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    • 专利摘要:
    The present invention relates to a method for controlling the position relative to a platform (12) of a floor (14) of a car (10) comprising a bogie (18) comprising a chassis (21), a primary suspension ( 22), and a secondary suspension (24), the method comprising the steps of: - measuring the height (Hs) of the secondary suspension (24), and - adjusting the height (Hs) of the secondary suspension (24), depending on the height (Hpla) of the platform (12) to position the floor (14) at the height (Hpla) of the platform (12). This method comprises a step of estimating the height (Hcb) of the top of the frame (21), the adjustment of the height (Hs) of the secondary suspension (24) being made as a function of the height (Hcb) estimated from the top of the frame (21).
    公开号:FR3053301A1
    申请号:FR1656120
    申请日:2016-06-29
    公开日:2018-01-05
    发明作者:Sacheen DAUSOA
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    © Publication no .: 3,053,301 (to be used only for reproduction orders)
    ©) National registration number: 16 56120 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © Int Cl 8 : B 61 F5 / 02 (2017.01), B 60 G 17/017
    A1 PATENT APPLICATION
    ©) Date of filing: 06.29.16.(© Priority: © Applicant (s): ALSTOM TRANSPORT TECHNOLOGIES — TR. @ Inventor (s): DAUSOA SACHEEN. ©) Date of availability of the request: 05.01.18 Bulletin 18/01. ©) List of documents cited in the preliminary search report: See the end of this booklet (© References to other related national documents: ® Holder (s): ALSTOM TRANSPORT TECHNOLOGIES. ©) Extension request (s): (© Agent (s): LAVOIX.
    vTIJ METHOD FOR CONTROLLING THE HEIGHT OF A TRANSPORT VEHICLE AND ASSOCIATED TRANSPORT VEHICLE.
    FR 3 053 301 - A1 (£ /) The present invention relates to a method for controlling the position relative to a platform (12) of a floor (14) of a car (10) comprising a bogie (18) comprising a chassis (21), a primary suspension (22), and a secondary suspension (24), the method comprising the steps:
    - measurement of the height (H s ) of the secondary suspension (24), and
    - adjustment of the height (H s ) of the secondary suspension (24), as a function of the height (H p | a ) of the platform (12) to position the floor (14) at the height (H p | a ) of the platform (12).
    This method comprises a step of estimating the height (H C h) of the top of the chassis (21), the height (H s ) of the secondary suspension (24) being adjusted as a function of the height (H cb ) estimated from the top of the chassis (21).

    Method for controlling the height of a transport vehicle and associated transport vehicle
    The present invention relates to a method for controlling the position of a floor of a car of a railway vehicle moving on rails, with respect to a platform, the car comprising a body and at least one bogie, the bogie comprising a axle, a bogie chassis, at least one primary suspension interposed between the axle and the bogie chassis, and at least one secondary suspension interposed between the primary suspension and the floor, the axle comprising wheels connected by a shaft, the process comprising the following stages:
    - measurement of the height of the secondary suspension defined from the top of the bogie chassis, and
    - adjustment of the height of the secondary suspension, as a function of the platform height defined from the top of the rails to position the floor at the platform height,
    In the rail passenger transport sector, a vehicle is required to make several stops at stations or stations to allow the exit or entry of passengers.
    Passengers have access to a car at the level of the floor of the car, which is located generally opposite the station platform.
    However, the difference in heights, which may exist between the floor and the platform, may prove to be unacceptable for certain users, in particular those known as those with reduced mobility. In particular, the ADA standard, for American Disability Act, imposes a height difference between the platform and the floor less than 16 mm. There is also the problem of adapting the height of the floor to platform heights which may vary from one station to another.
    Document DE 10236246 B4 proposes a solution for adjusting the height of the floor, so that it is at the same height as that of the platform.
    This solution is however not satisfactory. Indeed, the height of the access floor is subject to significant variations, under the effect of different parameters. These include the value of the load of the car corresponding in particular to the mass of passengers and baggage occupying the car, the distribution of this load, or the wear of the wheels. In particular, such a solution does not make it possible to comply with the ADA standard.
    An object of the invention is therefore to propose a method making it possible to modify the height of a transport vehicle in a simple manner, in particular to ensure easy access to the users of this vehicle, during its various stops at the station.
    To this end, the subject of the invention is a method for controlling the height of a transport vehicle of the aforementioned type, comprising a step of estimating the height of the top of the bogie chassis defined from the shaft of the axle, the adjustment of the height of the secondary suspension being carried out as a function of the estimated height of the top of the bogie chassis defined from the shaft.
