• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling at least a first axis (2) of a rail vehicle, wherein the axle control comprises an actuator unit (4), a passive elastic bearing (5) operatively connected in parallel thereto and a control device (6) and the Control device (6) is connected at least with the actuator unit (4) for the purpose of data transmission. In order to create advantageous conditions, it is proposed that only an actual actuating force (7) of the actuator unit (4) be used by the control device (6) as the control variable for kinetic states of the rail vehicle. The method has the advantage that can be dispensed with a complex and error-prone detection and processing of path or steering angle information for the motion control. By dispensing with sensors for the path or steering angle determination, the number of components of the axle control is lowered and thus their space requirements and costs are reduced. Furthermore, this increases the robustness and thus the availability of the axis control.
    公开号:AT518698A1
    申请号:T50377/2016
    申请日:2016-04-28
    公开日:2017-12-15
    发明作者:Hoffmann Thilo；Kienberger Andreas；Teichmann Martin
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    Force-controlled track guidance for a rail vehicle
    The invention relates to a method for controlling at least a first axis of a rail vehicle, wherein the axle control has an actuator unit, a passive elastic bearing operatively connected in parallel thereto, and a control device, and the control device is connected at least to the actuator unit for the purpose of data transmission.
    Landing gears for rail vehicles must have a high driving safety. This can be improved, for example, by the arrangement of an active axle or wheel or wheel set control. The targeted placement of axles or wheels or wheelsets by actively rotating the same about their vertical axes serves in a known manner to prevent unstable driving conditions.
    Furthermore, the ride comfort is increased by avoiding disturbing vibrations in a rail vehicle.
    Wheel-rail contact has a special, safety-relevant significance. Irregularities of the wheel-rail contact, e.g. due to the damage of a wheel, can lead to significant consequential damage to derailment. Even slight damage, such as Fine cracks can cause great difficulties as they require maintenance work which can cause high costs and limited availability of rail vehicles.
    By using an active axle or wheel or wheel set control, a reduction of wear or rolling contact fatigue (RCF) and thus irregularities of the wheel-rail contact in wheels and rails is achieved.
    According to the prior art, for example, EP 0 870 664 B1 describes a method for wheel set guidance of rail vehicles. An example will be one
    Device shown in which a two-chamber fluid bush between a swing arm and a chassis frame is arranged, which generates a relative movement between the swing arm and the chassis frame and thereby sets a wheelset adjustment angle.
    As a control variable for the wheel set angle, a turn-off angle between the chassis frame and a car body or a turn-off angle between two sets of wheels and the car body are used.
    The named approach has the disadvantage, in its known form, that measuring and evaluation units are associated with the processing of said turning angles, i. e.g. Angle encoder, must be provided.
    A rail vehicle with variable axle geometry is presented in EP 2 371 656 A1. A horizontal angular position of each axle of a chassis is continuously adjusted during operation of the rail vehicle so that a predetermined transverse displacement of the axes against each other and a predetermined angle between the axes is achieved.
    Said approach has in its known form the disadvantage that complex angle or distance measurements are required for a control of exact angles.
    DE 198 61 086 B4 shows a method for a steering orientation of rotatably mounted on a chassis wheels of a rail vehicle in a track, wherein a desired steering angle of the wheels is determined in response to a curvature of the track.
    Said approach has in its known form the disadvantage that the method is designed as a steering angle control, which, for a check for the achievement or compliance with a target steering angle sensors for the angle detection, e.g. Angle encoder, requires. A regulation with respect to a wheel-actuating force is not disclosed in this document.
    The invention is therefore based on the object to provide a comparison with the prior art improved method.
    According to the invention this object is achieved with a method of the type mentioned, in which only an actual actuating force of the actuator unit is used by the control device as a control or controlled variable for kinetic states of the rail vehicle.
    By dispensing with sensors for the path or steering angle determination, the number of components of an axle or wheel or wheelset control are lowered, thus reducing their space requirements and costs.
    Furthermore, this increases the robustness and thus the availability of the axle or wheel or wheelset control.
    The invention will be explained in more detail by means of exemplary embodiments.
