DE102014217387A1 - Method for operating a tilting chassis and active tilting suspension for a rail-bound vehicle - Google Patents

Abstract

The invention relates to a method for operating a tilting chassis (2) for a rail-unbound vehicle (1) with at least one actuator. For this purpose, an inclination angle (φ) of the vehicle (1) required in a curve due to centrifugal acceleration (ay) is determined at least partly by a force (s) generated by the actuator relative to a global coordinate system (x, y, z) about an axis of rotation (P) ( F) is set. According to the invention, the angle of inclination (φ) is calculated on the basis of current values of the centrifugal acceleration (ay) and the gravitational acceleration (g) in such a way that a value of a transverse acceleration (ay ') resulting therefrom with respect to the global coordinate system (x, y, z) is equal to zero by the inclination angle (φ) inclined vehicle coordinate system (x ', y', z '). After setting the calculated inclination angle (φ), the energy-saving actuator is deactivated. Furthermore, the invention is directed to a tilting chassis (2) for carrying out the method.

Description

The present invention relates to a method for operating a tilting suspension for a rail-bound vehicle with at least one actuator according to the preamble of claim 1.

Single-track vehicles - such as a motorcycle - have the peculiarity that they require in curves a proper bank in the respective steering direction. Due to the so-called "laying" of the vehicle in the direction of the center of the curve, a tilting moment is generated which counteracts the centrifugal force acting on the vehicle and increasing with increasing speed. Without its inclination, the vehicle would virtually fall out of the curve.

Future traffic scenarios also provide significantly narrower vehicle concepts for multi-lane vehicles compared to today's passenger vehicles. In such vehicles, in particular on at least one axle, two-lane vehicles with a narrow track width, a similar stability problem arises as with single-lane vehicles. Here, on the basis of the weight and the track width resulting counter-torque from an individual cornering speed is no longer sufficient. As a result, the inside wheel of the axle may lose contact with the ground during a steering maneuver. In this state, the vehicle threatens then from a certain speed also against the curve direction and thus overturn out of the curve.

In addition to the reduction of the vehicle's center of gravity, such vehicles have therefore already been equipped with a tilting technology, whereby their structure like that of a motorcycle can be placed in the curve. The stabilization possible in this way, as in the case of single-track vehicles, can take place, for example, by the person guiding the vehicle and / or by means of a suitable tilting means. In so-called passive pitch suspensions, the suggestions for taking or changing the vehicle inclination are limited to manual steering inputs and / or the person's weight shift. In contrast, active tilting chassis provide for their direct adjustment by the respective tilting means.

Various designs for vehicles equipped with a tilting suspension are already known in the prior art. Vehicles equipped with a tilting suspension are also referred to as tilting vehicles in the context of the invention.

So goes for example from the WO 2011/102108 A1 a tilting vehicle, the vehicle body is connected to a drive unit and with a steering unit. About a tilting device either the steering wheel or the drive wheel can be tilted in the required direction of rotation to adjust a balance with respect to a lateral acceleration component. A lateral acceleration sensor, a tilt detector and a speedometer are used to detect the respective states of the vehicle. To control the inclination of the vehicle, a feedback control based on the lateral acceleration and a forward control based on the required rotational amount for the inclination and the vehicle speed is performed.

Also the JP 2011-230727 A shows a vehicle with a tilting device having an actuator. This includes a vehicle body with wheels and a steering assembly with a steering element, a steering wheel and a steering shaft. Furthermore, a detection arrangement for a lateral acceleration and a control unit for the control of the actuator based on the lateral acceleration are provided. In order to prevent an inconsistent driving feeling when turning, a steering return member is provided. This connects a specific area of a running part and a specific area of the steering part to one another such that the steering part can be returned to a neutral position. Once the turn has been made and the steering member returns to its neutral position with the acceleration of the vehicle, a value used to drive the actuator is reduced. In this way, an increase in the angle of the vehicle inclination can be prevented.

A similar structure goes out of the JP 2012-153349 A which additionally contains processing means for suppressing the power supply by the actuator. As soon as the vehicle tilts beyond a permissible range, the power supply is suppressed by the actuator. This is to allow a more precise tilt control.

