EP3263419B1 - Verfahren zur höhensteuerung eines transportfahrzeugs, und entsprechendes transportfahrzeug - Google Patents

Verfahren zur höhensteuerung eines transportfahrzeugs, und entsprechendes transportfahrzeug Download PDF

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Publication number
EP3263419B1
EP3263419B1 EP17177240.3A EP17177240A EP3263419B1 EP 3263419 B1 EP3263419 B1 EP 3263419B1 EP 17177240 A EP17177240 A EP 17177240A EP 3263419 B1 EP3263419 B1 EP 3263419B1
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EP
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Prior art keywords
height
suspension
bogie
shaft
axle
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EP17177240.3A
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English (en)
French (fr)
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EP3263419A1 (de
Inventor
Sacheen Dausoa
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • 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
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/14—Attaching or supporting vehicle body-structure

Definitions

  • a vehicle In the rail passenger transport sector, a vehicle is required to make several stops in stations, or stations, to allow the exit or entry of travelers.
  • Passengers' access to a car takes place at the level of the floor of the car, which is generally placed opposite the station platform.
  • the difference in heights, which may exist between the floor and the platform, may prove to be unacceptable for certain users, in particular those with reduced mobility.
  • the ADA standard for American Disability Act, imposes a height difference between the dock and the floor of less than 16 mm.
  • the document DE 10 236 246 B4 offers a solution to adjust the height of the floor, so that it is at the same height as that of the platform. A similar solution is proposed by the document DE 19647998 A1 .
  • An object of the invention is therefore to propose a method making it possible to modify in a simple manner the height of a transport vehicle, in particular to ensure easy access to the users of this vehicle, during its various stops in a station.
  • the subject of the invention is a method for controlling the height of a transport vehicle as defined in claim 1.
  • the invention relates, according to a second aspect, to a transport vehicle as defined in claim 9.
  • a passenger transport vehicle car 10 is illustrated, in section, in a simplified manner on the figure. figure 1 .
  • a partial drawing of car 10 is shown on the figure 2 .
  • Such a transport vehicle is, for example, a bus, a trolleybus, a tram, a metro, a train or any other type of railway vehicle.
  • the vehicle is able to stop at a station comprising a platform 12.
  • the platform 12 has a height H pla , defined from the top of rails 11 on which the vehicle is traveling.
  • the car 10 comprises a floor 14 for passenger access to a body 16 and at least one bogie 18.
  • the vehicle comprises several cars 10 and several bogies 18 distributed along the vehicle.
  • each car 10 includes two bogies 18.
  • the bogie 18 comprises an axle 20, a bogie frame 21, at least one primary suspension 22 interposed between the axle 20 and the bogie frame 21, and at least one secondary suspension 24 interposed between the primary suspension 22 and the floor 14.
  • the bogie 18 comprises two primary suspensions 22 and two secondary suspensions 24.
  • the axle 20 is rotatable relative to the bogie frame 21 along an axis substantially parallel to the ground, the axis being transverse to the rails 11.
  • the axle 20 comprises two wheels 26 and a shaft 28 connecting the wheels 26.
  • the wheels 26 are, for example, solid wheels intended to cooperate with the rails 11, or wheels fitted with tires.
  • the wheels 26 of the vehicle are solid wheels.
  • the shaft 28 of the axle 20 has a height R defined from the rails 11. More precisely, the height considered is, for example, the height of the upper part of the shaft 28 defined from the top of the rails 11. This height R depends on the characteristics of the wheels 26.
  • the wheels 26 have a wear which depends on the number of kilometers traveled by the vehicle. This wear deforms the wheels 26 in a non-uniform manner which reduces the grip and therefore the safety of the passengers.
  • the vehicle is usually taken to a maintenance center in which control operations are carried out on the vehicle. These control operations are for example maintenance operations.
  • the vehicle is advantageously required to receive these control operations several times during its lifetime. It should be noted that the components of the vehicle received a first control operation during their construction.
