WO1996003303A1

WO1996003303A1 - Process for transversely stabilising railway vehicles with track -curvature-dependent vehicle body control

Info

Publication number: WO1996003303A1
Application number: PCT/CH1995/000169
Authority: WO
Inventors: Ferdinand Haberstock
Original assignee: Fiat-Sig Schienenfahrzeuge Ag
Priority date: 1994-07-23
Filing date: 1995-07-24
Publication date: 1996-02-08
Also published as: EP0720556B1; ATE171426T1; FI961275A; EP0720556A1; HU9601045D0; BG100521A; CZ117796A3; HUT77506A; PL313516A1; DE4426166A1; DE59503690D1; FI961275A0; NO961177L; NO961177D0

Abstract

In the process of the invention for the transverse stabilisation of railway vehicles, uncomfortable lateral movements are stabilised in that the vehicle body (3) is dynamically decoupled from the bogie (6) during the uncomfortable movement as the representative factors in such movements are detected by sensors and counter-movements are produced by control technology on the basis of the detected values, making use of the existing drive units (1, 2) for track-curvature-dependent vechicle body control.

Description

Process for the transverse stabilization of rail vehicles with car body control dependent on the curve

The invention relates to a method according to the preamble of claim 1.

The maximum speeds that can be achieved when traveling by rail vehicles in passenger transport depend not only on design and safety aspects, but also on ergonomic demands on the comfort of the passengers. For example, In the railway building and operating regulations of the Deutsche Bundesbahn, it is precisely determined which centrifugal acceleration directed towards the outside of the arch can be expected of the traveler as much as possible. The permissible speed in the curve is thus limited by the radius of the bend, which is fixed in terms of distance and cannot be changed, and the existing track elevation, which can be influenced indirectly, because the effect of a track elevation can be related to the the centrifugal force acting on the travelers is also achieved by a tilting device that rotates the car body about its longitudinal axis with respect to the plane of the track. By using such a measure, the maximum permissible speed in the curve of the track can be increased significantly, which means that considerable travel time reductions can be achieved, in particular in the case of routes with many arches.

In technical terms, the terms GSt (derived from "rail-dependent wagon body control") or NEITEC (from Neigetechnik) are often used as a generic term for technical facilities that enable such a bank. A distinction is made between "active" and "passive" tilt systems. The following considerations relate exclusively on active systems, which distinguish themselves from passive systems in that the inclination is managed by position-controlled actuators.

There are various embodiments for the drive technology part of NEITEC systems, as well as for the respectively assigned control and regulation.

Detailed descriptions of the theoretical basics, the construction of real systems as well as comparative considerations for different systems are available in the form of essays in the specialist literature, e.g. in the journals ETR-Eisenbahn¬ Technische Rundschau 36/1987 H. 11-November and ETR-Eisenbahntechnische Rundschau 42/1993, H. 1-2, January / February, written by Volker Kottenhahn under the titles "Faster travel Existing routes - The railroad-dependent car body control "or" NEITEC systems in comparison ".

The active NEITEC systems described there work consistently with position-controlled actuating cylinders hydraulically driven by servo valves as actuators for the inclination adjustment of the car body relative to the bogie.

The articles "The new diesel-electric multiple unit of the VT 610 series of the German Federal Railroad with track-dependent car body control", ZEV + DET Glas.Ann., Provide further detailed descriptions of the conceptual design of systems that have been running on schedule for several years. 115 (1991) No. 7/8 July / August, "Car body inclination in rail vehicles" ZEV Glas.Ann. 113 (1989) No. 6/7 June / July and "Electric Express Train X2 of the Swedish State Railways" Electric Railways from 88 (1990) 7. Representative embodiments resulting from these descriptions are shown in FIGS. 1 and 2.

1 shows an arrangement in which there is a hydraulic cylinder 1 on the left and right side wall of the car body, which is supported in the car body 2 on the one hand and on a cross member 3 of the bogie on the other hand. By moving the pistons in opposite directions in the actuating cylinders 1, the car body can be tilted around a roll pole 4 which is approximately 500-550 mm above the floor of the car body.

