US20050087098A1 - Position adjustment of a vehicle car body - Google Patents

Position adjustment of a vehicle car body Download PDF

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Publication number
US20050087098A1
US20050087098A1 US10/496,503 US49650304A US2005087098A1 US 20050087098 A1 US20050087098 A1 US 20050087098A1 US 49650304 A US49650304 A US 49650304A US 2005087098 A1 US2005087098 A1 US 2005087098A1
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Prior art keywords
transversal
car body
acceleration
relative
adjustment
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US10/496,503
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English (en)
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Ralph Streiter
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Alstom Transportation Germany GmbH
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Individual
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Publication of US20050087098A1 publication Critical patent/US20050087098A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/104—Acceleration; Deceleration lateral or transversal with regard to vehicle
    • B60G2400/1042—Acceleration; Deceleration lateral or transversal with regard to vehicle using at least two sensors

Definitions

  • the invention relates to a device and a method for the position adjustment of a car body of a track-guided vehicle, particularly of a rail vehicle, with regard to at least one undercarriage of the vehicle.
  • a problem of the invention is to increase the travel comfort.
  • the present invention is based on the knowledge that it is not sufficient, for a high degree of travel comfort, for only the transversal acceleration of a car body to be detected in one single direction and, depending on this, for the transversal position of the car body to be adjusted relative to an undercarriage. If the car body undergoes a transversal acceleration in an approximately horizontal direction, as a result of a fault in the track position, for example, in most cases there will be a simultaneous wobbling movement of the car body, i.e. a rotational movement will be incurred about a longitudinal axis of the car body pointing approximately in the direction of travel. Formulated in general terms, the car body has more than one degree of freedom for movements transversal to its longitudinal axis. If only the acceleration in a transversal direction is detected, acceleration movements which are felt as disturbing in transversal directions other than the transversal direction detected cannot be compensated for.
  • oscillations may occur as well as wobble movement oscillations, in particular in an approximately horizontal direction, and/or turning movement oscillations, i.e. about a height axis of the car body. It is known that oscillations in a specific frequency range, mostly about 3 Hz, will be sensed by persons in the car body as particularly disturbing, while by contrast oscillations with greater and/or smaller frequencies will not be felt as equally disturbing. A further finding of the invention is that it is felt as particularly disturbing if oscillations occur in different directions and/or rotational oscillations about different axes, and if these oscillations exhibit different frequencies. It is possible, on the basis of the invention, for oscillations with such disturbing frequencies and/or frequency combinations to be damped and/or to be avoided.
  • the invention enables greater travel comfort to be achieved, in that the transversal acceleration is determined in at least two different directions transversal to the car body longitudinal axis.
  • the transversal acceleration is determined in a first transversal direction, which, if the vehicle is travelling in undisturbed straight travel, lie in the horizontal plane, and the transversal acceleration is additionally determined in a second transversal direction approximately perpendicular to the first.
  • Transversal acceleration sensors which can be used for this are known.
  • the absolute transversal acceleration is determined.
  • absolute is understood to mean that the transversal acceleration is determined in relation to an inertial system. It is not mandatory that all the components of the acceleration to be determined.
  • the incitement of a wobble movement can be directly determined.
  • the substantially more precise knowledge of the movement state of the car body allows for a leading calculation, i.e. a calculation which can be extrapolated into the future.
  • At least one characteristic of the movement behaviour of the car body is taken into account, in particular a characteristic for the excitation of oscillations of the car body, and/or due to the repeated evaluation of measured values and by temporal extrapolation of the movement behaviour of the car body, a possible future movement state of the car body can be calculated and taken into account when determining the manipulated variable.
  • the taking into consideration of information relating to the movement behaviour of the car body does indeed require as a precondition the single acquisition and input of the minimum of one characteristic value (e.g.
  • the term “characteristic” is also understood to mean a parameter for a control algorithm, by means of which the movement behaviour is taken into account, and in particular the coupling of different oscillation movements.