  • these checking operations may include the replacement of the tires.
  • these control operations include, for example, an operation of reprofiling the wheels 26, during which the wheels 26 are machined to give them a shape. standardized.
  • each wheel exhibits a shrinkage of material of predetermined thickness.
  • This material shrinkage thickness is possibly different for each wheel of the vehicle, in order to guarantee perfect symmetry between the wheels of the same axle and between the different axles of the vehicle.
  • the shaft 28 of the axle 20 thus loses height.
  • the total height lost by the shaft 28 during all the reprofiling operations carried out on the wheels 26 since the construction of the wheels 26 is denoted ⁇ repro .
  • the characteristic parameter R 0 is for example equal to the height of the shaft 28 defined from the top of the rails 11 measured at the end of the last checking operation. This height is advantageously measured by an operator at the end of each control operation.
  • the vehicle comprises its own traction / braking software, when it is executed, to calculate the diameter of the wheels of each axle from the measured speed of this axle and thus to calculate the height R.
  • reprofiling compensating shims 29A of thickness ⁇ shims / repro .
  • these reprofiling compensation wedges 29A also compensate for the wear of the wheels 26 observed between two reprofiling operations.
  • the thickness of the reprofiling compensation shims 29A ⁇ shims / repro is for example equal to the sum of the total height lost by the shaft 28 during all the reprofiling operations undergone by the wheels 26, and the height lost by the shaft 28 associated with the wear of the wheels 26 observed between each reprofiling operations since the construction of the wheels 26.
  • the reprofiling compensation wedges 29A are placed, for example, under the secondary suspension 24 and on the bogie frame 21.
  • the bogie frame 21 then comprises the reprofiling compensation wedges 29A.
  • the control operations also include, for example, an estimate of the creep ⁇ creep of the primary suspension 22. This is in particular the case when the primary suspension 22 comprises elements made of elastomeric material.
  • the creep is then evaluated by an operator and possibly compensated by the addition of creep compensation shims 29B of thickness ⁇ wedges / creep .
  • the thickness ⁇ shims / creep of the creep compensation shims 29B is equal to the creep ⁇ creep .
  • the creep compensation wedges 29B are placed, for example, under the secondary suspension 24 and on the bogie frame 21.
  • the bogie frame 21 then comprises the creep compensation wedges 29B.
  • the bogie frame 21 comprises a cross member 21A which rests on the primary suspension 22.
  • the top of the bogie frame 21 is defined as the upper wall of the cross member 21A in line with the primary suspension 22.
  • the bogie frame 21 In line with the primary suspension 22, the bogie frame 21 has a thickness H c .
  • This thickness H c is, for example, equal to the nominal construction thickness H cn of the bogie frame 21 measured in line with the primary suspension 22.
  • the bogie frame 21 comprises, for example, other components such as calibration wedges (not shown).
  • the thickness of these components, in particular of these shims, is then added to the nominal construction thickness H cn in the value of the thickness H c of the bogie frame 21.
  • the primary suspension 22 comprises shock absorbers, not shown, and springs 30 to be chosen from the group comprising: pneumatic springs or metal springs.
  • the springs 30 have the same stiffness K and are placed between the axle 20 and the bogie 18. Through the springs 30, the primary suspension 22 then has a stiffness K.
  • the secondary suspension 24 extends from the top of the bogie frame 21.
  • the secondary suspension 24 comprises for example at least one, or even more, pneumatic cushion (s) 36, a device 38 for actuating the secondary suspension 24, a compressed air tank 40 and a height sensor 42.
  • the actuating device 38 is able to control the adjustment of the height of the secondary suspension 24. More precisely, the actuating device 38 is configured to increase or decrease the pressure in the air bag (s) ( s) 36, in controlling the supply of compressed air from the reservoir 40. The variation in pressure in the air bag (s) 36 modifies the height of the secondary suspension 24.
  • the actuating device 38 is advantageously a solenoid valve.
