• 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 device and a method for determining the load for vehicles, in particular for rail vehicles with at least one car body (1) and at least one chassis (2). In order to create favorable design conditions, it is proposed that at least one air bellows (3) with at least one pressure sensor (4) and at least one acceleration sensor (5) are provided, that the at least one air bellows (3) is used exclusively for load determination, and that the at least one pneumatic bellows (3) and the at least one acceleration sensor (5) are connected to at least one computing unit (6). As a result, a load determination from a suspension system can be dispensed with and an increase in the accuracy of the load determination is achieved.
    公开号:AT520200A4
    申请号:T50600/2017
    申请日:2017-07-18
    公开日:2019-02-15
    发明作者:Friedrich Barbara
    申请人:Siemens Ag Oesterreich；
    IPC主号:
    专利说明:

    Summary
    Device and method for load determination for vehicles
    The invention relates to a device and a method for load determination for vehicles, in particular for rail vehicles with at least one car body (1) and at least one undercarriage (2).
    In order to create favorable construction conditions, it is proposed that at least one air bellows (3) with at least one
    Pressure sensor (4) and at least one acceleration sensor (5) are provided such that the at least one air bellows (3) is used exclusively for load determination, and that the at least one air bellows (3) and the at least one acceleration sensor (5) with at least one computing unit ( 6) are connected.
    This eliminates the need to determine the load from a suspension system and increases the accuracy of the load determination.
    Fig. 2/21 15
    201626001
    Device and method for load determination for vehicles
    The invention relates to a device and a method for load determination for vehicles, in particular for rail vehicles with at least one car body and at least one chassis.
    A precise determination of the load of a vehicle, in particular a rail vehicle, is important in order, for example, to be able to brake the vehicle to the correct extent, i.e. not applying too little braking torque to wheels and not too much.
    For example, passengers in a passenger train or a multiple unit present loads that act on the running gear and wheels. These loads have certain sizes and certain distributions across the vehicle.
    A freight of a freight car also acts as a load on the chassis and wheels or wheelsets of the vehicle.
    Load brake valves are often used to adjust the brake pressures of an air brake system. These load brake valves are often connected to secondary springs designed as air springs and to brake cylinders. Depending on an air pressure in the air springs, brake cylinder pressures are set by means of the load brake valve. Load-dependent braking is achieved in this way.
    For example, DE 40 11 205 A1 is known from the prior art. A load-dependent brake valve for controlling an air brake of a rail vehicle is described therein. A pivotable lever is provided which swings out depending on the load conditions of the rail vehicle and, depending on the load condition, touches a first edge or a second edge of a piston of the brake valve and exerts forces thereon. This results in a braking force proportional to the load on the rail vehicle.
    / 21
    201626001
    Furthermore, DE 10 2016 007 453 A1 discloses a load sensor for a rail vehicle, which is used for setting brake pressures. This has a spring-loaded saddle valve, a disc, an annular device, other components and cavities. By means of the ring-shaped device, relative movements of components of the load sensor are reduced and thus the manufacturing and operational safety of the load sensor are improved.
    In addition, WO 2008/007067 A1 shows a valve for the continuous determination of vertical loads of a rail vehicle. The valve is arranged between a spring and a wedge-shaped guide element on a chassis and moves with this guide element. This reduces the influence of steering movements of the chassis on the valve or on the determination of the vertical loads.
    The invention is based on the object of specifying a device for load determination which has been further developed compared to the prior art.
    According to the invention, this object is achieved with a
    Device of the type mentioned at the beginning, in which at least one air bellows with at least one pressure sensor and at least one acceleration sensor are provided, in which the at least one load determination is used, in which the at least one acceleration sensor is connected.
    Air bellows exclusively for and
    Air bellows and the at least one computing unit
    As a result, load determination from a suspension system can be dispensed with and it becomes a
    Accuracy of load determination achieved.
    / 21
    201626001
    The increase in accuracy is due to the use of the acceleration sensor, which detects vehicle accelerations. The vehicle accelerations are taken into account in the load determination.
    The increase in accuracy results in a more precise setting of brake pressures of a load-dependent brake. This in turn reduces brake wear and the associated maintenance and repair costs.
    Furthermore, wear-and-tear components such as pivotable levers or guide elements can be dispensed with when using the device according to the invention.
    It is advantageous if the at least one air bellows is arranged near a center of gravity of the car body, in particular if an air bellows longitudinal axis runs through the center of gravity of the car body.
    This measure reduces torques generated by forces introduced into the air bellows from the body. An influencing of pressure conditions in the air bellows on the basis of these torques and thus an influencing of the air requirement determination therefore only take place to a negligible extent.
    An advantageous embodiment is obtained when the at least one acceleration sensor is arranged near the at least one air bellows, in particular when the air bellows longitudinal axis runs through the at least one acceleration sensor.
