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    • 专利摘要:
    The invention relates to a method for determining changes in the longitudinal dynamic behavior, in particular of a railway vehicle, for the purposes of identifying a current driving state of said vehicle, in which an observer of the control technique (1), from an input signal (u) and at least one measurement signal (y), which is the actual reference system (10) observed, by a model of rail vehicle system (20) of unmeasurable quantities and characterizing the longitudinal dynamic behavior are reconstructed and evaluated. The at least one measurement signal (y) of the observed railway vehicle (10) and a corresponding reconstructed measurement signal (y) of the system model (20) are compared and the determined deviation is reproduced recursively with a controller. so as to minimize said gap.
    公开号:FR3070033A1
    申请号:FR1857293
    申请日:2018-08-03
    公开日:2019-02-15
    发明作者:Christoph Schwarz；Benjamin Heckmann
    申请人:Deutsches Zentrum fuer Luft und Raumfahrt eV；Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH；
    IPC主号:
    专利说明:

    Description
    Title of the invention: Method and device for determining changes in the longitudinal dynamic behavior of a rail vehicle ^ The invention describes a method and device for determining changes in the longitudinal dynamic behavior, in particular of a chassis of a railway vehicle, for the purpose of identifying the current working or driving condition of the railway vehicle. The invention further describes a computer program product.
    Modifications to the longitudinal dynamic behavior of chassis in railway vehicles are due to varying states of wear, relative displacements between individual components of the chassis and changing environmental conditions, such as, for example. ambient temperature, temperature of individual chassis components, humidity, soiling. The consequences of the cited effects are mainly reflected in two determining aspects of the longitudinal dynamics. On the one hand, there are fluctuations in the coefficient of friction between a brake disc and a brake lining associated with the brake disc or between a wheel and a brake pad associated with the wheel. On the other hand, these are fluctuations in the complementarity of force between a wheel or an axle and the track on which the rail vehicle travels. Fluctuations in longitudinal dynamics are likely to occur in both an acceleration phase and a braking phase.
    For this purpose, it is common to provide on modern railway vehicles a plurality of sensors and to detect forces or torques exerted during a braking or acceleration phenomenon. Knowledge of the acceleration or braking forces or of the acceleration or braking torques can be used to control or regulate braking or acceleration, in particular to avoid slippage (slippage) or blockages of wheels and to make effective contribution to braking and acceleration of the greatest possible complementarity of force between a wheel and the track. Providing a plurality of sensors on a rail vehicle, however, has a high cost and requires significant maintenance work, since they are exposed to different environmental influences.
    To be able to guarantee sufficient safety reserves at all times, a potential braking capacity is usually determined on railway vehicles on the basis of parameters which reproduce the worst expected state of the vehicle. The disadvantage of this operating mode is that under certain circumstances, the calculated braking capacity can give rise to braking restrictions which complicate the profitable operation of the rail vehicle. For example, a braking capacity estimated to decrease may lead to an unnecessary speed limitation on certain sections of the line.
    Document DE 10 2011 113 093 A1 discloses a control system for a braking device of a rail vehicle, the braking device of which comprises a friction brake system, dependent on the complementarity of force. The control system is designed to determine a braking effect exerted during braking based on braking pressure and at least one additional parameter. It allows you to skip over braking force sensors or braking torque sensors to determine the braking effect. The additional parameter detected is in particular a time delay, a vehicle speed or at least a wheel rotation speed, to determine on the basis of said vehicle speed or in the case of modifications of the wheel rotation speed an acceleration or a timing of the associated wheel.
    We know from document WO 2015/128147 A1 a method allowing a determination close to the practice of the braking capacity. For this purpose, a state measurement value is determined and when calculating the braking capacity, this state measurement value and at least one additional measurement value are used. This could be, for example, the diameter of the wheels or the mass of the vehicle, or air pressure in the air suspension. The additional measurement value indicates the status of the vehicle or a vehicle component.
    Processes in force for regulating the complementarity of force are based on certain assumptions in terms of operating conditions, with regard to fouling of the railway, climatic conditions and the like and optimize the complementarity of force between the wheel and the track under these conditions. It is true that they avoid high skating values. However, as a general rule, to improve the grip between the wheel and the track, sandblasting is carried out, which results in heavy wear on the wheels and the track.
    Document WO 2015/136137 A1 discloses a method comprising a mode having the effect of optimizing complementarity of force and another mode consisting in reducing the skating power. The latter reduces abrasion on the contact surface between the wheel and the track.
