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WO1996003303A1 - Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie - Google Patents

Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie Download PDF

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Publication number
WO1996003303A1
WO1996003303A1 PCT/CH1995/000169 CH9500169W WO9603303A1 WO 1996003303 A1 WO1996003303 A1 WO 1996003303A1 CH 9500169 W CH9500169 W CH 9500169W WO 9603303 A1 WO9603303 A1 WO 9603303A1
Authority
WO
WIPO (PCT)
Prior art keywords
car body
bogie
track
acceleration
control loop
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CH1995/000169
Other languages
German (de)
English (en)
Inventor
Ferdinand Haberstock
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schweizerische Industrie Gesellschaft
Alstom Schienenfahrzeuge AG
Original Assignee
Schweizerische Industrie Gesellschaft
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 Schweizerische Industrie Gesellschaft, Fiat Sig Schienenfahrzeuge AG filed Critical Schweizerische Industrie Gesellschaft
Priority to EP95924824A priority Critical patent/EP0720556B1/fr
Priority to DE59503690T priority patent/DE59503690D1/de
Priority to FI961275A priority patent/FI961275A7/fi
Publication of WO1996003303A1 publication Critical patent/WO1996003303A1/fr
Priority to NO961177A priority patent/NO961177L/no
Priority to BG100521A priority patent/BG100521A/xx
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • 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.
  • 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.
  • GSt derived from “rail-dependent wagon body control”
  • NEITEC from Neigetechnik
  • 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 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.
  • 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.
  • FIG. 2 Another previously known system is outlined in FIG. 2.
  • 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.
  • 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.
  • the mechanical system shown in FIG. 2 is considered.
  • the upper weighing beam 5 is held there in its desired angular position by the two hydraulic adjusting pistons 2.
  • 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.
  • 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 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.
  • 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 output of the position controller sends control commands to the drive until the desired angle of inclination is reached.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

L'invention concerne un procédé qui permet de stabiliser transversalement des véhicules sur rails. Les mouvements latéraux indésirables sont stabilisés dans la mesure où la caisse de wagon (3) est désaccouplée dynamiquement du bogie (6) pendant le mouvement indésirable. Des paramètres d'état représentatifs dudit mouvement sont détectés au moyen de détecteurs et des mouvements contraires sont produits par un processus de régulation, sur la base des valeurs obtenues, à l'aide des blocs de composants (1, 2) d'entraînement existants pour les commandes de caisse de wagon dépendant de la courbure de la voie.
PCT/CH1995/000169 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie Ceased WO1996003303A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP95924824A EP0720556B1 (fr) 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie
DE59503690T DE59503690D1 (de) 1994-07-23 1995-07-24 Verfahren zur querstabilisierung von schienenfahrzeugen mit gleisbogenabhängiger wagenkastensteuerung
FI961275A FI961275A7 (fi) 1994-07-23 1995-07-24 Menetelmä poikittaisstabilointia varten kiskoajoneuvoissa, joissa on r aiteen kaarevuudesta riippuva vaunun korin ohjaus
NO961177A NO961177L (no) 1994-07-23 1996-03-22 Fremgangsmåte for tverrstabilisering av skinnekjöretöy med sporkurveavhengig vognkassestyring
BG100521A BG100521A (bg) 1994-07-23 1996-04-19 Метод за напречно стабилизиране на релсови транспортни средства със зависимо от кривата на релситеуправление на вагонния кош

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP4426166.7 1994-07-23
DE4426166A DE4426166A1 (de) 1994-07-23 1994-07-23 Verfahren zur Querstabilisierung von Schienenfahrzeugen mit gleisbogenabhängiger Wagenkastensteuerung

Publications (1)

Publication Number Publication Date
WO1996003303A1 true WO1996003303A1 (fr) 1996-02-08

Family

ID=6523990

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CH1995/000169 Ceased WO1996003303A1 (fr) 1994-07-23 1995-07-24 Procede permettant de stabiliser transversalement des vehicules sur rails avec commande de caisse de wagon dependant de la courbure de la voie

Country Status (10)

