Method for reducing a longitudinal vibration in a train, and train comprising means for carrying out the method

Abstract

In one aspect, 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 thereto. A movement force (AK-AE) is applied 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. A longitudinal vibration (LS) occurring in the train is detected. A temporal progression (t(LS)) of the longitudinal vibration (LS) is determined and fed to an algorithm (ALG). A counterforce (DAK-AE) is determined by the algorithm (ALG) in such a way that the counterforce (DAK-AE), by being combined with the movement force (AK-AE), dampens the longitudinal vibration (LS). The counterforce (DAK-AE) is applied as a braking force by a rail vehicle (WA) of the train (ZG) in order to reduce the longitudinal vibration (LS) in the train. In a further aspect, the invention relates to a train comprising means which are designed to carry out the method.

Description

[0001] Description

[0002] METHOD FOR REDUCING LONGITUDINAL VIBRATION IN A TRAIN AND TRAIN WITH MEANS FOR IMPLEMENTING THE METHOD

[0003] The invention relates to a method for reducing longitudinal vibration in a train comprising at least two rail vehicles coupled to one another

[0004] Introduction

[0005] It is known that longitudinal vibration can occur in a train which comprises, for example, at least two carriages coupled or connected to each other.

[0006] 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.

[0007] 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.

[0008] Trains consisting of tank wagons in particular are susceptible to such longitudinal vibration, which occurs primarily when the train starts moving.

[0009] 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.

[0010] In summary, when a longitudinal vibration occurs, it counteracts the train's kinetic force, which drives or decelerates the train, with a counterforce that, in combination with the kinetic force, dampens the longitudinal vibration. This approach relies on the early detection of the longitudinal vibration by the train driver and his experience in order to sufficiently reduce the longitudinal vibration while maintaining the train's safe operation.

[0011] This intervention by the train driver adversely causes a noticeable change in train dynamics and increased energy consumption.

[0012] Due to the “human factor” and the existing possibilities for generating and reducing longitudinal vibration, this approach is not very mature or satisfactory.

[0013] Task

[0014] It is therefore the object of the present invention to provide an improved method for reducing longitudinal vibration occurring in a train.

[0015] This problem is solved by the features of patent claim 1. Advantageous further developments are specified in the dependent patent claims.

[0016] invention

[0017] The method according to the invention for reducing longitudinal vibration relates to a train comprising at least two interconnected rail vehicles. The train is subjected to a motive force in order to selectively propel the train or to selectively decelerate it.

[0018] The motive power enables normal and trouble-free operational train operations.

[0019] 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 causes a damping of the disturbing longitudinal vibration. The counterforce thus determined is converted into a braking force by a rail vehicle on the train to reduce the disturbing longitudinal vibration in the train.

[0020] In a preferred further development, a braking system is used to implement the braking force, which enables a delay-free or almost delay-free implementation of a braking effect in the train.

[0021] Such a braking system is referred to as a "highly dynamic braking system." Compared to a conventional, pneumatically actuated or pneumatically controlled braking system, a highly dynamic braking system uses a reduced number of pneumatic components or is preferably designed as an air-free braking system.

[0022] By reducing the number of pneumatic components or by completely eliminating them, the braking effect in the train can be implemented without delay or almost without delay.

[0023] In a preferred embodiment, a braking system is used that is electronically controlled and / or uses electronic components to implement the braking force. This enables a continuous and sensitive implementation of the braking effect in the train.

[0024] In a preferred further development, the temporal course of the longitudinal vibration is determined in amplitude and frequency.

[0025] In a preferred embodiment, a sensor is used to detect the longitudinal vibration and / or to determine the temporal course of the longitudinal vibration.

[0026] In a preferred further development, the braking force is superimposed as a temporal progression of the kinetic force.

[0027] In a preferred development, the determination and / or superposition and / or implementation of the braking force in the train is carried out automatically. This occurs, in particular, without the involvement of a train driver. In a preferred development, the algorithm is adapted to the operating behavior of the braking system in order to take into account previously known delays in the implementation of the braking force in the train.

[0028] This also includes a time delay in transmitting the counterforce from a braked wheelset to an element that creates a connection between the rail vehicles, e.g. a buffer on a car body.