  • a regulating system according to the invention can avoid the excitation of an oscillation movement about the longitudinal axis of the car body, e.g. by way of corresponding repeated adjustment of the transversal position in an approximately horizontal direction. In particular, changes in the transversal position in respect of the frequency and/or amplitude will be avoided, which would excite a resonance oscillation of the car body.
  • frequency ranges are considered in relation to the relative transversal position of the car body, and influenced by frequencies less than or equal to 10 Hz, in particular less than or equal to 7 Hz. This accordingly avoids even higher frequency ranges, in which the risk pertains that a peaceful run behaviour of the chassis will be impaired. In addition to this, in this way energy is also saved in relation to a higher-frequency regulating arrangement.
  • frequency ranges are considered in relation to the transversal position of the car body and influenced with a frequency less than or equal to 4 Hz, in particular less than or equal to 2 Hz, and the transversal acceleration of the car body is evaluated in a frequency range with a higher frequency and taken into account in the adjustment of the relative transversal position.
  • this frequency range is a range in which oscillations, e.g.
  • the transversal acceleration of the car body is determined for at least two different positions and/or areas in the longitudinal direction of the car body, and, depending on this, the relative transversal position of the car body is adjusted at two different positions in the longitudinal direction of the car body.
  • This makes possible in particular the regulating of a turning movement (yawing movement) of the car body about a height axis (e.g. an axis running in the vertical direction).
  • a turning acceleration of the car body about the height axis to be calculated from the determined values of the transversal accelerations of the car body at the minimum of two different places, and for this to be taken into account during the adjustment of the relative transversal position(s) of the car body. This enables travel comfort to be increased still further.
  • the second and/or at least one higher temporal derivation of the transversal acceleration of the car body is particularly preferred, and for the transversal position of the car body to be adjusted as a function of this.
  • the transversal acceleration of the car body itself, and its first derivation are less well-suited for the adjustment of the transversal position, because both a temporal constant transversal acceleration as well as a temporal constant first derivation in travelling around curves can be formed on the basis of the track keeping or track guiding. It is nevertheless also possible, in particular outside travel around curves, for the transversal acceleration and/or its first derivation to be used.
  • a regulation of the yaw movement of the car body for the first derivation and/or at least one higher temporal derivation of a turning acceleration of the car body, from the values of the transversal accelerations of the car body determined at least at two different places and/or areas in the longitudinal direction of the car body, to be calculated about a height axis and, depending on this, for the relative transversal position to be adjusted at two different positions in the longitudinal direction of the car body.
  • the manipulated variable could be a volume flow of a hydraulic valve, which controls the flow of a hydraulic fluid into and/or out of a hydraulic device.
  • a constant volume flow corresponds to a sustained change in the relative transversal position.
  • the control device accordingly exhibits an integrated behaviour, which to the purpose should be jointly taken into account during the regulating.
  • the transversal position of the car body can have a middle position, relative to the minimum of one undercarriage, for the straight-ahead travel of the vehicle. It is not mandatory for the car body to be reset into the middle position when travelling around curves.
  • the regulating arrangement can detect, for example, that a complete reset is not favourable for travelling comfort. It may even be desirable for a complete reset to be avoided, in order to save energy for the adjustment work.
  • the transversal spring attenuation can be designed quite generally as softer, because the risk of an impact against end stop elements, which delimit the possible transversal travel path, is reduced.
  • the vertical spring attenuation between car body and undercarriage in many cases also fulfils the function of transversal spring attenuation. Air springs between the car body and the undercarriage are particularly comfortable, but contribute to the transversal attenuation with reduced spring force.
  • One advantage of such a regulating arrangement therefore lies in the fact that soft air springs can also be used for a vertical spring attenuation between the car body and the undercarriage. Conversely, the regulating system needs to react less frequently and/or less strongly in response to interferences or impacts which are incurred.