The JP 2006-248489 A is directed to a method of actively controlling the roll of a four-wheeled vehicle that is not a tilt vehicle. For this purpose, a stabilization system with at least one controllable actuator is proposed. The goal is to reduce the energy consumption by the actuator by controlling its operation. For this purpose, with decreasing increase in the speed of the lateral acceleration, the output torque corresponding to the lateral acceleration of an electric motor is set at a certain time to a reverse efficiency of the actuator and the Control carried out to maintain the output torque. Thereafter, the power consumption of the electric motor is reduced by executing the output torque maintaining control until the lateral acceleration exceeds an upper limit of the lateral acceleration or falls below a value of the minimum lateral acceleration.

Also the EP 1 600 313 B1 is directed to such a stabilization system for a non-tilt vehicle. This provides a stabilizer control, which changes the torsional stiffness of the stabilizer such that its handling is stabilized.

Of the US 2006/0180372 A1 is to take vehicle with three wheels, which includes a rear wheel and a correspondingly multi-lane front vehicle axle. Furthermore, an electronic stability system is present, which is connected to the brake system of the vehicle. Compared to an adjusting during cornering inclination of the vehicle due to its lateral acceleration, it is provided that a torque directed counter to this inclination can be generated around a tilting axis. The vehicle has a conventional chassis, which does not allow an active bank into a curve. After that, a lateral acceleration counteracting moment is generated by selectively braking individual wheels by the electronic stability system.

Control and operation of active tilting suspensions equipped with a tilting means such as an actuator presents a multitude of challenges. For example, the centrifugal acceleration or the yaw rate occurring in particular in curves can be used to record the driving dynamics of a vehicle in motion. However, their detection takes place only within a vehicle coordinate system, which changes constantly due to the changing inclination of the vehicle relative to the global coordinate system.

For a vehicle without a taillight, which has only small angles for its possible inclination, the accuracy of these signals can be considered sufficient. In a vehicle with a tilting chassis, however, the measurements to be made are more complicated and inaccurate, requiring, for example, additional information about the angle of inclination and the changes in the coordinates. In addition, the actuators used by their constant power supply have a sometimes high energy consumption. This applies both during the active intervention with the aim of a tilt shift as well as while holding a tilt already taken. This sometimes contradicts the idea of efficiency of such smaller and narrower vehicles.

In view of the previously sometimes elaborate designs for the control and regulation of active tilting systems for vehicles and the sometimes high energy consumption of the operation of such Neigefahrwerke therefore quite room for improvement.

Against this background, the present invention seeks to provide a method for operating a tilting chassis and an active tilting chassis for a vehicle, which in addition to a simpler and thus more cost-effective control and control in particular a more energy efficient use of the active tilting means is possible.

This object is achieved by a method having the features of claim 1. Further, particularly advantageous embodiments of the invention disclose the dependent claims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

Hereinafter, a method for operating an active tilting suspension is shown below, which is particularly suitable for a track-bound vehicle.

For this purpose, the tilting chassis comprises at least one tilting means, which may preferably be an actuator. This is controlled for active setting and changing the respectively required angle of inclination of the vehicle about an axis of rotation around. The aim is to compensate for the centrifugal acceleration occurring in curves, through which the vehicle would tilt radially out of the curve without counterforce around the axis of rotation. The respective height of the centrifugal acceleration depends in particular on the current speed of the vehicle and / or its steering angle. In order to obtain the required counterforce, the vehicle is actively inclined in the direction opposite to the centrifugal acceleration about the axis of rotation and thus into the respective curve. The inclination angle is adjusted by the actuator by this generates a corresponding force.

Of course, the person controlling the vehicle can also make a corresponding contribution, such as weight shifting, to achieve the required angle of inclination. As a result, the actuating force to be generated by the actuator can be reduced to a remaining difference.