  • the secondary suspension 24 advantageously comprises a load sensor 32.
  • the load sensor 32 is able to measure the load, denoted P, exerted by the body 16 on the bogie 18.
  • the load P depends in particular on the mass of the passengers and the luggage. occupying the cash register 16.
  • the load sensor 32 is, for example, able to measure the pressure of the pneumatic cushions 36.
  • the load sensor 32 is able to deduce therefrom a measurement of the load P exerted by the body 16 on the bogie 18.
  • the secondary suspension 24 advantageously comprises an average weighing valve intended to control the braking force of the vehicle.
  • this average weighing valve is then the load sensor 32.
  • the primary suspension 22 has a deflection under load equal to the ratio of the load Q on the primary suspension by the stiffness K of the springs 30.
  • the load Q on the primary suspension is equal to the sum of the measured load P and the suspended mass. between the primary and secondary suspension stages.
  • the mass suspended between the primary and secondary suspension stages has a predetermined value which depends on the configuration of the bogie.
  • the primary suspension 22 thus has a height H p defined from the shaft 28 of the axle 20.
  • the characteristic parameter H p0 depends on the nominal construction height H pn of the primary suspension 22 defined from the shaft 28, on the load P exerted by the body 16 on the bogie 18, on the stiffness K of the primary suspension 22 and creep ⁇ creep of the suspension
  • the characteristic parameter H p0 is, for example, equal to the height of the primary suspension 22 defined from the shaft 28 for a reference load of the body 16, for example, when the body 16 is empty of passengers, that is to say when the body 16 is zero load. This height is advantageously measured by an operator at the end of each control operation.
  • the primary suspension 22 comprises, for example, other components such as calibration wedges (not shown) intended to compensate for manufacturing tolerances in the components of the vehicle.
  • the thickness of these components, in particular of these calibration shims, is then added to the expression for the parameter H p0 .
  • H cb denotes the height of the top of the bogie frame 21 defined from the shaft 28. This height H cb then depends on the thickness H c of the bogie frame 21 measured in line with the primary suspension 22, from the height H p of the primary suspension 22 defined from the shaft 28, and possibly the thickness ⁇ shims / repro of the reprofiling compensation shims 29A and / or the thickness ⁇ shims / creep of the compensation shims creep 29B.
  • the secondary suspension 24 has a height H s defined from the top of the bogie frame 21.
  • the height sensor 42 is suitable for measuring this height H s .
  • the floor 14 has, at the level of the bogie 18, a height H f defined from the top of the rails 11.
  • the height H f of the floor 14 depends on the height R of the shaft 28 of the axle 20 defined from the top of the rails 11, on the height H cb of the top of the bogie frame 21 defined from the shaft 28, and the height H s of the secondary suspension 24 defined from the top of the bogie frame 21.
  • the height H f also depends on a geometric constant H f0 depending on the geometry and the dimensions of the car 10.
  • the constant H f0 is thus, for example, equal to the thickness of the floor 14 measured at the level of the secondary suspension. 24.
  • H f R + H cb + H s + H f0 .
  • the vehicle comprises a processing unit 44 and an odometer 46.
  • the odometer 46 is able to calculate the number of kilometers traveled by the vehicle between two predetermined dates.
  • the predetermined dates are, for example, the date of the last control operation and the current date.
  • the odometer 46 comprises, for example, a processor 48 capable of managing the operation of the counter 46, a memory 50 capable of storing the number of kilometers traveled between the two predetermined dates, and a geolocation system 52, for example GPS type (Global Positioning System).
  • the processor 48 is then connected to the memory 50 and to the geolocation system 52.
  • the processing unit 44 is connected to the odometer 46, to the load sensor 32, to the displacement sensor 42 and to the device 38 for actuating the secondary suspension 24 of each bogie 18 of each car 10 of the vehicle.
  • the processing unit 44 comprises a processor 54 connected to a memory 56 and to a graphic interface 58.
  • the memory 56 is also able to store the number of kilometers traveled by the vehicle between the two predetermined dates.