    They show by way of example:
    1 is a side view of an exemplary embodiment of a chassis, wherein a section of a chassis frame, a wheel and a swing arm are shown and, arranged between the chassis frame and the swing arm, an actuator unit and an elastic bearing are shown
    Fig. 2: A functional diagram of an exemplary
    Variant of a method according to the invention with an actuator unit, an elastic bearing, a control device, a rotation rate sensor and a translation speed sensor, and
    Fig. 3: A chassis of a rail vehicle with a first wheel with a first axis and a second set of wheels with a second axis in a curve, dependencies of a steering angle of parameters of the chassis and its state of motion and parameters of the curve are indicated.
    A section of an exemplary variant of a chassis shown in side view in FIG. 1 comprises a section of a chassis frame 1 and a first rail 8, whose center is arranged on a first axis 2, on a first rail 22.
    The first wheel 8 is connected via a mechanical coupling, not shown, with a second wheel 9, not shown, whose center is also arranged on the first axis 2 and which rests on a second rail 23, not shown.
    Furthermore, a wheel bearing 14, a swing arm 15 and a wheel bearing housing 16 are shown.
    Between the chassis frame 1 and the swing arm 15 is designed as a hydraulic jack, passive elastic bearing 5 with frequency and amplitude-dependent static and increased dynamic stiffness provided for the generation of a dynamic rigidity.
    The hydraulic bushing has a stabilizing, resilient and damping action primarily in the plane of its base, i. the rigidity acts in the direction of a longitudinal chassis 17 as well as in the direction of a chassis vertical axis 18th
    An actuator unit 4 is connected in parallel to the elastic bearing 5 with respect to the mechanical mode of action. It is arranged with respect to their position in such a way that it generates an actual actuating force 7, which acts parallel with respect to the direction of the chassis longitudinal axis 17 and via said mechanical coupling with the second wheel 9, a rotation of the first wheel 8 about the chassis vertical axis 18 and caused by a parallel to this axis of rotation.
    The actuator unit 4 has in this exemplary embodiment, a pneumatic actuator 19 which is supplied via unillustrated units, lines and valves with compressed air and generates a defined, controllable or controllable actual actuating force 7.
    FIG. 2 shows an exemplary variant of a method according to the invention. Functional relationships between an actuator unit 4, an elastic bearing 5, a control device 6, a yaw rate sensor 20, and a
    Translation speed sensor 21 is shown.
    The actuator 4 generates a not shown in Fig. 2, a pneumatic actuator 19, an actual actuating force 7 for the adjustment of steering angles γ for an axle or
    Wheel or wheelset control.
    The elastic bearing 5 has a stiffness characteristic c, which mathematically corresponds to a nonlinear function. About the rotation rate sensor 20, a yaw rate ω of a chassis is measured. Its use represents an advantageous solution for the determination of
    Track arch geometries. However, according to the invention, other means are conceivable, such. Positioning systems, gyroscopes or acceleration sensors. Via the translation speed sensor 21, a translational speed v of the chassis is measured. However, their detection can also be done by other means, e.g. via a Multifunction Vehicle Bus - System (MVB), from which the corresponding data can be read.
    The control device 6 comprises software modules (not illustrated) for the implementation of control algorithms.
    The actuator unit 4, the elastic bearing 5, the rotation rate sensor 20 and the translation speed sensor 21 have data interfaces to the control device 6 as well as means not shown for the preparation of the information to be transmitted via said data interfaces.
    The control device 6 receives in a frequency of greater than or equal to 10 Hz information about the actual actuating force 7 or corresponding Ist-Stellkraftdaten DFIst of the
    Actuator 4, information about the stiffness characteristic c or corresponding stiffness data De from the elastic bearing 5, information about the yaw rate ω or corresponding yaw rate data Do from the yaw rate sensor 20 and information about the translation speed v or corresponding translation speed data Dv from the translation speed sensor 21st
    When called transfer of stiffness data De is a particularly advantageous solution. According to the invention, however, an implementation of stiffness gradients in the software modules of the control device 6 and thus a waiver of data interfaces and facilities for processing the information to be transmitted is conceivable in bearings with known stiffness behavior.
    In the software modules of the control device 6, desired actuating force data DFSoll are formed from the received actual actuating force data DFIst, the stiffness data De, the yaw rate data Do and the translation speed data Dv.