    This measure achieves the advantage that vehicle accelerations that occur close to the air bellows are recorded.
    As a result, influences of the vehicle accelerations on the pressure conditions in the air bellows, which falsify the load determination, can be recorded as precisely as possible and can be mathematically excluded from the load determination.
    / 21
    201626001
    The invention is described below with reference to
    Exemplary embodiments explained in more detail.
    The following are examples:
    Fig. 1: A side elevation of an exemplary
    Design variant of an air bellows according to the invention,
    Fig. 2: A schematic representation of a
    Rail vehicle with a first carriage, a second carriage and a third carriage, an exemplary embodiment variant of a device for load determination according to the invention being arranged between a carriage body and a chassis,
    3: an air pressure diagram for a connection of an air bellows according to the invention, and
    Fig. 4: A flow diagram of an inventive
    Load determination procedure.
    / 21
    201626001
    An exemplary embodiment variant of an air bellows 3 of a device according to the invention for load determination of a rail vehicle shown in FIG. 1 is connected to a rolling piston 7 on which a stop buffer 8 is provided and is arranged around an air bellows longitudinal axis 9. The air bellows 3 is screwed to a car body 1 of the rail vehicle shown in FIG. 2 via a cover plate 10, a first fastening bore 12 with a first thread and via a first screw (not shown).
    The air bellows 3 is screwed to a chassis 2 shown in FIG. 2 via a base plate 11, a second fastening bore 13 with a second thread and a second screw (not shown).
    Relative movements between the car body 1 and the chassis 2 cause changes in air pressures within the air bellows 3. Likewise, movements of the rolling piston 7 relative to the cover plate 10 occur. The stop buffer 8 protects the rolling piston 7 and the cover plate 10 from damage caused by impacts of the rolling piston 7 and the cover plate 10 can occur against each other.
    FIG. 2 shows a rail vehicle with a first carriage 14, which comprises a carriage body 1 and a chassis 2. The undercarriage 2 has a first pair of wheels 17, a second pair of wheels 18 and a undercarriage frame 33 and is arranged below the body 1. A secondary suspension 34 is provided between the undercarriage 2 and the car body 1 and is mounted on the undercarriage frame 33.
    A first carriage crossing 19 connects the first carriage 14 to a second carriage 15, a second carriage crossing 20 connects the first carriage 14 to a third carriage 16.
    2 shows a state of the rail vehicle in which it is at a standstill on a horizontal plane.
    / 21
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    The body 1 has a body vertical axis 21, the undercarriage 2 has a vertical axis 22. The body vertical axis 21 and the vertical axis 22 run into one another in the shown state of the rail vehicle and are aligned parallel to one another. On the body vertical axis 21 there is a center of gravity of the body 23, on the vertical axis 22 there is a center of gravity 24
    The center of gravity of the car body 23 and the center of gravity of the running gear 24 have the same horizontal positions in the state of the rail vehicle shown.
    An overall center of gravity 25 of the first carriage 14 is accordingly positioned horizontally in the illustrated state of the rail vehicle in the same way as the center of gravity of the body 23 and the center of gravity 24 of the chassis.
    An air bellows 3 of a device for load determination is arranged between the car body 1 and the undercarriage 2. In the shown state of the rail vehicle, an air bellows longitudinal axis 9 runs through the body center of gravity 23, the chassis center of gravity 24, and through the overall center of gravity 25 and thus parallel to the body axis 21 and the chassis axis 22.
    The car body 1 exerts weight forces, forces due to a payload of the first car 14 and other forces which can act in all spatial directions on the air bellows 3. Due to the position of the air bellows 3 relative to the center of gravity of the body 23, the center of gravity 24 and the overall center of gravity 25, the weight of the body 1 and, in the case of an even distribution of passengers in the body 1, the force due to the load free of torque acts in the state of the rail vehicle shown on the air bellows 3.
    The air bellows 3 is filled with compressed air and has a connection to a compressed air system of the rail vehicle. A corresponding compressed air scheme is shown in Fig. 3.
    / 21
    201626001
    A pressure sensor 4, which is known from the prior art and in particular also for air springs, detects air pressures acting in the air bellows 3.
    The air pressure inside the air bellows 3, multiplied by a cross-sectional area 26 of the air bellows 3, gives the above-mentioned forces from the car body 1 (weight and force from the payload) and thus a load on the chassis 2 with high accuracy.
    However, for example when the rail vehicle is moving, changes in the position of the body center of gravity 23, the chassis center of gravity 24 and the overall center of gravity 25 can occur which influence or falsify the load determination by means of the air bellows 3 and the pressure sensor 4, i.e. Make mistakes. Furthermore, vehicle accelerations or forces in the longitudinal and transverse directions can act on the air bellows 3 and likewise cause errors in the load determination.
