • 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.
  • 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.
  • the speed is reduced to a pre-set speed value ⁇ when a critical Vibration state repeatedly occurs within a speed ⁇ keitsintervalls.
  • 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.
  • a size may be a wear of a wheel, a wheel set, a bogie or the like.
  • ⁇ 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.
  • the speed is permanently verrin ⁇ Gert, for example up to a next regularly scheduled maintenance, preferably until the next maintenance of the rail vehicle.
  • a speed-induced overstressing of worn components and / or safety-critical driving conditions of the rail vehicle occurs.
  • the predetermined one Minimum speed can be between 160 km / h and 200 km / h, preferably between 200 km / h and 220 km / h.
  • the speed of the rail vehicle is changed using GPS information about the current position of the rail vehicle.
  • 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 may be particularly advantageous in connection with stored position information upon the occurrence of a critical vibration condition.
  • 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.
  • a characteristic element of the track or a track installed in locating feature or a tracking system can be used.
  • Rail vehicle in front of a known critical Gleisstre ⁇ ckenabites or the like. As a result, the rail vehicle can be stabilized in a manner adapted to the route.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • FIG 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
  • FIG. 3 shows a schematic representation of a supervisedsgemä ⁇ SEN velocity profile of the rail vehicle of Figure 1,
  • FIG 5 is a schematic representation of a further Ge ⁇ schwindtechniksverlaufs having a predetermined Ge ⁇ schwindtechniksbegrenzung and
  • FIG. 6 shows a schematic representation of an exemplary
  • FIG. 1 shows a rail vehicle 2 with an arrangement 4 for stabilizing the rail vehicle 2.
  • 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.
  • 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 ⁇ wells 12th Each bogie 10 is depending ⁇ wells connected via a damper 14 for damping rotary motion with the Wa gen.
  • 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 SchwingungsSchs fois foi each of a wheelset 12 before ⁇ prepares.
  • 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.
  • 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.
  • FIG. 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.
  • a Schwingungszu- stand size 66 as a controlled variable 68, which in the present exemplary embodiment ⁇ an acceleration of a wheel 16 of
  • 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.
  • 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.
  • the controller 58 - ie the control unit 26 - fed.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • FIG 3 shows a schematic representation of a supervisedsge ⁇ MAESSEN course of a speed v (84, 86, see FIG. 2) of the railway vehicle 2 of FIG 1.
  • 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.
  • the speed v is the speed 86 of the rail vehicle 2
  • 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.
  • the rail vehicle 2 accordingly moves from the time t7a until further notice at the speed vm3a.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • KSZ critical oscillation condition
  • the speed is only changed when a kri ⁇ tic vibration state KSZ above a predetermined minimum speed vOO.
  • FIG. 4 shows a schematic representation of a further ver ⁇ drive according to the speed curve v and one to kor ⁇ respond Schlierenden course of a vibration state SZ, depending ⁇ wells 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.
  • 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.
  • 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.
  • a critical oscillations ⁇ supply state KSZ 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.
  • a non-critical Schwingungszu ⁇ stand is achieved USZ already at the time T6b with T6b ⁇ T7B.
  • 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.
  • v3b which is used as the speed limit G5
  • the remaining speed limit G4 is also removed and the rail vehicle 2 is accelerated.
  • FIG. 5 shows a schematic representation of a further procedural proper speed curve v, and an korres ⁇ pondierenden waveform of a vibration state SZ.
  • a permanent Ge ⁇ schwindtechniksbegrenzung 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 nenEnglishs 2 and / or safety-critical driving conditions.
  • 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.
  • KSZ critical vibrational states
  • 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.
  • FIG. 6 shows a schematic representation of an exemplary process sequence.
  • the rails ⁇ vehicle 2 moves at a speed v (see FIG. 3, VOA) in a stable driving state (see FIG. 3, USZ).
  • v see FIG. 3, VOA
  • USZ stable driving state
  • 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.
  • different maximum speed eg. Vmla
  • Gl speed limit
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Railway Tracks (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un procédé de stabilisation d'un véhicule ferroviaire (2) comprenant un essieu (12), selon lequel la vitesse (84, 86, v) du véhicule ferroviaire (2) est modifiée s'il survient un état critique de vibration (KSZ) de l'essieu (12). On peut obtenir un procédé avantageux si la vitesse (84, 86, v) du véhicule ferroviaire est modifiée (110, 140) au moyen d'une grandeur d'état de vibration (66) de l'essieu (12).
EP15739234.1A 2014-07-16 2015-07-14 Procédé de stabilisation d'un véhicule ferroviaire Active EP3145788B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15739234T PL3145788T3 (pl) 2014-07-16 2015-07-14 Sposób stabilizowania pojazdu szynowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014213863.9A DE102014213863A1 (de) 2014-07-16 2014-07-16 Verfahren zur Stabilisierung eines Schienenfahrzeugs
PCT/EP2015/066033 WO2016008871A1 (fr) 2014-07-16 2015-07-14 Procédé de stabilisation d'un véhicule ferroviaire