    In this case, a track radius R is first determined from the yaw rate data Do or a yaw rate o and from the translational speed data Dv or the translation speed v via the known rule, according to which a radius of curvature is the quotient of a translation speed v and a yaw rate 0.
    By means of the track radius R and a shown in Fig. 3 half gear set length a and ebendort shown center distance b, a travel s for the pneumatic actuator 19 shown in FIG. 1 of the actuator 4 is formed. The corresponding relationships are shown in FIG. Corresponding values for the half wheel set length a and the center distance b are implemented in the software modules of the control device 6. About the known rule, according to which a force results from the product of a stiffness and a path, is formed from the stiffness data De or the stiffness characteristic c of the elastic bearing 5 and the travel s a setpoint force or setpoint force DFSoll for the actuator 4 generated. The desired actuating force is that force which is required for overcoming the rigidity of the elastic bearing 5 and for generating the travel s of the pneumatic actuator 19 of the actuator unit 4.
    Corresponding to an adjustment of the setpoint actuating force formed and the momentarily acting actual actuating force 7, the pneumatic actuator 19 shown in FIG. 1 is actuated. For this purpose, the actuator unit 4 includes means not shown. About the known relationship between a force, a piston surface and a pressure, a pressure is generated in the pneumatic actuator 19, which generates the desired actuating force. If the desired actuating force is reached and held, it is formally the actual actuating force 7, with which in the subsequent control cycle, if necessary, a new desired actuating force is adjusted.
    The method for the determination of the setpoint force, the activation of the actuator unit 4 for the generation of the setpoint force as well as the preparation and transmission of the Iststellkraftdaten DFIst, the Sollstellkraftdaten DFSoll, the stiffness data De, the yaw rate data Deo and the translation speed data Dv occur cyclically with a frequency greater than or equal to 10 Hz.
    Fig. 3 shows a chassis of a rail vehicle with a chassis frame 1, a first set of wheels 12 with a first wheel 8, a second wheel 9 and a first axis 2 and a second set of wheels 13 with a third wheel 10, a fourth wheel 11 and a second axis 3 in a curve.
    There are shown a first rail 22 and a second rail 23.
    Furthermore, a track radius R of the track curve, a steering angle γ relative to a rotation of the first gear 12 about its vertical axis, a center distance b and a half wheelset length a of the first set of wheels 12 are shown. By way of an education formula 24, a travel s for the pneumatic actuator 19 of the actuator unit 4 shown in FIG. 1 is determined by conversion into a result term 25.
    The formation formula 24 uses the allowable linearization whereby at small angles the sine function and the tangent function of an angle can be set equal to the angle itself.
    The sine of the steering angle γ is formed as a quotient of the half of the axial distance b and the radius of the radius R, the tangent of the steering angle γ from the travel s and half the wheelset length a.
    Taking into account the mentioned linearization, the term for the sine of the steering angle γ and the term for the tangent of the steering angle γ are set equal, i. the steering angle γ is a pure arithmetic operation and does not have to be measured and processed. About a transformation into the result term 25, the travel s is determined as a quotient of the standing in the meter product of half the wheelset length a and the center distance b and standing in the denominator twice the radius of the radius R.
    The travel s is used in the method described in connection with FIG. 2 for the determination of a desired actuating force.
    List of designations 1 Chassis frame 2 First axle 3 Second axle 4 Actuator unit 5 Elastic bearing 6 Control unit 7 Actual actuating force 8 First wheel 9 Second wheel 10 Third wheel 11 Fourth wheel 12 First wheel set 13 Second wheel set 14 Wheel bearing 15 Swing arm 16 Wheel bearing housing 17 Running gear longitudinal axis 18 Suspension high axle 19 Pneumatic actuator 20 Rate of rotation sensor 21 Translation speed sensor 22 First rail 23 Second rail 24 Formulation formula 25 Result term γ Steering angle c Rigidity characteristic v Speed of translation co yaw rate R Radius of curve b Center distance a Half of wheelset length s Travel
    De stiffness data
    Deo yaw rate data
    Dv Translationsgeschwindigkeitsdaten DFIs Ist-Stellkraftdaten DFSoll Soll-Stellkraftdaten
    权利要求:
    Claims (14)
    [1]
    claims
    Anspruch [en] A method of controlling at least a first axis of a rail vehicle, wherein the axis control comprises an actuator unit, a passive elastic bearing operatively connected in parallel thereto, and a control device, and the control device is connected at least to the actuator unit for the purpose of data transmission, characterized in that Regulating device (6) is used as the control or controlled variable for kinetic states of the rail vehicle exclusively an actual actuating force (7) of the actuator unit (4).
