COMPUTER-IMPLEMENTED METHOD AND CONTROL DEVICE FOR DETERMINING A REAL TIME STEERING ANGLE

Abstract

The present disclosure relates to a computer-implemented method for determining a real time steering angle (58) for a railway bogie (1) and to a control device (40) which is configured to perform the method, the method comprising: deter-mining by a sensor assembly at least one lateral real time sensor signal (38), which is characteristic for a lateral position of a tread of at least one wheel of the railway bogie (1) with respect to a railway track, determining, by means of a positioning algorithm (47), a real time position and/or orientation of the railway bogie (1) with respect to the railway track (31), using the received at least one lateral real time sensor signal (38) and determining the real time steering angle (58) for steering of the railway bogie (1), using the determined real time position and/or orientation of the railway bogie (1).

Claims

1. A computer-implemented method for determining a real time steering angle for a railway bogie, the method comprising: a. determining by a sensor assembly at least one lateral real time sensor signal, which is characteristic for a lateral position of a tread of at least one wheel of the railway bogie with respect to a railway track; b. determining, by means of a positioning algorithm, a real time position and/or orientation of the railway bogie with respect to the railway track, using the determined at least one lateral real time sensor signal; and c. determining the real time steering angle for steering of the railway bogie, using the determined real time position and/or orientation of the railway bogie.

2. The computer-implemented method according to claim 1, further comprising: a. determining by the sensor assembly at least one vertical real time sensor signal, which is characteristic for a vertical position of the sensor assembly with respect to the railway track, and b. determining the real time position and/or orientation of the railway bogie with respect to the railway track, further using the received vertical real time sensor signal.

3. The computer-implemented method according to claim 1, further comprising: a. determining by the sensor assembly a first lateral real time sensor signal, which is characteristic for a lateral position of the tread of a first wheel of the railway bogie with respect to the railway track, and a second lateral real time sensor signal, which is characteristic for a lateral position of the tread of a second wheel of the railway bogie with respect to the railway track; b. determining, the real time position and/or orientation of the railway bogie with respect to the railway track, using the received first and second lateral real time sensor signals.

4. The computer-implemented method according to claim 1, further comprising: a. determining by the sensor assembly of at least one wheel of the railway bogie a front lateral real time sensor signal, which is characteristic for a lateral position of the tread of the wheel, a front vertical real time sensor signal, which is characteristic for a vertical position of the sensor assembly, using a front sensor unit of the sensor assembly of the wheel and/or determining by the sensor assembly of the at least one wheel of the railway bogie a back lateral real time sensor signal, which is characteristic for a lateral position of the tread of the wheel, a back vertical real time sensor signal, which is characteristic for a vertical position of the sensor assembly, using a back sensor unit of the sensor assembly of the wheel; b. determining, the real time position and/or orientation of the railway bogie with respect to the railway track, using the received front and back real time sensor signals.

5. The computer-implemented method according to claim 1, further comprising: a. adapting the received at least one real time sensor signal using predetermined sensor calibration data.

6. The computer-implemented method according to claim 1, wherein in the step of determining the real time position and/or orientation of the railway bogie, the positioning algorithm filters the received at least one real time sensor signal using at least one predefined filter parameter and determines the relevant real time sensor signal data, which are used for determining the real time position and/or orientation of the railway bogie with respect to the railway track, based on the result of the filtering.

7. The computer-implemented method according to claim 6, wherein the at least one predefined filter parameter depends on at least one of: a railway bogie type, a railway vehicle type, a railway bogie load, a railway bogie speed and a wheel size.

8. The computer-implemented method according to claim 1, wherein the step of determining the real time steering angle further uses predetermined steering parameters.

9. The computer-implemented method according to claim 1, further comprising: a. transmitting the determined real time steering angle to a steering actuator controller, and b. controlling, by the steering actuator controller, a steering actuator for steering the railway bogie around a vertical steering axis using the real time steering angle.

10. The computer-implemented method according to claim 1, wherein in the step of determining the real time position and/or orientation of the railway bogie, the positioning algorithm uses a neural network for determining the real time position and/or orientation of the railway bogie with respect to the railway track, wherein the at least one real time sensor signal is the input data for the neural network and the real time position and/or orientation of the railway bogie with respect to the railway track is the output data of the neural network.

