WO1997035756A1 - Systeme de guidage pour vehicules sur rail - Google Patents

Systeme de guidage pour vehicules sur rail Download PDF

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Publication number
WO1997035756A1
WO1997035756A1 PCT/CH1997/000094 CH9700094W WO9735756A1 WO 1997035756 A1 WO1997035756 A1 WO 1997035756A1 CH 9700094 W CH9700094 W CH 9700094W WO 9735756 A1 WO9735756 A1 WO 9735756A1
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WO
WIPO (PCT)
Prior art keywords
mfg
unit
estimated
rail vehicle
inaccuracy
Prior art date
Application number
PCT/CH1997/000094
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German (de)
English (en)
Inventor
Helmut Altmann
Original Assignee
Fiat-Sig Schienenfahrzeuge Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fiat-Sig Schienenfahrzeuge Ag filed Critical Fiat-Sig Schienenfahrzeuge Ag
Priority to AU18656/97A priority Critical patent/AU1865697A/en
Publication of WO1997035756A1 publication Critical patent/WO1997035756A1/fr

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Classifications

    • 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

Definitions

  • the present invention relates to a guide system according to the preamble of patent claim 1 and a method according to the preamble of patent claim 9.
  • the lateral acceleration is dependent on the radius of the curve and the speed of travel, the angle by which the load floor is to be placed with respect to the chassis in order to meet the above-mentioned conditions, in addition to the elevation of the track.
  • the instantaneous lateral acceleration is measured on the vehicle, for which purpose suitable measuring devices, such as accelerometers, gyroscopes, pendulums, etc., are provided on the vehicle.
  • the control element for the load-bearing floor bank inclination is intervened in a controlling or regulating sense.
  • the easiest way to control the position is by using it given a pendulum, the deflection of which is a direct measure of the bank angle to be set on the load-bearing floor, because the mass of the load is not included in the acceleration considerations.
  • Route information or reference data and metrologically determined route information is calculated.
  • the reference data are called up with a leading address and offset against the measured speed of the rail vehicle for the instantaneous determination of the transverse inclination of the load floor to be set.
  • the known system does not take into account the error characteristics of the speed measuring device or does so only insufficiently, which leads to incorrect measured values Speeds and consequently also incorrect position values after longer straight sections and thus also incorrectly set transverse inclinations of the load floor. This significantly reduces the comfort of the passengers.
  • the present invention is therefore based on the object of specifying a guidance system by means of which the position of the rail vehicle can be reliably determined.
  • the invention has the following advantages: Estimating errors in sensor signals and the current position error and by compensating for the actual errors with the aid of the estimated values, the position of the rail vehicle is determined very precisely. In particular, changes in the sensors or other measurement errors are constantly compensated for. If the position determined on the basis of the teaching according to the invention is used to adjust the angle of inclination of the load floor, errors in the corresponding actuating signals that are caused by position errors are also avoided. This can significantly increase the comfort of the passengers. In addition, the actuators for setting the load-bearing inclination can be switched off on straight sections of the route. Overall, the performance of the guidance system according to the invention in terms of passenger comfort, in terms of energy consumption and in terms of protecting the actuators has been considerably improved.
  • FIG. 1 shows a rail vehicle equipped with an actuating device for adjusting the load floor cross slope
  • Fig. 2 is a block diagram of an inventive
  • Fig. 3 is a block diagram of another
  • Fig. 4 shows a course of a correlation-like Function A, ⁇ ,
  • FIG. 5 shows a block diagram of a correction unit contained in the guidance system
  • FIG. 7 schematically shows an implementation of two guide systems according to the invention as master and slave, as a preferred form of implementation of redundant systems.
  • a rail vehicle with a vehicle superstructure SF in particular consisting of a load-bearing floor LB, and a vehicle substructure is shown schematically in cross section, the
  • Vehicle superstructure SF is pivotally mounted in the transverse direction with respect to the vehicle substructure.
  • the angle of inclination ⁇ and thus the load-carrying floor LB is set by an adjusting unit STE in such a way that the acceleration on the load resulting from gravitational acceleration and lateral acceleration falls into the vertical of the load-carrying floor LB.
  • FIG. 1 A functional block diagram shown in FIG. 1
  • a correction unit KRE a setting angle calculation unit SPE, an adjusting device STE, a correlator unit KE and a reference data storage unit RE.
  • system variables SGM are measured using sensors (not shown) and transferred to the correction unit KRE, in which estimated system variables SGG are calculated in a manner to be explained, which on the one hand is sent to the actuating angle calculation unit SPE for calculating the inclination angle ⁇ corresponding to the estimated system variables SGG and on the other hand to the
  • Correlator unit KE for determining the errors contained in the measured or calculated system variables SGM and for determining an inaccuracy degree R of the position measurement error or other observable system errors MFG, whereby to determine these system errors MFG and to determine their degree of inaccuracy R from the reference data storage unit RE route information SI are needed.
  • This route information SI is also used in the calculation of the tilt angle ⁇ in the actuation angle calculation unit SPE.
  • the estimated system errors MFG and their degrees of inaccuracy R are finally fed to the correction unit KRE for determining or for re-determining the estimated system variables SGG. They are processed there with an estimation filter (observers with constant or variable amplification factors, the latter for example as a Cayman filter) in such a way that the errors of at least one system variable SGG are estimated.
  • this estimation filter is a Cayman filter, which is described in more detail below.
  • the estimated system errors MFG become only in the degree of their inaccuracy, namely according to the degree of inaccuracy R Correction of the measured and calculated system sizes SGM used.
  • the estimated system errors MFG with a large degree of inaccuracy R are not taken into account or only to a small extent when determining the estimated system sizes SGG, which is why the estimated system sizes SGG correspond in value to the measured system values SGM or calculated from them and thus the settings of the inclination angle ⁇ based mainly or entirely on the system sizes SGM.
