EP3145788B1 - Method for stabilizing a rail vehicle - Google Patents

Description

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 in spite of pairwise rigid connection of the wheels a low-wear and quiet 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 this case, the wheelset periodic, lateral - ie transverse to the direction of travel - movements that 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.

WO 01/94176 describes a method and apparatus for detecting and signaling a derailment condition.

DE 10 2010 052 667 A1 describes a device for detecting disturbances of a rolling motion of a wagon wheel of a train. A vibration sensor isL is arranged on a wheel hub of the Wagonrades, whose rolling motion is monitored by the device.

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 which according to the invention, the speed of the rail vehicle is changed using a vibration state variable of the wheelset.

The invention is based on the consideration that a permanent reduction of the speed to a predetermined value - which may be 180 km / h and below for a high-speed train - can lead to a reduction of timetable reliability and the availability of the rail vehicle. By the invention, the speed is changed using the vibration state quantity, so that the change is brought into a functional dependency on the vibration state quantity. The change may also vary as a function of the vibrational state quantity with variation of the vibrational state quantity. 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 again after a reduction, in particular as a function of the oscillation state variable, and as a result an increased timeliness of the timetable and punctuality of the rail vehicle can be achieved.

A stabilization of a rail vehicle in the sense of the invention can be understood as a weakening of a lateral oscillation of at least one wheelset of the rail vehicle. This attenuation may be due to a reduction of excitation forces of the vibration, a change of a Attenuation of the vibration or the like can be achieved.

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 includes a damper - also called roll damper- for damping a rotational movement of the bogie.

A critical vibration state of the wheelset can be understood to mean a vibration state in which the vibration state variable, for example an acceleration, reaches and / or exceeds a predetermined limit in terms of magnitude. The predetermined limit may be specified in a relevant standard.

A vibration state quantity may be a time-dependent physical quantity-for example, a displacement, a velocity, or an acceleration-which, if appropriate, together with another variable, unambiguously describes a state of a periodically moving system. The stabilization of the rail vehicle may be accompanied by a reduction in magnitude of 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 according to the invention a function φ deposited, indicating 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 = φ (s), where v and s in turn from the time t and φ may depend on other variables. The function φ expediently indicates different speeds v for different amounts of the oscillation state variable s, wherein each oscillation state variable s can unambiguously be assigned a velocity v. Instead of the speed v, the speed change dv / dt or v 'can be used. The change in the speed v of the rail vehicle, ie the speed gradient and / or the According to the invention, the end point of the change, that is to say the target speed, is carried out using the function φ, so that, when a critical vibration state is present, the reduction takes place as a function of the vibration state variable in accordance with the function φ. Different amounts of the vibration state quantity can thus lead to different changes in the speed.

Preferably, the change in speed is at least predominantly automatic, i. while avoiding manual intervention by a driver. In this way, a reduction that is excessively long in duration and amount - i. avoiding a reduction in time and / or amount sufficient to stabilize the rail vehicle, increasing the achievable average speed of the rail vehicle, thus enabling improved timeliness and punctuality.

In an advantageous embodiment of the invention, the vibration state quantity is used as a control variable for changing the speed. The speed is expediently changed in such a way that the oscillation state variable undershoots the predetermined limit value. Preferably, the vibration state quantity is detected by metrology at predetermined time intervals, preferably continuously or quasi-continuously. Conveniently, the vibration state quantity is compared with a default value, and the velocity is varied in response to a difference between the default value and the detected value of the vibration state quantity. 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 be made 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 vibration state variable with a displacement transducer, in particular in combination with a time measuring device, take place.

In an advantageous embodiment of the invention, the speed is increased when the rail vehicle is driven for a predetermined driving range within a non-critical 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 predetermined driving range may be a driving time of 30 minutes, a driving distance of 50 kilometers 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 in very simplified terms, the method can be carried out in such a way that the speed is reduced when a critical vibration condition of the wheelset occurs, which occurs, for example, at 275 km / h, until the stabilization of the rail vehicle or a sufficient reduction in the vibration state quantity. The thus reduced speed may be, for example, 254.5 km / h. Passes the rail vehicle a predetermined driving range, for example, 20 km, without that a renewed critical Vibration state occurs, the speed is increased again. In this way, a possible schedule deviation of the rail vehicle, so a loss of time due to the previous instability-induced reduction in speed, minimized and the punctuality of the rail vehicle can be increased.