11. The computer-implemented method according to claim 10, wherein the neural network is trained by: a. using the neural network for determining the real time position and/or orientation of the railway bogie with respect to the railway track, controlling the steering of the railway bogie based on the determined real time position and/or orientation of the railway bogie and receiving a feedback reward for steering of the railway bogie based on the actual position and/or orientation of the railway bogie with respect to the railway track for training of the neural network.

12. The computer-implemented method according to claim 10, wherein the neural network is trained with training data obtained by operating the railway bogie on that section of the railway track for which the specific railway bogie is intended to be used.

13. The computer-implemented method according to claim 1, further comprising to determine a rolling contact fatigue parameter of the railway track using at least one of the real time sensor signals of the sensor assembly.

14. A control device for determining a real time steering angle for a railway bogie, the control device comprising a processor, which is configured to perform the following steps: a. receiving, by the processor, from a sensor assembly at least one lateral real time sensor signal, which is characteristic for a lateral position of a tread of at least one wheel of the railway bogie with respect to a railway track; b. determining, by the processor, by means of a positioning algorithm, a real time position and/or orientation of the railway bogie with respect to the railway track, using the received at least one lateral real time sensor signal; and c. determining, by the processor, the real time steering angle for steering of the railway bogie, using the determined real time position and/or orientation of the railway bogie.

15. The control device according to claim 14, wherein the processor is further configured to: a. receiving, by the processor, from the sensor assembly at least one vertical real time sensor signal, which is characteristic for a vertical position of the sensor assembly with respect to the railway track, and b. determining, by the processor, the real time position and/or orientation of the railway bogie with respect to the railway track, using additionally the received vertical real time sensor signal.

16. The control device according to claim 14, wherein the processor is further configured to: a. receiving, by the processor, from the sensor assembly a first lateral real time sensor signal, which is characteristic for a lateral position of the tread of a first wheel of the railway bogie with respect to the railway track, and a second lateral real time sensor signal, which is characteristic for a lateral position of the tread of a second wheel of the railway bogie with respect to the railway track; b. determining, by the processor, the real time position and/or orientation of the railway bogie with respect to the railway track, using the received first and second lateral real time sensor signals.

17. The control device according to claim 14, wherein the processor is further configured to adapt the received at least one real time sensor signal using predetermined sensor calibration data.

18. The control device according to claim 14, wherein the processor is further configured, by means of the positioning algorithm, to filter the received at least one real time sensor signal using at least one predefined filter parameter, and to determine relevant real time sensor signal data, which are used for determining the real time position and/or orientation of the railway bogie with respect to the railway track, based on the result of the filtering.

19. The control device according to claim 18, wherein the at least one predefined filter parameter depends on at least one of: a railway bogie type, a railway vehicle type, a railway bogie load, a railway bogie speed and a wheel size.

20. The control device according to claim 14, wherein the processor is configured to further use predetermined steering parameters for the determination of the real time steering angle.

21. The control device according to claim 14, the processor being further configured to transmit the determined real time steering angle to a steering actuator controller, which is configured to control a steering actuator to steer the railway bogie around a vertical steering axis using the received real time steering angle.

22. The control device according to claim 14, wherein the processor is configured to receive and process the at least one real time sensor signals from an ultrasound/ultrasonic sensor, an inductive sensor, a laser sensor, a capacitive sensor, an optical sensor and/or a radar sensor of the sensor assembly.

23. The control device according to claim 14, wherein the processor is further configured to determine a rolling contact fatigue parameter of the railway track using at least one of the real time sensor signals received from the sensor assembly.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The herein described disclosure will be more fully understood from the detailed description given herein below and the accompanying drawings, which should not be considered limiting to the disclosure described in the appended claims.