    Thus, these methods known by the prior art assume knowledge of certain parameters. This is why, under certain circumstances, they cannot be implemented, depending on the chassis and the structure of the chassis. In addition, rapidly variable friction conditions for some require manual adjustment, on an experimental basis of the braking force and the driving force, in order to respect the braking strokes and keep the wear of the wheel sets as low as possible. and railways, as well as driving and braking components.
    The object of the invention is to indicate a method and a device making it possible to determine more simply and independently of the structure of the chassis, modifications of the longitudinal dynamic behavior of a rail vehicle, particularly of a chassis.
    This object is achieved by a method intended to determine modifications of the longitudinal dynamic behavior, in particular of a chassis of a railway vehicle for the purpose of identifying a current driving state of the railway vehicle, characterized in that only with the aid of an observer belonging to the regulation technique, from an input signal known or determined by measurement technique and from at least one measurement signal of the observed railway vehicle, which is the real reference system observed, by a model of the rail vehicle system, non-measurable quantities characterizing the longitudinal dynamic behavior are reconstructed and evaluated, the at least one measurement signal of the rail vehicle observed and a corresponding reconstructed signal of the model of system are compared and the deviation determined by comparison is recursively reproduced with a regulator, so mid minimize the determined difference, by a computer program product capable of being loaded directly into the internal memory of a digital control module and which comprises sequences of software codes, making it possible to carry out the steps according to the invention, when the product is executed on the control module and by a device intended to determine modifications of the longitudinal dynamic behavior, in particular of a chassis of a railway vehicle for the purpose of identification of a current driving state of the railway vehicle, comprising a control module and at least one sensor module for the provision of a respective measurement signal, the control module being made to reconstruct and to evaluate, using an observer belonging to the regulation technique , from an input signal known or determined by measurement technique and from at least one measurement signal of the vehicle fe observed rail, which is the real reference system observed, by a model of the rail vehicle system of quantities that cannot be measured and characterizes the longitudinal dynamic behavior, the control module being also produced to compare the at least one measurement signal of the railway vehicle observed and a corresponding reconstructed measurement signal of the system model and to reproduce the deviation determined by comparison recursively with a regulator, so as to minimize the determined deviation.
    The method according to the invention is further characterized in that:
    - the input signal is supplied in addition to the system model;
    - the input signal and / or at least one measurement signal are detected on one or more of the following components:
    a vehicle body;
    a chassis of the railway vehicle;
    at least one bogie of the rail vehicle;
    at least one train of wheels of the railway vehicle;
    - the at least one measurement signal is detected simultaneously on sides facing the chassis or the bogie or the wheel set;
    - a braking pressure of a braking actuator or a braking current intended to generate a braking force which slows down the railway vehicle is treated as an input signal;
    - a driving force or a driving current intended to generate a force which accelerates the railway vehicle is treated as an input signal;
    - a speed of rotation or a modification of a speed of rotation of at least one set of wheels is treated as at least one measurement signal;
    - an extension of a component transmitting a longitudinal force, in particular of a pressure bar or of a pivot or of a lemniscate connecting rod or of a wheel train guide is treated as at least one signal measure;
    - a spring stroke in one or more suspension levels is processed as at least one measurement signal;
    - the evaluation of the quantities characterizing the longitudinal dynamic behavior includes a comparison of the sizes of chassis or successive vehicle bodies or wheel sets.
    The computer product is capable of being loaded directly into the internal memory of a digital control module and which includes sequences of software codes, making it possible to carry out the steps according to the invention, when the product is executed on the control module.
    The device according to the invention is intended to determine modifications of the longitudinal dynamic behavior, in particular of a chassis of a rail vehicle for the purpose of identifying a current driving state of the rail vehicle, comprising a module control module and at least one sensor module for the provision of a respective measurement signal, the control module being designed to reconstruct and to evaluate, using an observer of the regulatory technique, to from an input signal known or determined by measurement technique and from at least one measurement signal of the observed railway vehicle, which is the actual reference system observed, by a model of the railway vehicle system of the quantities that cannot be measured and characterizing the longitudinal dynamic behavior, the control module being also produced to compare the at least one vehicle measurement signal The observed rail and a corresponding reconstructed measurement signal of the system model and to reproduce the deviation determined by comparison recursively with a regulator, so as to minimize the deviation determined.