The kinematics of the inclination movement is essentially determined by the structural design of the pendulum arrangement 5, via which the body 2 is connected to the cross member 3.

The track bogie of a rail vehicle is exposed to unavoidable jerky bumps, especially in the transverse direction, due to track position errors, when driving over switches, when entering a transition arch or when directly entering a straight line into an arch, even when exiting the arch or when changing arches , from which the car body should be decoupled if possible. This is done with the aid of a suspension and damping system, which is usually referred to as "secondary suspension" and is constructed in the example in FIG. 1 from spring assemblies 6 with parallel dampers 7 and is combined with an active transverse suspension 8 consisting of one or more pneumatic cylinders. The active transverse suspension compensates for the outward inertia of the car body depending on the lateral acceleration when cornering, so that the cross member 3 carrying the car body 2 remains centered with respect to its central position above the bogie 9, which is achieved in that the Pneumatic cylinder 8 applies a pneumatic force of equal magnitude to the inertia force of the car body 2 and opposes it. This pneumatic force is activated by the same signal that controls the body inclination. It is derived from a measurement of the unbalanced lateral acceleration by an acceleration sensor 10 attached to the bogie 9.

The desired useful signal, i.e. the centrifugal acceleration occurring when traveling through bends, however, is still superimposed on the acceleration spectrum which is characteristic of the unavoidable jerky disturbance movements on the bogie mentioned above.

According to the current state of the art, in all NEITEC systems known to date, these short-term interference components are filtered out of the acceleration measurement signal by a low-pass filter before they are fed to the control and regulation for further processing, so that the tilt drive (in the example of the Fig. 1 also the active transverse suspension) can not be caused z undesirably harsh reactions.

Because of the deliberate keeping away of the entire spectrum of lateral interference accelerations from the control and regulating part of the tilting system, it is important to determine here that the active transverse suspension can only be regarded as actively working in the sense that it caused the control and regulation automatic adjustment of the force to be exerted by the pneumatic cylinder takes place against the quasi-stationary inertial force of the car body which is applied when traveling through bends. The short-term disturbances in the balance of forces caused by the jerky disturbing movements at this point are therefore only passively intercepted, but inadequate, which is why they are effective full damping of transverse force peaks, additional passive pneumatic cylinders 11 are provided, which are mounted transversely to the direction of travel between the bogie 9 and the body 2.

Another previously known system is outlined in FIG. 2. Here, too, the inclination kinematics are effected via a pendulum arrangement 1. Servo-valve-controlled hydraulic cylinders 2 in turn serve as actuators, which, in contrast to the example according to FIG. 1, are arranged below the car body 3. The secondary suspension 4, which here consists of air bellows, is located between the upper weighing beam 5 of the bogie 6 and the floor of the car body 3. The disturbing movements excited by the bogie 6 are damped in the vertical and lateral directions. An active transverse suspension for centering the car body on its central position in the longitudinal direction, as in the example in FIG. 1, is not provided here because the secondary suspension is not subjected to as high transverse forces when traveling through bends as in the construction according to FIG. 1 the inertia force of the car body laterally fully on the car body, while the secondary suspension according to FIG. 2 is only subjected to the uneven lateral acceleration. Nevertheless, difficulties can arise with this arrangement with regard to the desired damping behavior, since the lateral freedom of movement of the air spring is limited to only a few cm, and the spring characteristic is progressive, ie the suspension becomes harder with increasing deflection until it stops completely is coming. This has the effect that, in the case of unfavorable driving dynamic conditions, particularly in the case of jerky transverse accelerations caused by the track, the lateral damping often does not provide satisfactory results. In addition to the structural configurations shown in FIGS. 1 and 2, further GSt arrangements are possible, for example in the case of the actuators by using electromotive linear drives instead of the hydraulic actuating pistons, or by using only one actuator (hydraulic or electrical). per bogie, preferably in a horizontal arrangement under the car body, but such variants have practically no influence on the principle of operation of the suspension and damping systems described here for the car body.

It should be noted that, according to the current state of the art, there is no active stabilization of the wagon body against jerky lateral disturbance movements in rail vehicles with track-body-dependent control.