[0057] The drawings are showing:

[0058] FIG. 1 a perspective view of a first variation of the bogie according to the disclosure;

[0059] FIG. 2 a first perspective view of a second variation of the bogie according to the disclosure;

[0060] FIG. 3 a second perspective view of the second variation of FIG. 2;

[0061] FIG. 4 a detailed view of FIG. 3;

[0062] FIG. 5 a section view of the second variation of FIG. 2;

[0063] FIG. 6 a detailed view of FIG. 5

[0064] FIG. 7 a detailed view of a further variation of the sensor arrangement;

[0065] FIG. 8 a schematic block diagram of a control architecture of the railway bogie;

[0066] FIG. 9 a first schematic control loop for the railway bogie;

[0067] FIG. 10 a second schematic control loop for the railway bogie;

[0068] FIG. 11 a schematic block diagram of a neural network;

[0069] FIG. 12 a flow diagram illustrating schematically a plurality of steps performed by a processor for determining a real-time steering angle for the railway bogie.

DESCRIPTION OF THE EMBODIMENTS

[0070] Reference will now be made in detail to certain embodiments, examples of which are illustrated in the accompanying drawings, in which some, but not all features are shown. Indeed, embodiments disclosed herein may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Whenever possible, like reference numbers will be used to refer to like components or parts.

[0071] FIG. 1 shows a perspective view of a first variation of the railway bogie according to the disclosure. FIG. 2 shows a first perspective view of a second variation of the railway bogie according to the disclosure. FIG. 3 a second perspective view of the second variation of FIG. 2. FIG. 4 shows a detailed view of FIG. 3. FIG. 5 shows a section view of the second variation of FIG. 2. FIG. 6 shows a detailed view of FIG. 5. FIG. 7 shows a detailed view of a further variation of the sensor arrangement. FIG. 8 shows a schematic block diagram of a control architecture of the railway bogie. FIG. 9 shows a first schematic control loop for the railway bogie. FIG. 10 shows a second schematic control loop for the railway bogie. FIG. 11 shows a schematic block diagram of a neural network. FIG. 12 shows a flow diagram illustrating schematically a plurality of steps performed by a processor for determining a real-time steering angle for the railway bogie.

[0072] As e.g. visible in FIGS. 1, 2, and 3, a railway bogie 1 comprises a base 2, which is configured to be attached to a chassis of a railway vehicle. The base 2 may be connected to a connecting part 9, which is configured to be connected to the chassis of the railway vehicle during operation of the railway bogie 1. The railway bogie 1 further comprises a frame 3 arranged rotatable with respect to the base 2 around a vertical steering axis 4. The railway bogie 1 further comprises two wheels 5, which comprise each a tread 6. The tread 6 or tread profile is the radially external portion of the wheel 5. The tread 6 comprises a contact surface or rolling surface, which is, during operation, in contact with a rail 32 of a railway track 31. The wheels 5 further comprise a wheel flange, which is conventionally configured to guide the respective wheels 5 on the rail. The wheels 5 are arranged rotatable with respect to the frame 3 around a respective wheel rotation axis 7. The wheel rotation axis 7 of the wheels 5 are arranged essentially coaxially with respect to each other and the steering axis 4 is arranged in a lateral direction Y between the two wheels 5. In another variation, the wheel rotation axis 7 may be arranged at a specific angle with respect to the lateral direction Y. In this case, the wheel rotation axis 7 are inclined with respect to the lateral direction Y. FIG. 1 further shows covers 30 arranged on the frame 3 for protection of the bogie 1 during operation. The railway bogie 1 as shown in FIG. 2 does not comprise, among other things, the connecting part 9.

[0073] The Figures further show that the frame 3 comprises a base frame 23 and a wheel frame 24. The base frame 23 is arranged mainly above the wheel frame 24. The base frame 23 is interconnected to the wheel frame 24 via a spring damping system 12 and vice versa. The spring damping system 12 comprises a damper 25 and a spring assembly 26 with a first spring 27 and a second spring 28. Struts 29 are arranged between the base frame 23 and the wheel frame 24.

[0074] FIG. 1 further shows a steering actuator 16, which is connected to the frame 3 and to the connecting part 9. Movement of the steering actuator 16 cause a rotation of the frame 3 around the steering axis 4 by a steering angle with respect to the base 2 and with respect to the connecting part 9 and also with respect to the chassis of the railway vehicle. The FIG. 1 further show a fluidic engine, which is configured to drive the steering actuator 16. The fluidic engine is for example an electrical engine, which propels a hydraulic pump for controlling the steering actuator 16.

