EA044164B1 - RAILWAY VEHICLE WITH TILTING BODY AND RAILWAY SYSTEM WITH SUCH RAILWAY VEHICLE - Google Patents

Description

Field of technology to which the present invention relates

The present invention relates to a railway system comprising a railway vehicle with a tilting body. The proposed railway vehicle can be used in railway systems with a vacuum tunnel on magnetic levitation tracks or in systems without a vacuum tunnel and on conventional rail tracks.

Prerequisites for the creation of the proposed invention

Railway vehicles are known with a tilting mechanism that provides a lateral tilt of the body to compensate for centrifugal forces when the vehicle moves along a curve. To partially compensate for centrifugal forces, tracks on curved sections are often inclined. In many railway networks, the track angle is usually limited to 8° or less. The angle of inclination depends on the speed of the vehicle, so the angle of inclination of the carriage body, depending on the speed, can be adjusted by the active roll mechanism.

As rail vehicle speeds increase and new rail vehicles are introduced into existing infrastructures, tilt angles may be required greater than existing systems can provide. In addition, existing systems will require more power to perform body tilt, which will result in increased vehicle weight due to higher power requirements and increased energy consumption.

Very high speeds are achieved by magnetic levitation vehicles in vacuum tunnel systems, and the weight and power requirements of the known inclination mechanism have a negative impact on train performance and comfort. In addition, higher demands on the tilt control system also have a negative impact on reliability and safety.

Brief description of the proposed invention

In view of the above, the object of the present invention is to provide a railway system incorporating tilting vehicles, which would have good performance, provide comfortable driving conditions and have low energy consumption.

It is also an object of the invention to provide railway vehicles with a tilting body that are easily adaptable to reliable and economical operation at both low and high speeds.

It is beneficial to create a railway system with railway vehicles with a tilting body, ensuring safety even in the event of an accident of power supply sources.

It is advantageous to be able to easily adapt a railway system to operate in a vacuum tunnel on magnetic levitation tracks at very high travel speeds while ensuring reliability and safety and low energy consumption.

The objectives of the invention were achieved by creating a system according to claim 1 of the claims.

Disclosed below is a railway system comprising a railway vehicle configured to move on a guide system, said railway vehicle including a chassis and a body supported on the chassis through a rotatable connection. In addition, the railway vehicle contains a rotary drive having an actuator and a control unit connected to the actuator and sensors for implementing rotational movement of the body relative to the chassis and controlling this movement. The body is mounted on a chassis with the possibility of rotation around an axis of rotation, which is stationary relative to the chassis, while the mass of the body is distributed in such a way that its center of gravity is located below the axis of rotation, and the rotary drive is configured to promote passive rotation of the body relative to the chassis and absorb this rotation during the account of the torque generated by the centrifugal force acting on the center of gravity of the body relative to the axis of rotation.

In one advantageous embodiment of the present invention, the rotary actuator actuator comprises at least one set of electromagnets, which are located on the body and/or chassis and are connected via a magnetic field to at least one of the ferromagnetic elements on the chassis and/or body, respectively. , with the formation of an electromagnetic motor, providing the ability to rotate the body relative to the chassis.

In one advantageous embodiment, said at least one set of electromagnets is mounted on the body.

In one advantageous embodiment, said at least one set of electromagnets is mounted on the outer periphery of the body.

In one advantageous embodiment, the electromagnets are located around the top edge of the body.

In one advantageous embodiment, the electromagnets are located around the lower edge of the body.

In one advantageous embodiment, said at least one set

- 1 044164 counter magnetic elements of the electromagnetic motor are installed on the outer housing or chassis frame.

In one advantageous embodiment, said at least one set of counter magnetic elements of the electromagnetic motor is mounted on the wall portion of the tunnel of the guide system.

In one advantageous embodiment, a railway vehicle comprises a plurality of bodies connected to each other by connecting links having a tubular portion of compliant material providing a certain degree of elastic angular displacement between adjacent bodies.