  • the block diagram of the guidance system shown in FIG. 2 could be thought of as reduced to the measuring device ME, the correction unit KRE, the actuation angle calculation unit SPE and the actuating unit STE.
  • the estimated system errors MFG are largely or completely taken into account when determining the estimated system variables SGG.
  • the measured or calculated system sizes SGM can deviate considerably from the estimated system sizes SGG.
  • the inclination angle ⁇ is calculated in the setting angle calculation unit SPE using the system variables SGG determined with the estimation filter and the route information SI read out from the reference data storage unit RE, and the control unit STE is hereby controlled.
  • FIG. 3 again shows a further embodiment of the guidance system according to the invention on the basis of a block diagram.
  • the measuring device ME the setting angle calculation unit SPE, the setting unit STE, the correlator unit KE, and the reference data storage unit RE and the correction unit KRE provided.
  • a curve detector KD is additionally provided for the detection of the start of a sheet inlet and possibly also for the detection of the end of a sheet outlet.
  • the lateral acceleration a are used as system variables SGM (FIG. 2). and the speed v ra of the rail vehicle is measured, the lateral acceleration a, not as in the embodiment according to FIG. 2 via the correction unit KRE, but on the one hand directly to the correlator unit KE and on the other hand to the curve detector KD.
  • a single variable is provided as the system error MFG (FIG. 2), namely a position difference ⁇ s ".
  • ideal values for the inclination angle ⁇ of the load-bearing floor LB are determined in the guide system according to the invention.
  • the position s of the rail vehicle is first determined by integrating the measured, faulty speed v m , combined with an "on-line” correction of the faulty speed and the faulty position.
  • the "on-line” correction of the faulty position is preferably carried out by means of an "on-line” correction of the measured speed v m in the correction unit KRE over the duration of a predetermined, short time cycle.
  • This has the advantage that the position error ⁇ s m does not always have to be available for compensation and has to be processed, but during a time cycle by integration into the position s flows in and can then be deleted.
  • the determination of the position error ⁇ s m and the "on line" correction based thereon is made possible by an additional, discontinuous position determination which is carried out with the aid of route information SI about the distance from the
  • the route information SI is in the
  • Reference data storage unit RE stored and preferably consist of the track curvature and the track elevation angle as a function of a constant distance pattern.
  • the lateral acceleration a m measured by means of the measuring device ME is recorded over a predefined time interval and converted by interpolation into a spatial grid of the same grid dimension as that of the route information SI.
  • a reference interval assigned to the measuring interval is selected from the set of route information SI and the assigned vehicle lateral acceleration is calculated as a reference signal for this, taking into account the vehicle speed.
  • the instantaneous position error ⁇ s m and the degree of inaccuracy R are then determined in the correlator unit KE. These are transferred to the correction unit KRE, which contains an estimation filter, with the simultaneous activation of a renewal signal UD, whereupon the estimated position s and the estimated speed v of the rail vehicle are calculated taking into account the degree of inaccuracy R.
  • the inclination angle ⁇ is continuously calculated and passed on to the setting unit STE for setting the load-bearing base LB (FIG. 1).
  • the correlator unit KE With the help of the correlator unit KE, as mentioned, by comparing a measured acceleration profile, namely the transverse accelerations a,. Measured in the measurement interval, with a reference transverse acceleration profile, obtained by calculation from the route information SI contained in the reference data storage unit RE, by a
  • Correlation algorithm determines the position difference between the two profiles and thus the position difference ⁇ s m , the speed v estimated in the correction unit KRE and the estimated position s being used to generate the reference profile from the plug information SI.
  • the procedure is as follows:
  • the release to the correlator unit KE for calculating a correlation basically takes place in that the correction unit KRE resets an acknowledgment signal UQ. This prevents a new correlation result from being offered before the correction unit KRE has processed the previous one. However, the calculation of a correlation is only started when a change in the
  • Detection signal DF of the curve detector KD was registered and also the speed of the rail vehicle has exceeded a predefined threshold value. If the above-mentioned conditions are met, the following in particular become Go through process steps:
  • Step Determination of the interval length that is scanned by the stored location data, an upper limit being specified
  • Step 4 Calculation of the number of grid spaces of a given spatial grid dimension that covers the measurement interval
  • Step 8 expansion of the grid
  • Step 9 Calculation of the reference lateral acceleration from the speed profile determined in the previous step and the route information assigned to the selected grid interval (track curvature, track inclination angle, ...);
  • Step 10 Plausibility check: The measurement interval and the reference interval are divided into three. For each of the front and back third and the entire interval
  • Correlation calculation is also aborted if the average speed in the measuring interval falls below a predetermined threshold value or if a corresponding note in the
  • Step 12 Determine the degree of inaccuracy R der
  • Degree of inaccuracy R the covariance of the position error, determined from the measured lateral acceleration a m and the route information SI derived from the reference data storage unit RE, is understood.
  • FIG. 1 Another system size SGM (FIG. 1) suitable for this purpose could be used, for example the track or bogie roll rate.
  • the index i runs through the measurement data location interval i lf ..., i 2 , ie the index i identifies the measurement function, while the relative shift between the measured values m (i) and the reference values r (i + k) is defined by the index k .
  • the correlation function A ⁇ fk) is thus formed as the square of the amount of the difference ⁇ m (k), the correlation function created with this special correlation algorithm taking a minimum if the two patterns best match.
  • the associated value k is determined by the correlator unit KE and from this the position difference ⁇ s "
  • ⁇ L is the grid width of the spatial grid.
  • a correlation function A ⁇ fk is shown, as it can result from the above calculation type, for example. This is clearly recognizable
  • a measure of the degree of inaccuracy R of the position difference ⁇ s m can be read - in the twelfth method step - from the course of the function of the correlation function A ⁇ tk).
