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Method for regulating an active chassis of a tracked vehicle

A rail vehicle and operating mechanism technology, applied in transportation and packaging, railway car body parts, bogies, etc., can solve problems such as shortening the service life of wheels

Inactive Publication Date: 2009-07-22
BOMBARDIER TRANSPORTATION GMBH
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

[0006] However, the drawback of this control scheme is that, due to following the ideal line when running on the track, a very clearly defined wear on the wheel may develop relatively quickly pattern, therefore, may significantly reduce wheel life

Method used

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  • Method for regulating an active chassis of a tracked vehicle
  • Method for regulating an active chassis of a tracked vehicle
  • Method for regulating an active chassis of a tracked vehicle

Examples

Experimental program
Comparison scheme
Effect test

no. 1 example

[0091] In a first preferred derivative control scheme according to the invention, the curve fitting control, i.e. adjusting the steering angle of the first wheel set 105 in a first frequency range, adopts the first target steering angle by the control unit 113 to take effect, the steering angle corresponds to the first ideal target steering angle Multiplied by a predetermined first correction factor K 1 , that is, the following equation applies:

[0092]

[0093] The first ideal target steering angle is chosen so that at K 1 =1, that is, the first target steering angle When the actual curvature of the trajectory corresponds to the first ideal target steering angle, the first wheel set 105 is radially adjusted toward the curve.

[0094] Furthermore, the control is performed such that the first actuator 109 momentarily does not substantially apply any steering torque in the first frequency range, ie M Akt1 =0. According to the result of the moment balance of equation ...

no. 2 example

[0120] Therefore, utilizing the preferred second derivative control scheme, although the steering angle of the first wheel set 105 (i.e., M Akt1 =0), but using the third target steering angle adjust the steering angle of the second wheel set 106 within the first frequency range, which corresponds to a third desired target steering angle Multiplied by a predetermined third correction factor K 3 . Third Ideal Target Steering Angle selected so that at K 3 = 1, that is, if the third target steering angle Meet the third ideal target steering angle Then the steering moment Mtx1 produced by the paired wheel track on the actual curve of the track on the first wheel set 105 is reversely equal to the steering moment M produced by the paired wheel track on the actual curve of the track on the second wheel unit Tx2 (i.e., M Tx1 =-M Tx2 ).

[0121] From the above equations (3) to (6), the above relationship is as follows:

[0122] Σ Y ...

no. 3 example

[0129] In a preferred third derivative control scheme, the curve fitting control, i.e. adjusting the steering angle of the first wheel set 105 within the first frequency range, utilizes the first target steering angle via the control unit 113 To implement, the first target steering angle corresponds to the first ideal target steering angle Multiplied by a predetermined first correction factor K 1 , that is, the following equations also apply:

[0130]

[0131] In this case, the first actuator 109 is set to be adjusted in the first frequency range to follow the rotation of the first wheel unit caused by the change in trajectory curvature, so that the first actuator 109 is at K 1 =1, that is, the first target steering angle Meet the first ideal target steering angle on the actual curve of the trajectory When , the first steering moment M is instantaneously applied in the first frequency range Akt1 , the steering moment and the steering moment M of the first main sprin...

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PUM

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Abstract

Disclosed is a method for regulating an active chassis of a tracked vehicle, said chassis comprising at least one wheel unit (105) with two wheels. According to the inventive method, the turning angle of the first wheel unit (105) about a vertical chassis axis relative to a vehicle structure (102) that is supported on the first wheel unit by means of a first primary spring mechanism (107) is adjusted in a first frequency range with the aid of at least one first actuator (109) which acts between the first wheel unit (105) and the vehicle structure (102), the adjustment being made in accordance with the actual curvature of the track, and / or the turning angle of the first wheel unit (105) about the vertical chassis axis relative to the vehicle structure (102) is adjusted in a second frequency range in such a way that transversal movements at least of the first wheel unit (105); caused by a track displacement or a sinusoidal course are counteracted. In the first frequency range, the turning angle of the first wheel unit (105) is adjusted using a first desired value corresponding to a first ideal value multiplied by a first correction factor (K1), said first ideal value being selected such that the first wheel unit (105) is adjusted at least approximately by the radius of curvature if the first desired value matches the first ideal value (i.e.; K1=1), and / or in the second frequency range, the turning angle of the first wheel unit (105) is adjusted using a second desired value which corresponds to a second ideal value multiplied by a predefined second correction factor (K2), said second ideal value being selected such that transversal movements at least of the first wheel unit (105) caused by a track displacement or a sinusoidal course are essentially compensated if the second desired value matches the second ideal value (i.e. K2=1).

Description

technical field [0001] The invention relates to a method for controlling the active running gear of a rail vehicle comprising at least one first wheel unit with two wheels, by means of at least one wheel acting on the first wheel unit and supported by means of a first main spring mechanism a first actuator between the vehicle structures on the first wheel unit, the steering angle of the first wheel unit about the vertical running gear axis relative to the vehicle structure can be adjusted in a first frequency range according to the actual curvature of the trajectory, and / Or the steering angle of the first wheel unit about the vertical running gear axis relative to the vehicle structure can be adjusted in a second frequency range such that lateral movements of at least the first wheel unit due to track profile fluctuations or sinusoidal travel are counteracted. The invention also relates to a device for controlling the active running mechanism of a rail vehicle, and to a rail ...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): B61F5/38
CPCB61F5/383B61F5/38B61F5/40B61F5/42B61F5/44
Inventor J·德德U·赖曼A·洛曼
Owner BOMBARDIER TRANSPORTATION GMBH
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