Railway rolling stock – Trucks – Bogie
Patent
1996-11-20
1998-08-04
Morano, S. Joseph
Railway rolling stock
Trucks
Bogie
B61F 524
Patent
active
057878153
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a method and a device for storage of curve-geometry track data for controlling the tilting of a car body of a railway vehicle when the vehicle passes through a track curve.
BACKGROUND OF THE INVENTION
It is known to increase the passenger comfort in a railway vehicle when the vehicle is running at a high speed through a track curve, by tilting the car body of the vehicle inwardly towards the curve while the vehicle is running through the track curve. In this way, the acceleration stresses on the passengers in the lateral direction are reduced, whereby the vehicle may be driven at a higher speed through the track curve while maintaining passenger comfort in the vehicle. To achieve tilting of the car bodies in the passenger vehicles which are part of a connected train set, these vehicles are provided with specially arranged car tilting systems. This car tilting system achieves tilting of the car bodies in relation to the bogies of the vehicles, i.e. the wheel undercarriages, rotatable at least in the horizontal plane, in which the wheels and axles are mounted.
The control of the car body tilting in the respective vehicle in a train set may be achieved in partially different ways. A common way is to generate a control signal for the car body's tilting as a reference value, the basis of which is the acceleration in the lateral direction, which is measured by an accelerometer in the front bogie of the train set (hereinafter referred to as the "lateral acceleration"). The lateral acceleration increases with the square of the speed of the train and proportionally to the curvature of the track curve (the inverse of the curve radius). The tilting of the car body may, for example, be controlled such that the tilting becomes substantially proportional to the measured lateral acceleration, thus compensating for the whole, the lateral acceleration because of the tilting of the car body. In case of full compensation, the so-called compensation factor is said to be equal to 1.0; without tilt compensation the compensation factor is equal to 0.
The measured acceleration signal can be received by a computer (train computer) in the vehicle at the front of the train. The computer calculates a reference value of the tilting of the car body and transmits the information (the reference value) on to the subsequent vehicles in the train in order for the car bodies of these vehicles to tilt in proper order when the train set passes through the track curve. The reference values for the tilting which are thus received by each vehicle are compared with the actual tilt angle (actual value) of each vehicle body. A difference value between the reference value and the actual value for the tilting is passed, via regulator to a drive system for execution of a tilting of the car body which corresponds to the reference value. The drive system may, for example, consist of a hydraulic system with pressurized working cylinders which bring about the forces required to tilt the car body in relation to the bogies supporting the same. Also pneumatic or electric drive systems may be used.
Because of irregularities in the track and the dynamic movements of the bogie, the measured acceleration signal fluctuates. Before the measured signal from the accelerometer can be utilized to form a reference value for the car body tilt, it must be filtered. Otherwise, the tilting movement would become very irregular and jerky. However when filtering, the signal, is delayed. Depending, among other things, on how large the irregularities of the track are, this filtering and hence the delay may be somewhat differently set for different operating cases. Certain additional delays may occur in both the computer and the drive system which executes the tilting movement.
The vehicle at the front of the train proceeds from a straight track into a transition curve, by which is meant a transitional part between the straight and curved part of the curve, wherein the curvature of the curve is successively and continuously cha
REFERENCES:
patent: 3717104 (1973-02-01), Law et al.
patent: 3902691 (1975-09-01), Ott
patent: 5295443 (1994-03-01), Bangtsson et al.
patent: 5564342 (1996-10-01), Casetta et al.
patent: 5636576 (1997-06-01), Gimenez et al.
Andersson Evert
Fornander Per
Roth Per-Axel
Asea Brown Boveri AB
Morano S. Joseph
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