[0029] In a preferred further development, the algorithm is adapted to the operating behavior of the train in order to also take into account previously known time delays in the implementation of counterforce in the train.

[0030] In a preferred embodiment, an acceleration sensor is used as the sensor.

[0031] In a preferred development, a sensor is used as the sensor which is arranged close to or on a coupling which connects two adjacent rail vehicles of the train.

[0032] In a preferred further development, it is determined which rail vehicle of the train is affected by the longitudinal vibration in order to address the implementation of the braking force in a targeted manner for the rail vehicle.

[0033] In a preferred further development, it is determined which rail vehicle of the train is affected by the longitudinal vibration at which point in time in order to address the implementation of the braking force in a targeted manner for the rail vehicle.

[0034] In a preferred embodiment, the braking force is superimposed on the forces acting during normal train operation (such as the motive or driving force or a braking force currently applied by the rail vehicle). It acts as a damping force and reduces the longitudinal vibration. The brakes act as damping elements, converting or dissipating the energy of the longitudinal vibration.

[0035] Advantages of the invention: The present invention provides a process-reliable and automated solution for reducing longitudinal vibration in the train.

[0036] The present invention provides a reliable method for reducing longitudinal vibration, which is carried out automatically and independently of the train driver.

[0037] 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.

[0038] The present invention enables a gentle yet effective implementation of the counterforce in an automated manner.

[0039] The present invention has only an insignificant impact on train dynamics and achieves energy savings.

[0040] Character description

[0041] The invention is explained in more detail below with the aid of a drawing. It shows:

[0042] FIG 1 Details of the present invention,

[0043] FIG 2 with reference to FIG 1 shows a flow chart of the present invention, and

[0044] FIG 3 to FIG 6 the occurrence and reduction of a longitudinal vibration during train operation.

[0045] FIG 1 shows details of the present invention. The method for reducing a longitudinal vibration LS is used in a train ZG, which has a locomotive as the driven unit AE and connected rail vehicles WA, in this case tank cars.

[0046] 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.

[0047] The driving force AK-AE can be a contributing factor to the resulting longitudinal vibration LS in the train ZG. The driving force AK-AE can be a force for accelerating or driving the train, or a force for braking the train.

[0048] On the train ZG side, the longitudinal vibration LS occurring in the train ZG is detected using sensors SEN. Acceleration sensors are used as the sensors SEN.

[0049] Sensors SEN are arranged here on couplings KUP that connect adjacent rail vehicles WA of train ZG.

[0050] On the part of the train ZG, a time profile 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, for example, part of a control system of the driven unit AE.

[0051] In a multiple unit, the ALG algorithm could also be part of a car or a non-powered unit and be implemented, for example, in an associated brake control unit.

[0052] Based on the temporal course of the longitudinal vibration LS, the algorithm ALG determines a differential driving force DAK-AE as a counterforce or as a braking force for the rail vehicles 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.

[0053] In summary, the braking force is superimposed on the forces acting during normal train operation (such as the driving force AK-AE or a braking force currently applied by the rail vehicle). It acts as a damping force and reduces the longitudinal vibration LS. The brakes act as damping elements, converting or dissipating the energy of the longitudinal vibration.

[0054] 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.

[0055] The differential driving force DAK-AE is a force used to brake the train. The ALG algorithm preferably determines which rail vehicles (WA) of the train are affected by the longitudinal vibration (LS) in order to address the braking force accordingly.

[0056] The differential drive force DAK-AE is converted into a counterforce by a compressed air-free braking system BRS, which is part of the respective rail vehicles WA.

[0057] FIG 2 shows, with reference to FIG 1, a flow chart of the present invention.

[0058] In a first step S1, the longitudinal vibration LS occurring in the train ZG is detected by the sensor SEN.

[0059] 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.

[0060] 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.

[0061] In a fourth step S4, the differential drive force DAK-AE is converted as a braking force by a rail vehicle WA of the train ZG in such a way that the detected longitudinal vibration LS in the train ZG is reduced.

[0062] 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.

[0063] FIG 3 shows the train during a normal approach. There is no longitudinal vibration present in the train yet.

[0064] 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 progressively toward the end of the train. Figures 4 and 5 show a superposition of forces when the train starts moving.

[0065] The tractive force exerted by the locomotive when starting is superimposed by a dynamic tractive force and compressive force.