According to the invention, the calculation of the respective inclination angle takes place in such a way that the current values for the centrifugal acceleration and the gravitational acceleration are used as a basis for this. Their respective directions are assumed with respect to a global coordinate system which is independent of the respective inclination angle of the vehicle. Thus, the measured centrifugal acceleration is directed in a horizontal direction, while the assumed or also measured gravitational acceleration points perpendicular thereto in the direction of the ground to be traveled.

The aim here is that both the centrifugal acceleration and the gravitational acceleration are decomposed into their components, which result in an inclination of the vehicle from its upright position out. In other words, the vehicle or its structure extends in a separate vehicle coordinate system, which is tilted in dependence on the respective inclination angle relative to the global coordinate system. In this case, in particular, the components of the centrifugal acceleration and the gravitational acceleration which extend perpendicular to the vertical axis of the vehicle, which can be inclined about the axis of rotation, are relevant. These usually point in opposite directions. The resulting value with respect to the vehicle coordinate system is defined as the lateral acceleration of the vehicle perpendicular to its inclined vertical axis.

According to the invention, the angle of inclination of the vehicle or the structure to be calculated is fundamentally chosen such that a value of zero results for the transverse acceleration perpendicular to the vertical axis (of the vehicle coordinate system inclined with respect to the global coordinate system). In this way, an equilibrium of the moments is generated around this axis of rotation in a tilting vehicle with an axis of rotation close to the ground to be traveled.

The respectively required angle of inclination "φ" can be calculated approximately as follows: φ = arctan (a _y / g), where "a _y " stands for the centrifugal acceleration and "g" for the gravitational acceleration with respective reference to the global coordinate system.

When setting the inclination angle thus calculated, the value for the lateral acceleration perpendicular to the vertical axis of the inclined vehicle is equal to zero. This means that at such an assumed inclination of the vehicle during its cornering no moment is present around the axis of rotation around.

Against this background, it is further proposed that the actuator can be deactivated in the state of this equilibrium. This means that the adjusting force generated by the actuator after the setting of the calculated inclination angle can be at least partially, particularly preferably completely turned off. Since the vehicle when reaching the calculated angle of inclination in the balance of power with respect to any moments around the axis of rotation and thus is stable, there is thus no longer a need to maintain the actuating force on the part of the actuator. After that, the current inclination of the vehicle is maintained at least temporarily by itself, without requiring any activity of the actuator.

The resulting advantage is initially in a very simple and thus favorable way to control and control of the tilting chassis. Due to the low requirements with regard to the necessary detection means, a correspondingly favorable sensor configuration can be selected. The elimination of sometimes complicated and corresponding computing power requiring conversions between the global coordinate system and the vehicle coordinate system is a total simplified and in particular faster control of the inclination angle allows, while control loop stability. For this purpose, for example, a simple PID controller can be used.

The approach according to the invention can therefore provide for the vehicle to be fundamentally regulated in a position in which no stationary actuating force is required by the actuator. This approach may also be referred to as "reverse shuttle control".

Another advantage of the invention is the ability to deactivate the actuator during stable driving conditions. One of the reasons for the high energy consumption is the current provision of a stationary actuating force by the actuator, for example in the form of a stationary assist torque. Of course, this also mechanical friction between different at an inclination of the vehicle relative to each other movable parts can be counted. In addition to the optimization is in particular in the at least temporarily possible shutdown of the actuator, a high potential for energy conservation.

The configuration of the actuator itself can be carried out with regard to its maximum generating force. Thus, the actuator should be able to adjust the tilt angle, for example, in an emergency evasive maneuver alone. This sometimes also against an opposite force or load by the seated person / s. The same applies to any erection of the vehicle or its construction at a standstill. However, the producible force need not exceed a value which results in a force vector exceeding the track width of the vehicle resulting from the centrifugal acceleration and the gravitational acceleration. Because this would inevitably lead to a tilting of the vehicle, which can no longer prevent a higher possible actuating force of the actuator. Further influencing factors for determining the producible actuating force would be the maximum possible centrifugal acceleration and / or the structurally maximum possible angle of inclination and / or the dynamics required for acceleration about the axis of rotation with respect to the inclination.