  • An actuator for the adjustment of the relative transversal position between the car body and the undercarriage exhibits, for example, a hydro-pneumatic device with a container, which exhibits a diaphragm separating a chamber containing a gas and a chamber containing a fluid, and with a choke which chokes a volume flow into and/or out of the chamber containing the fluid from and/or to a storage vessel.
  • a hydro-pneumatic device with a container, which exhibits a diaphragm separating a chamber containing a gas and a chamber containing a fluid, and with a choke which chokes a volume flow into and/or out of the chamber containing the fluid from and/or to a storage vessel.
  • Such an actuator can be drawn on to provide spring attenuation of impacts in the transversal direction which are initiated via the undercarriage.
  • the actuator can only be arranged in such a way that, when it is actuated, a torque moment takes effect between the car body and the undercarriage.
  • a device for the adjustment of the relative transversal position should exhibit a first actuator and a second actuator, whereby the actuators are aligned and arranged in such a way that they can change the transversal position of the car body in a common transversal direction, whereby the actuators can in each case be actuated to take effect against each other by the application of a working pressure, and whereby the device exhibits means for the adjustment and/or delimitation of the sum total of the working pressures.
  • the device for adjusting the relative transversal position can exhibit a position measuring device for the measurement of a position of the car body relative to the minimum of one undercarriage, whereby the position measurement device exhibits means for the measurement of the relative position in relation to two degrees of freedom for movements transversal to the car body longitudinal axis.
  • the position measuring device can exhibit a first transversal position sensor for the measurement of the relative transversal position of the car body, which measures the transversal position in a first transversal direction transversal to the longitudinal axis of the car body, and the position measuring device can exhibit a second transversal position sensor for measuring the relative transversal position of the car body, which measures the transversal position in a second transversal direction transversal to the longitudinal axis of the car body and transversal to the first transversal direction.
  • the device can exhibit at least two of the position measuring devices for the measurement of the relative position at different positions or in different areas in the longitudinal direction of the car body.
  • transversal accelerations and turning accelerations occurring on the car body be reduced independently of one another, whereby common actuators can be used for the adjustment of the transversal position(s).
  • a special expression of this invention is a regulating arrangement which is adapted to the hardware structure, which takes account of the link between wobble and transversal movement and in this way allows for the regulation of the transversal movement in respect of the minimisation of the car body transversal acceleration and the transversal deflection of the car body at its centre of gravity, as well as attaining a stabilization of the wobble movement.
  • One advantage of the regulating structure proposed hereinafter is that not only can the car body be centred in the transversal direction, and the car body transversal acceleration minimised, but also a wobble movement of the car body can be stabilized. In addition to this, a turning movement of the car body can be influenced. To summarise, by way of example the following properties or aims can be enumerated:
  • FIG. 1 A front view of a car body located in a spring-suspension manner on an undercarriage
  • FIG. 2 The car body according to FIG. 1 , after the induction of a transversal disturbance,
  • FIG. 3 The representation according to FIG. 2 , whereby parts have been omitted for the sake of easier overview,
  • FIG. 4 A plan view of a car with two undercarriages and in each case two antagonistically-arranged transversal actuators.
  • FIG. 5 A function view of the arrangement according to FIG. 4 .
  • FIG. 6 A function view of a hydro-pneumatic actuator between an undercarriage and the car body
  • FIG. 7 A circuit arrangement in general principle of a regulating arrangement for the adjustment of the transversal position of a car body.
  • FIG. 1 shows a rail vehicle with a car body 1 and an undercarriage 5 .
  • the undercarriage 5 exhibits two wheels 6 .
  • the undercarriage 5 is connected to the car body 1 by means of a right-side and a left-side secondary spring element 4 , e.g. air springs, for the attenuation and damping of shocks primarily in the vertical direction.
  • Air springs have transversal spring rigidity, even if small, in the transversal direction, which ensures the emergency running property of the system.
  • Located on the undercarriage 5 is a securing element 67 extending upwards.