    [2]
    2. The method according to claim 1, characterized in that the actual actuating force (7) is formed from information about at least one known property of the rail vehicle and from information about a track geometry.
    [3]
    3. The method according to claim 1, characterized in that the actual actuating force (7) is formed from information about at least one known property of the rail vehicle and from information about states of motion of the rail vehicle.
    [4]
    4. The method according to claim 1, characterized in that on the actual actuating force (7), a steering angle γ is controlled or regulated.
    [5]
    5. The method according to claim 2 or 3, characterized in that as a known property of the rail vehicle, a stiffness characteristic c of the elastic bearing (5) is used.
    [6]
    6. The method according to claim 1, characterized in that kinetic states are set at least a first idler gear.
    [7]
    7. The method according to claim 1, characterized in that kinetic states of at least one first wheel set (12) can be adjusted.
    [8]
    8. The method according to claim 2 or 3, characterized in that the formation of information by means of at least one translation speed sensor (21).
    [9]
    9. The method according to claim 2 or 3, characterized in that the formation of information takes place by means of at least one locating system.
    [10]
    10. The method according to claim 8, characterized in that the formation of information by means of at least one rotation rate sensor (20).
    [11]
    11. The method according to claim 8, characterized in that the formation of information takes place by means of at least one gyro sensor.
    [12]
    12. The method according to claim 1, characterized in that a track radius R is determined as the quotient of a translation speed v and a yaw rate co at least one chassis of the rail vehicle.
    [13]
    13. The method according to claim 9, characterized in that by means of the track radius R and a half wheelset length a and a center distance b of the at least one chassis, a travel s for the actuator unit (4) is formed.
    [14]
    14. The method according to claim 10, characterized in that with the stiffness characteristic c of the elastic bearing (5) and the travel s for the actuator unit (4) a desired actuating force for controlling or regulating the actual actuating force (7) is formed.
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    同族专利:
    公开号 | 公开日
    EP3239015B1|2021-05-26|
    PL3239015T3|2021-11-15|
    ES2875525T3|2021-11-10|
    AT518698B1|2021-06-15|
    EP3239015A1|2017-11-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0600172A1|1992-11-28|1994-06-08|Siemens Schienenfahrzeugtechnik GmbH|Running gear for railway vehicles|
    EP0655378A1|1993-11-26|1995-05-31|Jenbacher Energiesysteme Aktiengesellschaft|Apparatus for steering the wheels, in particular wheel sets, of railway vehicles|
    DE19861086A1|1998-06-13|2000-01-27|Abb Daimler Benz Transp|Axis alignment method for rail vehicles|DE102020123592A1|2020-09-10|2022-03-10|Liebherr-Transportation Systems Gmbh & Co Kg|Active wheelset control for a rail vehicle|DE102006025773A1|2006-05-31|2007-12-06|Bombardier Transportation Gmbh|Method for controlling an active chassis of a rail vehicle|
    DE102014214055A1|2014-07-18|2016-01-21|Siemens Aktiengesellschaft|Suspension for a rail vehicle|DE102017114421A1|2017-06-28|2019-01-03|Rheinisch-Westfälische Technische HochschuleAachen|Steered idler gear pair for rail vehicles|
    PT110903B|2018-08-03|2021-08-02|Inst Superior Tecnico|RAILWAY GUIDANCE DEVICE AND ITS METHOD OF OPERATION.|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50377/2016A|AT518698B1|2016-04-28|2016-04-28|Force-controlled track guidance for a rail vehicle|ATA50377/2016A| AT518698B1|2016-04-28|2016-04-28|Force-controlled track guidance for a rail vehicle|
    ES17164999T| ES2875525T3|2016-04-28|2017-04-05|Guidance of force regulated track gauge for a railway vehicle|
    PL17164999T| PL3239015T3|2016-04-28|2017-04-05|Power controlled track guide for a rail vehicle|
    EP17164999.9A| EP3239015B1|2016-04-28|2017-04-05|Power controlled track guide for a rail vehicle|
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