The instability can be influenced by vehicle-side and / or track bed or trackside dimensions. For example, a worn or damaged track section may affect the occurrence of a critical vibration condition. 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 due to a premature increase in the speed.

Appropriately, the speed is only increased again, if the rail vehicle has passed through the driving range at a predetermined average speed. The average speed may be, for example, between 70% and 80%, preferably between 80% and 95%, of a speed reached immediately after a speed change according to the method. 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 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, braking of the rail vehicle and the frictional forces occurring between the wheel and rail can influence the vibration of the wheelset. Therefore, it may happen that the rail vehicle is stabilized by a braking operation and the concomitant reduction in speed However, after an at least predominantly reducing the braking force-dh in an at least partial release of the brake, but immediately again a critical vibration condition occurs.

In particular, it has proven advantageous to determine a maximum speed of the rail vehicle, which differs from the changed speed, 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 due to a partial or complete reduction of the braking force can be easily avoided.

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 minimally 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.

The above shortened and simplified terms, the method may be carried out such that when vibration instability occurs, the speed to stabilize the rail vehicle is reduced and a corresponding maximum speed or speed limit is determined and expediently set as a function of the vibration state quantity.

Occurs within a predetermined driving range - this can be a distance or a driving time - no renewed Instability, the last set speed limit is canceled. 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 proved to be advantageous if the speed limits after passing through the predetermined driving range one after the other - so first the time last set, then the time set to penultimate set, etc. - 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 continuously reduced until the vibration state quantity drops below a predetermined limit. Continuously in this context means that the rail vehicle is braked with a non-vanishing speed gradient to an unknown speed at the beginning of the braking process. In this way it can be achieved that the speed is not decelerated more than necessary for the stabilization of the rail vehicle. 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 vibration state quantity is measured during the reduction of the speed, and the speed is reduced until the vibration 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 speed takes place in a speed interval uniformly distributed speed values. The speed values can be at a distance of 50 km / h, preferred at a distance of 10 km / h, lie within the speed interval. For example, the speed interval between 210 km / h and 330 km / h may have the discrete intermediate values 300 km / h, 270 km / h and 240 km / h. In this way, a simplified implementation of the method, in particular a simplified implementation of parts of the method into a software program code, can be achieved.

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 therefore advantageous if the speed is reduced with a constant 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 on the stabilization of the rail vehicle is minimized.

In addition, it is desirable to counteract a repeated change between a stable and an unstable driving state of the rail vehicle or a non-critical and a critical vibration state of the wheelset. Such state changes can cause a sawtooth, zigzag and / or wave-like speed profile 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 permanently reduced to a predetermined speed value in the event of a multiple occurrence of a critical vibration state of the wheelset.

Advantageously, the speed is reduced to a predetermined speed value, if a critical one Vibration state repeatedly occurs within a speed interval.

In addition, it has proved to be advantageous if the speed is reduced to a predetermined speed value when a critical vibration state repeatedly occurs on one and the same wheelset of the rail vehicle.

Critical vibration states can occur in particular several times within a speed interval and / or on one and the same wheelset, if they are influenced at least predominantly by an on-board size. Such a size may be a wear of a wheel, a wheel set, a bogie or the like. In particular, the state of wear of a bogie damper, a wheel or wheel bearing or the like may favor the occurrence of a critical vibration condition.

Advantageously, the speed is reduced permanently, for example until a next scheduled stop, preferably until the next maintenance of the rail vehicle. In this way it can be avoided that it comes to a speed-induced overuse of worn components and / or safety-critical driving conditions of the rail vehicle.

It is possible that normal driving conditions of the rail vehicle at low or moderate speeds, such as driving through a turnout at 100 km / h, in the short term lead to lateral vibrations of the wheelset. 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 is changed only when a critical vibration condition of the wheels above a predetermined minimum speed. 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. For example, using the GPS information on the current position of the rail vehicle, a position for initiating braking, a deceleration value, an acceleration value or the like for optimized stabilization of the rail vehicle can be determined.

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 defective, worn, generally critical, track section that may promote instability of the rail vehicle may be advantageous. To determine the position of the rail vehicle, it is also possible to use a characteristic element of the travel path or a location feature or a location system installed in the travel path.

It is also conceivable that the occurrence of a critical vibration state or an unstable driving state is avoided using the location or position information, for example, by early braking of the rail vehicle in front of a known critical track section 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 using 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 conicity can be determined.