    A method is thus proposed, intended to determine modifications of the longitudinal dynamic behavior, particularly of a chassis of a rail vehicle for the purpose of identifying a current state of operation of the rail vehicle. The method is distinguished in that with the aid of an observer belonging to the regulation technique, from an input signal known or determined by measurement technique and at least one additional measurement signal of the railway vehicle observed, quantities which cannot be measured and which characterize the longitudinal dynamic behavior are reconstructed and evaluated, the at least one measurement signal of the railway vehicle observed and a corresponding reconstructed measurement signal of the system model are compared and the deviations determined by comparison are reproduced recursively, so as to minimize the deviation determined.
    Thanks to the use of an observer belonging to the regulation technique, the proposed method requires only a few measurement signals. In particular, measurement signals which are already used in a conventional braking or drive control system can be used. The process makes it possible to characterize the dynamics of the chassis for all training or braking scenarios, such as, for example. full braking, service braking, and if the resolution of the at least one measurement signal is sufficient, also the intervention of traction control during braking dependent on the coefficient of friction.
    Depending on the type of construction of the chassis, the possibility of using different measurement signals determined by sensors offers the opportunity to produce a version that is simply accessible and of low maintenance and at low cost, to determine changes in dynamic behavior. longitudinal. The small number of sensors required for the provision of at least one measurement signal and the possibility of positioning them flexibly makes it possible to minimize the investment in sensors and in the laying of connection lines.
    The method can be used to measure fluctuations in the longitudinal dynamics of rail vehicles, in particular their chassis (eg bogies), passenger trains. Application in freight car chassis is also possible, provided that an electrical supply is provided for the sensor modules required for the provision of at least one measurement signal.
    Rail vehicle is generally called a guided vehicle, such as a locomotive, an oar, a railcar, a tram, a metro vehicle, a wagon, such as a passenger or passenger train and / or freight wagons.
    A brake used to delay a rail vehicle can act on a brake disc of a wheel or a set of wheels or on the running surface of a wheel (shoe brake). To this end, the brake can be in active connection with a wheel, a set of wheels or a plurality of wheels. The brake can be composed of a plurality of components or elements, the brake can in particular comprise a brake disc, at least one brake lining acting with the brake disc, a brake caliper which is in active connection with the brake lining. brake, as well as a force generator. The brake caliper can be pivotally connected using two support points with a console, the support points being placed with a reciprocal support gap. The brake disc has an axis of rotation, which has a deviation from the first (closer) of the two support points, this deviation can be called the mounting dimension. For this purpose, we can understand by mounting dimension a horizontal deviation, related to mounting. The console can be fixedly connected to a chassis of the rail vehicle.
    A brake operation can be a reaction to a brake signal. The braking signal may correspond to a braking request signal or to a braking request signal. During a brake application, a brake friction element, for example the brake lining or the brake pad, can counteract a force acting during the rotation of the wheel in the circumferential direction of the wheel or in the direction of displacement of the wheel or the train of wheels of the railway vehicle. In this way, braking torque can be generated by the brake lining on the brake disc and therefore on the wheel, or by the brake pad on the wheel.
    The brake can be in the form of an integral part of a pneumatic braking device, in particular electropneumatic or of a hydraulic braking device, in particular electro-hydraulic. A brake of this kind can include several brakes, as described above. The brake can also be in the form of an electrically actuated brake, on which an electric braking current is converted into a braking force, intended to actuate friction elements.
    Advantageously, the input signal is not only brought to the real reference system observed, but in addition to the model of the system, so that the model of the system which reproduces the real reference system observed can reconstruct the measurement signal from the system model.
    According to an appropriate design, the input signal and / or at least one measurement signal are detected on one or more of the following components of the rail vehicle: on a body of the vehicle; on a chassis of the railway vehicle; on at least one bogie of the rail vehicle; on at least one wheel train of the rail vehicle. As a result, the detection of at least one measurement signal using the measurement sensor in question can take place at different locations on the rail vehicle, e.g. in places which, depending on the type of rail vehicle or chassis, are particularly easily accessible and / or protected from environmental influences. Thus, the device will be produced with maintenance needs and at particularly low cost.
    Advantageously, it is expected that the at least one measurement signal is detected simultaneously on sides facing the chassis or the box of the vehicle or of the wheel set. The combination of two sensor modules on places facing the chassis or the vehicle body or the undercarriage allows to unequivocally separate the influences of cornering from the dynamic longitudinal effects of braking or acceleration of the rail vehicle.