  • the graphical interface 58 is configured to allow an operator to store in the memory 56 the known values of the preceding characteristics.
  • the memory 56 comprises a program 60.
  • the program 60 is able to manage the steps of the method for controlling the position of the floor 14 of the car 10 of the vehicle, the processor 54 being able to carry out the calculations.
  • the processor 54 is able to estimate the height R of the shaft 28 defined from the top of the rails 11.
  • the processor 54 is able to take into account the wear of the wheels 26 in its calculation of the height R of the shaft 28 defined from the top of the rails 11.
  • the processor 54 is able to calculate, from the data of the odometer 46, a theoretical wear of the wheels as a function of the number of kilometers traveled by the vehicle.
  • the memory 56 comprises traction / braking software suitable for calculating the diameter of the wheels of each axle from the measured speed of this axle.
  • the processor 54 is then able to deduce therefrom a theoretical reduction ⁇ wear / theo in the height of the shaft 28 associated with the wear.
  • this theoretical reduction ⁇ wear / theo is equal to the effective reduction ⁇ wear .
  • the processor 54 is also able to calculate the heights H p , H cb , H s and H f according to the preceding formulas, and to estimate the difference between the height H pla of the platform 12 and the height H f of the floor 14.
  • the processor 54 is then able to control the device 38 for actuating the secondary suspension 24, so that the difference between the height H pla of the platform 12 and the height H f of the floor 14 is between -16mm and 16mm, advantageously in order to that this difference be canceled.
  • the method is implemented for each bogie of each car of the vehicle.
  • the method comprises a step 100 of parameterizing the processing unit 44, a step 102 of estimating the height of the top of the bogie frame 21 followed by a step 104 of estimating the height of the shaft 28 of the 'axle 20, a step 106 of measuring the height of the secondary suspension 24 and a step 108 of adjusting the height of the secondary suspension 24 as a function of the height of the platform 12 to position the floor at the height of the platform 12 .
  • an operator measures and stores the known values of the previous characteristics of the platform 12 and of the vehicle, in the memory 56 of the processing unit 44.
  • Step 102 for estimating the height of the top of the bogie frame 21 comprises a step 110 for estimating the height of the primary suspension 22.
  • the step 110 for estimating the height of the primary suspension 22 comprises a step 120 of measuring the load of the body 16 on the bogie 18, during which the load sensor 32 measures the load P of the body 16 on the bogie 18.
  • the load sensor 32 measures, for example, the pressure of the pneumatic cushions 36 and derives therefrom a measurement of the load P.
  • the step 110 for estimating the height of the primary suspension 22 then comprises a step 122 for calculating the deflection under load of the primary suspension 22.
  • the processor 54 calculates the deflection under load of the primary suspension 22, from the measurement of the load P carried out in the measurement step 120 of the load, of the mass between the primary and secondary suspension stage and of the stiffness stored by the memory 56. More precisely, the processor 54 realizes the sum of the measured load P and of the mass between the primary suspension stages and secondary and divide this sum by the stiffness K of the primary suspension 22.
  • the stiffness K is, for example, equal to the stiffness of the springs 30.
  • the step 110 for estimating the height of the primary suspension 22 then comprises a step 124 for calculating the height H p of the primary suspension 22 defined from the shaft 28.
  • the processor 54 uses the calculation carried out in step 122 of calculating the deflection under load of the preceding primary suspension 22 to deduce therefrom the height H p of the primary suspension 22 defined from the shaft 28. More precisely, the processor 54 subtracts the characteristic parameter H p0 of the primary suspension 22 by the deflection calculated in step 122 of calculating the deflection under load of the primary suspension 22.
  • Step 102 for estimating the height of the top of the bogie frame 21 comprises a step 125 for calculating the height of the bogie frame 21.
