FI57371C - ANORDNING PAO SPAORBUNDET FORDON FOER DETEKTERING AV EN SPAORKURVA - Google Patents

Description

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FINLAND · —FINLAND (21) Pttunttlhtkumu »- PitOTtuweknini 75101U

(22) Hakamitpllvl — Anaeknlngad ·! OU. . 75 (23) Primary Cloud— • GiltlghMtdag OU.OU.75 (41) Gotten Stuck - Blivlt offwttllg 09.10.75

National Board of Patents and Registration (44) Date of publication and date of publication. -

Patent- och reglsterstyreisen 'Aiwdkun utl «| d och utljkrlfUn publlc # r» d, 30.0U .80

(32) (33) (31) Requested «tuolkuui - Bagtrd priority 08. OU. 7U

Sweden-Sweden (SE) 7U0U67I-5 (71) ASEA Aktiebolag, 721 83 Vasteras, Sweden-Sweden (SE) (72) Evert Andersson, Västeras, Sweden-Sweden (SE) (7U) Berggren Oy Ab (5U) Rail vehicle system - Anordning pä sparbundet fordon för detektering av en spärkurva

The present invention relates to an apparatus for detecting a track curve in a rail vehicle, the vehicle comprising a carriage body resiliently suspended in a plurality of bogies.

In order to shorten travel times on the railways, the development of high-speed vehicles has begun so that driving in curves does not affect the comfort of passengers. Different types of tilting systems have been further developed, i.e. systems which tilt the wagon body in relation to the bogies of the vehicle (vehicle) in such a way that the passengers are not appreciably affected by the lateral acceleration created. Today, there are mainly three types of tilting systems, namely passive pendulum system, pneumatic system and hydraulic systems.

In the pendulum embodiment, the carriage is suspended so that the pivot center is considerably above the center of gravity. The trolley then oscillates automatically in curves due to centrifugal force. In order for the system not to react to track irregularities, movements must be damped and it can become difficult to get the wagon body to get involved in the transition curves.

2 57371

Pneumatic systems are usually connected to the secondary suspension of the carriage by replacing the coil springs with the air suspension. Pumping air in on one side and letting it out on the other side causes the car body to tilt.

The maximum turning angle is provided by the hydraulic system, which allows a freer choice of the turning center. The tilting system can be implemented, for example, by shifting the center of gravity of the car body towards the center of the track during tilting, which reduces the risk of tipping over. '

The automatic tilt system must have a sensor and operate with accelerometers, gyro and pendulums. The problem is complex because interference from the track and the vehicle makes it difficult to express the transition curve fast enough.

Qn, it is difficult to obtain in time acceptable information for the tilting system about the occurrence of a curve that requires the operation of the tilting system only with accelerometers sensing lateral movement. In a representative case, the ideal lateral acceleration increases from zero to 1.5 m / s per second. However, the level of interference in such a signal is of the order of 0.5 m / s in the frequency range 0.5 - 2 Hz, which means that a time of about one second is realistic to determine whether the vehicle has encountered a curve or a track error, which in turn causes a slow reaction in the tilting system. .

In the curve, the outer rail is normally located higher than the inner rail, the so-called rail increase. When driving into and out of a curve, the rail elevation gradually increases or decreases, which is called a rail elevation ramp. When the vehicle passes such a ramp, there is skew (torsion) between the different axles or bogies of the vehicle.

The device according to the present invention provides a quick indication of the entry and exit of the vehicle into curves, which can be used as control signals for the vehicle tilt system by measuring and judging the magnitude of said skew.

The device according to the invention is then characterized by what appears from the appended claims 3 57371 and which will be explained in more detail below with reference to the accompanying drawings, in which Fig. 1 shows a simplified schematic diagram of a car body and two bogies, Fig. 2 shows an example of how an oblique measuring device can be placed , Fig. 3 shows a block diagram for evaluating the skew between the car body and the bogies, Fig. 4 shows an example of a suitable measuring device, Figs. 5 and 6 show two different cases of skew between the car body and the bogies, Fig. 7 shows the skew calculated by the device according to the invention -taiskiihtyvyyttä.

In Fig. 1, the car body is symbolized by a horizontally placed horizontal plane 10. In the same way, two bogies connected to the car body are depicted on these fixedly placed horizontal planes 11 and 12.