    According to particular embodiments, the method includes one or more of the following characteristics:
    the step of estimating the height of the top of the bogie chassis comprises a step of estimating the height of the primary suspension defined from the axle shaft;
    - the step of estimating the height of the primary suspension comprises the following steps: calculation of the deflection under load of the primary suspension, and calculation of the height of the primary suspension defined from the axle shaft , this calculation comprising the subtraction of a characteristic parameter of the primary suspension by the deflection under calculated load of the primary suspension;
    - the characteristic parameter of the primary suspension is equal to the height defined from the shaft of the primary suspension for a reference load of the body;
    - the step of estimating the height of the primary suspension defined from the axle shaft comprises a step of measuring a load exerted by the body on the bogie, the deflection under load of the primary suspension being equal to the ratio of the sum of the load exerted by the body on the measured bogie and a predetermined mass between the primary and secondary suspensions, on the stiffness of the primary suspension;
    - The secondary suspension comprises at least one pneumatic cushion and a load sensor capable of implementing the load measurement step, the load sensor being able to measure the pressure of each pneumatic cushion of the secondary suspension;
    the method comprises a step of estimating the height of the axle shaft defined from the top of the rails, the height of the secondary suspension being adjusted as a function of the estimated height of the shaft defined from the top of the rails;
    the step of estimating the height of the axle shaft defined from the top of the rails comprises the following steps: estimation of the theoretical wear of the wheels, and calculation of the height of the shaft defined at from the top of the rails, this calculation comprising the subtraction of a characteristic parameter of the axle by a theoretical reduction in the height of the shaft associated with the theoretical wear of the wheels; and
    - the vehicle has received at least one control operation, the characteristic parameter of the axle being equal to the height of the shaft defined from the top of the rails measured at the end of this control operation.
    The invention relates, according to a second aspect, to a transport vehicle comprising at least one car comprising a floor, a body and at least one bogie, the bogie comprising an axle, a bogie chassis, at least one primary suspension interposed between the axle and bogie chassis, and at least one secondary suspension interposed between the primary suspension and the floor, the axle comprising wheels connected by a shaft, the vehicle being able to control the position, relative to a platform, of the floor of the car, according to a process as defined above.
    The invention will be better understood on reading the description which follows, given by way of example and made with reference to the appended drawings, in which:
    - Figure 1 is a simplified view, in section, of a vehicle car according to the invention;
    - Figure 2 is a partial schematic view of a vehicle, and;
    - Figure 3 is a flow diagram of a method for controlling the height of a vehicle according to the invention.
    A car 10 of a passenger transport vehicle is illustrated, in section, in a simplified manner in FIG. 1. A partial diagram of the car 10 is represented in FIG. 2.
    Such a transport vehicle is, for example, a bus, a trolley bus, a tram, a metro, a train or any other type of rail vehicle. The vehicle is capable of stopping at a station comprising a platform 12. The platform 12 has a height H p i a , defined from the top of rails 11 on which the vehicle travels.
    The car 10 comprises a floor 14 for passenger access to a body 16 and at least one bogie 18. Advantageously, the vehicle comprises several cars 10 and several bogies 18 distributed along the vehicle. For example, each car 10 includes two bogies 18.
    The bogie 18 comprises an axle 20, a bogie chassis 21, at least one primary suspension 22 interposed between the axle 20 and the bogie chassis 21, and at least one secondary suspension 24 interposed between the primary suspension 22 and the floor
    14. For example and as illustrated in FIG. 1, the bogie 18 includes two primary suspensions 22 and two secondary suspensions 24.
    The axle 20 is movable in rotation relative to the bogie frame 21 along an axis substantially parallel to the ground, the axis being transverse to the rails 11. The axle 20 has two wheels 26 and a shaft 28 connecting the wheels 26.
    The wheels 26 are, for example, solid wheels intended to cooperate with rails 11, or wheels fitted with tires. In the embodiment of the figures, the wheels 26 of the vehicle are solid wheels.
    The shaft 28 of the axle 20 has a height R defined from the rails 11. More precisely, the height considered is, for example, the height of the upper part of the shaft 28 defined from the top of the rails 11 This height R depends on the characteristics of the wheels 26.
    In fact, the wheels 26 have wear which depends on the number of kilometers traveled by the vehicle. This wear deforms the wheels 26 non-uniformly, which reduces grip and therefore passenger safety. To remedy this problem, from a given mileage, the vehicle is usually driven to a maintenance center in which control operations are carried out on the vehicle. These control operations are for example maintenance operations. The vehicle is advantageously required to receive these control operations several times during its lifetime. It should be noted that the vehicle components received a first inspection operation during their construction.