In one advantageous embodiment, the railway system further comprises a rotatable joint stop comprising a movable pin movably mounted on the body or chassis to be inserted into recesses (at least one) provided in the chassis or body, respectively. Said movable pin is actively held in the unlocked position and passively moved by a spring to a locked position in the recess, thereby limiting the amplitude of rotation of the body relative to the chassis in a fixed position.

In one advantageous embodiment, said rotatable joint stopper comprises at least one pair of movable pins.

In one advantageous embodiment, said rotary joint limiter recess comprises a shallow portion and a deep portion, wherein the shallow portion forms an arc whose angular dimension is greater than the angular dimension of the arc formed by the deep portion.

In one advantageous embodiment, said rotary connection comprises a peripheral bearing containing rollers located between the chassis and the body in an arc with an angular dimension (a) along the lower periphery of the body.

In another embodiment, the rotary connection contains a central thrust bearing aligned with the axis of rotation.

In one advantageous embodiment of the present invention, said guide system comprises a magnetic levitation path and a vacuum tunnel.

Other purposes and advantages of the invention will become clear from the claims and the subsequent detailed description with reference to the accompanying graphics (drawings).

Brief description of the attached drawings

The invention is described below with reference to the accompanying drawings, which illustrate embodiments of the invention.

In fig. 1 schematically shows a railway vehicle according to one embodiment of the present invention.

In fig. 2 schematically shows a railway vehicle according to another embodiment of the invention.

In fig. 3 schematically shows a part of a railway vehicle according to one embodiment of the invention; This shows the connection between the bodies of a railway vehicle.

In fig. 4 is a flowchart of a process for controlling the angle of a railway vehicle body according to one embodiment of the invention.

In fig. 5 is a schematic and simplified representation of a part of a railway vehicle; This shows the relative position of the axis of rotation and the center of gravity of the body.

In fig. 6 a railway vehicle according to one embodiment of the invention is shown schematically and in a simplified cross-section.

In fig. 7 is a schematic and simplified cross-sectional view of a railway vehicle according to another embodiment of the invention in a guide system.

In fig. 8 is a schematic and simplified cross-sectional view of a railway vehicle according to another embodiment of the invention; Shown here is the peripheral bearing of the vehicle body.

In fig. 9a is a schematic and simplified cross-sectional view of the body of a railway vehicle according to one embodiment of the invention; The swivel limiter is shown here.

In fig. 9b in a view similar to that shown in FIG. 9a, the rotary joint limiter is shown in the locked position.

In fig. 9c shows a schematic and simplified longitudinal section of the rotary connection limiter in the free position.

In fig. 9d in a view similar to that shown in FIG. 9c, the rotary joint limiter is shown in a locked position.

In fig. 9e in a view similar to that shown in FIG. 9c, the rotary joint limiter is shown in a partially locked position.

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Detailed description of embodiments of the present invention

The proposed railway system includes a railway vehicle 2 guided by a guide system 3 comprising a track which may be either a wheeled train track or a magnetic levitation track. In some embodiments, the guide system may include a railway tunnel 26, which may be configured, in particular, to create a vacuum (vacuum pipe) in this tunnel. Said guide systems 3, which can be used for the purposes of the invention, are themselves known and need not be described in detail here.

Thus, the invention can be practiced with various types of railway systems, including electromagnetic suspension rail or electrodynamic suspension rail operating at atmospheric pressure or under reduced pressure conditions (i.e., vacuum systems such as a vacuum train such as a vactrain or hyperloop), as well as with known railway systems, including tram and metro networks, which use wheeled vehicles whose chassis have tiltable parts.

The railway vehicle 2 has at least one chassis 4 and at least one body 5 mounted on the chassis 4 using a rotary connection 6. The body 5 is mounted on the chassis 4 with the ability to rotate relative to the chassis around the rotation axis P. The rotation axis P is in stationary or virtually stationary position relative to the chassis 4; thus, the body 5 can rotate relative to the chassis without any translational movement. It should be noted that this distinguishes the invention from known systems in which the axis of the center of rotation of the body also has a component of translational movement. One of the advantages of the invention is that it can, if necessary, fit into the railway dimensions of existing infrastructures, providing greater angular displacements of the body than conventional vehicles for operation at higher speeds or for greater ride comfort on curved sections of the track.