  • the processor 54 attributes to the height H cb of the top of the bogie frame 21 defined from the shaft 28, the sum of the height H p of the primary suspension 22, of the thickness H c of the bogie frame 21, and possibly of the thickness ⁇ shims / repro of the reprofiling compensation shims 29A and / or of the thickness ⁇ shims / creep of the compensation shims of creep 29B.
  • the thicknesses of the shims are added if the shims are present in the bogie 18.
  • Step 104 of estimating the height of the shaft 28 of the axle 20 advantageously comprises a step 126 of estimating the theoretical wear of the wheels 26 as a function of the mileage.
  • the processor 54 collects the number of kilometers traveled by the vehicle since the last check operation, from the odometer 46 or from the memory 56. The processor 54 then calculates the theoretical reduction ⁇ wear / theo of the height of the shaft 28 associated with the wear. Alternatively, the processor 54 retrieves the diameter of the wheel from the data transmitted by the traction / braking software and deduced therefrom the theoretical reduction ⁇ wear / theo of the height of the shaft 28.
  • the height sensor 42 measures the height H s of the secondary suspension 24 defined from the top of the bogie frame 21.
  • the step 108 for adjusting the height of the secondary suspension 24 comprises a first step 130 for calculating the height of the floor 14.
  • the step 108 of adjusting the height of the secondary suspension 24 then comprises a step 132 of adjusting the height of the secondary suspension 24.
  • the processor 54 calculates the difference between the height H f of the floor 14 defined from the top of the rails 11 and the height H pla of the platform 12 defined at from the top of the rails 11.
  • the processor 54 thus determines the modification in height that the secondary suspension 24 must undergo so that the difference is between -16mm and 16mm, advantageously so that it is canceled.
  • the processor 54 then prepares a command and sends it to the actuation device 38.
  • the device 38 controls the supply of compressed air from the reservoir 40 to the pneumatic cushion (s) 36, and thus varies the volume of the cushion (s) tire (s) 36 and therefore the height of the secondary suspension 24.
  • the processor 54 On the move, the processor 54 generates a command and sends it to the actuator 38 only when the secondary suspension height varies, for example, by more than 50 mm from a reference height of the secondary suspension.
  • the aim here is to minimize air consumption in dynamic mode.
  • the secondary suspension is readjusted to the reference height in order to be re-centered before the rolling phase.
  • the adjustment of the height of the secondary suspension 24 is made according to the height of the primary suspension 22 and the height of the shaft 28 of the axle 20 from the top of the rails 11.
  • the step 104 of estimating the height of the shaft 28 of the axle 20 is implemented before the step 102 of estimating the height of the top of the bogie frame 21.
  • the method does not include a step 104 of estimating the height of the shaft 28 of the axle 20.
  • the processor 54 assigns a constant value at the height R of the shaft 28 of the axle 20 defined from the top of the rails 11. This value is advantageously the height R 0 of the shaft 28 defined from the top of the rails 11 measured by a operator during the last check operation.
  • the method described provides a solution for adjusting the height of the floor by taking into account the value of parameters such as the load of the vehicle or the wear of the wheels.
  • the method thus makes it possible to modify in a simple manner the height of the transport vehicle in order to facilitate the access of all travelers to the body of the vehicle.