This can be achieved in a simple manner an improved - tuned to the current track condition - response 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 may be a damping of a bogie damper, a wheel or Radsatzdämpfers 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. It can also be beneficial first the damping and afterwards the speed are changed. Furthermore, it is conceivable that both measures are carried out simultaneously.

The invention is also directed to an arrangement for stabilizing a rail vehicle, comprising a wheel set 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 according to the invention comprises a control unit, which is prepared for driving the drive unit using the vibration state quantity of the wheel set for changing the speed of the rail vehicle, wherein in the control unit of the rail vehicle, a function is deposited, the a functional relationship between the vibration state variable and the speed of Rail vehicle indicates, and the change in speed using the function takes place. The previously given description of advantageous embodiments of the invention contains numerous features, which are given in the individual subclaims partially summarized in several. However, these features may conveniently be considered individually and summarized to 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 according to 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 embodiments, which will be described in connection with the drawings. The embodiments serve to illustrate the invention and do not limit the invention to the combination of features specified therein, not even with respect to functional features. In addition, suitable for this purpose Features of each embodiment also considered explicitly isolated, removed from an embodiment, in another embodiment may be incorporated to supplement it and / or combined with any of the claims.

FIG 1

ein Schienenfahrzeug mit einer Anordnung zur Stabilisierung des Schienenfahrzeugs,

FIG 2

eine schematische Darstellung eines Regelkreises zur Stabilisierung des Schienenfahrzeugs aus FIG 1,

FIG 3

eine schematische Darstellung eines verfahrensgemäßen Geschwindigkeitsverlaufs des Schienenfahrzeugs aus FIG 1,

FIG 4

eine schematische Darstellung eines weiteren verfahrensgemäßen Geschwindigkeitsverlaufs mit Verringerungen der Geschwindigkeit auf vorbestimmte Werte,

FIG 5

eine schematische Darstellung eines weiteren Geschwindigkeitsverlaufs mit einer vorbestimmten Geschwindigkeitsbegrenzung und

FIG 6

eine schematische Darstellung eines exemplarischen Verfahrensablaufs.

Show it:

FIG. 1

a rail vehicle with an arrangement for stabilizing the rail vehicle,

FIG. 2

a schematic representation of a control loop for stabilizing the rail vehicle from FIG. 1 .

FIG. 3

a schematic representation of a method according to the speed profile of the rail vehicle FIG. 1 .

FIG. 4

a schematic representation of a further process according speed profile with reductions in speed to predetermined values,

FIG. 5

a schematic representation of another speed profile with a predetermined speed limit and

FIG. 6

a schematic representation of an exemplary process flow.

FIG. 1 shows a rail vehicle 2 with an arrangement 4 for stabilizing the rail vehicle 2. The rail vehicle 2 comprises in the present embodiment, a plurality of cars 6, 8 of which for ease of illustration only one car 6 complete and the two other carriages 8 are partially shown. 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 on the underside of the carriage 6, rotatably mounted bogies 10, each with a set of wheels 12. Each bogie 10 is connected via a respective damper 14 for rotational damping with the carriage 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 each prepared to determine a vibration state variable each of a wheelset 12. In the present example, the vibration state variable is a lateral acceleration that 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 the present exemplary embodiment, a rail vehicle can also have a plurality of drive units, which can be arranged, for example, on the bogies or distributed over individual carriages of the rail vehicle.

The position determining device 24 is a receiving unit for receiving signals for satellite-based determination of a current position of the rail vehicle 2.

The control unit 26 is connected by means of the signal connections 32, 34, 36 and 38 to the position determining device 24, the detection means 18 of the front in the direction of travel 28 bogie 10 of the carriage 6, the drive unit 22 and the track measuring device 20. In addition, the control unit 26 via the signal connections 40 and 42 with the detection means 18 of the rear bogie 10 in the direction of travel 28 and optionally further detection means, in particular those which are present in the other car 8 of the rail vehicle 2 connected. It is of course also conceivable that each car of a rail vehicle, each bogie of a car, each wheel of a bogie or each wheel of a wheelset has a 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 controller 58 is part of the previous embodiment with reference FIG. 1 The control element 60 is a component of the drive unit 22 and the controlled system 62 a vibration state of a wheelset 12 of the rail vehicle 2. It is also conceivable, the controlled system 62 generally as driving condition of the rail vehicle 2, bogie or wheelset vibration or the like.