    In the case where the wheels 26 are fitted with tires, depending on the state of degradation of the tires, these control operations may include the replacement of the tires.
    In the case where the wheels 26 are solid wheels intended to cooperate with rails 11, these control operations include, for example, a reprofiling operation of the wheels 26, during which the wheels 26 are machined to give them a shape standardized.
    During this reprofiling operation, each wheel has a shrinkage of material of predetermined thickness. This thickness of material shrinkage is possibly different for each wheel of the vehicle, in order to guarantee perfect symmetry between the wheels of the same axle and between the different axles of the vehicle.
    At each reprofiling operation, the shaft 28 of the axle 20 thus loses height. The total height lost by the shaft 28 during all the reprofiling operations carried out on the wheels 26 since the construction of the wheels 26 is denoted A repro .
    The wear of the wheels 26 since the last reprofiling operation also implies an effective reduction in wear of the height of the shaft 28.
    Thus, the height R of the shaft 28 from the top of the rails 11 depends, among other factors:
    - the nominal construction height R n of the shaft 28 defined from the top of the rails 11,
    - the reduction in height A wear / , ota i e associated with wear between the date of construction of the wheels 26 and the date of the last reprofiling operation,
    - the height A repro lost during all the reprofiling operations carried out on the wheels 26, and
    - The effective reduction in wear height associated with wear since the last reprofiling operation carried out on the wheels 26. In the case where the wheels 26 have not undergone a reprofiling operation, this effective reduction in wear is associated with wear since the construction of the wheels 26.
    For example, the height R of the shaft 28 defined from the top of the rails 11 is equal to R = R o - Wear , where R o is a characteristic parameter of the axle. The characteristic parameter R o is for example equal to the height of the shaft 28 defined from the top of the rails 11 measured at the end of the last control operation. This height is advantageously measured by an operator at the end of each control operation.
    As a variant, the vehicle comprises its own traction / braking software, when it is executed, to calculate the diameter of the wheels of each axle from the measured speed of this axle and thus to calculate the height R.
    In the case where the wheels 26 have not yet undergone a reprofiling operation, the parameter R o is therefore for example equal to R o = R n .
    In the case where the wheels 26 have undergone reprofiling operations, the parameter Ro is for example equal to Ro = Rn A re p ro A wear 4 0 , a i e .
    For the same axle 20 and after each reprofiling operation, the shrinkage of material is possibly compensated by the addition of reprofiling compensation shims 29A of thickness Advantageously, these reprofiling compensation shims 29A also compensate for the wear of the wheels 26 observed between two reprofiling operations.
    The thickness of the reprofiling compensation shims 29A A ca i es / repro is for example equal to the sum of the total height lost by the shaft 28 during all the reprofiling operations undergone by the wheels 26, and the height lost by the shaft 28 associated with the wear of the wheels 26 observed between each reprofiling operations since the construction of the wheels 26.
    The reprofiling compensation wedges 29A are placed, for example, under the secondary suspension 24 and on the bogie chassis 21. The bogie chassis 21 then comprises the reprofiling compensation wedges 29A.
    The control operations also include, for example, an estimate of the creep A f | Use of the primary suspension 22. This is notably the case when the primary suspension 22 comprises elements made of elastomeric material.
    The creep is then evaluated by an operator and possibly compensated by the addition of 29B creep compensation shims of thickness
    Advantageously, the thickness A ca i es / f | Uage of creep compensation shims 29B is equal to creep A f | Uage .
    The creep compensation wedges 29B are placed, for example, under the secondary suspension 24 and on the bogie chassis 21. The bogie chassis 21 then comprises the creep compensation wedges 29B.
    The bogie frame 21 comprises a cross member 21A which rests on the primary suspension 22. The top of the bogie frame 21 is defined as the upper wall of the cross member 21A in line with the primary suspension 22.
    In line with the primary suspension 22, the bogie frame 21 has a thickness H c . This thickness H c is, for example, equal to the nominal construction thickness H cn of the bogie frame 21 measured in line with the primary suspension 22.
    The bogie frame 21 comprises, for example, other components such as taring shims (not shown). The thickness of these components, in particular of these calibration shims, is then added to the nominal construction thickness H cn in the value of the thickness H c of the bogie frame 21.
    The primary suspension 22 includes shock absorbers, not shown, and springs 30 to be chosen from the group comprising: pneumatic springs or metal springs. Advantageously, the springs 30 have the same stiffness K and are placed between the axle 20 and the bogie 18. Through the springs 30, the primary suspension 22 then has a stiffness K.