According to a particularly preferred embodiment, a feed-back control can be provided. This means that the inclination angle of the vehicle is controlled along the previously set equilibrium as soon as the centrifugal acceleration a _y changes in the global coordinate system. In other words, hereinafter, when the centrifugal acceleration is changed, a new inclination angle required to maintain the value zero for the lateral acceleration is calculated. Consequently, in this case, the lateral acceleration with respect to the vehicle coordinate system is used as the control input for the feed-back control.

Possible triggers for the change in the centrifugal acceleration are, for example, acceleration or deceleration processes of the vehicle and a change in the curve radius and thus the steering angle.

Said newly calculated inclination angle can then be set in an advantageous manner, at least partially by activating the actuator to generate a force required for this purpose. For this purpose, a certain amount of energy is required to accelerate the vehicle or its structure around the inclination axis. The same applies to a possible deceleration of the acceleration by the actuator, so that the displacement can be terminated at the required angle of inclination.

Alternatively, a feed-forward control may be provided. This means that first a driving situation can be predicted, which promises a certain centrifugal acceleration. Then, in advance of an actually occurring driving situation, an ideal inclination angle to be assumed on the basis of the expected centrifugal acceleration can be precalculated and adjusted. Subsequently, the actual control can then take place against this pre-calculated ideal inclination angle. For this purpose, a new inclination angle can be calculated on the basis of a possible deviation between the precalculated ideal inclination angle and the actual required inclination angle due to the actual driving situation. This can then be set in an advantageous manner at least partially by activating the actuator to generate a force required for this purpose.

Of course, the above-mentioned approaches for the operation of the tilting suspension in the form of the feed-back control or feed-forward control can also be combined. The combination can be made dependent on the respective driving situations. Furthermore, the mixing of the two approaches can take place via weighting factors. The weighting factors can be fixed values. Advantageously, said weighting factors can also vary, for example as a function of the respective driving conditions.

The invention provides that the actuator can be an electric motor. Alternatively, the actuator may also comprise at least one electric motor. Essentially, the electric motor is provided so that the vehicle or its construction can be accelerated around the axis of rotation in order to assume the desired angle of inclination. In addition to this, the electric motor can also be used to correspondingly delay and / or decelerate the acceleration that has already taken place around the axis of rotation.

With regard to the arrangement of the electric motor is further proposed to use this as a consumer and / or as a generator of electrical energy. For this purpose, the kinetic energy present during the tilting about the axis of rotation, in particular during the deceleration of the acceleration, can be utilized. Thus, said kinetic energy can be transferred from the rotation to the electric motor, which is thereby set in rotation. This rotation can in turn be used to gain electrical energy via the thus passively rotating electric motor. Particularly preferably, the electric motor can be used both for active acceleration and for the production of electrical energy. When electrical energy is generated by the electric motor, it simultaneously generates a resistance through which the desired deceleration of the previous acceleration takes place about the axis of rotation.

As such, not only can the electric motor provide the required kinetic energy as a pitch force control during rotational acceleration, but it can also, as it were, quasi recover the kinetic energy from decelerating or decelerating the rotation within the possible tilt angle. The electrical energy recovered in this way can then be accumulated in a suitable manner, for example via an accumulator. Although various energy losses are inevitable during the operation of the taillight, energy consumption in this manner can still be advantageously further reduced in total.

Depending on the magnitude of the detected centrifugal acceleration, it is conceivable that a required angle of inclination for the vehicle is calculated, which exceeds the maximum structural inclination angle. According to an advantageous further development, the previously set maximum possible angle of inclination can be maintained in this case by activating the actuator to generate a required actuating force for this purpose. Such a measure is considered advantageous, in particular for a short period of time. In contrast, the invention provides for such conditions with continuing need to hold the maximum possible angle of inclination before other solutions, which can be used accordingly.

Thus, according to a particularly preferred development of the invention, a braking device may also be provided whose deceleration and / or braking power has an effect on the rotation of the vehicle or its construction about the axis of rotation. In other words, due to the presence of such an advantageous braking device, tilting of the vehicle about the axis of rotation may be at least partially blocked by at least partially actuating the braking device. In this way, for example, a quick turnaround between different angles of inclination can be selectively braked.