  • the degree of inaccuracy R is smaller, the smaller the minimum value A " ⁇ n on the one hand and the larger the maximum values A lmax and A 2 (nax appearing at the edge of the window on the other hand.
  • One possible way of calculating the degree of inaccuracy R can be carried out using the following formula:
  • the formula is based on a base value R 0 . If the position difference ⁇ s m has a low degree of inaccuracy R, the value A is. ⁇ n relatively small, ideally even zero. Also the ratio of A, ⁇ and A ,. ax allows conclusions to be drawn about the quality of the correlation: for a good correlation this ratio goes towards zero, for a bad correlation this ratio converges towards one. Furthermore, factors K : and K 2 are provided, which are selected according to a desired weighting of the different proportions.
  • FIG. 5 shows a block diagram of the correction unit KRE contained in FIG. 3, a computing unit RET, two multipliers M1 and M2, three adders AD1 to AD3, a path correction unit WG, an integrator unit IE and a quadrature unit Q being provided.
  • the computing unit RET an estimated (filtered) value for the position error ⁇ s m and a linear and a square scale factor error ⁇ k : and ⁇ k q of the measuring device ME (Fig.
  • the third adder AD3 and the path correction unit WG are used to compensate for an estimated position error ⁇ s only active over one integration cycle, since the position error ⁇ s is processed within one integration cycle.
  • the estimated value of the position error ⁇ s is then set to zero.
  • the estimated speed v is thus determined using the following formula, the proportion from the discontinuous position error compensation not being shown here:
  • the integrator unit IE is used to integrate the estimated speed v Estimated position s is calculated, on the basis of which the angle of inclination ⁇ is calculated in the actuating angle calculation unit SPE (FIGS. 2 and 3).
  • the algorithm of an estimation filter is used in the computing unit RET, which in an advantageous embodiment the algorithm of a Cayman filter (A. Gelb, "Applied Optimal Estimation", THE MIT PRESS, Massachusetts Institute on Technology Cambridge, Massachusetts and London, England, 1994).
  • the position difference ⁇ s a determined in the correction unit KRE is used to make estimates of the true position error ⁇ s and the errors of the tachometer.
  • This embodiment of the estimation filter is therefore one
  • Correlator unit KE certain position is very accurate (small degree of inaccuracy R), then in the next calculation process the position difference ⁇ s m determined by the correlator unit KE is used in almost full amount for the position correction and is also used to a high degree in the estimation of the tachometer errors (linear and quadratic Scale factor errors ⁇ k x and ⁇ k q ).
  • the Kaiman filter trusts in its own knowledge and only uses the information received from the correlator unit KE to a very small extent.
  • This process is carried out by calculating the covariance of a state vector used in the Kaiman filter and by calculating the covariance of the position error determination (i.e. the
  • the selected model is therefore of the 3rd order, with this model not taking into account the tachometer zero point error.
  • the model could be expanded to a 4th order system with relatively little effort by recording the zero point error of the tachometer.
  • the Cayman filter is used to estimate the state variables x.
  • the inaccuracy of the estimation of the errors, the so-called estimation error of the individual components, is expressed by the covariance matrix P, which represents the expected value of the estimation error:
  • the so-called measurement vector z of the Kalman filter has only one component in the present case.
  • the relationship between the measurement vector z and the state vector x thus exists for the specified model:
  • the matrix H is referred to as the measurement matrix, which is constant in the present case.
  • the inaccuracy of the measurement is represented by the covariance matrix R of the measurement vector z. Since in the present case the measurement vector z has only one component, the covariance matrix R is a scalar quantity, i.e. the already mentioned degree of uncertainty R.
  • the matrix ⁇ kl represents the transition matrix which is time-variable due to the variable speed v and which describes the transition of the additional vector x from the discrete point in time (kl) ⁇ t to the discrete point in time k " ⁇ t
  • the plus sign means "immediately after an update", ie immediately after processing the position difference ⁇ s m supplied by the correlator unit KE, and the minus sign "before the following update".
  • This designation can also be understood to mean that, in the case of a series of intervals without an update, the extrapolation over a corresponding time period is simply meant.
  • update means a correction of the state made possible by an "external measurement” and the term extrapolation means the calculation of the change in state between two updates (or within a specified time interval) as a result of system error influences (non-compensated residual errors and System noise influences) is to be understood.
  • the state vector and the covariance of the estimation error are updated.
  • the Caiman filter therefore not only tracks the estimates, but also the inaccuracy of its own knowledge of the state vector.
  • the Cayman filter is operated with variable gain factors. If the system has a low level of uncertainty in the knowledge of its state and the external measurement is relatively imprecise, the external measurement is only taken into account to a small extent. If, for example, the correlator unit KE reports an unsafe position difference ⁇ s m of 100 m, the Kaiman filter would only take a few meters into account. The filter is very careful, so to speak, and trusts the external information very little. Otherwise it would be your own
  • the above-mentioned gain matrix K k only contains components in one column, because only one and no more different measurement variables are processed. This enables the update of the state vector x using the following formula:
  • ** ** - ⁇ *.
  • the renewal signal UD (FIG. 3) set by the correlator unit KE has been reset and set again. This prevents the previous active state of the renewal signal UD from being incorrectly interpreted as a renewed request to the computing unit RET to calculate estimated values.
  • the renewal signal UD is only reset by the correlator unit KE when an acknowledgment signal UQ is sent from the correction unit KRE to the correlator unit KE, whereby the latter is informed that the recalculation (update) in the Correction unit KRE is completed.
  • the acknowledgment signal QU originating from the correction unit KRE must have been reset and the renewal signal UD originating from the correlator unit KE must have been set.
  • the acknowledgment signal UQ for the correlator unit KE is reset by the correction unit KRE.
  • the curve detector KD triggers the update cycle in the
  • Correlator unit KE off.
  • the start of a sheet inlet or the end of a sheet outlet is determined in the curve detector KD, as mentioned, and is displayed to the correlator unit KE by means of a detection signal DF.