The chassis 4 contains an interaction body 11 with the track, which may have wheels for rolling along the rail track for wheeled trains or a magnetic levitation system for contactless interaction with the magnetic levitation track; this system can be solved in different forms, and these solutions themselves are known in the industry. The track interface may also be a combination of a wheel system with a magnetic levitation system used on different tracks, respectively at low speeds and at high speeds, which may be the case, for example, when integrating into an existing infrastructure. In addition, the chassis 4 is provided with a drive system, which may include a motor for providing driving force to the railway vehicle 2.

In addition, the railway vehicle has a power rotary drive 7 for rotating the body relative to the chassis 4 around the axis of rotation P. In one embodiment of the invention, this power rotary drive contains an electrically driven actuator 12, which is mounted on the chassis 4 and connected to the body via mechanical or electromagnetic transmission. In other embodiments, the power rotary actuator 7 includes an electrical actuator 12 containing electromagnetic motor elements 30a mounted in the body 5 and in electromagnetic interaction with mating elements 30b in the chassis 4, as shown in FIG. 6 and 8. It is possible that the electromagnetic motor response elements 30b are installed in the railway tunnel 26, as schematically shown in FIG. 7.

In addition, the power rotary drive 7 includes a control system 14 connected to sensors, which include at least a sensor for measuring the angular position of the body 5 relative to the chassis 4 and a sensor 14b for measuring centrifugal forces, this could be, for example, inertial sensor. Various position sensors known in the industry, such as optical, magnetic, capacitive or inductive sensors, or combinations thereof, can be used to measure the relative position and displacement of the body relative to the chassis. In addition, position sensors can be independent and/or integrated into the drive system. Centrifugal (inertial) sensors are also well known and do not need further description here.

The control system 14 of the power rotary drive contains a control unit 14a, 14c, which receives signals from sensors and is connected to the executive body 12 by a control circuit that seeks to reduce the centrifugal force to zero or to a value close to zero within the range of angular movement of the body relative to the chassis. The control unit may comprise, for example, a computing node 14a connected to a runtime controller 14c.

Depending on the selected parameters, the centrifugal force may not be fully compensated by the tilt value, so that the lateral force relative to the body floor may fall within the range of ±0.05 G (that is, from approximately -0.34 N-m-s' ² to + 0.34 N-m-s' ² ) or have any value that can be considered to be the permissible lateral force acting on loads or passengers in the body of a railway vehicle. The angular interval also depends on the permissible loads determined by instructions and standards, in particular, railway standards, according to which lateral and vertical loads cannot exceed 0.15 G, which sets the angular interval to ±29.6°.

In some embodiments of the invention, the body 5 is designed to rotate relative to the chassis 4 in an angular range of ±45° relative to the gravitational vertical. The angular interval depends on the maximum speed of the railway vehicle and the radius of curvature of the track along which the vehicle is traveling at that speed. The advantage of the present invention is that the angular interval is not limited and can be of the magnitude required from the point of view of rotation of the body relative to the chassis around the static axis of rotation.

To promote rotation of the body 5 and provide shock absorption to eliminate or reduce vibrations of the body relative to the chassis, a feedback control loop S1-S4 is provided. Signals from the measuring sensors are sent by S1 to the computing node, where they are processed by S3, after which they are transmitted to the controller, which converts them into commands by S4, which are received by S5 of the actuator to cause the body to rotate.

In the first embodiment of the invention shown in FIG. 1, the body 5 is connected to the chassis 4 through a rotary connection 6 having a central thrust bearing aligned with the axis of rotation P. In this embodiment, the rotary drive has an actuator 12, which contains an engine 19 connected through a transmission 21 to an element fixedly attached to the body, for example with a gear on a central shaft connected to a gearbox forming part of the transmission 21. Various mechanical and electromagnetic actuators are themselves known and can be implemented within the scope of the invention. The central thrust bearing can be made in the form of a roller thrust bearing or a lubricated sliding friction bearing; such thrust bearings are themselves known in the industry and do not need further description.