Country Link
EP (1) EP0720556B1 (fr)
AT (1) ATE171426T1 (fr)
BG (1) BG100521A (fr)
CZ (1) CZ117796A3 (fr)
DE (2) DE4426166A1 (fr)
FI (1) FI961275A7 (fr)
HU (1) HUT77506A (fr)
NO (1) NO961177L (fr)
PL (1) PL313516A1 (fr)
WO (1) WO1996003303A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1098185C (zh) * 1996-12-19 2003-01-08 西门子Sgp交通技术有限公司 用于轨道机动车辆的车辆转向架-行走机构
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29621247U1 (de) * 1996-12-06 1997-01-23 Moog GmbH, 71034 Böblingen Elektromotorische Antriebseinrichtung für Schienenfahrzeuge
DE102004014904B4 (de) * 2004-03-18 2013-06-13 Railcab Development GmbH Schienenfahrzeug
DE102010008540A1 (de) * 2010-02-18 2011-08-18 Bombardier Transportation GmbH, 10785 Aktive Kopplung zwischen Fahrwerk und Wagenkasten bei einem Fahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1961553B2 (de) * 1969-12-09 1975-10-16 Honeywell Gmbh, 6000 Frankfurt Einrichtung zur Verminderung der Einwirkung von Querkräften auf in einem Fahrzeug, insbesondere Schienenfahrzeug, befindliche Personen oder Gegenstände
EP0466449A1 (fr) * 1990-07-09 1992-01-15 Gec Alsthom Limited Dispositifs amortisseurs
EP0557893A1 (fr) * 1992-02-24 1993-09-01 FIAT FERROVIARIA S.p.A. Système pour maîtriser la rotation d'une caisse de véhicule ferroviaire autour de son axe longitudinal
EP0592950A1 (fr) * 1992-10-14 1994-04-20 ABB HENSCHEL WAGGON UNION GmbH Train de roulement pour véhicules ferroviaires

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4311521C1 (de) * 1993-04-07 1994-04-21 Talbot Waggonfab Wankstütze für Schienenfahrzeuge
DE9313792U1 (de) * 1993-09-14 1993-11-18 Deutsche Aerospace AG, 80804 München Vorrichtung zur gleisbogenabhängigen Wagenkastensteuerung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1961553B2 (de) * 1969-12-09 1975-10-16 Honeywell Gmbh, 6000 Frankfurt Einrichtung zur Verminderung der Einwirkung von Querkräften auf in einem Fahrzeug, insbesondere Schienenfahrzeug, befindliche Personen oder Gegenstände
EP0466449A1 (fr) * 1990-07-09 1992-01-15 Gec Alsthom Limited Dispositifs amortisseurs
EP0557893A1 (fr) * 1992-02-24 1993-09-01 FIAT FERROVIARIA S.p.A. Système pour maîtriser la rotation d'une caisse de véhicule ferroviaire autour de son axe longitudinal
EP0592950A1 (fr) * 1992-10-14 1994-04-20 ABB HENSCHEL WAGGON UNION GmbH Train de roulement pour véhicules ferroviaires

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
L. VON PIERANTONIO ET AL.: "WAGENKASTENNEIGUNG IN SCHIENENFAHRZEUGEN", ZEV-GLAS. ANN., vol. 113, no. 6/7, pages 186 - 191, XP000094466 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1098185C (zh) * 1996-12-19 2003-01-08 西门子Sgp交通技术有限公司 用于轨道机动车辆的车辆转向架-行走机构
KR100512304B1 (ko) * 2003-03-14 2005-09-06 한국철도기술연구원 고속주행용 철도차량의 곡선주로 틸팅을 위한 차체구조

Also Published As

Publication number Publication date
HU9601045D0 (en) 1996-06-28
NO961177D0 (no) 1996-03-22
ATE171426T1 (de) 1998-10-15
DE59503690D1 (de) 1998-10-29
FI961275L (fi) 1996-03-20
CZ117796A3 (en) 1996-08-14
NO961177L (no) 1996-03-22
FI961275A0 (fi) 1996-03-20
HUT77506A (hu) 1998-05-28
EP0720556A1 (fr) 1996-07-10
EP0720556B1 (fr) 1998-09-23
PL313516A1 (en) 1996-07-08
FI961275A7 (fi) 1996-03-20
BG100521A (bg) 1997-03-31
DE4426166A1 (de) 1996-04-18

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