    For this reason, an acceleration sensor 5, which is designed as a piezoelectric sensor known from the prior art, is arranged just below the air bellows 3 on an upper side of the chassis frame 33 or between the car body 1 and the chassis 2. The acceleration sensor 5 detects vehicle accelerations with respect to translation in three spatial directions, from which errors in the load determination can be determined and compensated for by calculation.
    The acceleration sensor 5 is arranged near the air bellows 3, the air bellows longitudinal axis 9 runs through the acceleration sensor 5. The acceleration sensor 5 therefore indicates the vehicle accelerations acting on the air bellows 3 with high accuracy. The computational compensation of errors due to the errors described above is therefore carried out with great precision.
    The pressure sensor 4 and the acceleration sensor 5 are for the purpose of transmitting pressure signals (from the detected air pressures / 21
    201626001) and acceleration signals (formed from the detected acceleration signals) via line paths (not shown) to a computing unit 6 in which the load is determined. The computing unit 6 is arranged in the car body 1. As an alternative according to the invention, however, it can also be provided in the chassis 2, for example.
    According to the invention, it is also conceivable that the transmission of the pressure signals and the acceleration signals takes place by means of a radio link.
    According to the invention, it is also conceivable that the longitudinal axis 9 of the air bellows does not run through the center of gravity of the car body 23 or through the overall center of gravity 25, for example if two undercarriages 2 are arranged below the car body 1. With such an arrangement, the above-described advantages of the device according to the invention for load determination are at least partially exploited. Errors of the load determination due to this arrangement due to a distance between the air bellows 3 and the center of gravity of the body 23 or the total center of gravity 25 are compensated for by a calculation of vehicle accelerations detected by the acceleration sensor 5.
    In addition, it is conceivable according to the invention to arrange more than one air bellows 3 and more than one acceleration sensor 5 between the car body 1 and the chassis 2 and to determine the load on the basis of a first mean value calculation using the air pressures recorded from the air bellows 3 and a second mean value calculation using the to carry out the vehicle accelerations measured by the acceleration sensors 5.
    FIG. 3 shows a pressure diagram of a part of a compressed air system of a rail vehicle known from the prior art, with which an exemplary / 21
    201626001
    Variant of an inventive device for load determination is connected.
    An air bellows 3, which is also shown and described in FIG. 1 and in FIG. 2, is supplied with compressed air, the pressure conditions of which are set or influenced via an overflow valve 27 and a pressure reducing valve 28. The air bellows 3 is connected to the pressure reducing valve 28 and the overflow valve 27 via a first pressure line 29. The pressure reducing valve 28 and the overflow valve 27 are arranged sequentially along the first pressure line 29 and designed in accordance with the prior art.
    Furthermore, the first pressure line 29 is connected to a second pressure line 30. A branching of the first pressure line 29 with the second pressure line 30 is formed directly in the area of the air bellows 3.
    A pressure sensor 4, which is also shown in FIG. 2 and which detects air pressures of the air bellows 3, is connected to the second pressure line 30.
    According to the invention, it is also conceivable to arrange the pressure sensor 4 directly on the air bellows 3, as shown in FIG. 2.
    The pressure sensor 4 is connected to a computing unit 6 shown in FIG. 2 via line paths, not shown. Air pressures are converted into pressure signals in the pressure sensor 4 and transmitted to the computing unit 6. A computational load determination described in connection with FIG. 4 takes place in the computing unit 6 on the basis of the pressure signals or the air pressures as well as further signals.
    The air bellows 3 is connected via the first pressure line 29 and the second pressure line 30 to a load brake valve 31 known from the prior art, which in turn, not shown, is pneumatically connected to a brake cylinder of a brake caliper of a friction brake of the rail vehicle. About the load brake valve 31, an influence of a brake cylinder pressure and a braking force is 9/21 9 10
    201626001 the friction brake and thus a delay of the
    Rail vehicle.
    In addition, the deceleration of the rail vehicle is set via the computational load determination in the computing unit 6, which is connected to a brake control device 32 shown in FIG. 4.
    4 shows an embodiment variant of a method according to the invention for determining the load of a rail vehicle as a flow chart.
    Air pressures of the air bellows 3 are detected via a pressure sensor 4 of an air bellows 3 shown in FIGS. 1, 2 and 3. An acceleration sensor 5, which is also shown in FIG. 2, detects vehicle accelerations in three spatial directions with respect to translation.
    The sensed air pressures are converted into pressure signals, the sensed vehicle accelerations into acceleration signals. The pressure signals and the acceleration signals are transmitted to a computing unit 6 which is also shown in FIG. 2.
    The load determination is carried out arithmetically in the computing unit 6.