[0066] As a result, groups of cars move against each other, creating a wave of relative displacements between the cars that propagates through the train, forming a longitudinal vibration. Figure 6 shows the reduction of the longitudinal vibration in the train. If the temporal progression (frequency and amplitude) of the longitudinal vibration is known, the rail vehicle, as a braking unit, can reduce the longitudinal vibration or keep it at a very low level, based on the principle of a damper.

Claims

Patent claims 1. Method for reducing a longitudinal vibration (LS) in a train (ZG), wherein the Train has at least two interconnected rail vehicles (WA), - 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 the algorithm (ALG) determines a counterforce (DAK-AE) in such a way that the counterforce (DAK-AE) causes a damping of the longitudinal vibration (LS) by superimposing it with the kinetic force (AK-AE), - in which the counterforce (DAK-AE) is converted as a braking force by a rail vehicle (WA) of the train (ZG) in order to reduce the longitudinal vibration (LS) in the train.

2. Method according to claim 1, in which for the implementation of the counter force (DAK-AE) the Rail vehicle (WA) uses a braking system (BRS) that enables a delay-free or almost delay-free implementation of a braking effect in the train.

3. Method according to claim 1 or 2, wherein the rail vehicle (WA) uses a compressed air-free braking system to implement the counterforce (DAK-AE).

4. Method according to claim 2 or 3, wherein the braking system is electronically controlled and / or uses electronic components to implement the braking force.

5. 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).

6. 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).

7. 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.

8. Method according to one of the preceding claims, in which the algorithm (ALG) is adapted to an operating behavior of the train or the braking system in order to take into account previously known time delays in the counterforce implementation in the train (ZG).

9. Method according to one of the preceding claims, in which an acceleration sensor is used as the sensor.

10. Method according to one of the preceding claims, in which a sensor (SEN) is used as the sensor (SEN) which is arranged close to or on a coupling (KUP) which connects two adjacent rail vehicles (WA) of the train (ZG) to one another.

11. Method according to one of the preceding claims, in which it is determined which rail vehicle of the train is affected by the longitudinal vibration in order to address the implementation of the braking force in a targeted manner for the rail vehicle.

12. Method according to one of the preceding claims, in which it is determined which rail vehicle of the train is affected by the longitudinal vibration at which point in time in order to address the implementation of the braking force in a targeted manner for the rail vehicle.

13. Method according to one of the preceding claims, in which the braking force is superimposed on the forces acting during normal train operation, such as the kinetic force or a braking force applied by the rail vehicle, in order to reduce the longitudinal vibration as a damping force.

14. Train with means designed to carry out the method according to one of claims 1 to 13 15. Train according to claim 14, - in which the train (ZG) has at least two interconnected rail vehicles (WA), - 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 braking force as a counterforce (DAK-AE), so 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 train (ZG) has a means for implementing the counterforce (DAK-AE) on a rail vehicle, so that the longitudinal vibration in the train is reduced.

16. Train according to claim 14 or 15, in which a braking system (BRS) is arranged on the rail vehicle (WA) for implementing the counterforce (DAK-AE), which braking system enables a delay-free or almost delay-free implementation of a braking effect in the train.

17. Train according to one of claims 14 to 16, in which a compressed air-free braking system (BRS) is arranged on the rail vehicle (WA) for implementing the counterforce (DAK-AE).

18. Train according to one of claims 14 to 17, in which the rail vehicle (WA) for implementing the counterforce (DAK-AE) - an electronically controlled braking system (BRS) is installed, and / or - a braking system (BRS) is arranged which uses electronic components.

19. Train according to one of claims 14 to 18, in which a sensor (SEN), in particular an acceleration sensor, is arranged on the rail vehicle (WA) as a detection means for detecting the longitudinal vibration (LS) and / or as a means for determining the time course (t(LS)) of the longitudinal vibration (LS).

20. Train according to claim 19, wherein the sensor (SEN) is arranged near or on a coupling (KUP) that connects two adjacent rail vehicles (WA) of the train (ZG).

21. Train according to one of claims 14 to 20, wherein the algorithm (ALG) is adapted to the operating behavior of the train or the braking system in order to take into account previously known time delays in the counterforce implementation in the train (ZG).

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