Method for reducing longitudinal vibration

Abstract

The invention relates to a method for reducing a longitudinal vibration (LS) in a train (ZG), wherein the train has at least one driven unit (AE) and at least one rail vehicle (WA) connected to it. The train (ZG) is subjected to a motive force (AK-AE) in order to specifically drive the train (ZG) or to specifically brake the train (ZG). A longitudinal vibration (LS) occurring in the train is detected. A time profile (t(LS)) of the longitudinal vibration (LS) is determined and fed to an algorithm (ALG). The algorithm (ALG) determines a counterforce (DAK-AE) such that the counterforce (DAK-AE) causes the longitudinal vibration (LS) to be canceled out by superimposing it on the motive force (AK-AE). The counterforce (DAK-AE) is implemented in the train in order to reduce the longitudinal vibration in the train.

Description

[0001] The invention relates to a method for reducing longitudinal vibration in a train with at least one driven unit. Introduction

[0002] It is known that longitudinal vibration can occur in a train comprising, for example, a driven unit and at least one carriage coupled to it.

[0003] The longitudinal vibration is caused by an interaction of the coupled elements of the train via the coupling elements used and is, among other things, also dependent on the speed of the train.

[0004] The longitudinal vibration generates forces that exert additional and potentially stressful forces on the coupling elements used. If the load limit of a coupling element is exceeded, a break in the coupling element can cause a train separation.

[0005] Trains consisting of tank wagons in particular are susceptible to such longitudinal vibration, which occurs primarily when the train accelerates or brakes.

[0006] This problem is currently solved by a train driver detecting an occurring longitudinal vibration and subsequently taking targeted countermeasures: in order to reduce the longitudinal vibration, he brakes the train based on his experience in train operation or he accelerates the train accordingly.

[0007] In summary, when a longitudinal oscillation occurs, it counteracts a motive force of the train, which drives or brakes the train, with a counterforce which, in interaction with the motive force, causes a reduction in the longitudinal oscillation.

[0008] This procedure is based on the early detection of longitudinal vibration by the train driver and his experience in order to sufficiently reduce the longitudinal vibration on the one hand and to maintain the safe operational operation of the train on the other.

[0009] This intervention by the driver adversely causes a noticeable change in train dynamics and increased energy consumption.

[0010] Due to the “human factor” and the existing possibilities for generating and reducing longitudinal vibration, this approach is not very mature or satisfactory. Task

[0011] It is therefore the object of the present invention to provide an improved method for reducing longitudinal vibration occurring in a train.

[0012] This problem is solved by the features of patent claim 1. Advantageous further developments are specified in the dependent patent claims. invention

[0013] The method according to the invention for reducing longitudinal vibration relates to a train having at least one driven unit and at least one rail vehicle connected thereto. The train is subjected to a motive force in order to selectively propel the train or to selectively decelerate the train.

[0014] The motive power enables normal and trouble-free operational train operations.

[0015] A longitudinal vibration occurring in a train is detected as a disruption to train operation. A temporal profile of the longitudinal vibration is determined and fed into an algorithm. The algorithm determines a counterforce such that, by superimposing the counterforce with the kinetic force, the disturbing longitudinal vibration cancels out the disturbing longitudinal vibration. The counterforce thus determined is applied to the train to reduce the disturbing longitudinal vibration.

[0016] In a preferred further development, the temporal course of the longitudinal vibration is determined in amplitude and frequency.

[0017] In a preferred embodiment, a sensor is used to detect the longitudinal vibration and / or to determine the temporal course of the longitudinal vibration.

[0018] In a preferred further development, the counterforce is introduced into the train and converted by the driven unit and / or by the at least one rail vehicle.

[0019] The counterforce acts, for example, as an (additional) driving force or as an (additional) braking force, which is introduced into the train accordingly in order to reduce the longitudinal vibration in the train by superimposing it with the kinetic force.

[0020] In a preferred further development, the counterforce is superimposed as a temporal progression of the kinetic force.

[0021] In a preferred further development, the determination and / or superposition and / or implementation of the counterforce in the train is carried out automatically. This occurs, in particular, without the involvement of a train driver.

[0022] In a preferred further development, the algorithm is adapted to the operating behavior of the driven unit in order to take into account previously known time delays in the counterforce implementation in the train.

[0023] In a preferred embodiment, an acceleration sensor is used as the sensor.

[0024] In a preferred development, a sensor is used as the sensor, - which is located close to or on the driven unit, or - which is located close to or on a coupling connecting the driven unit to the rail vehicle, or - which is located near or on a coupling connecting two adjacent rail vehicles of the train.