    A brake pressure from a brake actuator or a braking current intended to generate a braking force which slows down the rail vehicle can be treated as an input signal. The braking force can then arise as a function of a normal force generated by pressing a brake lining or brake pad displaced by the brake actuator on a brake disc or on a wheel and a coefficient of friction. . It is thus possible to determine changes in longitudinal dynamic behavior during a braking process.
    If as an input signal, a driving force or a driving current, intended to generate a force which accelerates the rail vehicle is processed, it is then possible to evaluate a training scenario during which the rail vehicle is accelerated.
    As at least one measurement signal, it is possible to detect a plurality of different measurement quantities using one or more measurement sensors. An association of identical or different measurement signals is also possible.
    As at least one measurement signal, a rotational speed or a change in the rotational speed of at least one set of wheels can be detected, for example. Detection using the technique of measuring a speed of rotation or a modification of the speed of rotation makes it possible to determine with high precision the quantities which characterize the longitudinal dynamic behavior, because the speed of rotation or the modification of the rotational speed are in direct mechanical relation with the quantities which characterize the longitudinal dynamic behavior.
    As a variant or in addition, as at least one measurement signal, an extension of a component transmitting a longitudinal force, in particular of a tie rod / of a pressure bar or of a pivot or a lemniscate connecting rod or a wheel guide can be treated. Extensions are detectable, for example, by a gauge and by other known sensor modules.
    Alternatively or additionally, as at least one measurement signal, a spring stroke in one or more suspension levels can be treated. Spring strokes are detectable e.g. using optical sensor modules, a pull cable measurement or inductive plunger cores.
    According to an advantageous design, the evaluation of the quantities which characterize the longitudinal dynamic behavior includes a comparison of the sizes of chassis or successive vehicle bodies or wheel sets. This makes it possible to process information relating to chassis or casings of preceding vehicle or wheel sets in the direction of movement of the railway vehicle, such as for example. modified conditions at the level of the contact between the wheel and the railway, as a prediction for the following vehicle chassis or boxes or wheel sets. By comparing the results for successive vehicle chassis or boxes or sets of wheels, it can be determined whether changes in longitudinal dynamic behavior are due to the journey or whether their origins must be sought in the vehicle. Changes in longitudinal dynamic behavior, which appear delayed on several chassis or vehicle bodies or wheel sets, lead to the conclusion that there are influences due to the route. These include, for example, changes in the coefficient of friction due to inclement weather during contact between the wheel and the track. On the other hand, modifications of the longitudinal dynamic behavior, which appear only on chassis or boxes of vehicle or individual wheel sets, make it possible to conclude that influences relating to the vehicle on the chassis or box body of vehicle or wheel set concerned.
    Thus, the method allows continuous monitoring of the level of wear of wheels or braking modules, since changes in the longitudinal dynamic behavior are (can be) detected and recorded constantly.
    The method is particularly suitable for rail vehicles for which the environmental conditions are quasi-static or the qualitative curve of changes over time is known. Although it is preferably usable, in particular for chassis and train wheels of passenger trains, an application in chassis of freight wagons is also possible, provided that an electrical supply of the device intended to determine modifications of the longitudinal dynamic behavior, in particular of the control module and of the at least one sensor module is ensured.
    The method also creates a computer program product which can be loaded directly into the internal memory of a digital control module and which comprises sequences of software codes making it possible to carry out the steps of the method which is described therein when the product is executed on the control module. The computer program product may be physically present in the form of a CD-ROM, DVD, USB drive or other data media. The computer program product can also be in the form of a signal that can be loaded via a network (wired or wireless).
    The invention also creates a device for determining changes in longitudinal dynamic behavior, in particular of a chassis of a rail vehicle for the purpose of identifying a current driving state of the rail vehicle. The device comprises a control module and at least one sensor module for the provision of a respective measurement signal. The control module is designed to reconstruct and evaluate, using a model of the rail vehicle system, using an observer belonging to the regulation technique, from an input signal known or determined by measurement and of the at least one measurement signal of the observed railway vehicle, which is the actual reference system observed, of the quantities which cannot be measured and which characterize the longitudinal dynamic behavior. The control module is also designed to compare the at least one measurement signal of the rail vehicle observed and a corresponding reconstructed measurement signal of the system model and to reproduce recursively using a regulator determined by comparison, so as to minimize the determined difference.
    The device according to the invention has the same advantages as those described above in connection with the method according to the invention.