  • a possible embodiment of the curve detector KD is that the sensor signal with the measured lateral acceleration a m is first filtered with the aid of a filter with a low-pass characteristic. The filter output signal then goes through a non-linear one Characteristic curve with responsiveness (dead zone) (Winfried Oppelt, "Small handbook of technical control processes", Verlag Chemie, Darmstadt, 1972) with preset acceleration threshold values. Finally, to determine the arc direction with a signum function
  • a further embodiment for the curve detector KD would be given by using the measured track roll rate (i.e. the roll angular velocity) instead of the lateral acceleration signal or by using both signals as a logical combination of the detection signal of the lateral acceleration and a detection signal determined with the track or bogie roll rate.
  • other signals such as the body or bogie yaw rate or the angle of rotation of the bogie alone or in could
  • the actual position of the rail vehicle is estimated with the aid of the Cayman filter and a correlation.
  • other or even additional position measurements can also be included in the Cayman filter.
  • the position of the rail vehicle can be measured using GPS (Global Positioning System), track magnets or other external position measuring systems.
  • GPS Global Positioning System
  • the Cayman filter - with a slight modification of the embodiment shown - is almost predestined to take up this additional information and is thus weighted Process that the best possible estimate of the position is achieved taking into account all available information.
  • the teaching according to the invention is not only suitable for a guide system for adjusting the transverse inclination of the load floor of a rail vehicle.
  • the term guidance system is also to be understood as a system in which the position of the rail vehicle is determined for purposes other than for setting the load floor transverse angle of inclination. This includes in particular application in the monitoring of rail traffic or the speed of rail vehicles.
  • the route information SI (FIGS. 2 and 3) contained in the reference data storage unit RE and, if need be, the information on which the setting angle calculation unit SPE is based for calculating the angle of inclination ⁇ are determined in further embodiment variants of the invention in the sense of a “teach-in” in that they are not necessarily so Large ones themselves, but directly dependent on them, such as lateral acceleration and their direction, during a teach-in Travel of the rail vehicle with known measuring devices, such as gyroscopes, pendulums, inclination sensors, etc., is recorded and stored, for example, in the reference data storage unit RE and / or in the actuating angle calculation unit SPE from FIG. 2 or 3.
  • the guide system according to the invention is implemented, to connect at least one second guide system in parallel to the guide system according to the invention, in order on the one hand to have one
  • a redundancy control of the type mentioned is shown schematically in FIG. 6 using a function block diagram.
  • the guide system 41 is shown schematically in block 41 up to the output of the angle of inclination ⁇ , here referred to as ⁇ SE .
  • the guide system 41 according to the invention comprises one
  • Reference data storage unit RE of the type explained with reference to FIGS. 2 and 3.
  • the guiding system is shown schematically with block 43 and is preferably based on the measurement-technical detection of a with the lateral acceleration a ,. contiguous size, as shown schematically with the gyroscope in block 43.
  • This guidance system also, in its own way, provides an inclination angle cx ⁇ as a control signal. Both control signals ⁇ SE and ⁇ Sm or other signals that uniquely determine them are then compared with one another at a comparison unit 45 as to whether they are not more than one at one
  • the specified unit 47 of the maximum dimension ⁇ , ⁇ which can be specified differ from one another. If the two redundant control signals ⁇ SE and c ⁇ Sa differ from each other by more than the specified amount, the rail vehicle can be guided, for example, with the safer of the two guide systems 41, 43, even if the safer system in the sense of the input control technology is less precise.
  • the guidance system 43 measures the transverse acceleration conditions on the rail vehicle by measurement technology, in this case such a system 43, even if it is far less precise in terms of control technology, is used as a “makeshift system” for controlling or guiding the bank of the rail vehicle.
  • the comparison unit 45 switches the input of the actuation angle calculation unit SPE (FIGS. 2 and 3) to the auxiliary system 43 which is based on the lateral acceleration measurement and is already known, for example. At the same time, as shown in Fig. 6 at 49, this situation is e.g. displayed.
  • a teach-in phase can be used for the system 41 according to the invention in that, as described above, the vehicle travels a distance and the track characteristics recorded by measurement technology are loaded into a storage device.
  • each vehicle 1 to 5 has a setting angle calculation unit 11 for the load floor cross slope position, as has been described.
  • a guide system 41 s according to the invention and a system 43 s based on lateral acceleration measurement, as already explained with reference to FIG. 6, are provided on the railcar 5, completely symmetrically.
  • the systems on railcar 1 act as a master system (M), those on car 5 as a slave system (S).
  • the cross slope guidance is assigned to the intended systems as follows:
  • the master system 41 M according to the invention supplies the actuating signals ⁇ for all carriages 1 to 5 equipped with bank control of the type described.
  • the overall master system on the carriage 1 monitors itself, for example, by outputting the current actuating variable for the load floor on one of the carriages system 41 M according to the invention is compared with that of system 43 M. If these control signals deviate from one another in such a way that this is no longer plausible, the control of the load floor cross inclinations of all carriages 1 to 5 is transferred to the slave system 41 s according to the invention, as is shown schematically in FIG. 7 by the switchover unit 60.
  • Plausibility is also monitored on the overall slave system in the rearmost carriage 5, for example by comparing the control signals of the system 41 s according to the invention and the system 43 s based on measurement. If a deviation of these control signals that is no longer plausible is detected, it is again concluded that the system 41 s according to the invention is faulty, whereupon the system 43 M based on measurement temporarily takes over the bank control. If this system is also defective, which can be detected, for example, by comparing the chassis twist and bank setting signal, or if one or more of the bank actuators 11 is defective, the system is switched to emergency operation and the train is operated at regulating speed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