[0025] In a preferred further development, a locomotive or a railcar or a driven wheelset or a driven bogie is used as the driven unit. Advantages of the invention:

[0026] The present invention provides a process-reliable and automated solution for reducing longitudinal vibration in the train.

[0027] The present invention provides a reliable method for reducing longitudinal vibration, which is carried out automatically and independently of the train driver.

[0028] Manual intervention by the train driver according to the known prior art causes adversely noticeable changes in train dynamics. These adverse changes are avoided by the present invention.

[0029] The present invention enables a gentle yet effective implementation of the counterforce in an automated manner.

[0030] The present invention has only an insignificant impact on train dynamics and achieves energy savings.

[0031] The present invention prevents critical longitudinal vibrations, which occur particularly in very long trains used in freight transport and can lead to breakage of coupling elements, and thus prevents train separations. Character description

[0032] The invention is explained in more detail below with the aid of a drawing. It shows: Fig. 1 Details of the present invention, and Fig. 2 with reference to Fig. 1 a flowchart of the present invention, and Fig. 3 to Fig. 6 the occurrence and reduction of longitudinal vibration during traction.

[0033] Fig. Figure 1 shows details of the present invention. The method for reducing a longitudinal vibration LS is used in a train ZG that has at least one driven unit AE, in this case a locomotive, and connected rail vehicles WA, in this case tank cars.

[0034] The driven unit AE is subjected to a motive force or a driving force AK-AE in order to define or specifically influence the movement of the train ZG in the sense of driving or braking.

[0035] The driving force AK-AE can be a contributing factor for the resulting longitudinal vibration LS in the train ZG.

[0036] The driving force AK-AE can be a force to accelerate or drive the train or a force to brake the train.

[0037] On the train ZG side, the longitudinal vibration LS occurring in the train ZG is detected using sensors SEN. Acceleration sensors are used as sensors SEN.

[0038] A sensor SEN is arranged here on the driven unit AE, for example on a car body of the driven unit AE.

[0039] In addition, additional sensors (SEN) are installed on the couplings (KUP) to detect the longitudinal vibration (LS). The coupling (KUP) connects the driven unit (AE) to a rail vehicle (WA) or connects two adjacent rail vehicles (WA) of the train (ZG).

[0040] On the part of the train ZG, a time course t(LS) of the longitudinal vibration LS (preferably in frequency f(LS) and amplitude A(LS)) is determined and fed to an algorithm ALG, which here is part of a control system of the driven unit AE.

[0041] Based on the temporal course of the longitudinal vibration LS, the algorithm ALG determines a differential driving force DAK-AE as a counterforce for the driven unit EA of the train ZG in such a way that the longitudinal vibration LS is reduced by superimposing the driving force AK-AE with the differential driving force DAK-AE.

[0042] Preferably, the algorithm ALG starts to determine the counterforce when a predetermined amplitude value as a limit value is exceeded during the longitudinal vibration LS.

[0043] The differential driving force DAK-AE can be a force to brake the train or a force to accelerate the train.

[0044] The differential drive force DAK-AE is converted into a counterforce by the driven unit EA in such a way that the detected longitudinal vibration LS is reduced.

[0045] Fig. 2 shows with reference to Fig. 1 a flowchart of the present invention.

[0046] In a first step S1, the longitudinal vibration LS occurring in the train ZG is detected by the sensor SEN.

[0047] In a second step S2, the train ZG determines the temporal course t(LS) of the longitudinal vibration LS in frequency f(LS) and amplitude A(LS) and feeds it to the algorithm ALG.

[0048] In a third step S3, the algorithm ALG determines a differential driving force DAK-AE for the driven unit AE of the train ZG based on the time course t(LS) of the longitudinal vibration LS in such a way that the longitudinal vibration LS in the train ZG is reduced by superimposing the driving force AK-AE of the driven unit AE with the differential driving force DAK-AE.

[0049] In a fourth step S4, the differential drive force DAK-AE is converted by the driven unit AE in such a way that the detected longitudinal vibration LS in the train ZG is reduced.

[0050] Fig. 3 to Fig. 6 show the generation and reduction of a longitudinal vibration in a train consisting of a locomotive and four attached carriages.

[0051] Fig. Figure 3 shows the train during a normal approach. There is no longitudinal vibration in the train yet.

[0052] The locomotive generates a tractive force that is transmitted through the interfaces between the locomotive and between the cars in the train. The tractive force decreases toward the end of the train.

[0053] Fig. 4 and Fig. 5 show a superposition of forces when the train starts moving.

[0054] The tractive force exerted by the locomotive when starting is superimposed by a dynamic tractive force and compressive force.