According to an advantageous further development with regard to the arrangement of the braking device, it is provided to use these for the actual locking of the currently set angle of inclination. In principle, the actuator can be deactivated in this way whenever the braking device takes over the locking of the vehicle or its construction in the respective current position about the axis of rotation around.

For example, said locking may occur at low speeds (eg, <5 km / h) and / or small steering angles while the vehicle is in its upright orientation. In the upright orientation, the vertical axis of the global coordinate system and the vehicle coordinate system are corresponding to each other or at least parallel. In other words, the vehicle can thus be locked in its upright orientation by the braking device until reaching a value for the centrifugal acceleration requiring the inclination of the vehicle. In this orientation, the tilt angle has a corresponding value of zero.

By simultaneously or temporally offset deactivation of the actuator and the entire inclination control, a sometimes high energy savings can be achieved. Depending on the design of the braking device whose consumption of energy is then advantageously below the possible savings potential.

Furthermore, it is provided that the vehicle can be locked in its inclination with a current angle of inclination of non-zero by pressing the brake device until an adjustment of the current inclination angle is required. Since in this way, even in an inclined position holding the current angle of inclination is effected by the locking on the braking device, the actuator can be deactivated in an advantageous manner during this phase.

As a further advantageous development of the inventive concept, the braking device can of course also be used to lock the vehicle or its construction in the maximum possible angle of inclination. In this way, the vehicle can be locked even when reaching the structurally maximum possible angle of inclination of non-zero in this by the brake device is actuated accordingly. The same can preferably also apply in the case that a computationally required angle of inclination is calculated, which exceeds the maximum possible angle of inclination. Also in this case, the maximum possible angle of inclination is initially set and then locked via the brake device.

Against the background of the aforementioned embodiments, a consistent interaction of actuator and braking device can take place, which alternate in their respective activity. The transfer between the two facilities must then be carried out accordingly in order to avoid unpleasant transients or even transient endangering the operation of the vehicle.

Overall, it should be noted that the inclination of the vehicle or its construction is possible only up to a structurally determined maximum inclination angle. In this respect, the maximum value for the compensable due to the inclination is also Centrifugal acceleration limited. The maximum possible angle of inclination, for example, be set so that a maximum centrifugal acceleration of 4.0 m / s ^{2 can be} compensated. Over this value, a maximum possible adhesion of the wheels on the respective surface is sometimes no longer certain.

In the following, exemplary scenarios for the transfer between actuator and braking device are explained in more detail:
If the maximum compensatable centrifugal acceleration and the maximum achievable inclination angle are exceeded mathematically, the braking device can be actuated during a constant value for the inclination angle. As a result, the vehicle is locked in its current inclination.

Once the braking device is activated and the vehicle is locked, the actuator can be shut down accordingly and / or expire in terms of its previously generated restoring force.

If a decrease in the centrifugal acceleration is detected, the current value of which approaches the maximum compensatable centrifugal acceleration, the actuator can be reactivated. In this state, the actuator is in a kind of readiness while the brake device is still active.

If the detected value for the current centrifugal acceleration falls below the value for the maximum compensatable centrifugal acceleration and a value lying below the set maximum angle of inclination is calculated for the now required angle of inclination, the braking device can be deactivated and thus released. After that, the actuator already in stand-by now takes over the setting of the new calculated tilt angle.

Subsequently, the further standard operation for the tilting suspension takes place again, in which the value for the lateral acceleration perpendicular to the vehicle vertical axis is kept at zero.

The now presented method for operating an active tilting chassis allows its extremely simple and therefore cost control and control. Thanks to the simple rule specifications, no complex regulations are necessary, so that the method manages with the processing of only a few data on the current driving dynamics. In particular, the use of an additional braking device for locking the current inclination has such a relieving effect on the actuator that it can be used in an extremely energy-efficient manner.