La présente invention concerne un système de guidage permettant de déterminer la position et/ou le réglage du fond support de charge pivotant transversalement d'un véhicule sur rail avec une unité de réglage (STE) de l'inclinaison latérale du fond support de charge ainsi qu'un dispositif de mesure (ME) de variables du système, en particulier de l'accélération transversale (am) et de la vitesse (vm) du véhicule sur rail. En outre, conformément à l'invention, une unité corrélatrice (KE) permet de déterminer les erreurs système (Δsm) qui se produisent lors de la mesure des variables du système (am, vm), ainsi que le degré d'imprécision (R) des erreurs système (Δsm); une unité de correction (KRE) permet une forte élimination des erreurs système (Δsm) de sorte que les erreurs de mesure (Δsm) sont utilisées selon leur degré d'imprécision (R) pour la correction des variables du système (am, vm) mesurées et calculées. Ce système de guidage améliore considérablement le confort des passagers, réduit la consommation d'énergie et ménage les organes de réglage.
PCT/CH1997/000094 1996-03-23 1997-03-11 Systeme de guidage pour vehicules sur rail WO1997035756A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU18656/97A AU1865697A (en) 1996-03-23 1997-03-11 Guide system for rail vehicles

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Application Number Priority Date Filing Date Title
EP96104661A EP0719688B1 (fr) 1996-03-23 1996-03-23 Système de guidage pour vehicules ferroviaires
EP96104661.2 1996-03-23