Between the bogies and the car body, four measuring devices are placed, which register the measuring distances Z ^, Z2, Z ^ and Z ^ or their changes ΔΖ ^, Δ Z2, Δ Z ^ and Δ Z ·

The measuring device is suitably a differential transformer 15 arranged between the carriage 13 and the bogie 14, as shown in Figure 2, the moving core of the transformer being adapted for mechanical movement between the units.

The output signals ΔΖ ^, Δ Z2, Δ z ^, and AZ ^ from the differential transformers DT ^ DT2, DTj and DTjj are combined, as shown in Fig. 3, through the difference generators 16, 17 and 18 into an output signal 19 representing the skew S as S = ΔΖ1 -ΔΖ2 - ΔΖ ^ + ΔΖ ^

The differential transformers DT 1, DT 2, DT 2 and DT 1 may be formed, for example, as shown in Fig. 4, which arrangement is suitable for detecting small position changes.

The principle of the device according to the invention is explained below by way of example in connection with Figures 1, 4, 5 or 6.

Figure 1 illustrates the case where Z 1 = Z 2 = Z 2 = Z 2, i.e. when the vehicle 4 57371 is running on a horizontal section of track. Arrow 20 represents the assumed driving direction of the vehicle.

As the vehicle travels on the rail lift ramp, as shown in Figure 5, the first bogie, illustrated herein by bogie platform 11, rotates relative to the car body 10, with gaps and Z2 changing by 4 and 4Z2, while no turning occurs at bogie level 12, as this does not at the time in question has not preceded the ramp.

The output signal from the signal processing unit according to Fig. 3 then describes the course that appears from the first sharply rising part of the function S = f (t) in Fig. 7. When the second bogie also travels to the ramp, the function S = f (t) has reached its maximum value in Fig. 7. the flat part of the function S = f (t) between the above parts describes the constant skew that occurs between the first and second bogies as long as both bogies are on the ramp. When the first bogie has reached the part of the arc with the standard rail height, the skew between the bogies decreases. The function S = f (t) has then reached its second steep part. Once both bogies have entered the part of the curve with the standard rail height, there is no more skew between the bogies.

Fig. 8 shows the lateral acceleration a = f (t) on the same time scale, from which it can be seen that acceleration measurements alone make it very difficult to quickly determine the entry or exit to the track curve, while determining the skew S as above gives an easily detectable quantity according to Fig. 7. that in terms of leaving the curve.

In addition, the measurement method described above is insensitive to the vertical movements and nodding movements of the bogies and wagons, as well as to the wobbling movements of the wagon body.

The device according to the invention can also, as already indicated above, be used to detect skew between two wheel axles on the same bogie, the consideration being consistent with the above, the horizontal planes 11 and 12 describing the movement of the wheel axles with the bogie, then represented by horizontal plane 10.

Claims (3)

The device according to the invention is not limited to the embodiments described above, but these can of course be varied in many ways within the scope of the appended claim. A device for detecting a track curve in a rail vehicle, the vehicle comprising a plurality of bogies resiliently suspended from bogies and two wheel axles suspended on each bogie, the car body, bogies and wheel axles being movable elements, characterized in that the device comprises a first measuring device (DT ^) is placed between the first movable element (11) and the second movable element (10) on the first side of the second movable element (10), a second measuring device (DT2) * placed between said first movable element (11) and the second movable element (10) on the second on the second side opposite the first side of the movable element (10), a third measuring device (DT ^) placed between the third movable element (12) and the second movable element (10) on the first side of the second movable element (10), a fourth measuring device (DT ^) ) located on the third movable element (12) and the second movable element between the element (10) on the other side of the second movable element (10), the measuring devices being adapted to measure the distance (Z- ^, Z2, Z ^, Z ^) or the changes in distance (AZp ΔΖ2, ΔΖ ^, ΛΖ ^) moving element (11 resp. 12) and between the second movable element (10) on each side thereof, and a means (16, 17, 18) for connecting the measured values from these measuring devices; adapted to give an output variable (S) which is a measure of the difference in the rotation of the first and third movable elements (11 and 12, respectively) with respect to the second element (10). Device according to claim 1, characterized in that the second movable element (10) is formed by a car body and that the first and third movable elements (11 and 12) are formed by two bogies resiliently suspended in said car body. Device according to claim 1, characterized in that the second movable element (10) is formed by a bogie and the first and third movable elements (11 and 12) are formed by two wheel axles suspended on said bogie.