Here it is in particular the interaction of actuator and braking device, which reduces the otherwise usual during operation constant energy consumption of the actuator to a minimum. In fact, the actuator is essentially activated only for the at least partial adjustment of the respectively required angle of inclination, while the maintenance of a stationary inclination takes place via a locking by the braking device. At most, in short periods of time, the actuator is also used to keep the current slope pure, in which an activation of the braking device does not seem to make sense. By using the kinetic energy acting on the actuator, this can also be used for the production of electrical energy, whereby the energy consumption can be significantly reduced overall.

Furthermore, the invention is directed to a tilting suspension for a rail vehicle with at least one actuator, which may have at least three wheels. Particularly preferably, the tilting suspension according to the invention can be used to carry out the method according to the invention described above.

In this case, a required due to a centrifugal acceleration in a curve angle of inclination of the vehicle relative to a global coordinate system about an axis of rotation at least partially adjustable by an actuation force generated by the actuator. According to the invention, the inclination angle based on current values of the centrifugal acceleration and the acceleration due to gravity can be calculated such that a value of a lateral acceleration resulting therefrom with respect to a vehicle coordinate system tilted by the inclination angle relative to the global coordinate system equals zero. Furthermore, after setting the calculated angle of inclination, the actuator can be deactivated.

The resulting advantages have already been explained in detail in connection with the method according to the invention and apply correspondingly to the tilting suspension according to the invention. For this reason, reference is made at this point to the previous comments on this.

Further advantageous details and effects of the invention are explained in more detail below with reference to embodiments schematically illustrated in the figures. Show it:

1 a tilted vehicle with a tilting chassis according to the invention, viewed in the longitudinal direction of the vehicle,

2 a structure of a control for the tilting chassis 1 in the form of a feed-back control as well

3 a structure for another control for the tilting chassis 1 in the form of a feed-forward control.

In the different figures, the same parts are always provided with the same reference numerals, so that these are usually described only once.

1 shows the schematic representation of a rail-bound vehicle 1 with an unspecified according to the invention active Neigefahrwerk 2 , The tilt chassis 2 includes an actuator also not shown in detail. The vehicle 1 is located within a global coordinate system x, y, z. How to recognize, is the vehicle 1 relative to the global coordinate system x, y, z, so that in particular a vehicle vertical axis z 'of a vehicle coordinate system x', y ', z' and a vertical axis x of the global coordinate system include an inclination angle φ between them.

In the front or rear view shown here, the viewing direction falls in the direction of a global longitudinal axis x or a vehicle longitudinal axis x 'of the vehicle 1 , In this view is initially a horizontal surface 3 to recognize which extends in a global transverse direction x of the global coordinate system x, y, z. On said underground 3 is the vehicle 1 with two of its on a common (indicated) vehicle axle 4 arranged wheels 5 . 6 on. The two wheels 5 . 6 are on the ground regarding their respective riot levels 3 parallel to the global transverse axis x spaced apart. Each of the wheels 5 . 6 is part of a suspension side 7 . 8th the multi-lane vehicle axle 4 ,

Between the in 1 left-hand left wheel 5 and in 1 corresponding right right wheel 6 is a construction 9 of the vehicle 1 to recognize. Said construction 9 is in this case inclined by the inclination angle φ to the right. In or on this is usually the vehicle 1 controlling and not shown here person. In the middle of the construction 9 is a focus S indicated. This center of gravity S may be that of the vehicle alone 1 act or around the center of gravity S of the vehicle 1 in combination with the person (s) not shown in detail

At the height of the underground 3 is a parallel to the global longitudinal axis x or vehicle longitudinal axis x 'extending axis of rotation P can be seen, around which the vehicle 1 or its structure 9 inclines. 1 shows the vehicle 1 in motion, in which it passes through a curve not shown in detail. In the background is the vehicle 1 tilted into the bend, leaving one on the vehicle 1 or its structure 9 acting centrifugal acceleration a _y in the direction of the global transverse axis y results. Said centrifugal acceleration a _y thus engages the vehicle 1 this is tilted out of the curve (not shown). In contrast, a gravitational acceleration g engages the vehicle 1 which parallel to the global vertical axis z on the ground 3 is directed.