  • Located on the car body 1 is a securing element 65 extending downwards.
  • an actuator 7 Arranged between the securing elements 65 , 67 is an actuator 7 , by means of which the relative transversal position of the securing elements 65 , 67 , and therefore of the car body 1 and the undercarriage 5 can be adjusted.
  • FIGS. 5 a and 5 b show diagrammatically, in the form of a circuit diagram, components of a mechanical model of the connection of the car body 1 to the undercarriage 5 and the undercarriage 5 on a track 9 .
  • the connection between the undercarriage 5 and the track 9 is not considered in any further detail.
  • Connected in series with the actual actuator 7 is a spring element 7 ′, which corresponds to a rigidity of the secondary spring element 4 in the transversal direction.
  • the reference numbers 8 and 15 designate damping elements for the damping of impacts between the car body 1 and the undercarriage 5 .
  • the actuator 7 and the spring element 7 ′ are, according to FIG.
  • two actuators 7 are mirror-symmetrically arranged per undercarriage 5 , lying transversal to the car body longitudinal axis, in order to achieve moment-free conduct of force at the securing element 65 oriented in the vertical direction.
  • FIGS. 2 and 3 show that a transversal interference incurred from the track 9 which is being travelled over, via the undercarriage 5 , takes effect also as an actively-engendered actuator movement not only as a transversal displacement of the car body 1 but also as a wobble movement and possibly also as a turning movement of the car body 1 .
  • transversal position sensors and high position sensors are used (not represented in the figure) but also transversal acceleration sensors 30 .
  • the transversal position sensors can be located at or in an actuator 7 , and detect the transversal position of the car body 1 in the area of its floor, relative to the undercarriage 5 associated with it.
  • One transversal position sensor on each undercarriage unit 5 is sufficient.
  • One pair of high position sensors in each case are arranged for preference in the area of both ends of the car body, or in each case at one end of the car body on the right and left on the two car body longitudinal side walls, and in each case, on the right and left seen in the direction of travel, detect the vertical distance between the car body 1 and the undercarriage unit 5 allocated to it in each case.
  • the high position sensors can also be integrated into the secondary spring elements 4 , or interact with them.
  • the two transversal acceleration sensors 30 are arranged in the area of the longitudinal-side car body ends and detect the transversal acceleration values of the car body 1 as it enters into travel operation.
  • the actuators 7 which can actively adjust the relative transversal position and can be actuated by a computer 20 , hold the car body 1 .
  • These actuators 7 as shown in FIGS. 5 a and 5 b , in each case have a springing and shock-absorbing property, and so connect the car body 1 to the individual undercarriage 5 in each case. In this way, transversal interferences from the rails are transferred gently into the car body. To increase travel comfort, the actuators 7 then create adjustment forces for the adjustment of the transversal position, which is specified by the regulating software.
  • the actuators 7 are in particular hydro-pneumatic actuators, as shown in FIG. 6 by the example of a single actuator 7 .
  • the actuator 7 exhibits a container 51 , with a diaphragm 57 arranged in it.
  • the diaphragm 57 subdivides the container 51 into a gas chamber 53 , which contains a gas, and a fluid chamber 55 , which contains hydraulic fluid.
  • the fluid chamber 55 is connected via a choke 63 to a pressure chamber 61 and a fluid connection 60 . Hydraulic fluid is conducted in a controlled manner via the fluid connection 60 , through a valve, not shown, into the actuator 7 , or conducted away from it.
  • the choke 63 represents a fluid resistance, so that the actuator 7 has a shock-absorbing effect.
  • the relative transversal position between the car body 1 and the undercarriage 5 is adjusted via a piston 59 and a piston rod 58 , which engages at the securing element 67 .
  • each undercarriage 5 arranged at each undercarriage 5 are two actuators 7 of the same kind, taking antagonistic effect on each other.
  • the forces on the piston 59 are compensated for.
  • the relative transversal position is therefore changed due to the introduction of a pressure difference.