    In summary, the present invention provides for combining different sensor signals in an observer falling within the regulatory technique. Using the observer belonging to the regulation technique, it is possible, by synthesis of an input signal known or determined by measurement technique and at least one measurement signal, as well as a estimation based on a model of the dynamics of the rail vehicle, to uniquely identify the current operating condition of the rail vehicle. The dynamics of the chassis of the rail vehicle determined using the model-based approach is adapted recursively by an adjustment with the measurement signals detected by measurement technique, so that the calculated dynamics is correlated with the effective dynamics of the rail vehicle. The process allows characterization of the chassis dynamics for all training and braking scenarios, such as, for example. full braking, service braking, as well as traction control if braking is dependent on the coefficient of friction.
    The invention is explained below using an example embodiment. The figures represent:
    Figure 1 a schematic representation of a functional diagram of an observer within the regulatory technique, as it is implemented in the method according to the invention;
    Figure 2 a graphical representation which shows a comparison of an effective coefficient of friction and a coefficient of friction determined using the method according to the invention, as a function of time; and FIG. 3 is a graph which shows a longitudinal speed in translation, as a function of time, of the friction value curve represented in FIG. 2.
    The method for determining changes in longitudinal dynamic behavior described below is used for a rail vehicle which is not shown in more detail in the figures. Such a rail vehicle comprises one or more members which are connected to each other in a mobile manner. A coupling device is provided to connect the components of the vehicle. Depending on the design of the rail vehicle, each member of the vehicle may comprise two chassis on each of which is provided at least one set of wheels. As a variant, a railway vehicle provided with two vehicle members may also comprise three chassis on each of which is provided at least one set of wheels. A chassis usually includes two sets of wheels. On the chassis wheels of the chassis are provided each time wheels which run on a railway track.
    On the rail vehicle, a plurality of sensor modules can be provided (in short: sensors). The rail vehicle may include e.g. one or more sensors intended to determine the speed of the vehicle and / or an acceleration or delay of the rail vehicle in the longitudinal direction of the vehicle. Acceleration can be a positive acceleration due to a force that accelerates the rail vehicle or a negative acceleration due to a braking force that slows down the rail vehicle. Acceleration (positive or negative) can be an overall acceleration of the rail vehicle. If an acceleration sensor is mounted on a respective vehicle component, the acceleration can also be the respective acceleration (positive or negative) of the vehicle component in question. The acceleration can be for example a time delay which occurs on a chassis or on a vehicle body of the rail vehicle. Acceleration can be determined on the basis of speed data. A time curve and / or a change in vehicle speed allows the delay to be deducted. For this purpose, the time delay can be determined by observing the speed curve in periods which are less than the duration of an acceleration (positive or negative). Provision can thus be made to assign to each vehicle member and / or to each chassis at least one acceleration sensor. Often such sensors are provided to monitor driving conditions, so it is possible to use sensors already present to determine the acceleration (positive or negative).
    To determine the speed of the vehicle, one can provide for example a radar device, a system of optical sensors and / or a communication system for the reception of satellite data, with which a rail vehicle control system is connectable or connected.
    One can also provide sensors for determining rotational speeds and changes in rotational speeds of at least one set of wheels.
    The determination of the wheel rotation speed can be used, for example, to determine a braking effect and it is frequent that it is already fitted in a large number of railway vehicles. It is also conceivable that the speed of the vehicle is determined on the basis of data concerning the rotational speeds of the wheels. To this end, from data concerning the speed of rotation of wheels associated with individual wheels or sets of wheels, a speed assigned to the associated wheel or to the associated axle, for example a peripheral speed or a speed of wheel can be determined. In addition to data concerning the wheel rotation speed, the wheel radius can also be taken into account.
    From a change in the speed of rotation of the wheels on at least one set of wheels, one can deduce for example an acceleration (positive or negative) on the associated wheel set or an associated axle.
    A rail vehicle of this type can be fitted with sensor modules intended to detect the pitching of individual components around the transverse axis of the vehicle. Sensor modules of this type are preferably assigned to a respective axis of the vehicle. For this purpose, acceleration sensors can be used, which detect an acceleration around the transverse axis of the vehicle.
    In addition, the rail vehicle can be provided with at least one sensor module, which detects a spring stroke in the respective suspension levels of a vehicle member of the rail vehicle. Such sensors can be produced in an optical version, by measuring the traction cable or by inductive plunger cores.