At the output 64 of the control circuit 56 is a vibration state quantity 66 as a controlled variable 68, which is an acceleration of a wheel 16 of the rail vehicle 2 transverse to the direction of travel 28 in the present embodiment. This (lateral) acceleration 66 is advantageous for the metrological detection of an instability or a sinusoidal run of the rail vehicle 2.

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. This metrological determination of the acceleration or the measured variable 70 is carried out by the determination device 18 on a wheelset 12 of the rail vehicle 2.

In addition, at the input 74 of the control circuit 56 to a reference variable, which is a predetermined limit value 76 for the acceleration of the wheelset 12 in the present embodiment. After subtraction 78, the difference between the measurand 70 and the threshold 76 as control deviation 80 is applied to the controller 58 - i.e. the control unit 26 - supplied. Of course, it is also conceivable that the subtraction 78 takes place by a function of the control unit 26.

The controller 58 or the control unit 26 generates the control signal 44 (see also FIG FIG. 1 ) using the thus formed control deviation 80, ie implicitly using the vibration state quantity 66 or the controlled variable 68, and controls by means of this the actuator 60 and 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 The actuator 60 then outputs a manipulated variable 84, ie the drive unit 22 delays or accelerates the rail vehicle 2, so that the manipulated variable 84 acts in the form of a modified speed 86 on the controlled system 62 or the wheelset 12.

Due to the changed speed 86, the controlled system 62 changes state, i. E. A changed state of oscillation 66 of the wheel set 12 occurs, which in turn is detected and fed back as a measurement (lateral) acceleration - which is not to be confused with a longitudinal acceleration in the direction of travel 28 of the rail vehicle 2.

Furthermore, a disturbance variable 88 acts on the controlled system 62 or on the wheelset 12. The disturbance variable 88 here is a force which acts on the wheel set 12, more precisely a braking or acceleration 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 multiplicity of consecutive times until an alignment between the measured quantity 70 and the limit value 76 is established.

FIG. 3 shows a schematic representation of a process according to the course of a speed v (84, 86, see. FIG. 2 ) of the rail vehicle 2 FIG. 1 , In addition, the illustration shows a corresponding time curve of a vibration state SZ (66, 68, 70, cf. 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 vibration state SZ is the state of the vibration magnitude 66 or the (lateral) acceleration of a wheel set 12 of the rail vehicle 2.

Since a realistic representation of the vibration state SZ over the time t at this point to explain the method is not necessary and for the purpose of improved representability, the course of SZ is illustrated in a highly simplified manner. 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 t0a, the rail vehicle 2 moves (see FIG. 1 ) at a speed v0a, wherein a non-critical vibration state USZ of the rail vehicle 2 or the wheel set 12 is present.

Same features, which, however, may have slight differences, e.g. in numerical value, in dimension, position and / or function or the like, are marked with the same reference number and other reference letters. If the reference number alone is mentioned without a reference letter, then the corresponding components of all embodiments are addressed.

At a time t1a occurs a critical state of vibration KSZ and the speed v of the rail vehicle 2 is according to the method, for example, after the in FIG. 2 described control process, 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 v1a.

Due to the deceleration of the rail vehicle 2 between t1a and t2a and the friction forces occurring between the wheel 16 and the track 30, the oscillation state SZ can be influenced. Therefore, it may happen that the rail vehicle 2 is stabilized by a braking operation and the concomitant reduction of the speed v, after at least a predominant reduction of 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, a maximum speed vm1a, with vm1a <v1a, is determined as a function of the speed v1a changed in this way and is set as the speed limit G1 for the rail vehicle 2 until further notice. The rail vehicle 2 accordingly moves at time t3a at the speed vm1.

At the time t3a, a critical oscillation state KSZ occurs again, the speed v of the rail vehicle 2 is reduced again until the oscillation state SZ reaches an uncritical value USZ, which is the case at the time t4a at a speed v2a. In turn, depending on the speed v2a changed in this way, a maximum speed vm2a, with vm2a <v2a, is determined and until further notice set as the speed limit G2 for the rail vehicle 2. The rail vehicle 2 accordingly moves at time t5a at the speed vm2.

At the time t5a, a critical oscillation state KSZ occurs again, the speed v of the rail vehicle 2 is reduced again until the oscillation state SZ reaches a non-critical value USZ, which is the case at the time t6 at a speed v3a. Once again, depending on the speed v3a changed in this way, a maximum speed vm3a, with vm3a <v3a, is determined and until further notice set as the speed limit G3 for the rail vehicle 2.