  • the sum total of the pressures in the two pressure chambers 61 of the two actuators 7 of the same undercarriage 5 is limited to a maximum value.
  • the relative wobble angle w is determined from the measured values of the vertical relative position Z r is determined at the secondary spring elements, taking into consideration the transversal distance interval l q — v between the path sensors.
  • the indices vr and vl mean “front right” and “front left”.
  • w z r_vr - z r_vl l q_v
  • the measurement can be checked by adding vertical path sensors at the rear bogie.
  • ⁇ r y r_v + ⁇ r_h 2 - z ⁇ ⁇ w - ⁇ r ⁇ l v - l h 2
  • the car body transversal acceleration can be determined by analogous considerations.
  • Two transversal acceleration sensors secured to the car body provide the car body transversal acceleration at the centre of gravity, when the portions resulting from the wobble angle and the wobble acceleration and turn acceleration of the car body have been adjusted.
  • the absolute wobble acceleration is determined by means of vertical acceleration sensors secured to the car body.
  • Vertical acceleration sensors at the rear part of the car body can support the measurement.
  • a pressure sensor is provided per actuator, in order to regulate the two antagonistic actuators of the each undercarriage with regard to the sum total of the pressures in the actuators.
  • a transversal position regulation of the car body can be carried out.
  • the aim of this regulation is to carry out the transversal position regulation in such a way that no build-up of the wobble movement takes place.
  • FIG. 7 the function of a regulation of the transversal position is shown in FIG. 7 .
  • the transversal acceleration regulation must therefore use signals which contain the second and/or at least a higher temporal derivation of the transversal acceleration of the car body centre of gravity, or from which these can be derived.
  • An advanced calculation for the stabilization of the wobble movement takes place for preference by the use of at least two different derivations of the transversal acceleration of the car body centre of gravity.
  • the determination of these derivation signals is effected in particular by means of a regulating technology filter with an order which is greater than the order of the maximum derivation stage used.
  • the order of filtering is determined inter alia from the excitability of the car body in response to oscillations, and depends on how close the frequency range taken into account by the regulating arrangement lies to frequency ranges in which oscillations can be excited. The closer the range taken into account lies to the excitation range, and the easier oscillations are excited, the higher the order of filtering should be.
  • the regulation of the turn acceleration can be carried out separately.
  • the turn acceleration regulation does not make use of the turn acceleration itself, if an actuator with integrating effect is being actuated directly. It is therefore proposed that the first derivation of the absolute turn acceleration of the car body centre of gravity be used for the regulation.
  • Position regulation procedures regarding the transversal deflection of the centre of gravity of the car body and the turning angle of the car body with regard to the bogie can make use of an integrating effect of an actuator and therefore use only a P (proportional) portion and a D (differential) portion, which is likewise realised via a deep-pass filter of at least the second order.
  • An integral portion can likewise be used, but for preference this has only a portion of regulator output signals typically smaller than one tenth.
  • the regulator output signals calculated in this way are distributed onto actuators arranged on the car body in the longitudinal direction almost at the end face.
  • actuators arranged on the car body in the longitudinal direction almost at the end face.
  • volume flows of a hydraulic fluid for at least one actuator at the front (Q v ) and one actuator at the rear (Q h ) on the car body are calculated and adjusted, which, depending on the sign, are supposed to flow in or out, seen from the actuator. If two actuators are antagonistically arranged, the adjustment signal determined will be distributed with different signs to the right and left actuators.
  • the relative car body transversal position should not be kept constant, but that the actuators should stay in their middle setting even when travelling around curves. In this way, the entire actuator path is always available in order to be able to compensate for dynamic transversal interferences.
  • a reference signal for the car body transversal position is calculated in such a way that this is guaranteed. Determinant in this is the wobble angle of the car body derived as stationary from the curve travel. This can be calculated by back-calculation.