[0055] As a result, groups of cars move against each other, creating a wave of relative displacements of the cars that travels through the train, forming a longitudinal oscillation.

[0056] Fig. Figure 6 shows the reduction of the train's longitudinal vibration. If the temporal profile (frequency and amplitude) of the longitudinal vibration is known, the locomotive, as the driven unit, is able to reduce the longitudinal vibration or keep it at a very low level, following the principle of an active tiger.

Claims

[1] Method for reducing a longitudinal vibration (LS) in a train (ZG), wherein the train has at least one driven unit (AE) and at least one rail vehicle (WA) connected thereto, - in which the train (ZG) is subjected to a motive force (AK-AE) in order to specifically drive the train (ZG) or to specifically brake the train (ZG), - in which a longitudinal vibration (LS) occurring during the train (ZG) is detected, - in which a time course (t(LS)) of the longitudinal vibration (LS) is determined and fed to an algorithm (ALG), - in which a counterforce (DAK-AE) is determined by the algorithm (ALG) in such a way that the counterforce (DAK-AE) causes a cancellation of the longitudinal vibration (LS) by superimposing it with the kinetic force (AK-AE), and - in which the counterforce (DAK-AE) is implemented in the train in order to reduce the longitudinal vibration in the train. [2] Method according to claim 1, in which a sensor (SEN) is used to detect the longitudinal vibration (LS) and / or to determine the time course (t(LS)) of the longitudinal vibration (LS). [3] Method according to claim 1, wherein the counterforce (DAK-AE) is introduced into the train (ZG) and converted by the driven unit (AE) and / or by the at least one rail vehicle (WA). [4] Method according to one of the preceding claims, in which the counterforce (DAK-AE) is superimposed as a temporal progression of the movement force (AK-AE). [5] Method according to one of the preceding claims, in which the determination and / or the superposition and / or the implementation of the counterforce (DAK-AE) in the train (ZG) is carried out automatically. [6] Method according to one of the preceding claims, in which the algorithm (ALG) is adapted to an operating behavior of the driven unit (AE) in order to take into account previously known time delays in the counterforce conversion in the train (ZG). [7] Method according to one of the preceding claims, in which an acceleration sensor is used as the sensor. [8] Method according to one of the preceding claims, in which a sensor (SEN) is used as the sensor (SEN), - which is located close to or on the driven unit (AE), or - which is located close to or on a coupling (KUP) connecting the driven unit (AE) to the rail vehicle (WA), or - which is located near or on a coupling (KUP) that connects two adjacent rail vehicles (WA) of the train (ZG). [9] Method according to one of the preceding claims, in which a locomotive or a railcar or a driven wheelset or a driven bogie is used as the driven unit (AE). [10] Train with means designed to carry out the method according to one of claims 1 to 9 [11] Train according to claim 10, - in which the train (ZG) has at least one powered unit (AE) and at least one rail vehicle (WA) connected thereto, - in which the train (ZG) has motive force means which apply a motive force (AK-AE) to the train (ZG) in order to drive the train (ZG) in a targeted manner or to brake the train (ZG) in a targeted manner, - in which the train (ZG) has a detection means designed to detect a longitudinal vibration (LS) occurring in the train (ZG), - in which the train (ZG) has a means for determining a time course (t(LS)) of the longitudinal vibration (LS), - in which the train (ZG) has an algorithm (ALG) to which the time course (t(LS)) of the longitudinal vibration (LS) is fed, - in which the algorithm (ALG) is designed to determine a counterforce (DAK-AE) so that the counterforce (DAK-AE) causes a cancellation of the longitudinal vibration (LS) by superimposing it with the movement force (AK-AE), and - in which the train (ZG) has a means for implementing the counterforce (DAK-AE) so that the longitudinal vibration in the train is reduced. [12] Train according to claim 11, wherein the detection means and / or the means for determining the time course (t(LS)) of the longitudinal vibration (LS) is a sensor (SEN), in particular an acceleration sensor. [13] Train according to claim 12, wherein the sensor (SEN) - is located close to or on the driven unit (AE), or - is located near or on a coupling (KUP) that connects the driven unit (AE) to the rail vehicle (WA), or - is arranged near or on a coupling (KUP) that connects two adjacent rail vehicles (WA) of the train (ZG). [14] Train according to claim 11, wherein the algorithm (ALG) is adapted to an operating behavior of the driven unit (AE) in order to take into account previously known time delays in the counterforce conversion in the train (ZG). [15] Train according to claim 11, wherein the driven unit (AE) is a locomotive or a railcar or a driven wheelset or a driven bogie.

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