    As illustrated in FIG. 1, the secondary suspension 24 extends from the top of the bogie chassis 21.
    The secondary suspension 24 comprises for example at least one, or even more, pneumatic cushion (s) 36, a device 38 for actuating the secondary suspension 14, a compressed air tank 40 and a height sensor 42.
    The actuation device 38 is able to control the adjustment of the height of the secondary suspension 24. More specifically, the actuation device 38 is configured to increase or decrease the pressure in the air bag (s) ( s) 36, by controlling the arrival of compressed air from the reservoir 40. The pressure variation in the pneumatic cushion (s) 36 modifies the height of the secondary suspension 24.
    The actuation device 38 is advantageously a solenoid valve.
    The secondary suspension 24 advantageously comprises a load sensor 32. The load sensor 32 is able to measure the load, denoted P, exerted by the body 16 on the bogie 18. The load P depends in particular on the mass of passengers and luggage occupying the box 16.
    The load sensor 32 is, for example, capable of measuring the pressure of the air bags 36.
    From these measurements, the load sensor 32 is able to deduce therefrom a measurement of the load P exerted by the body 16 on the bogie 18.
    The secondary suspension 24 advantageously comprises a medium weighing valve intended to control the braking force of the vehicle. Advantageously, this medium weighing valve is then the load sensor 32.
    The primary suspension 22 has a deflection under load equal to the ratio of the load Q on the primary suspension by the stiffness K of the springs 30. The load Q on the primary suspension is equal to the sum of the measured load P and the suspended mass between the primary and secondary suspension stages. The mass suspended between the primary and secondary suspension stages has a predetermined value which depends on the configuration of the bogie.
    The primary suspension 22 thus has a height H p defined from the shaft 28 of the axle 20.
    For example, the height H p of the primary suspension 22 defined from the tree 28 is equal to H p = H p0 - Q / K, where H p0 is a characteristic parameter of the primary suspension 22.
    The characteristic parameter H p0 depends on the nominal construction height H pn of the primary suspension 22 defined from the shaft 28, on the load P exerted by the body 16 on the bogie 18, on the stiffness K of the primary suspension 22 and creep A f | Uage of the suspension
    In particular, the characteristic parameter H p0 is, for example, equal to the height of the primary suspension 22 defined from the shaft 28 for a reference load of the body 16, for example, when the body 16 is empty of travelers, that is to say when the body 16 is of zero load. This height is advantageously measured by an operator at the end of each control operation.
    Thus, the characteristic parameter H p0 is, for example, equal to H p0 = H pn - A f | Uage .
    The primary suspension 22 comprises, for example, other components such as calibration shims (not shown) intended to compensate for manufacturing tolerances in the elements of the vehicle. The thickness of these components, in particular of these calibration shims, is then added in the expression of the parameter H p0 .
    We denote by H cb the height of the top of the bogie frame 21 defined from the shaft 28. This height H cb then depends on the thickness H c of the bogie frame 21 measured in line with the primary suspension 22, the height H p of the primary suspension 22 defined from the shaft 28, and possibly of the thickness A ca i es / repro of the reprofiling compensation shims 29A and / or of the thickness A ca i es / f | Uage of creep compensation shims 29B.
    In the case where the wheels 26 have not undergone a reshaping operation, and the primary suspension 22 has not undergone any creep estimation operation, the height H cb is, for example, equal to H cb = H c + H p .
    In the case where the wheels 26 have undergone reprofiling operations, but the primary suspension 22 has not undergone any creep estimation operation, the height H cb is, for example, equal to H cb = H c + H p + A ca , es / repro .
    In the case where the wheels 26 have not undergone a reprofiling operation, but the primary suspension 22 has undergone creep estimation operations, the height H cb is, for example, equal to H cb = H c + H p + A ca i es / f | Uage .
    Finally, in the general case where the wheels 26 have undergone reprofiling operations, and the primary suspension 22 has undergone creep estimation operations, the height H cb is, for example, is equal to H cb = H c + H p ++
    Acales / creep ·
    The secondary suspension 24 has a height H s defined from the top of the bogie frame 21. The height sensor 42 is suitable for measuring this height H s .
    The floor 14 has, at the level of the bogie 18, a height H f defined from the top of the rails 11.
    The height H, of the floor 14 depends on the height R of the shaft 28 of the axle 20 defined from the top of the rails 11, of the height H cb of the top of the bogie frame 21 defined from the shaft 28, and of the height H s of the secondary suspension 24 defined from the top of the bogie frame 21.
    The height H, also depends on a geometric constant H f0 depending on the geometry and the dimensions of the car 10. The constant H f0 is thus, for example, equal to the thickness of the floor 14 measured in line with the secondary suspension 24.