  • This reference signal as described on the basis of FIG. 7 , is low-frequency filtered and does not tale effect on a branch of the regulating process which processes derivations of the transversal acceleration. In this way, the reference signal is processed at low frequency without negative effect on the acceleration regulation.
  • a sum total pressure regulation of antagonistic actuators can be added to the regulating structure represented in FIG. 7 .
  • the sum total pressure which is determined from the two antagonistic actuators in each case is used for the regulation. If the sum total pressure exceeds or falls short of a reference value, then, for example, the oil volume flow required for both actuators will be reduced or increased in the same direction by a fraction which is proportional to the deviation.
  • the delimiting of the sum total pressure upwards prevents the risk of destruction of the actuators. Delimitation downwards guarantees stable regulation, which is not destabilized by changing the properties of the actuators, in particular the damping properties.
  • the reference transversal position of the car body centre of gravity 2 is determined as a filtered product from the wobble angle w and the distance interval h between the centre of gravity 2 and the engagement point of the actuator 7 on the securing point 65 ( FIG. 3 ).
  • the regulating branch begins for the generation of a reference value Y rs for a relative position of the car body centre of gravity in the transversal direction.
  • the wobble angle w is used as an input variable; for example, during travel round a curve, the actuator should adopt or retain a middle position so that the full actuator path is available on both sides of the middle position.
  • volume flow control signals Q v for the hydraulic actuator 7 of the front undercarriage 5 and Q h for the hydraulic actuator 7 of the rear undercarriage 5 are processed to form volume flow control signals Q v for the hydraulic actuator 7 of the front undercarriage 5 and Q h for the hydraulic actuator 7 of the rear undercarriage 5 , whereby these control signals control hydraulic valves which are connected in supply lines between one or more storage containers containing hydraulic fluid and the individual actuators 7 .
  • the car body transversal acceleration is conducted to an electric filter 81 .
  • the filter 81 delivers very small portions of the regulating output signals, both for high-frequency as well as low-frequency parts of the transversal acceleration oscillations measured or derived, for preference very much smaller than 10%.
  • the oscillations are damped and/or prevented which are located in the middle frequency range located in between (typically 3-5 Hz) and which are perceived as being particularly interfering or are defined or normed as such.
  • the regulating branch beginning in the left part of the block 70 exhibits a multiplier designated with the reference number 71 , which multiplies the input signal for wobble angle w by the value h.
  • h is the distance interval represented in FIG. 3 between the actuator and the car body centre of gravity 2 .
  • the output signal from the multiplier 71 is passed to a regulating element 73 , which is adjustable. It can be adjusted in such a way that the regulating branch has no effect whatever, i.e. in particular when travelling around curves, no resetting takes place of a change incurred by centrifugal forces of the relative position between car body and undercarriage. It can also be adjusted in such a way, however, that such resetting is possible, or that the regulating branch is active.
  • the low-pass filter 75 has the function of essentially making only the slow, i.e. low-frequency, portions of the wobble movements of the car body usable for the regulation procedure. For example, a disconnection edge of the low-pass filter 75 can be set to a value of between 0.1 and 0.5 Hz.
  • Available at the output of the low-pass filter 75 is the reference signal Y rs for the relative position of the car body. The reference signal Y rs is compared with the measured value Y x in a differentiator element 89 .
  • the differential signal is conducted to two electric filters 77 and 79 , whereby the filter 77 delivers low-frequency signals which are proportional to the deviation between the reference value of the relative position of the car body centre of gravity and also proportional to the first temporal derivation of the differential signal.
  • the filter 77 operates on a higher frequency than the low-pass filter 75 . As far as possible it has no integrating effect.
  • the filter 77 together with the filter 79 , guarantees the transversal position regulation of the car body.
  • the filter 77 does not deliver higher-frequency signals, in particular with a frequency greater than 2 Hz, which therefore guarantees a stable and reliable transversal position regulation.
  • the filter 79 has an integrating effect.
  • the filter 79 like the filter 77 , contributes to the transversal position regulation of the car body.