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AT (1) ATE182533T1 (fr)
AU (1) AU1865697A (fr)
DE (1) DE59602504D1 (fr)
ES (1) ES2136908T3 (fr)
WO (1) WO1997035756A1 (fr)

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CN106324633A (zh) * 2015-06-26 2017-01-11 无线电通信系统公司 Gnss应用中跟踪位置及速度的系统及方法

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DE19703322C1 (de) * 1997-01-30 1998-03-26 Abb Daimler Benz Transp Neigungssteuerung für Schienenfahrzeuge
DE19707175C2 (de) * 1997-02-22 1999-09-02 Tzn Forschung & Entwicklung Verfahren und Vorrichtung zur Ermittlung eines Winkels um die Fahrzeuglängsachse in einer Kurvenfahrt

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Publication number Priority date Publication date Assignee Title
FR2689476A1 (fr) * 1992-04-01 1993-10-08 Faiveley Transport Suspension transversale pour véhicule ferroviaire.
DE4442834A1 (de) * 1993-12-03 1995-06-08 Toyota Motor Co Ltd Verfahren zum Ermitteln eines Rückkopplungs-Verstärkungsfaktors

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
FR2689476A1 (fr) * 1992-04-01 1993-10-08 Faiveley Transport Suspension transversale pour véhicule ferroviaire.
DE4442834A1 (de) * 1993-12-03 1995-06-08 Toyota Motor Co Ltd Verfahren zum Ermitteln eines Rückkopplungs-Verstärkungsfaktors

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106324633A (zh) * 2015-06-26 2017-01-11 无线电通信系统公司 Gnss应用中跟踪位置及速度的系统及方法
CN106324633B (zh) * 2015-06-26 2022-07-05 无线电通信系统公司 Gnss应用中跟踪位置及速度的系统及方法

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ES2136908T3 (es) 1999-12-01
DE59602504D1 (de) 1999-09-02
EP0719688B1 (fr) 1999-07-28
EP0719688A2 (fr) 1996-07-03
AU1865697A (en) 1997-10-17
ATE182533T1 (de) 1999-08-15
EP0719688A3 (fr) 1996-10-23

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