Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication – Railway vehicle
Patent
1998-12-01
2000-12-12
Zanelli, Michael J.
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
Railway vehicle
105 3, B61F 538, B61F 544, B61D 310
Patent
active
06161064&
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a method for influencing the articulation angle between the longitudinal axes of neighboring car bodies of a multiple-unit railway vehicle traveling on a track and a railway vehicle for the implementation of this method.
2. Description of the Prior Art
To influence the articulation angle between the longitudinal axes of adjacent car bodies of a multiple unit railway vehicle traveling on a track, the prior art (DE 28 54 776 A1) teaches that the torsion of the longitudinal axis of a car body is measured with respect to the corresponding truck, and as a function of said measurement, a system of actuators in the form of hydraulically pressurized cylinders is controlled by means of a control unit. This system of actuators acts electrically on the control unit and mechanically between the ends of the neighboring car bodies that are connected to one another by means of a single center pivot. The system of actuators is controlled so that the two-axle trucks, which do not have a truck center pin and on which the car bodies are supported by means of elastic secondary springs, are completely freed of the function of force dispensers, and the wear of the wheel flanges and the rails is significantly reduced. In this case, when the train is traveling on a straight section of track, the system of actuators blocks the center pivot in one position over the center of the track, and when the train rounds a curve, forces the center pivot to buckle toward the outside of the curve of the track. The purpose of this restricted excursion is to achieve an improved utilization of the clearance when the railway vehicle is traveling around a curve.
One disadvantage of this arrangement and method is that it requires a permanent and restricted control of the center pivot, because the forces resulting from the buckling must be completely isolated from the truck.
SUMMARY OF THE INVENTION
The object of the invention is to create a method and railway vehicle which make it possible to control the car bodies so that during dynamic travel, the car bodies are in a position in relation to one another which corresponds to the static position in the corresponding track segment.
In a method and a configuration as claimed by the invention, the curvature of the track in the vicinity of the contact points with the truck is determined from the articulation angle at the center pivot measured during the travel of the railway vehicle and from the torsional angle on the respective truck, as well as from the known distance between the center pivot and the respective virtual center point of the truck in question, and stored. This same measurement procedure is repeated for the respective subsequent differential track segment, and the resulting coordinates for this partial track segment are again stored. This measurement and storage of measurements takes place at least over a distance that lies between the first and the last truck of the multiple-unit railway vehicle. In the track segment thus simulated, therefore not only is the point at which the first truck is located determined, but also the points at which the one or more following trucks are located. Once the curvature of the track segment at these additional points is contained in the storage sequence, the current actual position for all the current contact points of the trucks is known, after the trucks have entered the track segment in question.
To find the actual position of the trucks, the set point position of the car bodies must be determined as it occurs under static conditions, when the railway vehicle is at this point. In the static set point position, the clearance is minimized. In this static set point position, moreover, the energy stored in the secondary springs as a result of the torsion and transverse displacement of the car body with respect to the truck is at its minimum. The set point position of the car bodies in relation to one another can thus be determined on the basis of the minimum energy stored i
REFERENCES:
patent: 4289075 (1981-09-01), Smith
patent: 4819566 (1989-04-01), Smith et al.
Hachmann Ulrich
Strasser Andreas
ABB Daimler-Benz Transportation (Technology) GmbH
Zanelli Michael J.
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