    Using longitudinal force sensors, e.g. extensometric gauges, it is possible to determine extensions of components which transmit longitudinal forces. A sensor module of this type can be assigned to a respective tie rod / pressure bar, to a respective lemniscate pivot or connecting rod, or to a respective wheel set guide.
    It is also possible to provide braking pressure sensors or braking current sensors and / or braking effect sensors, such as braking force sensors or braking torque sensors assigned to the chassis. or to friction brake systems of a friction brake device dependent on the complementarity of force placed on the chassis. In general, a brake pressure sensor or a brake current sensor can be considered to be assigned to a friction brake system, if it is able to detect a brake pressure or a braking current actuating the brake individually. friction brake system. A braking force sensor or a braking torque sensor can be considered to be assigned to a friction brake system or to a set of wheels which must be braked by the friction brake system, if it is able detecting a braking force exerted by the friction brake system or a corresponding braking torque.
    Using the observer falling within the regulatory technique described below, it is possible to reproduce the chassis superstructures frequently different from the composition of the train of a rail vehicle with an algorithm based on a homogeneous model. . A unambiguous assessment of the dynamics of the chassis of the rail vehicle can be provided by a combination of a plurality of measurement signals.
    FIG. 1 represents a functional diagram of the elementary structure of an observer falling within the regulation technique 1 using which is carried out the method intended to determine modifications in the longitudinal dynamic behavior of the railway vehicle. In a manner known to those skilled in the art, the observer belonging to the regulation technique 1 is composed of a model of the rail vehicle system 20, as well as a module 26 for weighting the result of the comparison of the system model 20 and of an observed real reference system 10. The dynamics of the observed real reference system 10, that is to say of the observed railway vehicle, is influenced by an input signal u which is brought to the actual reference system observed 10 on the first input 11. The input signal u is a measurable signal. In the case of braking of the rail vehicle by friction brakes, the input signal u can correspond to a braking pressure of the brake / braking system. If braking is provided by an electric brake, the input signal may be a braking current intended to generate a braking force which slows down the rail vehicle. If, on the other hand, it is a question of detecting a change in the longitudinal dynamic behavior following an acceleration, the input signal u can be a driving force or a driving current, intended to generate the force which accelerates the railway vehicle.
    The dynamics of the observed real reference system 10 is described by states x. For this purpose, x can be a vector, with a plurality of different states. As the actual observed reference system 10 is provided with at least one sensor module, as described above, at least one measurement signal is made available there on an output 13. For this purpose, there can be a vector, the number of vector inputs of which corresponds to the number of (real) measurement signals. The measurement signals detected for this purpose can come from sensor modules of identical and / or different types of sensors.
    The actual reference system observed 10, that is to say the railway vehicle can also be initiated by non-measurable disturbances z. These non-measurable disturbances z are brought to the reference system 10 on a second input 12. By disturbing data z is meant all the influences acting on the coefficient of friction between the wheel and the track and / or between the brake lining and the brake disc and / or between the brake pad and the wheel. Also included are influences that affect the friction radius, that is, the point of attack of a brake lining on the brake disc. Furthermore, a total weight which changes following a change in the state of charge of the reference system 10, that is to say of the railway vehicle, can occur as a disturbing quantity z.
    The system model 20 represents a model of the dynamic behavior of the reference system 10, that is to say of the railway vehicle. The system model 20 can be created for example by software. Like the reference system 10, the system model 20 is controlled by the input signal u. The input signal u is supplied to the system model 20 at a first input 21. The system model 20 determines values for the at least one reconstructed measurement signal y, which is also made available in the form of a vector on a first output 22. A vector input respectively reconstructed of the measurement signal ÿ is assigned to a vector input determined by measurement technique of the measurement signal y of the reference system 10.
    As a general rule, the system model 20 is not able to reproduce the complete dynamics of the reference system 10 and that, moreover, the reference system 10 is influenced by the non-measurable disturbing quantities z, the behavior dynamics of the system model 20 differs a priori from the real behavior of the reference system 10. It is for this reason that a comparison takes place of the at least one measurement signal ÿ reconstructed (that is to say of its inputs vector) with at least one measurement signal y determined by measurement technique (that is to say the assigned vector inputs), which is made available at output 13 of the reference system 10. These two measurement signals are brought to a comparator 25, which is responsible for calculating the difference. The difference (y-ÿ) is brought to a module 26 for weighting the result of the comparison. The return of the difference (y-ÿ) weighted by L is made available to the system model 20 on a second input 24. The weighting by the module 26 is carried out so that after a certain time, the behavior calculated by the system model 20 of the reconstructed measurement signal ÿ agrees with the at least measurement signal y actually measured, that is to say that the deviation is brought back to zero after a certain time. This process is performed in an automated and recursive manner.