  • the portion of the filter 79 is very small in comparison with filter 77 , however, and for preference constitutes less than a tenth of the portion of the filter 77 in the regulator output signal.
  • the portion of the filter 79 is suitable for eliminating an offset in the actuation of hydraulic valves.
  • the filter is also effective at lower frequency than the filter 77 .
  • the output signals of the filters 77 , 79 , 81 are conducted to a summing element 91 , and so produce a sum signal, which in turn is conducted to a summing element 93 and a differential forming element 95 .
  • a turn acceleration signal is conducted to a further filter 83 , which delivers very small portions both for higher-frequency portions as well as for lower-frequency portions of the turn acceleration determined (for preference less than 10% of the regulator output signals).
  • a middle, particularly interfering range of, for example, 3-5 Hz Attention is drawn to the advantages described heretofore.
  • a signal corresponding to the turn angle which has been determined is conducted to an electrical filter 85 , and, parallel to this, to a filter 87 .
  • Filter 85 delivers lower-frequency signals, which are proportional to the relative car body turn angle, and which are proportional to the first temporal derivation of the angle.
  • the filter contributes to the regulation of the turn position of the car body. In the middle frequency range, in which the filter 83 is particularly effective (see above), or above this, no signals are delivered.
  • Filter 87 like filter 85 , contributes to the adjustment of the turn position of the car body. The portion of this filter in comparison with the filter 85 should be very small (e.g. less than 10%) and is suitable for eliminating an offset during the actuation of hydraulic valves.
  • the filter 87 is also effective at lower frequencies than the filter 85 .
  • the filters 83 , 85 , 87 should not overlap in their effective frequency ranges, or as little as possible, i.e. in the frequency ranges in which they deliver effective portions for the regulator output signals.
  • the output signals from the filters 83 , 85 , and 87 are conducted to a summing element 97 , which is in turn conducted to the summing element 93 and the differential forming element 95 .
  • the summing element 93 issues the output signal Q v .
  • the summing element 95 issues the output signal Q h .
  • an amplifier can be provided for between the summing elements 91 , 97 , and the summing element 93 or the differential forming element 95 respectively, in order to take account of the geometry and mass circumstances of the vehicle which is to be controlled.
  • the situation is achieved in that, with little effort in terms of measurement technology, the essential factors are detected for a pleasant travelling sensation, and a stable and jerk-free positioning of the car body in travel operation.
  • vibrations arising on the car body can also be eliminated, and the excitation of a wobble movement of the car body, which under certain circumstances derives from this, can also be done away with.
  • a stabilization of the wobble movement can also be achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
US10/496,503 2001-11-23 2002-11-12 Position adjustment of a vehicle car body Abandoned US20050087098A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10157368.5 2001-11-23
DE10157368A DE10157368A1 (de) 2001-11-23 2001-11-23 Positionseinstellung eines Fahrzeug-Wagenkörpers
PCT/EP2002/012635 WO2003043840A1 (de) 2001-11-23 2002-11-12 Positionseinstellung eines fahrzeug-wagenkörpers

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US20050087098A1 true US20050087098A1 (en) 2005-04-28