    The vehicle accelerations are used in three pulse sets with respect to the three spatial directions, which, as is known from the prior art, indicate relationships between a product of mass and acceleration on the one hand and a sum of external forces on the other as equations. The external forces are determined from the three sets of impulses using suitable mathematical transformations. The external forces describe errors of the load determination described in connection with FIG. 2.
    The air pressure of the air bellows 3 is multiplied by a cross-sectional area 26 shown in FIG. 2, whereby a bellows force is formed.
    The external forces are subtracted from this bellows force, whereby a resultant force is formed. This profitability / 21 10
    201626001 specifies a load from a weight of a car body 1 shown in FIG. 2 and its payload.
    The computing unit 6 is connected to a brake control device 32 via corresponding line paths, in which brake pressures of a friction brake of the rail vehicle and thus delays of the rail vehicle are set on the basis of the resultant force and further parameters.
    According to the invention, it is also conceivable that the computing unit 6 is part of the brake control device 32 or that the load is determined in the brake control device 32 itself.
    / 21
    201626001
    List of names
    Weighing box
    landing gear
    bellows
    pressure sensor
    Accelerator s ens or
    Calculation unit it
    roll-off
    buffer
    Air bellows longitudinal axis
    cover plate
    1 base plate
    First mounting hole
    Second mounting hole
    4 First car n
    Second car
    6 third car
    First pair of wheels
    Second pair of wheels
    First wagon crossing
    Second wagon crossing
    1 weighing box high axis e
    Chassis vertical axis
    Car body center of gravity
    Suspension of gravity
    Center of gravity
    6 cross-sectional area
    overflow
    Pressure reducing valve
    First pressure line
    Second pressure line
    Load relay
    2 Braking devices
    chassis frame
    Secondary suspension / 21
    201626001
    权利要求:
    Claims (7)
    [1]
    claims
    1. Device for load determination for vehicles, in particular for rail vehicles with at least one car body and at least one undercarriage, characterized in that at least one air bellows (3) with at least one pressure sensor (4) and at least one acceleration sensor (5) are provided that the at least an air bellows (3) is used exclusively for load determination, and that the at least one air bellows (3) and the at least one acceleration sensor (5) are connected to at least one computing unit (6).
    [2]
    2. Device according to claim 1, characterized in that the at least one air bellows (3) is arranged near a center of gravity of the car body (23), in particular that a longitudinal axis of the air bellows (9) runs through the center of gravity of the car body (23).
    [3]
    3. Device according to claim 2, characterized in that the at least one acceleration sensor (5) is arranged near the at least one air bellows (3), in particular that the air bellows longitudinal axis (9) runs through the at least one acceleration sensor (5).
    [4]
    4. Device according to one of claims 1, 2 or 3, characterized in that the at least one air bellows (3) and the at least one acceleration sensor (5) in a region between the at least one car body (1) and the at least one undercarriage (2nd ) are arranged.
    [5]
    5. Device according to one of claims 1, 2, 3 or 4, characterized in that the at least one computing unit (6) is arranged in the at least one car body (1).
    14/21
    201626001
    [6]
    6. Device according to one of claims 1, 2, 3, 4 or 5, characterized in that the at least one air bellows (3) is connected to a compressed air system of the vehicle.
    [7]
    7. Method for load determination by means of the device according to one of claims 1, 2, 3, 4, 5 or 6, characterized in that air pressures of the at least one air bellows (3) by means of the at least one pressure sensor (4) and vehicle accelerations by means of the at least one Acceleration sensor (5) are measured, that pressure signals and acceleration signals are transmitted to the at least one computing unit (6), and that loads of the vehicle are determined in the at least one computing unit (6) from the air pressures and the vehicle accelerations.
    15/21
    201626001
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    法律状态:
    2019-09-15| PC| Change of the owner|Owner name: SIEMENS MOBILITY GMBH, AT Effective date: 20190809 |
    2021-12-15| HC| Change of the firm name or firm address|Owner name: SIEMENS MOBILITY AUSTRIA GMBH, AT Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50600/2017A|AT520200B1|2017-07-18|2017-07-18|Device and method for determining the load for vehicles|ATA50600/2017A| AT520200B1|2017-07-18|2017-07-18|Device and method for determining the load for vehicles|
    ES18746630T| ES2874078T3|2017-07-18|2018-07-17|Device and procedure to determine the load of vehicles|
    EP18746630.5A| EP3610229B1|2017-07-18|2018-07-17|Device and method for determining loads for vehicles|
    PCT/EP2018/069389| WO2019016206A1|2017-07-18|2018-07-17|Device and method for determining loads for vehicles|
    CN201880047736.0A| CN110914651B|2017-07-18|2018-07-17|Device and method for determining the load of a vehicle|
    PL18746630T| PL3610229T3|2017-07-18|2018-07-17|Device and method for determining loads for vehicles|
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