[0075] The railway bogie 1 further comprises a sensor assembly 11, best visible in FIGS. 3 and 4. The sensor assembly 11 comprises a front sensor unit 13 arranged in front of the respective tread 6 of the wheel 5 with respect to a running direction X of the bogie 1. The sensor assembly 11 further comprises a back sensor unit 14 arranged behind the respective tread 6 of the wheel 5 with respect to the running direction X of the bogie 1. As best visible in FIG. 3, both wheels 5 of the railway bogie 1 comprise the front sensor unit 13 and the back sensor unit 14.

[0076] The front sensor unit 13 and the back sensor unit 14 are arranged on a sensor bracket 15, which is mounted pivotable with respect to the wheel 5. The sensor bracket 15 extends along the wheel 5 and holds the respective sensor units 13, 14 at a predefined position during operation of the railway bogie 1. The sensor bracket 15 is arranged pivotable with respect to the wheel around a leveling axis 10, best visible in FIG. 4. The leveling axis 10 is arranged parallel with respect to the respective wheel rotation axis 4 and on the same vertical virtual plane as the wheel rotation axis 4.

[0077] The bogie 1 further comprises leveling actuators 8, which are connected to the frame 3 and to the respective sensor bracket 15. Linear movement of the leveling actuators 8 adjusts during operation of the bogie 1 the vertical position of the front sensor unit 13 and/or of the back sensor unit 14 with respect to the rail. Movement of the frame 3, in particular movement of a swing arm 20 of the frame 3, which might affect the vertical position of at least one of the sensor units 13, 14, can be compensated by movement of the leveling actuators 8. In the variation of the disclosure as shown in the Figures, the linear movement of the leveling actuators 8 causes pivoting of the connected sensor bracket 15 around the leveling axis 10. The pivoting around the leveling axis 10 compensates a possible deflection of the swing arm 20 against a swing arm spring 22 around a pivot axis 21 during operation of the railway bogie 1, such that the vertical position of the respective sensor units 13, 14 may stay as static as possible during operation of the railway bogie 1.

[0078] FIG. 1 further show that each wheel 5 comprises an electrical engine 18 and a brake 19. The electrical engine 18 is configured to drive/accelerate, if required, during operation the respective wheel 5, and the brake 19 is configured to decelerate, if required, during operation of the railway bogie 1 the respective wheel 5. The brake 19 is a disk brake and the disk of the disk brake is arranged on the same shaft as the respective wheel 5 and the respective electrical engine 18. The wheel 5, the electrical engine 18 and the disk are partially surrounded and held by the swing arm 20, best visible in FIG. 3. A brake caliper of the brake 19 is arranged on the swing arm 20.

[0079] The Figures further indicate schematically a control device 40. The control device 40, which comprises a processor 17, is for example arranged within the railway bogie 1 or at a different position within the railway vehicle.

[0080] The FIGS. 1 and 2 further show four struts 29, which connect the base frame 23 with the wheel frame 24. The longitudinal axis of the struts 29 is arranged parallel to each other and is further arranged parallel with the running direction X in a resting state of the bogie 1. The struts 29 are connected such with the base frame 23 and the wheel frame 24 that vertical movement between these two parts is, within certain limits, enabled (damped by the spring damping assembly 12) and that movement in the running direction X is inhibited.

[0081] The Figures further shows stops 31, best visible in FIG. 2, arranged on the base frame 23, wherein some of the stops 31 limit the movement of the base frame 23 with respect to the wheel frame 24. The other stops 31 limit the maximal rotation of the frame 3 around the vertical steering axis 4.

[0082] As best visible in the FIGS. 5 and 6, the sensor assembly 11 of this embodiment comprises a plurality of sensor units 35. A front sensor unit 35 is arranged in front of the respective wheel 5 and a back sensor unit 35 is arranged behind the respective wheel. As best visible in FIG. 5, both wheels 5 comprise the two sensor units 35. FIG. 6 and FIG. 7 further show advantageously that each sensor unit 35 comprises a first sensor 36 and a second sensor 37. The first sensor 36 is configured to provide a lateral real-time sensor signal 38 and the second sensor 37 is configured to provide a vertical real time sensor signal 39. The entire sensor assembly 11 as shown in the Figures is therefore configured to provide four lateral real-time sensor signals 38 and four vertical real-time sensor signals 39.