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EP3145788A1 true EP3145788A1 (fr) 2017-03-29
EP3145788B1 EP3145788B1 (fr) 2018-02-28

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EP15739234.1A Active EP3145788B1 (fr) 2014-07-16 2015-07-14 Procédé de stabilisation d'un véhicule ferroviaire

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US (1) US10538258B2 (fr)
EP (1) EP3145788B1 (fr)
CN (1) CN106573628A (fr)
DE (1) DE102014213863A1 (fr)
DK (1) DK3145788T3 (fr)
ES (1) ES2671424T3 (fr)
PL (1) PL3145788T3 (fr)
PT (1) PT3145788T (fr)
RU (1) RU2665992C2 (fr)
WO (1) WO2016008871A1 (fr)

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DE102016203675A1 (de) * 2016-03-07 2017-09-07 Siemens Aktiengesellschaft Vorrichtung zur Erzeugung streckenbezogener Betriebsdaten
US10525991B2 (en) * 2016-04-28 2020-01-07 Ge Global Sourcing Llc System and method for vehicle control based on detected wheel condition
DE102017101505A1 (de) 2017-01-26 2018-07-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zum Betrieb von Schienenfahrzeugen
WO2018225335A1 (fr) * 2017-06-09 2018-12-13 株式会社日立製作所 Système de sécurité de train, procédé de commande de sécurité de train et dispositif de train embarqué
CN108919705A (zh) * 2018-06-22 2018-11-30 中铁七局集团电务工程有限公司 一种轨道机车智能行驶辅助系统
CN110539782A (zh) * 2018-12-05 2019-12-06 中车长春轨道客车股份有限公司 一种列车限速控制方法及装置
DE102022209996B3 (de) 2022-09-22 2024-02-15 Siemens Mobility GmbH Geschwindigkeitssteuerung

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CN1094855C (zh) 1999-03-19 2002-11-27 萱场工业株式会社 铁道车辆的横向振摆减震用的减震器及减震方法
IT1320415B1 (it) 2000-06-09 2003-11-26 Skf Ind Spa Metodo ed apparecchiatura per rilevare e segnalare condizioni dideragliamento in un veicolo ferroviario.
US9733625B2 (en) 2006-03-20 2017-08-15 General Electric Company Trip optimization system and method for a train
DE10320342B8 (de) * 2003-05-07 2004-08-05 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Verfahren zum Überwachen gegebenenfalls auch Vermessen der Unrundheit eines im Betrieb befindlichen, längs eines Schienenstranges abrollenden Rades, das am Drehgestell eines schienengebundenen Fahrzeuges angebracht ist
DE102004045457B4 (de) * 2004-09-20 2009-04-23 Deutsche Bahn Ag Verfahren zur Diagnose und zum Zustandsmonitoring von Weichen, Kreuzungen oder Kreuzungsweichen sowie Schienenstößen durch ein Schienenfahrzeug
AU2010213757B2 (en) * 2009-02-12 2015-07-02 Ansaldo Sts Usa, Inc. System and method for controlling braking of a train
RU83469U1 (ru) 2009-03-10 2009-06-10 Общество с ограниченной ответственностью "Научно-Технический Центр Информационные Технологии" Устройство контроля критического состояния подвижного состава на рельсовом пути и регистрации его схода
RU87680U1 (ru) 2009-06-30 2009-10-20 Общество с ограниченной ответственностью "Научно-Технический Центр Информационные Технологии" Система автоматизированного управления и контроля подвижного состава
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JP5662881B2 (ja) * 2011-06-20 2015-02-04 カヤバ工業株式会社 鉄道車両用制振装置

Also Published As

Publication number Publication date
CN106573628A (zh) 2017-04-19
ES2671424T3 (es) 2018-06-06
EP3145788B1 (fr) 2018-02-28
RU2017101304A3 (fr) 2018-07-16
PT3145788T (pt) 2018-04-27
DE102014213863A1 (de) 2016-01-21
US20170158212A1 (en) 2017-06-08
RU2665992C2 (ru) 2018-09-05
WO2016008871A1 (fr) 2016-01-21
US10538258B2 (en) 2020-01-21
PL3145788T3 (pl) 2018-07-31
DK3145788T3 (en) 2018-04-30
RU2017101304A (ru) 2018-07-16

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