In the second embodiment of the invention, illustrated in FIG. 2, the rotary connection 6 has a peripheral thrust bearing that interacts with the tubular part of the body 5, for example with the tubular body of the body 5. In this embodiment, adjacent bodies 5 are connected by an interbody connecting link 9, which can be movable, in particular, an elastically movable connecting link, allowing adjacent bodies rotate relative to each other at a certain angle to take into account the changing body roll depending on the centrifugal forces acting on them. The interbody connecting link 9 may comprise a reinforced tubular connecting element made of an elastomeric material with reinforcing fibers therein to limit the elastic deformation of the connecting link to a predetermined interval. Example of suitable material: rubber-containing material reinforced with aramid fiber or metal rods. Relative rotation of bodies arising from differences in angles can be achieved by twisting such material or, for example, on radial shaft seals.

The peripheral bearing 17 may advantageously include rollers 17a, they are mounted on the lower part of the chassis 4, and a body 5 is mounted on them. The body 5 has a cylindrical portion (has axial symmetry with respect to the axis of rotation P) extending at least partially over the lower part of the body to an angle α, which provides the ability to rotate the body to a given maximum angle of inclination. The bearing surface 17b on the body 5 may be provided with a coating of a material of increased hardness and rollers with a complementary surface, which may have the same or lower hardness, so that low wear and high durability are ensured. In one embodiment, the rollers are fixedly connected to the body 5 and roll along a complementary support surface fixed to the chassis, however, this solution does not provide the same advantages as in the first embodiment.

In yet another embodiment of the invention, instead of rollers, a pneumatic or magnetic cushion is used in the peripheral thrust bearing, providing virtually contactless support of the body 5 on the chassis 4. The pneumatic support cushion can be adjusted, increasing the pressure when centrifugal force occurs and allowing the body to rotate relative to the chassis with a low coefficient of friction . The invention also covers the combination of rollers with a pneumatic cushion. It may be noted that a magnetic cushion may also be used to reduce friction or to remove the body from contact with the chassis as the body rotates relative to the chassis.

In one aspect of the invention, the center of gravity CG of the body 5 is located below the axis of rotation P of the body 5. A vehicle that has entered a curved section of the path is acted upon by a centrifugal force, which, when applied to the body, generates a torque relative to the axis of rotation, tilting the body relative to the chassis to the side eliminating lateral forces acting on the contents of the body. In the absence of friction between the body and chassis during rotational motion, the centrifugal force acting on the center of gravity would provide full compensation for the centrifugal force, eliminating lateral forces acting on passengers or cargo in the body. However, due to friction and inertial forces arising from changes in track height or unevenness, the rotary actuator, receiving information from position sensors and inertial sensors, helps rotate, overcoming the friction forces,

- 4 044164 and absorbs vibrations in the rotational movement of the body, and also reduces excess acceleration from inertial forces. For passenger comfort when traveling, it is also important to reduce not only acceleration, but also the jerks that occur when acceleration changes. The shock-absorbing and reinforcing function of the swing drive also serves to control the return of the body to a neutral or vertical position when exiting a curved track. Thus, the rotary drive 7 requires less power to carry out such actions than a fully active tilt system, since the main rotating force is provided by the centrifugal force acting on the body. Compared to prior art tilting systems, the lower power required to perform tilting also results in lower weight and lower power consumption, both of which provide benefits in terms of productivity and energy savings.

As can be seen in FIG. 6, the rotary actuator 12 includes an electromagnetic motor jointly formed by the body 5 and the outer body or frame 15 of the support portion 13 of the chassis 4. In another embodiment, which is illustrated in FIG. 7, the rotary drive includes an electromagnetic motor jointly formed by the body 5 and the railway tunnel portion 26 of the guide system 3, for example, the upper tunnel wall portion 26a.

The actuator includes electromagnets 30a mounted on the body 5, for example, along the outer periphery of the upper part of the wall of the body 5, as shown in FIG. 6, 7 and 8, and these electromagnets are connected to the control system 14. The electromagnets 30a are connected via a magnetic field to magnetic elements 30b located on the housing 15 or on the tunnel wall 26. Permanent magnets or electromagnets can be used as magnetic elements 30b. It is possible that the magnetic elements 30b are made of a soft magnetic material, forming, together with the electromagnets 30a, a synchronous reluctance motor. The electromagnets 30a interacting with the magnetic elements 30b through the air gap form a motor capable of generating a torque about the rotation axis P of the body.