[0083] As best visible in the FIGS. 5, 6 and 7, the railway track 31 comprises two rails 32, which comprise at least one essentially vertical flange 33 and at least one essentially horizontal surface 34. Essentially vertical means that one extension direction of this flange extends along the vertical direction Z. Essentially horizontally means that one extension direction of this surface extends along the lateral direction Y. Rails 32 of the railway track 31 are not flat but correspond to the shape of the tread 6 of the respective wheel 5 and vice versa. In other words, the vertical flange 33 extends in the vertical direction Z and is, for example, used as a guiding surface for a flange of the tread 6 of the wheel 5. The horizontal surface 34 extends in the lateral direction Y and is for example used as a running surface for the tread 6 of the wheel 5.

[0084] FIG. 7 further shows a variation of the sensor unit 35 comprising the first sensor 36 and the second sensor 37 with a housing. The housing comprises a protective layer, which is arranged below the sensors 36, 38 for protection of the sensors 36, 37. The housing comprising the protective layer is, according to this embodiment, molded around the sensors 36, 37. The material of the housing is a nonconductive material, for example an epoxy-based resin, and is therefore at least partially transparent for the sensor measurements.

[0085] FIG. 8 illustrates schematically a block diagram of a real time control architecture of the railway bogie 1. The control architecture comprises the railway bogie 1, the control device 40 with its processor 17 and a steering actuator controller 41. These three parts are illustrated via a respective block. The railway bogie 1, in particular the sensor assembly 11 is configured to provide the real time sensor signals 38, 39. The control device 40 is configured to receive the real time sensor signals 38, 39 and to determine a real time steering angle 58. The control device is further configured to transmit the real time steering angle 58, or a respective signal, to the steering actuator controller 41, which is configured to translate the real time steering angle 58 to a corresponding steering actuator command 59, which is transmitted to the steering actuator 16 for steering of the railway bogie 1. The control device 40 comprises an operation system 42, which is configured to operate the control device 40, in particular by using at least one controller device parameter 51. The steering actuator controller 41 also comprises an operation system 43, configured to operate the steering actuator controller 41, in particular by using additionally at least one steering controller parameter 56. The parameters 51, 54 may be stored in the respective control device 40, 41.

[0086] The operation system 42 of the control device 40 comprises a main logic 44, which is configured to determine the real time steering angle 58. The main logic 44 is schematically illustrated by a sensor data block 46, a positioning algorithm block 47 and a steering control block 49. The sensor data block 46, is configured to receive real time sensor data 38, 39 from the sensor assembly 11. The sensor data 38, 39 may be adapted or processed using sensor calibration parameters 53, which are for example stored on the control device 40 and accessed by the processor 17. The positioning algorithm block 47, is configured to determine the positon and/or orientation of the railway bogie 1 with respect to the railway track 31 using the received real time sensor data 38, 39. The positioning algorithm 47 may use filtering to process the received sensor data 38, 39, the filtering is schematically shown via a filtering block 48. The filtering may be performed using filter parameter 54, which are for example stored on the control device 40 and accessed by the processor 17. The main logic 44 further comprises a steering control block 49, which is configured to determine the real time steering angle 58 or a respective value/signal using the determined position and/or orientation of the railway bogie 1 with respect to the railway track 31. The steering control block 49 may use a PID controller 50 to constantly determine the real time steering angle 58 during operation. Additionally, the steering control block 49 may use steering parameter 55, which are for example stored on the control device 40 and accessed by the processor 17. FIG. 8 further shows a safety application block 45, which uses safety parameters. The safety application block 45 illustrates schematically that different safety measures of the railway bogie 1 are in place in order to prevent different kind of failures. The safety applications 45 may use different safety parameters 52, which are for example stored on the control device and accessed by the processor 17, to control the railway bogie 1. FIG. 8 further shows schematically a gps module 70 and a radar/lidar module 71. The gps module 70 is configured to collect gps data during operation of the railway bogie 1. The radar/lidar module 71 is configured to collect radar data and/or lidar data during operation of the railway bogie 1. This data is in a variation also transmitted to the control device 40 for determining by means of the positioning algorithm 47 the real time position and/or real time orientation of the railway bogie 1 with respect to the railway track. The gps module 70 and/or the radar/lidar module 71 may be arranged at the railway vehicle, which comprises the railway bogie 1.