    On a second output 23 of the system model 20, the desired dynamic quantities x, which represent the longitudinal dynamic behavior of the rail vehicle can then be read. This is for example. unmeasurable quantities, such as e.g. speeds, as well as coefficients of friction between the wheel and the track, as well as between the brake lining and the brake disc, braking forces and braking torques and the like. Furthermore, the disturbing quantities z can be read on a third output 27 of the system model 20.
    The figures. 2 and 3 show using the results of simulations the result of the process using a braking process. For this purpose, Figure 2 shows the curve of the coefficient of friction p (t) between the brake lining and the brake disc as a function of time t. FIG. 3 shows the modification of the longitudinal speed v (t) as a function of the same period. A period from t = 30s to t = 80s is shown. It is assumed that in the period from t = 35s to t = 80s, a train of wheels of a railway vehicle is braked with a constant braking pressure. The curves ζ μ , χ υ represented by a solid line in Figures 2 and 3 respectively show the time curves of the path model, while the broken lines represent calculated values ζ μ , χ ^ of the system model 20. In this example, it is assumed that parallel to the speed of rotation of the wheel set ω, the longitudinal speed in translation v of a wheel set is measured, that is to say is available in the form of signals from measure y on the output 13 of the reference system 10.
    Figure 2 shows the time curve of the coefficient of friction μ between the brake lining and the brake disc, as it results from fluctuating influences during braking at constant braking pressure. The represented fluctuation of the effective coefficient of friction (solid line) is reproduced using the reference described above for the deviation (y-ÿ) and the chosen design (by numerical simulation, by tests or calculations) of module 26 for the weighting of the result of the comparison of the system model. The longitudinal speed v as one of the states x of the reference system 10 and as one of the quantities x characterizing the longitudinal dynamic behavior of the system model 20 is illustrated in Figure 3. The return of the deviation (y- ÿ) between the measured measurement signal y, available at output 13 and the reconstructed measurement signal y at the first output 22 of the system model leads to a correlation of the displacement calculated by the system model 20 with the effective behavior of the system.
    The effect of the reduced coefficient of friction μ between t = 40s and t = 70s has the consequence that the longitudinal speed v in the cited period decreases less rapidly, which leads to an extended braking stroke and can therefore have a security risk.
    In the example shown, the application of the method makes it possible to determine the braking pressure required on the basis of the coefficient of friction μ between the brake lining and the brake disc which is necessary for compliance with a prescribed braking distance. This determination is made in a control module, the design and method of which are not the subject of the present invention.
    Furthermore, knowledge of the coefficient of friction μ makes it possible to deduce the state of wear of the brake lining, which allows maintenance focused on the state.
    The information thus determined from wheel trains or chassis or boxes of previous vehicles can be made available as a suitable prediction for wheel trains or chassis or boxes of following vehicles. This evaluation also takes place in a command module and is not the subject of this consideration. The comparison of the results for successive wheel sets or chassis or boxes of vehicles then highlights whether they are influences due to the journey or effects due to the vehicle. Modifications which are detected deferred on several sensor modules allow us to conclude that there are influences due to the path. On the other hand, fluctuations, which only appear on individual sensor modules, suggest influences due to the vehicle.
    The following parts, elements, components, parts and means of the invention are referenced as follows on the accompanying drawings:
    I observer under the actual reference system regulation technique observed
    II first input for the input signal u second input for the disturbance signal z output for the measurement signal y system model first input for the input signal u first output for the reconstructed measurement signal ÿ second output for quantity (s) observed x second comparator input weighting module of the result of the comparison third output for reconstructed disturbing quantity (s) zu input signal y measurement signal x state quantity y signal of reconstructed measurement x reconstructed state quantity z disturbing quantity z reconstructed disturbing quantity Of course, the invention is not limited to the embodiments described and shown in the appended drawings. Modifications remain possible, in particular from the point of view of the constitution of the various elements or by substitution of technical equivalents, without thereby departing from the scope of protection of the invention.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    [Claim 1] Method for determining modifications of the longitudinal dynamic behavior, in particular of a chassis of a rail vehicle for the purpose of identifying a current driving state of the rail vehicle, characterized in that at assistance of an observer belonging to the regulation technique (1), from an input signal (u) known or determined by measurement technique and from at least one measurement signal (y) of the observed railway vehicle , which is the real reference system (10) observed, by a system model (20) of the rail vehicle, quantities which cannot be measured and which characterize the longitudinal dynamic behavior are reconstructed and evaluated, the at least one measurement signal (y ) of the observed rail vehicle (10) and a corresponding reconstructed signal (y) of the system model (20) are compared and the deviation determined by comparison is reproduced recursively with an r regulator, so as to minimize the determined difference.