The components of the centrifugal acceleration a _y and the gravitational acceleration g, which run parallel to the vehicle transverse axis x 'in each case, are combined to form a resulting transverse acceleration a _y ', which is aligned perpendicular to the vehicle's vertical axis z '.

Because of the on the vehicle 1 in a cornering acting centrifugal acceleration a _y this is inclined to a suitable inclination angle φ about the rotation axis P around. This is the vehicle 1 with its vehicle vertical axis z 'over the global vertical axis z tilted into the curve. The inclination takes place actively, which is at least partially adjusted by the actuator not shown in detail, which generates a corresponding force for this purpose.

According to the inventive method for operating the tilting chassis 2 the inclination angle φ is calculated on the basis of actual values of the centrifugal acceleration a _y and the gravitational acceleration g. As already explained above, their respective values summarized in the resulting lateral acceleration a _y 'are relevant for this purpose, which alone can generate an inclination about the axis of rotation P. The control now provides that the respectively resulting value of the lateral acceleration a _y 'with respect to the vehicle coordinate system x', y ', z' inclined by the inclination angle φ in the curve relative to the global coordinate system x, y, z is equal to zero. In other words, the inclination angle φ is determined so that no lateral acceleration a _y 'results from the centrifugal acceleration a _y and the gravitational acceleration g.

According to the invention, the actuator is deactivated after successful setting of the calculated inclination angle φ, since the system is at least temporarily in equilibrium. In this way, a sometimes high potential savings in electrical energy can be achieved.

2 is a schematic representation for a feed-back control to take. This includes a "proportional-integral-derivative controller", which is also known as a PID controller. When Reference value (setpoint) is the value "zero" for the vertical to the vehicle's vertical axis z 'of the vehicle 1 running lateral acceleration a _y '. The lateral acceleration a _y 'serves as a controlled variable (actual value), which is compared with the reference variable "zero". A possible control deviation is fed to the PID controller, which forms a manipulated variable as a force F if necessary. The actuating force F may be, for example, a required tilting moment, which must be generated by the actuator.

3 is to take another schematic representation in the form of a feed-forward control. This also includes a PID controller. On the basis of acquired data on driving dynamics such as the speed v of the vehicle 1 and further factors δ, an expected driving situation ψ is first predicted. From this, an expected centrifugal acceleration a _{y is} assumed, which is used as a basis for precalculating an ideal inclination angle φ _i to be assumed. As a reference variable (setpoint), the currently detected inclination angle φ _{a is} used. The ideal inclination angle φ _i serves insofar as a controlled variable (actual value), which is compared with the currently detected inclination angle φ _a as a reference variable. A possible control deviation is fed to the PID controller, which forms a manipulated variable as a force F if necessary. The actuating force F may also be, for example, a required tilting moment, which must be generated by the actuator.

LIST OF REFERENCE NUMBERS

1

 Vehicle (tilt vehicle)

2

Tilting suspension from 1

3

 underground

4

Vehicle axle of 2 , multi lane

5

Wheel of 2

6

Wheel of 2

7

Suspension side on left 4

8th

Suspension side right 4

9

building of 1

a _y

 centrifugal acceleration

_ay '

 lateral acceleration

F

 force

G

 acceleration of gravity

P

 axis of rotation

S

 main emphasis

δ

 factor

φ

 Inclination angle between z and z '

φ _a

 Tilt angle currently

φ _i

 Tilt angle ideal

ψ

 driving situation

v

Speed of 1

x

 global longitudinal axis

x '

 vehicle longitudinal axis

y

 global transverse axis

y '

 Vehicle transverse axis

z

 global vertical axis

z '

 Vehicle axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2011/102108 A1 [0006]
• JP 2011-230727 A [0007]
• JP 2012-153349 A [0008]
• JP 2006-248489A [0009]
• EP 1600313 B1 [0010]
• US 2006/0180372 A1 [0011]

Claims (10)