  • the method makes it possible to comply with the ADA standard.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (9)

  1. Verfahren zum Steuern der Position eines Bodens (14) eines Wagens (10) eines sich auf Schienen bewegenden Schienenfahrzeugs in Bezug auf einen Bahnsteig, wobei der Wagen einen Wagenkasten (16) und mindestens ein Drehgestell (18) umfasst und das Drehgestell (18) einen Radsatz (20), einen Rahmen (21), mindestens eine Primäraufhängung (22), die zwischen dem Radsatz (20) und dem Rahmen des Drehgestells (21) angeordnet ist, und mindestens eine Sekundäraufhängung (24), die zwischen der Primäraufhängung (22) und dem Boden (14) angeordnet ist, aufweist, wobei der Radsatz (20) durch eine Achse (28) verbundene Räder (26) umfasst, wobei das Verfahren die folgenden Schritte aufweist:
    - Messen (106) der Höhe (Hs) der Sekundäraufhängung (24), die ab der Spitze des Rahmens des Drehgestells (21) definiert ist, und
    - Einstellen (108) der Höhe (Hs) der Sekundäraufhängung (24) abhängig von der Höhe (Hpla) des Bahnsteigs (12), die ab dem Scheitelpunkt der Schienen (11) definiert ist, um den Boden (14) an die Höhe (Hpla) des Bahnsteigs (12) zu bringen,
    dadurch gekennzeichnet, dass das Verfahren einen Schritt (102) des Schätzens der Höhe (Hcb) der Spitze des Rahmens des Drehgestells, die ab der Achse (28) des Radsatzes (20) definiert ist, und einen Schritt (104) des Schätzens der Höhe (R) der Achse (28) des Radsatzes (20), die von dem Scheitelpunkt der Schienen (11) gemessen ist, umfasst,
    wobei das Einstellen (108) der Höhe (HS) der Sekundäraufhängung (24) abhängig von der geschätzten Höhe (Hcb) der Spitze des Rahmens des Drehgestells (21), die ab der Achse (28) definiert ist, und abhängig von der geschätzten Höhe (R) der Achse (28), die ab dem Scheitelpunkt der Schienen (11) definiert ist, durchgeführt wird.
  2. Verfahren nach Anspruch 1, bei dem der Schritt (102) des Schätzens der Höhe (Hcb) der Spitze des Rahmens des Drehgestells (21) einen Schritt (110) des Schätzens der Höhe (Hp) der Primäraufhängung (22), die ab der Achse (28) des Radsatzes (20) definiert ist, umfasst.
  3. Verfahren nach Anspruch 2, bei dem der Schritt (110) des Schätzens der Höhe (Hp) der Primäraufhängung (22) die folgenden Schritte umfasst:
    - Berechnen (122) der Auslenkung unter Last der Primäraufhängung (22) und
    - Berechnen (124) der Höhe (Hp) der Primäraufhängung (22) die ab der Achse (28) des Radsatzes (20) definiert ist, wobei diese Berechnung (124) die Subtraktion eines charakteristischen Parameters (Hp0) der Primäraufhängung (22) von der berechneten Auslenkung unter Last der Primäraufhängung (22) umfasst.
  4. Verfahren nach Anspruch 3, bei dem der charakteristische Parameter (Hp0) der Primäraufhängung (22) gleich der ab der Achse (28) der Primäraufhängung (22) definierten Höhe für eine Referenzbeladung des Wagenkastens (16) ist.
  5. Verfahren nach Anspruch 3 oder 4, bei dem der Schritt (110) des Schätzens der ab der Achse (28) des Radsatzes (20) definierten Höhe (Hp) der Primäraufhängung (22) einen Schritt (120) des Messens einer Last (P), die von dem Wagenkasten (16) auf das Drehgestell (18) ausgeübt wird, umfasst, wobei die Auslenkung unter Last der Primäraufhängung (22) gleich dem Verhältnis der Summe der gemessenen, von dem Wagenkasten (16) auf das Drehgestell (18) ausgeübten Last (P) und einer vorbestimmten Masse zwischen der Primäraufhängung und der Sekundäraufhängung zu der Steifigkeit (K) der Primäraufhängung ist.
  6. Verfahren nach Anspruch 5, bei dem die Sekundäraufhängung (24) mindestens ein pneumatisches Kissen (36) und einen Lastaufnehmer (32) umfasst, die geeignet sind, den Schritt (120) des Messens der Last (P) durchzuführen, wobei der Lastaufnehmer (32) geeignet ist, den Druck jedes pneumatischen Kissens (36) der Sekundäraufhängung (24) zu messen.