[0087] FIG. 9 illustrates schematically a first variation of a control loop, which is configured for determining constantly during operation of the railway bogie 1 the realtime steering angle 58. The set value 57 of this control loop is that the mechanical center of the railway bogie 1 lies exactly above the center of the railway track 31, the deviation should be zero. The mechanical center of the railway bogie 1 is for example the point at the half distance between the two wheels 5 of the railway bogie 1. The center of the railway track 31 is for example the point at the half distance between the two rails of the railway track 31. The set value is that the lateral distance between the mechanical center of the railway bogie 1 and the center of the railway track 31 is zero. The feedback value or recirculation value is or are the real time sensor signals 38, 39. The control error 66 of the control loop is the difference between the set value 57 an the actual real time position and/or orientation of the railway bogie 1 with respect to the railway track 31 determined using the sensor signals 38,39. A correction input 67 is determined, for example by the processor 17 of the control device 40, using the control error 66. The correction input 67 is for example determined using a PID controller. The correction input 67 is for example the real time steering angle 58. The real time steering angle 58 is used for a respective steering of the railway bogie 1. Without disturbances 68, the railway bogie 1 may be steered such that the set point position corresponds to the actual position. Disturbances 68, which might result from a change in the railway track 31, disturbances in the steering actuator 16 or in its steering actuator controller 41 result in a deviation of the actual position with respect to the set point position. This deviation 69 is determined using the sensor signals 38, 39 and fed back.

[0088] FIG. 10 illustrates schematically a second variation of a control loop, which is configured for determining constantly during operation of the railway bogie 1 the real-time steering angle 58. The control loop of the second variation differs from the control loop of the first variation in that it further comprises a feedforward controller 72, which may increase the control speed of the control loop. The feedforward controller 72 may receive steering parameter data 55 and the set value. The feedforward controller 72 may determine control input for the steering actuator controller 41 for directly controlling the actuator controller 41. The feedforward controller 72 increases the control speed and may be used alternatively or additionally to the control loop of the first variation. The feedforward controller 72 may use a neural network for determining the output data. The feedforward controller 72 is for example implemented in the control device 40 and/or the processor 17.

[0089] FIG. 11 illustrates schematically a block diagram of a neural network 60, which might be used by the positioning algorithm 47 for the determination of the real time position and/or orientation of the railway bogie 1 with respect to the railway track 31. The neural network 60 comprises an input layer 63, a hidden layer 64 and an output layer 65. Input data 61, in particular at least one lateral real time sensor signal 38 and at least one vertical real time sensor signal 39 is, is fed into the neural network 60. The hidden layer 64 processes the received data and the neural network 60 produces as output data 62 the real time position and/or orientation of the railway bogie 1 with respect to the railway track 31.

[0090] FIG. 12 shows a flow diagram illustrating schematically a sequence of steps performed by the processor 17 of the control device 40 for determining a realtime steering angle 58 for the railway bogie 1 on a current section of the railway track. The sequence of steps, implemented for example as a computer-implemented method, is for example performed by the control device 40 as shown in FIG. 8.

[0091] In step S1, the processor 17 of the control device 40, receives from the sensor assembly 11 at least one lateral real time sensor signal 38, which is characteristic for the lateral position of the tread 6 of the at least one wheel 5 of the railway bogie 1 with respect to a railway track 31. The sensor assembly 11 comprising the plurality of sensor units 35 with the first sensor 36 and the second sensor 37 sends or transmits the real time sensor signals to the control device 40.

[0092] In the optional step S4, the processor 17 of the control device 40, adapts the received at least one real time sensor signal using the predetermined sensor calibration data 53. In this step, which might also be performed by the sensor assembly 11 itself, the sensor signals 38, 39 are adapted, for example smoothened or averaged, by using the predetermined sensor calibration data 53.