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US10/496,503 Abandoned US20050087098A1 (en) 2001-11-23 2002-11-12 Position adjustment of a vehicle car body

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US (1) US20050087098A1 (de)
EP (1) EP1451030B1 (de)
JP (1) JP2005509553A (de)
KR (1) KR100916382B1 (de)
CN (1) CN100500459C (de)
AT (1) ATE325720T1 (de)
AU (1) AU2002351979A1 (de)
DE (2) DE10157368A1 (de)
DK (1) DK1451030T3 (de)
ES (1) ES2262873T3 (de)
PT (1) PT1451030E (de)
WO (1) WO2003043840A1 (de)

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US20120118194A1 (en) * 2009-03-30 2012-05-17 Bombardier Transportation Gmbh Vehicle Having Rolling Compensation
EP3492333A1 (de) * 2017-11-30 2019-06-05 Bombardier Transportation GmbH Mit einer queraufhängung ausgestattetes schienenfahrzeug und aufhängungsverfahren
EP3848269A4 (de) * 2019-11-29 2022-01-12 Korea Railroad Research Institute Drehgestell für ein gummibereiftes leichtes schienenfahrzeug

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KR101138167B1 (ko) * 2007-12-06 2012-04-23 레일웨이 테크니칼 리서치 인스티튜트 철도 차량의 차체 경사 장치
CN101428448B (zh) * 2008-12-22 2011-06-01 福建省中福工程建设监理有限公司 可连续工作的石材切割机轨道
CA2808256C (en) * 2010-08-25 2014-06-03 Nippon Steel & Sumitomo Metal Corporation Vibration suppression device for railway vehicle
ES2798769T3 (es) * 2010-08-25 2020-12-14 Nippon Steel Corp Dispositivo de estimación de la aceleración de componentes vibratorios y método de estimación de la aceleración de componentes vibratorios para vehículos ferroviarios
AT510492A1 (de) * 2010-09-21 2012-04-15 Siemens Ag Oesterreich Gewichtsoptimierte anbindung des fahrwerks eines schienenfahrzeuges an einen wagenkasten
DE102012211319B4 (de) * 2012-06-29 2015-08-27 Siemens Aktiengesellschaft Schienenfahrzeug und Verfahren zum Steuern des Schienenfahrzeugs zur Reduktion von auftretenden Querkräften
EP2871110B1 (de) * 2013-11-07 2018-07-04 Bombardier Transportation GmbH Seitenwindstabilisierungsverfahren und zugehöriges schienenfahrzeug
CN107860549B (zh) * 2017-10-23 2020-03-17 中国科学院力学研究所 一种激波风洞模型的隔振装置
CN110539770B (zh) * 2018-12-05 2020-12-25 中车长春轨道客车股份有限公司 一种列车减震器阻尼控制方法及装置
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FR3100519B1 (fr) * 2019-09-11 2021-09-24 Alstom Transp Tech Caisse de véhicule, notamment de véhicule ferroviaire, et véhicule associé

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US20120118194A1 (en) * 2009-03-30 2012-05-17 Bombardier Transportation Gmbh Vehicle Having Rolling Compensation
US20120137926A1 (en) * 2009-03-30 2012-06-07 Bombardier Transportation Gmbh Vehicle Having Rolling Compensation
US8356557B2 (en) * 2009-03-30 2013-01-22 Bombardier Transportation Gmbh Vehicle having rolling compensation
EP3492333A1 (de) * 2017-11-30 2019-06-05 Bombardier Transportation GmbH Mit einer queraufhängung ausgestattetes schienenfahrzeug und aufhängungsverfahren
WO2019105752A1 (en) * 2017-11-30 2019-06-06 Bombardier Transportation Gmbh Rail vehicle provided with a transverse suspension system and suspension method
EP3848269A4 (de) * 2019-11-29 2022-01-12 Korea Railroad Research Institute Drehgestell für ein gummibereiftes leichtes schienenfahrzeug

Also Published As

Publication number Publication date
ATE325720T1 (de) 2006-06-15
AU2002351979A1 (en) 2003-06-10
WO2003043840A1 (de) 2003-05-30
JP2005509553A (ja) 2005-04-14
EP1451030B1 (de) 2006-05-10
EP1451030A1 (de) 2004-09-01
DE50206763D1 (de) 2006-06-14
DK1451030T3 (da) 2006-09-11
CN100500459C (zh) 2009-06-17
KR20050044595A (ko) 2005-05-12
DE10157368A1 (de) 2003-06-12
CN1610621A (zh) 2005-04-27
KR100916382B1 (ko) 2009-09-07
PT1451030E (pt) 2006-08-31
ES2262873T3 (es) 2006-12-01

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