DE19910255A1 - Tilt control for a rail vehicle - Google Patents

Abstract

A tilt control for a rail vehicle in the track curve is proposed, in which a memory (3) is provided, in which the route data (S) of the track system, such as in particular straight lines, track curves with constant curve radius, switches and elevations, are stored path-dependent and / or geodetically are. Tilt signals (N) for actuators (9) used for tilt control can be derived from this route data (S) depending on the current location of the rail vehicle (1). DOLLAR A Advantageously, the tilting technique of the rail vehicle can be used optimally, in particular precisely, so that the maximum speed of the vehicle is always achieved by utilizing and maintaining the maximum lateral acceleration. The actuators for tilt control are always controlled instantaneously with the optimal tilt signals.

Description

The invention relates to a tilt control for a rail vehicle according to the preamble of claim 1.

The tendency towards ever higher speeds in connection with existing, generally arched routes lead to the use of rail vehicles with tilting technology and thus for driving with high, unbalanced Lateral accelerations in curves.

For the tilting technique, knowing the current parameters of the curve is like Arc radius, elevation, start and end or length of the curve and data of the respective transition arches for driving with the maximum possible Speed while maintaining a maximum possible Lateral acceleration is an essential requirement. Alone with sensors and other detection systems on the rail vehicle can only use these parameters can be approximately determined.

Another important prerequisite for the optimal use of the tilting technology is the differentiation of a switch passage (here inclination control is not allowed done) from a track curve, which when recording the curve data in the generally to an adverse time delay in the beginning of the Tilt control in the track curve leads.

The invention has for its object a tilt control for a Rail vehicle to specify an optimized, especially undelayed Use of the tilting technology enables.  

This object is inventively in connection with the features of The preamble specified in the characterizing part of claim 1 Measures solved.

The advantages that can be achieved with the invention are, in particular, that the Tilting technology of the rail vehicle optimally used, especially precisely can be that always the maximum speed of the vehicle under Utilization and compliance with the maximum lateral acceleration is achieved. The Actuators for tilt control are always delayed with the optimal ones Tilt signals controlled. The tilt control already starts at Entry of the individual vehicles of a train into a track arch. At the end of The automatic retraction of the tilt control also takes place without a track curve Delays because the length of the curve is known. A tilt control is excluded in the case of crossings.

Advantageous embodiments of the invention are in the subclaims featured.

Further advantages of the proposed tilt control result from the description below.

The invention is described below with reference to the drawing Exemplary embodiments explained in more detail. Show it:

Fig. 1 a basic embodiment of the tilt control for a railway vehicle,

Fig. 2 shows a first variant of the tilt control,

Fig. 3 shows a second variant of the tilt control.

In Fig. 1 a basic embodiment of the tilt control is illustrated for a rail vehicle. A dash-dotted rail vehicle 1 with a control device 2 for tilt control can be seen. The control / regulating device 2, which is outlined in dashed lines, for tilt control has, in particular, a memory 3 and a computing unit 8 . On the input side, the memory 3 receives signals G from a sensor 4 (GPS = Global Positioning System, satellite-based navigation system) set up to receive GPS signals and / or path signals W from a sensor 5 used to determine the path above the ground.

In memory 3 , all essential route data of the track system used by the rail vehicle, such as, in particular, straight lines, track bends with an exact radius of the bend, transition bends, switches and elevations are path-dependent (for example via a "kilometering" of the route) and / or geodetically (for example via a precise land / field measurement ) permanently stored, for example in the form of a CD (compact disc). The memory 3 continuously determines the associated stored route data S, for example the length of the straight line currently being traveled and the arc radius of the next track curve, from the signals G and / or path signals W received on the input side and used to determine the location, and feeds this route data S to the computing unit 8 .

The detection of the path signals W is particularly important when the Track system also includes tunnel sections in which reception of the G signals is not is possible. In case both G and signals are used Path signals W are preferably followed by a synchronization of both signals definable periods.