    More precisely, the height H, is equal to H, = R + H cb + H s + H f0 .
    The vehicle includes a processing unit 44 and an odometer 46.
    The odometer 46 is able to calculate the number of kilometers traveled by the vehicle between two predetermined dates. The predetermined dates are, for example, the date of the last checking operation and the current date.
    For this, the odometer 46 comprises, for example, a processor 48 capable of managing the operation of the counter 46, a memory 50 capable of storing the number of kilometers traveled between the two predetermined dates, and a geolocation system 52, for example GPS (Global Positioning System) type. The processor 48 is then connected to the memory 50 and to the geolocation system 52.
    The processing unit 44 is connected to the odometer 46, the load sensor 32, the displacement sensor 42 and the device 38 for actuating the secondary suspension 24 of each bogie 18 of each car 10 of the vehicle.
    The processing unit 44 includes a processor 54 connected to a memory 56 and to a graphical interface 58.
    The memory 56 is able to store the known values of the characteristics of the platform 12 and of the vehicle. In a non-exhaustive manner, these characteristics are, for example:
    - the height H p , a of the platform 12 defined from the top of the rails 11,
    the characteristic parameter R o , that is to say the height of the shaft 28 defined from the top of the rails 11 measured at the end of the last control operation, for each bogie 18 of each car 10,
    the nominal construction height R n of the shaft 28 of the axle 20 defined from the top of the rails 11, for each bogie 18 of each car 10,
    the height A repro lost by the axle 20 during all the reprofiling operations, for each bogie 18 of each car 10, if the vehicle 10 has undergone such operations,
    the reduction in height A wear / , ota i e associated with wear between the date of construction of the wheels 26 and the date of the last reprofiling operation, for each bogie 18 of each car 10,
    the characteristic parameter H p0 , that is to say the height of the primary suspension 22 defined from the shaft 28 when the body 16 is empty of passengers, for each bogie 18 of each car 10,
    the nominal construction height H pn of each primary suspension 22 defined from the shaft 28, for each bogie 18 of each car 10,
    the thickness H c of the bogie chassis 21 measured in line with each primary suspension 22, for each bogie 18 of each car 10,
    the thickness of the reprofiling compensation shims 29A, for each bogie 18 of each car 10, if the vehicle 10 has undergone a reprofiling operation,
    - creep A f | Uage of the primary suspension 22, for each bogie 18 of each car 10, if the vehicle 10 has undergone a creep estimation operation,
    - the thickness A ca i es / f | Uage of creep compensation wedges 29B, for each bogie 18 of each car 10, if the vehicle 10 has undergone a creep estimation operation,
    the stiffness K of each primary suspension 22, for each bogie 18 of each car 10,
    - the mass suspended between the primary and secondary suspension stages,
    the thickness of any calibration shims of the bogie chassis 21 and / or of each primary suspension 22, for each bogie 18 of each car 10, and
    - the geometric constant H f0 , at the level of each bogie 18 of each car
    10.
    The memory 56 is also able to store the number of kilometers traveled by the vehicle between the two predetermined dates.
    For example, the graphical interface 58 is configured to allow an operator to store in memory 56 the known values of the preceding characteristics.
    The memory 56 includes a program 60. The program 60 is able to manage the steps of the method for controlling the position of the floor 14 of the car 10 of the vehicle, the processor 54 being able to carry out the calculations.
    The processor 54 is able to estimate the height R of the shaft 28 defined from the top of the rails 11.
    Advantageously, the processor 54 is able to take into account the wear of the wheels 26 in its calculation of the height R of the shaft 28 defined from the top of the rails
    11.
    For this, the processor 54 is able to calculate, from the data from the odometer 46, a theoretical wear of the wheels as a function of the number of kilometers traveled by the vehicle.
    As a variant, the memory 56 includes traction / braking software capable of calculating the diameter of the wheels of each axle from the measured speed of this axle.
    The processor 54 is then able to deduce therefrom a theoretical reduction A wear / , he0 of the height of the shaft 28 associated with the wear. Advantageously, this theoretical decrease A U s U re / theo is equal to the effective decrease A wear .
    The processor 54 is also able to calculate the heights H p , H cb , H s and H f according to the preceding formulas, and to estimate the difference between the height H p i a of the platform 12 and the height H f of the floor 14.
    For the calculation of the height H p , in the case where the primary suspension 22 has undergone a creep estimation operation, the processor 54 is able to calculate the height H p by assigning to the creep A f | Uage , the estimated value from the creep estimation operation. More precisely, the characteristic parameter H p0 is then, for example, considered equal to H p0 = Hpn - Af | ua g e .