[0093] In step S2, the processor 17 of the control device 40 determines by means of the positioning algorithm 47 the real time position and/or orientation of the railway bogie 1 with respect to the railway track 31, using the received at least one lateral real time sensor signal. The current or actual (real-time) position and/or orientation of the railway bogie 1 is determined based on the received real time sensor signals, the positioning algorithm 47 may use geometry algorithms, interpolation algorithms, neuronal networks and/or a combination thereof.

[0094] In step S3, the processor 17 of the control device 40 determines the real time steering angle 58 for steering of the railway bogie 1, using the determined real time position and/or orientation of the railway bogie 1 with respect to the railway track 31. The real time steering angle 58 is for example determined additionally using steering parameters 55, like velocity, additional track information etc. The steering angle 58 is for example an angular value or a signal, which corresponds to an angular value. The real time steering angle 58 is for example the angle between the current (tangential) main extension direction of the rail 32 and the running direction of the respective wheel 5. The real time steering angle 58 may also be the angle between the running direction of the railway bogie 1 or the wheel 5 and a chassis or connecting part 9 of a railway vehicle. In both variations, a change in the real time steering angle 58 results in a lateral displacement of the railway bogie 1 with respect to the railway track during operation. A target value of the real time steering angle 58 is for example the curvature angle of the railway track 31.

[0095] In step S5, the processor of the control device 40 transmits the determined real time steering angle 58 to the steering actuator controller 41. The steering actuator controller 41 is configured to translate the received real time steering angle 58 to the desired control instructions for the steering actuator 16, which is configured to swivel or rotate the railway bogie 1 around the vertical steering axis 4.

[0096] In step S6, the steering actuator 16 is controlled by the steering actuator controller 41 for steering the railway bogie 1 around the vertical steering axis 4 using the real time steering angle 58. The steering actuator 16 is constantly in operation to swivel/rotate the railway bogie 1 around the vertical steering axis 4 such that the actual position and/orientation of the railway bogie 1 is as aligned as possible with the target (set-point) position and/or orientation during operation of the railway bogie 1.

[0097] At least a portion of the steps is preferably performed constantly to keep the railway bogie 1 perfectly aligned on the railway track 31. Disturbances 68, which might affect the control loop, are taken into account such that a smooth running of the railway bogie 1 on the railway track 31 is achieved.

[0098] Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the Spirit and scope of the disclosure.

TABLE-US-00001 LIST OF DESIGNATIONS 1 Railway Bogie 25 Damper 2 Base 26 Spring assembly 3 Frame 27 First spring 4 Steering axis 28 Second Spring 5 Wheel 29 Strut 6 Tread 30 Cover 7 Wheel rotation axis 31 Railway track 8 Leveling actuator 32 Rail 9 Connecting part 33 Vertical flange 10 Leveling axis 34 Horizontal flange 11 Sensor assembly 35 Sensor unit 12 Spring damping system 36 First sensor 13 Front sensor 37 Second sensor 14 Back sensor 38 Lateral real time sensor 15 Sensor bracket signal 16 Steering actuator 39 Vertical real time sensor 17 Processor signal 18 Electrical engine 40 Control device 19 Brake 41 Steering actuator controller 20 Swing arm 21 pivot axis 42 Operation system control 22 Swing arm spring device 23 Base frame 43 Operation system steering 24 Wheel Frame actuator controller 44 Main logic 64 Hidden layer 45 Safety Application block 65 Output layer 46 Sensor data block 66 Control error 47 Position algorithm block 67 Correction input 48 Filtering block 68 Disturbances 49 Steering control block 69 Deviation 50 PID controller 70 GPS module 51 Control device parameter 71 Radar/Lidar module 52 Safety parameter 72 feedforward controller 53 Sensor calibration data 54 Filter parameter X running direction 55 Steering parameter Y lateral direction 56 Steering actuator controller- Z vertical direction parameter S1 Receiving 57 Set value (Mechanical S2 Determining position center) S3 Determining steering angle 58 Real time steering angle 59 Steering actuator control S4 adapting the received real commands time sensor signal(s) 60 Neural network S5 transmitting steering angle 61 Input data 62 Output data S6 controlling steering actuator 63 Input layer