  7. Verfahren nach einem beliebigen der vorhergehenden Ansprüche, bei dem der Schritt (104) des Schätzens der Höhe (R) der Achse (28) des Radsatzes (20), der ab dem Scheitelpunkt der Schienen (11) definiert ist, die folgenden Schritte umfasst:
    - Schätzen (126) der theoretischen Abnutzung der Räder (26) und
    - Berechnen (128) der Höhe (R) der Achse (28), die ab dem Scheitelpunkt der Schienen (11) definiert ist, wobei diese Berechnung (128) die Subtraktion eines charakteristischen Parameters (R0) des Radsatzes (20) von einer theoretischen Verringerung (Δusure/theo) der Höhe der Achse 28, die der theoretischen Abnutzung der Räder (26) zugeordnet ist, umfasst.
  8. Verfahren nach Anspruch 7, bei dem das Fahrzeug mindestens einen Steuervorgang empfangen hat, wobei der charakteristische Parameter (R0) des Radsatzes (20) gleich der ab dem Scheitelpunkt der Schienen (11) definierten Höhe (R) der Achse (28) ist, die am Ende dieses Steuervorganges gemessenen wird.
  9. Transportfahrzeug, das mindestens einen Wagen (10) aufweist, der einen Boden (14), einen Wagenkasten (16) und mindestens ein Drehgestell (18) umfasst, wobei das Drehgestell (18) einen Radsatz (20), einen Rahmen des Drehgestells (21), mindestens eine Primäraufhängung (22), die zwischen dem Radsatzes (20) und dem Rahmen des Drehgestells (21) angeordnet ist, und mindestens eine Sekundäraufhängung (24), die zwischen der Primäraufhängung (22) und dem Boden (14) angeordnet ist, aufweist, wobei der Radsatz (20) durch eine Achse (28) verbundene Räder (26), wobei das Fahrzeug einen Höhensensor (42), eine Vorrichtung (38) zur Betätigung der sekundären Aufhängung (14) und einen Prozessor (54) einer Verarbeitungseinheit (44) aufweist, der die Durchführung des Verfahrens gemäß einem der vorhergehenden Ansprüche ermöglicht..
EP17177240.3A 2016-06-29 2017-06-21 Verfahren zur höhensteuerung eines transportfahrzeugs, und entsprechendes transportfahrzeug Active EP3263419B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1656120A FR3053301B1 (fr) 2016-06-29 2016-06-29 Procede de commande de la hauteur d'un vehicule de transport et vehicule de transport associe

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EP3263419A1 EP3263419A1 (de) 2018-01-03
EP3263419B1 true EP3263419B1 (de) 2020-08-05

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US (1) US10787185B2 (de)
EP (1) EP3263419B1 (de)
JP (1) JP6894779B2 (de)
CA (1) CA2971967C (de)
ES (1) ES2824802T3 (de)
FR (1) FR3053301B1 (de)

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FR3085932B1 (fr) * 2018-09-14 2021-07-23 Speedinnov Suspension pneumatique pour vehicule ferroviaire
US11904649B1 (en) * 2018-10-05 2024-02-20 Glydways, Inc. Vehicle with independently adjustable suspension
FR3104525B1 (fr) * 2019-12-17 2022-05-06 Alstom Transp Tech Bogie de véhicule ferroviaire
US12116025B2 (en) * 2020-01-21 2024-10-15 Alstom Transport Technologies Method for controlling the vertical position of a vehicle and associated control assembly
FR3115886B1 (fr) 2020-11-04 2022-12-09 Alstom Transp Tech Procédé de mesure d’une distance d’un véhicule à un quai
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Also Published As

Publication number Publication date
CA2971967C (fr) 2025-11-18
EP3263419A1 (de) 2018-01-03
FR3053301B1 (fr) 2019-05-24
CA2971967A1 (fr) 2017-12-29
JP6894779B2 (ja) 2021-06-30
JP2018030572A (ja) 2018-03-01
ES2824802T3 (es) 2021-05-13
FR3053301A1 (fr) 2018-01-05
US10787185B2 (en) 2020-09-29
US20180001914A1 (en) 2018-01-04

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