    In the case where the primary suspension 22 has not undergone a creep estimation operation, the processor 54 is configured to assign the creep a zero value. More precisely, the characteristic parameter H p0 is then, for example, considered equal to H p0 = H pn .
    The processor 54 is then able to control the device 38 for actuating the secondary suspension 24, so that the difference between the height H p , a of the platform 12 and the height H, of the floor 14 is between -16mm and 16mm, advantageously so that this difference is canceled.
    A method of controlling the position of the floor of a vehicle car will now be described with reference to FIG. 3.
    The method is implemented for each bogie of each car in the vehicle.
    The method includes a step 100 for configuring the processing unit 44, a step 102 for estimating the height of the top of the bogie frame 21 followed by a step 104 for estimating the height of the shaft 28 of the axle 20, a step 106 for measuring the height of the secondary suspension 24 and a step 108 of adjusting the height of the secondary suspension 24 as a function of the height of the platform 12 to position the floor at the height of the platform 12 .
    During the preliminary configuration step 100, an operator measures and stores the known values of the previous characteristics of the platform 12 and of the vehicle, in the memory 56 of the processing unit 44.
    Step 102 of estimating the height of the top of the bogie frame 21 includes a step 110 of estimating the height of the primary suspension 22.
    Step 110 of estimating the height of the primary suspension 22 comprises a step 120 of measuring the load of the body 16 on the bogie 18, during which the load sensor 32 measures the load P of the body 16 on the bogie 18.
    The load sensor 32 measures, for example, the pressure of the air bags 36 and deduces a measurement of the load P.
    Step 110 of estimating the height of the primary suspension 22 then includes a step 122 of calculating the deflection under load of the primary suspension 22.
    During this step 122 of calculating the deflection under load of the primary suspension 22, the processor 54 calculates the deflection under load of the primary suspension 22, from the measurement of the load P carried out in the measurement step 120 of the load, of the mass between the primary and secondary suspension stage and of the stiffness memorized by the memory 56. More specifically, the processor 54 realizes the sum of the measured load P and of the mass between the stages of primary suspension and secondary and divide this sum by the stiffness K of the primary suspension
    22. The stiffness K is, for example, equal to the stiffness of the springs 30.
    Step 110 of estimating the height of the primary suspension 22 then comprises a step 124 of calculating the height H p of the primary suspension 22 defined from the tree 28.
    During this step 124 of calculating the height of the primary suspension 22, the processor 54 uses the calculation performed in step 122 of calculating the deflection under load of the previous primary suspension 22 to deduce therefrom the height H p of the primary suspension 22 defined from the tree 28. More precisely, the processor 54 subtracts the characteristic parameter H p0 from the primary suspension 22 by the deflection calculated in step 122 for calculating the deflection under load of the primary suspension 22.
    Step 102 of estimating the height of the top of the bogie frame 21, includes a step 125 of calculating the height of the bogie frame 21.
    During this step 125 of calculating the height of the bogie frame 21, the processor 54 assigns to the height H cb of the top of the bogie frame 21 defined from the tree 28, the sum of the height H p of the primary suspension 22, of the thickness H c of the bogie frame 21, and possibly of the thickness A ca i es / repro of the reprofiling compensation shims 29A and / or of the thickness A ca i es / f | Uage of creep compensation shims 29B. The thicknesses of the shims are added if the shims are present in the bogie 18.
    Step 104 of estimating the height of the shaft 28 of the axle 20 advantageously comprises a step 126 of estimating the theoretical wear of the wheels 26 as a function of the mileage.
    During this step 126 of estimating the theoretical wear, the processor 54 collects the number of kilometers traveled by the vehicle since the last control operation, from the odometer 46 or from the memory 56. The processor 54 then calculates the theoretical decrease A wear / thé0 of the height of the shaft 28 associated with wear. As a variant, the processor 54 recovers the diameter of the wheel from the data transmitted by the traction / braking software and deduces therefrom the theoretical reduction Ajsure / theo of the height of the shaft 28.
    The step 104 of estimating the height of the tree 28 then comprises a step 128 of calculating the height of the tree 28, during which the processor 54 calculates the height R of the tree 28 defined from the top of the rails 11. For example, if the bogie 18 of the car 10 has undergone at least one reprofiling operation, the processor 54 assigns to the height R, the result of the following calculation: R = R o - A wear / thé0 .
    During the step 106 for measuring the height of the secondary suspension 24, the height sensor 42 measures the height H s of the secondary suspension 24 defined from the top of the bogie frame 21.