The invention is based on the object, in rail vehicles with track-dependent car body control, the transverse stabilization of the car body against e.g. to be brought about by jerky transverse faults caused by track position errors, driving over switches, bend entries and bends which are transmitted from the bogie to the car body, primarily by means of an active stabilization method with the aid of the tilt drive.

To explain the new method, it is assumed that the mechanical system shown in FIG. 2 is considered. When the GSt is switched on, the upper weighing beam 5 is held there in its desired angular position by the two hydraulic adjusting pistons 2. Apart from practically negligible bending stiffness and a certain elasticity of the oil volume in the cylinders and their feed lines, the mechanical system formed from bogie 6, pendulum arrangement 1, actuator 2 and cradle 5 can be regarded as rigid, ie a jerky movement of the bogie 6 occurring in the transverse direction is fully transmitted to the cradle as a side fault of the same amplitude and frequency and reaches the car body 3 via the secondary suspension 4.

It depends on the temporal sequence of the bumps and the respective dynamic initial conditions to which the individual parts of the vehicle are exposed, to what extent such disturbances have an effect in the car body. If necessary, they can be further damped and have largely subsided until the next fault occurs, but under unfavorable circumstances they can also rock and lead to hard transverse loads on the car body, which then also impairs driving comfort for the travelers.

According to the invention, when jerky transverse faults occur on the bogie, the otherwise "rigid" connection to the cradle is briefly removed by the fact that the actuator of the tilting system executes a relative movement of the cradle that runs counter to the lateral movement of the bogie, that is to say to a certain extent the disturbing movement by an evasive movement into Empty runs. The better this decoupling succeeds, the smaller the residual movements arriving in the car body via the secondary suspension.

In terms of control technology, the aim of this new method is to inertially stabilize the cradle in the transverse direction with respect to the movements of the bogie.

A control structure, with which, for example, an active transverse stabilization of the car body can be achieved, is shown on the basis of the block diagram in FIG. 3. The bogie 1 and cradle 3 are connected between the pendulum device 2 which determines the kinematics of the tilting system the cradle 3 and the car body 5 there is the secondary suspension 4. The forces with which the car body 5 is positioned and held there in the angle of inclination desired when traveling through bends are brought up by the actuating device 6 which is located between the bogie 1 and the Cradle 3 is effective. As already described above, the actuating device 6 can be either servo-valve-controlled hydraulic cylinders or electromotive actuators, one or two for each bogie. A usually attached to the front bogie of each car ter accelerometer 7 measures the transverse acceleration not compensated for by track superelevation, which is referred to in the technical language as a ". The then after Ver simultaneously with the useful signal a_ enthal¬ requested interference components (which are the so induced by track irregularities acceleration components) are filtered by a low pass 8 before the signal for Neigungswin kel setpoint c-goll ^we i ^terverarl3e surmounts is the The actual angle of inclination value 0- _j .st (measured between bogie 1 and cradle 3 by a device 9) is supplied to the position controller 11 in the summing point 10.

There are also systems in which instead of a_ the acceleration acting in the transverse direction of the car body is measured and fed to the further processing by the position controller 11. But even in these cases, the useful signal is previously freed from the higher-frequency interference components by a low-pass filter at approximately 2 Hz (see German Patent Office, Auslegeschrift 1961553, Akt.-Z. P 19 61 553.3-21).

The output of the position controller sends control commands to the drive until the desired angle of inclination is reached.

In the conventional NEITEC systems, the position controller 11 controls bypassing the frame framed in FIG. 3 Blocks directly on the actuator 6 in the known hydraulic drives, for example in that the position controller output signal is fed to a servo valve, which in turn performs the power amplification and controls the oil flow for the actuating cylinder or actuators.