Method for operating a tilting chassis ( 2 ) for a rail-bound vehicle ( 1 ) with at least one actuator, wherein a required due to a centrifugal acceleration (a _y ) in a curve angle of inclination (φ) of the vehicle ( 1 ) is set relative to a global coordinate system (x, y, z) about an axis of rotation (P) at least partially by a force (F) that can be generated by the actuator, characterized in that the angle of inclination (φ) is based on actual values of the centrifugal acceleration ( a _y ) and the gravitational acceleration (g) is calculated so that a resulting from this value of lateral acceleration (a _y ') with respect to the global coordinate system (x, y, z) by the inclination angle (φ) inclined vehicle coordinate system ( x ', y', z ') is equal to zero, and after setting the calculated inclination angle (φ), the actuator is deactivated. A method according to claim 1, characterized by a feed-back control by which when a change in the centrifugal acceleration (a _y) a to maintain the value zero for the transverse acceleration (a _y ') required new angle of inclination (φ) is calculated, wherein the new inclination angle (φ) is at least partially set by activating the actuator to generate a force required for this purpose (F). Method according to Claim 1 or 2, characterized by a feed-forward control, by means of which an ideal inclination angle (φ _i ) to be assumed on the basis of the expected centrifugal acceleration (a _y ) is precalculated and adjusted in advance of a predicted driving situation (ψ), wherein Based on a deviation between the pre-calculated ideal inclination angle (φ _i ) and the actually required inclination angle (φ _a ) a new inclination angle (φ) is calculated, the new inclination angle (φ) at least partially by activating the actuator to generate a force required for this purpose (F) is set. Method according to one of the preceding claims, characterized in that the actuator is an electric motor or comprises by means of which the vehicle ( 1 ) is accelerated and / or decelerated to adjust the inclination angle about the rotation axis (P), the kinetic energy present in decelerating the inclination being used to generate electrical energy by the electric motor. Method according to one of the preceding claims, characterized in that the vehicle ( 1 ) is maintained at a maximum possible inclination angle (φ) computationally exceeding value for the required inclination angle (φ) in the maximum possible inclination angle (φ) by the actuator for generating a force required for this purpose (F) is activated. Method according to one of the preceding claims, characterized in that tilting of the vehicle ( 1 ) is at least partially blocked around the axis of rotation (P) by at least partially actuating a braking device. Method according to one of the preceding claims, characterized in that until reaching the inclination of the vehicle ( 1 centrifugal acceleration (a _y ) requiring the vehicle ( 1 ) is locked by operating a braking device in its upright orientation with a value of zero for the inclination angle (φ), wherein the actuator is deactivated during the locking of the inclination angle (φ). Method according to one of the preceding claims, characterized in that the vehicle ( 1 ) is locked to a required adjustment of its current non-zero inclination angle (φ) by operating a braking device at the current inclination angle (φ), the actuator being deactivated while the inclination angle (φ) is locked. Method according to one of the preceding claims, characterized in that the vehicle ( 1 ) is locked upon reaching a maximum inclination angle (φ) and / or at a maximum inclination angle (φ) computationally exceeding value for the required inclination angle (φ) by operating a braking device in the maximum non-zero inclination angle (φ), wherein the actuator is disabled during the locking of the inclination angle (φ) by the braking device. Tilting suspension for a rail-bound vehicle ( 1 ) with at least one actuator, in particular for carrying out the method according to any one of the preceding claims, wherein a due to a centrifugal acceleration (a _y ) in a curve required inclination angle (φ) of the vehicle ( 1 ) is adjustable relative to a global coordinate system (x, y, z) about an axis of rotation (P) at least partially by a force (F) that can be generated by the actuator, characterized in that the angle of inclination (φ) is based on actual values of the centrifugal acceleration ( a _y ) and the acceleration due to gravity (g) can be calculated such that a value of a transverse acceleration (a _y ') resulting therefrom with respect to a vehicle coordinate system inclined by the inclination angle (φ) relative to the global coordinate system (x, y, z) x ', y', z ') is equal to zero, wherein after the Setting the calculated angle of inclination (φ), the actuator is deactivated.

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