    Step 108 of adjusting the height of the secondary suspension 24 includes a first step 130 of calculating the height of the floor 14.
    During this step 130 of calculating the height of the floor 14, the processor 54 collects the height H s of the secondary suspension 24 from the height sensor 42. The processor 54 then calculates the height H, of the floor 14 defined from from the top of the rails 11. More precisely, the processor 54 assigns to the height H f , the result of the following calculation: H f = R + H cb + H s + H f0 .
    The step 108 for adjusting the height of the secondary suspension 24 then includes a step 132 for adjusting the height of the secondary suspension 24.
    During this step 132 of adjusting the height of the secondary suspension 24, the processor 54 calculates the difference between the height H f of the floor 14 defined from the top of the rails 11 and the height H p i a of the platform 12 defined from the top of the rails 11.
    The processor 54 thus determines the change in height that the secondary suspension 24 must undergo so that the difference is between -16mm and 16mm, advantageously so that it is canceled.
    In station, the processor 54 then draws up a command and sends it to the actuation device 38. As a function of this command, the device 38 controls the arrival of compressed air from the reservoir 40 towards the pneumatic cushion (s) 36, and thus varies the volume of the cushion (s). tire (s) 36 and therefore the height of the secondary suspension 24.
    In rotation, the processor 54 draws up an order and sends it to the actuation device 38 only when the height of the secondary suspension varies, for example, by more than 50 mm relative to a reference height of the secondary suspension. The goal here is to minimize air consumption under dynamic conditions.
    At the end of the stop (closing of the doors), the secondary suspension is readjusted to the reference height in order to be refocused before the rolling phase.
    Thus, the height of the secondary suspension 24 is adjusted as a function of the height of the primary suspension 22 and the height of the axle 28 of the axle 20 from the top of the rails 11.
    Alternatively, step 104 of estimating the height of the shaft 28 of the axle 20 is implemented before step 102 of estimating the height of the top of the bogie frame 21.
    According to another variant, the method does not include a step 104 of estimating 10 the height of the shaft 28 of the axle 20. For the step 130 of calculating the height of the floor 14, the processor 54 assigns then a constant value at the height R of the shaft 28 of the axle 20 defined from the top of the rails 11. This value is advantageously the height R o of the shaft 28 defined from the top of the rails 11 measured by an operator during the last control operation.
    The method described provides a solution for adjusting the height of the floor by taking into account the value of parameters such as the vehicle load or even the wear of the wheels.
    The method thus makes it possible to modify the height of the transport vehicle in a simple manner in order to facilitate access for all travelers to the vehicle body. In particular, the method makes it possible to comply with the ADA standard.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1Method for controlling the position of a floor (14) of a car (10) of a rail vehicle moving on rails (11), relative to a platform (12), the car comprising a body (16) and at least one bogie (18), the bogie (18) comprising an axle (20), a bogie frame (21), at least one primary suspension (22) interposed between the axle (20) and the bogie frame (21), and at least one secondary suspension (24) interposed between the primary suspension (22) and the floor (14), the axle (20) comprising wheels (26) connected by a shaft (28), the method with the following steps:
    - measurement (106) of the height (H s ) of the secondary suspension (24) defined from a top of the bogie frame (21), and
    - adjustment (108) of the height (H s ) of the secondary suspension (24), as a function of the height (H p i a ) of the platform (12) defined from the top of the rails (11) for positioning the floor (14) at the height (H p i a ) of the platform (12), characterized in that, the method comprises a step (102) of estimating the height (H cb ) of the top of the bogie frame (21) defined from the shaft (28) of the axle (20), the adjustment (108) of the height (H s ) of the secondary suspension (24) being carried out as a function of the estimated height (H cb ) from the top of the bogie frame (21) defined from the shaft (28).
    [2" id="c-fr-0002]
    2, - Method according to claim 1, wherein the step (102) of estimating the height (H cb ) of the top of the bogie frame (21) comprises a step (110) of estimating the height (H p ) of the primary suspension (22) defined from the shaft (28) of the axle (20).
    [3" id="c-fr-0003]
    3. - Method according to claim 2, wherein the step (110) of estimating the height (H p ) of the primary suspension (22) comprises the following steps:
    - calculation (122) of the deflection under load of the primary suspension (22), and
    - calculation (124) of the height (H p ) of the primary suspension (22) defined from the shaft (28) of the axle (20), this calculation (124) comprising the subtraction of a characteristic parameter (H p0 ) of the primary suspension (22) by the deflection under calculated load of the primary suspension (22).