The rail vehicle 2 accordingly moves from the time t7a until further at the speed vm3a. If lower speed v is required on the trackside or on the timetable side, the speed may be higher 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 the 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 vehicle 2 is accelerated up to the speed limit G1 set and still existing at the time t2a and reaches it at the time t11a.

After a further stable passage of a travel range T between the times t11a and t12a, the last remaining speed limit G1 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 variables (88, see FIG. 2 ). Such disturbances may in particular be forces on the wheel set 12 which occur in a pulse-like, fluctuating, fluctuating or the like manner.

Therefore, the speed v is decreased at one between the times t1a and t2a, t3a and t4a, and t5a and t6a each with a substantially constant deceleration b1, 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 2 at low or moderate speeds v, for example driving through a switch, lead in the short term to a critical vibration state KSZ.

In order to avoid that as a result of such driving conditions, a process-related change in the speed is made, the speed is changed only when a critical state of vibration KSZ occurs above a predetermined minimum speed v00.

FIG. 4 shows a schematic representation of a further process according to speed course v and a corresponding course of a vibration state SZ, respectively over the time t, wherein the two abscissa of the representation 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.

Unlike the in FIG. 3 illustrated embodiment, the speed reduction is here to predetermined, discrete speed values, whereby a simplified 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 course of the vibration state SZ, the explanations to FIG. 3 ,

At a time t0b, the rail vehicle 2 moves (see FIG. 1 ) at a speed v0b, wherein a non-critical vibration state of the wheelset 12 or a stable ride of the rail vehicle 2 is present.

At a time t1b, a critical oscillation state KSZ occurs and the speed v of the rail vehicle 2 is reduced. The speed v is reduced to a predetermined speed value v1b, 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 increased up to a velocity value v2b with v2b> v0b, whereby for the determination of v2b an external - ie non-procedural - circumstance is decisive.

At a time t5b, a critical oscillation state KSZ occurs again and the speed v of the rail vehicle 2 is reduced again. The speed v is reduced again to the predetermined speed value v1b, which in turn is used as the speed limit G4, at time t7b. In this case, an uncritical vibration state USZ is already reached at time t6b with t6b <t7b.

At a time t8b occurs once again a critical state of vibration KSZ and the speed v of the rail vehicle 2 is further reduced. The speed v is reduced to a predetermined speed value v3b, which is used as the speed limit G5, at the time t10b. In this case, an uncritical vibration state USZ is already reached at time t9b with t9b <t10b.

Subsequently, the speed after passing through the traveling range T is increased to v1b at time t11b by removing the speed limit G5.

After another passage through a further travel range T between the times t12b and t13b, the remaining speed limit G4 is also removed and the rail vehicle 2 is accelerated.

FIG. 5 shows a schematic representation of another method according to the velocity course v and a corresponding course of a vibration state SZ.

In contrast to the means FIG. 3 and FIG. 4 illustrated embodiments takes place here after repeated occurrence of a critical state of vibration KSZ a permanent speed limit to a predetermined, significantly reduced, speed value. In this way it can be avoided that there is a speed-related overuse of worn components of the rail vehicle 2 and / or safety-critical driving conditions.

Starting from a speed v0c, the speed v of the rail vehicle 2 is reduced at the times t1c, t3c and t5c consecutively to the speed values v1c, v2c and v3c respectively reached at the times t2c, t4c and t6c at occurrence of critical vibration states KSZ ,

At time t7c an instability or a critical oscillation state KSZ occurs again. The speed v is braked 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 flow. First, the rail vehicle 2 moves at a speed v (see FIG. FIG. 3 , v0a) in a stable driving condition (cf. FIG. 3 , USZ). In this method step 100, therefore, no procedural speed limit is set or active.

When a critical speed condition KSZ of the wheel set 12 occurs, the speed v0a is changed 110 using a vibration state quantity 66, more precisely, the acceleration - ie the controlled variable 68. The speed is reduced until the vibration state variable 66 reaches a predetermined limit value (cf. FIG. 2 , 76).

In the next step, one of the speeds thus changed, which may for example be v1a (see FIG. 3 ), different maximum speed (eg vm1a) and as speed limit (see G1, FIG. 3 ) 120. The rail vehicle 2 is operated at a speed that does not exceed this speed limit until further notice.