Depending on the route data S received on the input side, the computing unit 8 outputs tilt signals N on the output side to actuators 9 for tilt control, ie the paths required for the tilt control for the respective track curve are or are calculated exactly. The start of the tilt control when the curve is reached and the control of the tilt control returning to the starting position at the end of the track curve are precisely specified by the route data S. Memory 3 and computing unit 8 can of course also be combined into a single unit which receives signals G and / or path signals W on the input side and outputs corresponding tilt signals N on the output side.

In Fig. 2 shows a first variant of the tilt control is shown. The variant corresponds to the basic version, but the computing unit 8 additionally receives current train data Z on the input side, such as, in particular, the current speed of the rail vehicle, the total length of the train and the length of a car of the train. On the output side, the computing unit 8 emits tilt signals N optimally adapted to the train data Z to actuators 9 for tilt control. Since the individual lengths of the individual vehicles of a train set are known, the inclination control of each individual vehicle is advantageously carried out depending on its actual instantaneous position before the track curve, in the track curve and after the track curve.

In Fig. 3 shows a second variant of the tilt control is shown. The variant corresponds to the basic version, however, on the input side, the computing unit 8 receives both the train data Z and also additional position signals P from a sensor 6 which is set up for position determination and is mounted on the rail vehicle (which receives signals from position detectors mounted along the track system) and / or direction signals R one the direction sensor 7 mounted on the rail vehicle.

The advantage of this embodiment of the invention lies in the fact that the precise point in time of the beginning and / or the withdrawal of the tilt control can additionally be influenced via the position signals P and / or direction signals R. The computing unit 8 converts the route data S supplied to it as a function of the current train data Z into tilt signals N for the actuators 9 as soon as the sensor 6 and / or the direction sensor 7 indicates the start of the track curve (see position signals P and / or direction signals R).

According to further variants, not shown, it is also possible to feed the position signals P and / or direction signals R likewise or exclusively to the memory 3 in order to bring about a constant signal adjustment or a signal adaptation which further increases the accuracy of the tilt control. A further variant is possible in which the position signals P are used instead of the path signals W.

Reference list

1

Rail vehicle

2nd

Control device for tilt control

3rd

Storage

4th

Sensor for receiving GPS signals

5

Sensor for determining the path above ground

6

Position sensor

7

Direction sensor

8th

Arithmetic unit

9

Actuators for tilt control
G signals
N tilt signals
P position signals
R direction signals
S route data
W path signals
Z current train data

Claims (7)

1. Tilt control for a rail vehicle in the track curve, characterized in that a memory ( 3 ) is provided in which the route data (S) of the track system, such as in particular straight lines, track curves with constant curve radius, switches and elevations are path-dependent and / or stored geodetically and that from this route data (S), depending on the continuously detected current location of the rail vehicle ( 1 ), tilt signals (N) for actuators used for tilt control ( 9 ) can be derived. 2. Tilt control according to Claim 1, characterized in that signals (G) of a sensor ( 4 ) set up for receiving GPS signals are used to determine the location. 3. Tilt control according to claim 1 and / or 2, characterized in that path signals (W) serve for determining the position of a sensor ( 5 ) serving to determine the ground. 4. Tilt control according to one of the preceding claims, characterized in that position signals (P) of a sensor ( 6 ) set up for position determination are used for position determination. 5. Tilt control according to one of the preceding claims, characterized in that direction signals (R) of a direction sensor ( 7 ) are used to determine the location. 6. Tilt control according to one of the preceding claims, characterized characterized in that the specification of the tilt signals (N) in connection with current Train data (Z), such as in particular the current speed of the  Rail vehicle, total length of the train, length and position of the vehicle done inside the train. 7. Tilt control according to one of the preceding claims, characterized characterized in that they have in transition arcs between straight lines and arcs constant parameters, the time gradient and the time course of the tilt control in the transition arches depending on speed, the length of the Transition sheet and the parameters or function of the transition sheet in such a way it is taken into account that at the beginning of the constant arc (or the straight line at Arc exit) the optimal inclination is controlled.