According to the innovation, an additional control loop is now introduced (shown within the dashed frame in FIG. 3), at the input of which there is a summing point 12, in which the output of the position controller 11 is compared with a signal which corresponds to the between Bogie 1 and cradle 3 acting force is proportional. The force measurement required for this can be carried out by means of a commercially available sensor 13, which works on the basis of changes in length due to stretching and compression. can be attached to the housing of the actuating cylinder in the case of a hydraulic drive or on the spindle housing in the case of an electric drive, if appropriate also to the mounting bracket of the actuating device. In the case of hydraulic actuators, it is also possible to consider taking a pressure measurement on the actuating cylinder instead of measuring the length change in the drive mechanism, since the pressure measured there is proportional to the force acting on the actuator.

With trouble-free operation of the tilting system, that is, if there are no track-fault-related or similar disturbances acting on the actuating device, the holding force is constant when cornering (when driving straight ahead, it is zero); then the force control loop is also at rest. If the force sensor now reports a brief disturbance of the equilibrium of forces in the drive mechanism caused by jerky lateral acceleration on the bogie, then the equilibrium in the summing point 12 is also disturbed, to which the force controller 14 reacts so that it detects the previous force ratio in the Actuator tries to maintain, ie the actuator no longer holds the cradle rigidly with respect to the bogie as before, but instead allows the cradle to perform an evasive movement in accordance with the malfunction. Due to the kinematic conditions, this takes place as a rotary movement around the roll pole, but in the working area of interest the required horizontal escape length is ensured at all times. The vertical change in position of the Wie resulting from the circular arc geometry mentioned at the same time has no significant influence on the positional stability of the body, since its effect is largely absorbed by the secondary suspension.

The side stabilization of the cradle and thus also the body, which can be achieved with the aid of the force control circuit, can be improved even further by adding an additional signal to the summing point 12 with an acceleration signal 15 derived from the side fault. If it is measured at the cradle and fed into 12, this results in a Another control loop It can be called an acceleration control loop. Another possibility is the feeding of the interference components contained in the a_ signal of the accelerometer 7 into the summing point 12 as a so-called "interference magnitude suppression (here the disturbances in the a_ signal, which are filtered out in all known versions of NEITEC systems, are targeted for stabilization of the car body inserted).

If there are reasons for a GSt project not being able to implement a force or pressure control loop in the proposed manner, this innermost control loop can be omitted as an alternative solution and instead only an acceleration loop can be set up. The best stabilizing effect against transverse disturbances is achieved in the car body when the method according to the invention is applied to the drive devices on both bogies of a rail vehicle, each of the two arrangements being equipped with its own sensors and controllers independently of the other.

Claims

Claims:

1. A method for the transverse stabilization of a rail vehicle equipped with a rail-dependent vehicle body control during straight-ahead and curved travel against jerky lateral disturbing movements which occur due to track position errors, travel over switches, curved entrances and curved exits or other irregularities in the track guidance on the bogie and from there act on the car body, characterized in that the car body is dynamically decoupled from the bogie during the disturbance process, in that with the help of one or more sensors which detect one or more state variables representative of the fault, a control technology The movement between the bogie and the body, which is opposite to the disturbing movement, is produced, the same drive assembly being used as the actuator for this movement process, with which the angle of inclination in the case of the rail body-dependent vehicle body control is also used is set.

2. The method according to claim 1, characterized in that the dynamic decoupling between the bogie and Wagenka¬ boxes is accomplished with the help of a position control loop of the Neigungseinrich¬ direction subordinate force control loop, and that if necessary to further improve the decoupling of the force control loop additionally with an acceleration si ¬ signal is applied, which is preferably measured on the carrying device of the car body or on the car body itself.

3. The method according to claim 1, characterized in that when using a servo-valve-controlled hydraulic drive assembly, the position control loop of the inclination device is subordinated to a pressure control loop, and that if necessary for a further improvement in the decoupling of the pressure control circuit is additionally subjected to an acceleration signal, which is preferably measured on the carrying device of the car body or on the car body itself.

4. The method according to claim 1, characterized in that the dynamic decoupling between the bogie and car body is accomplished with the aid of an acceleration control circuit, the sensor of which is preferably attached to the carrying device of the car body or to the car body itself.

5. The method according to claim 1, characterized in that when using an electromotive drive module, a signal proportional to the interference acceleration is entered into the current control of the motor.