If the rail vehicle 2 for a given driving range (cf., for example. FIG. 3 , T) within an uncritical 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 vehicle 2 may be 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, a predetermined minimum speed is reached or undershot, or the like. A continuation 160 of the method is in FIG. 3 indicated by the punctuation.

If the rail vehicle 2 has traveled from the speed limit setting 150 for a given driving range within an uncritical vibration state range, the last detected and set 150 speed limit is canceled 170. However, the determined 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 (16)

1. Method for stabilising a rail vehicle (2) having a wheelset (12) wherein the speed (84, 86, v) of the rail vehicle (2) is changed if a critical vibration state (KSZ) of the wheelset (12) occurs, and the speed (84, 86, v) of the rail vehicle (2) is changed (110, 140) using a vibration state variable (66) of the wheelset (12), characterised in that a function that specifies a functional relationship between the vibration state variable (66) and the speed (84, 86, v) of the rail vehicle (2) is stored in a control unit (26) of the rail vehicle (2), and the speed (84, 86, v) is changed using the function.
2. Method according to claim 1,
   characterised in that the vibration state variable (66) is used as the controlled variable (68) for changing the speed (84, 86, v).
3. Method according to claim 1 or 2,
   characterised in that the vibration state variable (66) is an acceleration running essentially perpendicular to the direction of travel (28) of the rail vehicle (2).
4. Method according to one of the preceding claims,
   characterised in that the speed (84, 86, v) is increased (130, 170) if the rail vehicle (2) has remained within a noncritical vibration state range (USZ) of the wheelset (12) for a predefined travel span (T).
5. Method according to one of the preceding claims,
   characterised in that a maximum speed (vmla-vm3a, G1-G3) of the rail vehicle (2) that is different from the changed speed (84, 86, v, v1a-v3a) is determined (120, 150) as a function of the changed speed (84, 86, v, v1a-v3a).
6. Method according to claim 5,
   characterised in that the maximum speed (vmla-vm3a, G1-G3) is determined as the changed speed (84, 86, v, v1a-v3a) multiplied by a safety factor.
7. Method according to one of the preceding claims,
   characterised in that the speed (84, 86, v) is reduced, the vibration state variable (66) is measured during the reducing of the speed (84, 86, v) and the speed (84, 86, v) is reduced until the vibration state variable (66) falls below a predetermined limit value (76) due to the reducing of the speed (84, 86, v).
8. Method according to one of the preceding claims,
   characterised in that the speed (84, 86, v) is changed to a discrete speed value (vlb, v3b), i.e. incrementally.
9. Method according to one of the preceding claims,
   characterised in that the speed (84, 86, v) is reduced with a constant deceleration (b1-b3).
10. Method according to one of the preceding claims,
    characterised in that, if a critical vibration state (KSZ) of the wheelset (12) occurs repeatedly, the speed (84, 86, v) is permanently reduced to a predefined speed value (G6).
11. Method according to one of the preceding claims,
    characterised in that the speed (84, 86, v) is only reduced when a critical vibration state (KSZ) of the wheelset (12) occurs above a predetermined minimum speed (v00).
12. Method according to one of the preceding claims,
    characterised in that the speed (84, 86, v) of the rail vehicle (2) is changed using GPS information (82, 50) for the current position of the rail vehicle (2).
13. Method according to one of the preceding claims,
    characterised in that the speed (84, 86, v) of the rail vehicle (2) is changed using a measuring signal (46) of an on-board track monitoring device (20).
14. Method according to one of the preceding claims,
    characterised in that a damping (14) of the vibration of the rail vehicle (2) is changed.
15. Method according to one of the preceding claims,
    characterised in that the stabilisation is an attenuation of a lateral vibration of the wheelset (12) of the rail vehicle (2) .
16. Arrangement (4) for stabilising a rail vehicle (2) which comprises a wheelset (12) and a drive unit (22) for accelerating and/or decelerating the rail vehicle (2), consisting of a determining device (18) for determining a vibration state variable (66) of the wheelset (12), characterised by a control unit (26) which is designed to control the drive unit (22) using the vibration state variable (66) of the wheelset (12) to change the speed (84, 86, v) of the rail vehicle (2), wherein a function that specifies a functional relationship between the vibration state variable (66) and the speed (84, 86, v) of the rail vehicle (2) is stored in the control unit (26) of the rail vehicle (2), and the speed (84, 86, v) is changed using the function.

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