    [Claim 2] Method according to claim 1, characterized in that the input signal (u) is supplied in addition to the system model (20).
    [Claim 3] Method according to any one of the preceding claims, characterized in that the input signal (u) and / or the at least one measurement signal (y) are detected on one or more of the following components:
    a vehicle body;
    a chassis of the railway vehicle;
    at least one bogie of the rail vehicle;
    at least one wheel train of the rail vehicle.
    [Claim 4] Method according to claim 3, characterized in that the at least one measurement signal (y) is detected simultaneously on sides facing the chassis or the bogie or the wheel set.
    [Claim 5] Method according to any one of the preceding claims, characterized in that a braking pressure of a braking actuator or a braking current intended to generate a braking force which slows down the rail vehicle is treated (e ) as an input signal (u).
    [Claim 6] Method according to any one of the preceding claims, characterized in that a driving force or a motor current intended to generate a force which accelerates the rail vehicle is treated as an input signal (u ).
    [Claim 7] Method according to any one of the preceding claims, characterized in that a speed of rotation or a modification of a speed of rotation of at least one set of wheels is treated as at least one measurement signal (y).
    [Claim 8] Method according to any one of the preceding claims, characterized in that an extension of a component transmitting a longitudinal force, in particular a pressure bar or a pivot or a lemniscate or connecting rod 'a wheel guide is processed as at least one measurement signal (y).
    [Claim 9] Method according to any one of the preceding claims, characterized in that a spring stroke in one or more levels of suspension is processed as at least one measurement signal (y).
    [Claim 10] Method according to any one of the preceding claims, characterized in that the evaluation of the quantities characterizing the longitudinal dynamic behavior comprises a comparison of the sizes of chassis or successive vehicle bodies or wheel sets.
    [Claim 11] Product of a computer program capable of being loaded directly into the internal memory of a digital control module and which comprises sequences of software codes, making it possible to carry out the steps according to any one of the preceding claims, when the product is run on the control module.
    [Claim 12] Device intended to determine modifications of the longitudinal dynamic behavior, in particular of a chassis of a railway vehicle for the purpose of identification of a current driving state of the railway vehicle, comprising a control module and at least a sensor module for the provision of a respective measurement signal (y), the control module being designed to reconstruct and to evaluate, using an observer belonging to the regulation technique (1), from an input signal (u) known or determined by measurement technique and from at least one measurement signal (y) of the observed railway vehicle, which is the actual reference system (10) observed, by a model of the rail vehicle system (20) of non-measurable quantities and characterizing the longitudinal dynamic behavior, the control module being also produced to compare the at least one measurement signal (y) of the observed railway vehicle (10) and a corresponding reconstructed measurement signal (y) of the system model (20) and to reproduce the deviation determined by comparison recursively with a regulator, so as to minimize the deviation determined. I
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    同族专利:
    公开号 | 公开日
    WO2019030022A1|2019-02-14|
    EP3665048B1|2021-06-23|
    CN110997429A|2020-04-10|
    EP3665048A1|2020-06-17|
    US10933896B2|2021-03-02|
    DE102017213970A1|2019-02-14|
    ES2890952T3|2022-01-25|
    CN110997429B|2021-11-26|
    PL3665048T3|2021-10-04|
    US20200385036A1|2020-12-10|
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    法律状态:
    2020-07-16| PLFP| Fee payment|Year of fee payment: 3 |
    2021-07-28| PLFP| Fee payment|Year of fee payment: 4 |
    2021-09-10| PLSC| Publication of the preliminary search report|Effective date: 20210910 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017213970.6|2017-08-10|
    DE102017213970.6A|DE102017213970A1|2017-08-10|2017-08-10|Method and device for determining changes in the longitudinal dynamic behavior of a rail vehicle|
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