    [4" id="c-fr-0004]
    4. Method according to claim 3, in which the characteristic parameter (H p0 ) of the primary suspension (22) is equal to the height defined from the shaft (28) of the primary suspension (22) for a load of body reference (16).
    [5" id="c-fr-0005]
    5. - Method according to claim 3 or 4, wherein the step (110) of estimating the height (H p ) of the primary suspension (22) defined from the shaft (28) of the axle (20) comprises a step (120) of measuring a load (P) exerted by the body (16) on the bogie (18), the deflection under load of the primary suspension (22) being equal to the ratio of the sum of the load (P) exerted by the body (16) on the bogie (18) measured and of a predetermined mass between the primary and secondary suspensions, on the stiffness (K) of the primary suspension (22).
    [6" id="c-fr-0006]
    6. - Method according to claim 5, wherein the secondary suspension (24) comprises at least one pneumatic cushion (36) and a load sensor (32) capable of implementing the step (120) of load measurement (P), the load sensor (32) being able to measure the pressure of each pneumatic cushion (36) of the secondary suspension (24).
    [7" id="c-fr-0007]
    7. - Method according to any one of the preceding claims, comprising a step (104) of estimating the height (R) of the shaft (28) of the axle (20) defined from the top of the rails ( 11), the adjustment (108) of the height (H s ) of the secondary suspension (24) being carried out as a function of the estimated height (R) of the shaft (28) defined from the top of the rails (11 ).
    [8" id="c-fr-0008]
    8. - Method according to claim 7, wherein the step (104) of estimating the height (R) of the shaft (28) of the axle (20) defined from the top of the rails (11) includes the following steps:
    - estimate (126) of the theoretical wear of the wheels (26), and
    - calculation (128) of the height (R) of the shaft (28) defined from the top of the rails (11), this calculation (128) comprising the subtraction of a characteristic parameter (R o ) of the axle (20) by a theoretical decrease (A wear / , he0 ) in the height of the shaft 28 associated with the theoretical wear of the wheels (26).
    [9" id="c-fr-0009]
    9. - Method according to claim 8, wherein the vehicle has received at least one control operation, the characteristic parameter (R o ) of the axle (20) being equal to the height (R) of the shaft (28 ) defined from the top of the rails (11) measured at the end of this control operation.
    [10" id="c-fr-0010]
    10.- Transport vehicle comprising at least one car (10) comprising a floor (14), a body (16) and at least one bogie (18), the bogie (18) comprising an axle (20), a chassis bogie (21), at least one primary suspension (22) interposed between the axle (20) and the bogie chassis (21), and at least one secondary suspension (24) interposed between the primary suspension (22) and the floor (14), the axle (20) comprising wheels (26) connected by a shaft (28), the vehicle being able to control
    10 the position, relative to a platform (12), of the floor (14) of the car (10), according to a method according to any one of claims 1 to 9.
    Ο
    LL »
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    同族专利:
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    JP6894779B2|2021-06-30|
    FR3053301B1|2019-05-24|
    US20180001914A1|2018-01-04|
    US10787185B2|2020-09-29|
    EP3263419A1|2018-01-03|
    ES2824802T3|2021-05-13|
    CA2971967A1|2017-12-29|
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    法律状态:
    2017-06-21| PLFP| Fee payment|Year of fee payment: 2 |
    2018-01-05| PLSC| Search report ready|Effective date: 20180105 |
    2018-06-26| PLFP| Fee payment|Year of fee payment: 3 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1656120A|FR3053301B1|2016-06-29|2016-06-29|METHOD FOR CONTROLLING THE HEIGHT OF A TRANSPORT VEHICLE AND ASSOCIATED TRANSPORT VEHICLE|
    FR1656120|2016-06-29|FR1656120A| FR3053301B1|2016-06-29|2016-06-29|METHOD FOR CONTROLLING THE HEIGHT OF A TRANSPORT VEHICLE AND ASSOCIATED TRANSPORT VEHICLE|
    ES17177240T| ES2824802T3|2016-06-29|2017-06-21|Process for controlling the height of a transport vehicle and associated transport vehicle|
    EP17177240.3A| EP3263419B1|2016-06-29|2017-06-21|Method for controlling the height of a transport vehicle and related transport vehicle|
    CA2971967A| CA2971967A1|2016-06-29|2017-06-27|Control process for the height of a transport vehicle and associated transport vehicle|
    JP2017125898A| JP6894779B2|2016-06-29|2017-06-28|Transport vehicle height control method and related transport vehicles|
    US15/636,280| US10787185B2|2016-06-29|2017-06-28|Method for controlling the height of a transport vehicle and related transport vehicle|
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