In preferred embodiments of the invention, the motor elements mounted on the body are configured as electromagnets connected to a rotary drive control unit installed in the railway vehicle 2, so that active tilt control is performed directly by a control unit located in the railway vehicle. In the embodiments illustrated in FIGS. 6 and 8, both components (30a and 30b) of the rotary motor are located in the railway vehicle, so the electromagnets can be located on the body 5 or on the outer body or frame 15 of the chassis 4, or on both the body 5 and the outer body or frame 15 chassis 4.

It is possible that the engine elements of the actuator 12 of the rotary drive 7 are also located in the lower part of the body along the periphery of its cross section, for example, next to the peripheral thrust bearing, being built into it, or separated from it.

In embodiments such as illustrated in FIGS. 7, in the case where the electromagnetic motor response elements 30b are installed on the railway tunnel 26, they can be designed as electromagnets that are driven only in the sections through which the train passes, similar to the case for hovercrafts, where the electromagnets are switched on in series along the path of movement of the vehicle.

As shown in FIG. 9a-9e, the railway vehicle may have a rotary joint limiter 8, which limits the amplitude of rotation of the body relative to the chassis, in particular, in the event of a power supply failure for the rotary drive. In order to avoid sharp vibrations of the body in the event of a power supply failure for the rotary drive, it is advisable to fix the position of the body relative to the chassis. In addition, the rotary joint limiter 8 can be used to prevent excessive rotation of the body relative to the chassis in the event of a malfunction of the rotary drive. As can be seen in FIG. 9a-9e, the rotary joint limiter 8 may include movable pins 16 configured to be inserted into the recess 22, the pins and their corresponding recess being provided on the body and chassis, respectively. Each movable finger slides and is deflected by a spring 18 towards the recess and is connected to an electromagnetic, pneumatic or hydraulic actuator configured to hold the finger 16 outside the recess. After the power supply to the tilt actuator is lost, the pin actuator is turned off and the spring inserts the movable fingers into the recess 22.

It is advantageous to have a solution where the recess 22 has a shallow portion 22a extending along an arc with angular dimension β, for example, in the range from 40 to 120°, and a deep portion 22b formed within the shallow portion 22a and extending along an arc with angular dimension φ, which is less than angle β.

As can be seen in FIG. 9a, in the event of a failure of the power supply when the vehicle moves along a curve, the body makes a rotational movement, leaving the middle position, and in order to enable movement at high speed, two movable pins 16 are inserted into

- 5 044164 recess 22, with one pin, namely 16b, fitting directly into the deep portion 22b of the recess, and the other pin, 16a, fitting into the shallow portion 22a of the recess. This prevents uncontrolled rotation of the body at an angle exceeding the permissible value, and as soon as the vehicle enters a straight section of the track, leaving the curve, the body itself comes to a vertical position and at this moment both fingers enter the deep part 22b of the recess, as shown in Fig. . 9b. This ensures the vertical position of the body relative to the chassis 4 and prevents further rotation of the body.

As can be seen in FIG. 9a, there may be a single pair of fingers, but more than one pair of fingers may be provided, as shown in FIG. 9b. In addition, it is within the scope of the invention that a solution can be provided when there is more than one recess. In particular, each finger can interact with its own recess, separated from other recesses.

As best illustrated in FIG. 9d, the free end of the pin is equipped with a shock-absorbing element 24 made of rubber or other elastic material, which reduces the impact when the pin enters a deep or shallow part of the recess. The pins may be made of steel or other material such that the cross-section of the pin and the strength of the material are sufficient to withstand the impact of entering the recesses as the body rotates relative to the chassis.

Rotary joint limiters are activated during normal operation of the railway vehicle, for example, at low speeds on long and straight sections of track, or when stationary, when the vehicle is disconnected from power, and the body is locked against the chassis.

Although not illustrated in the drawings, the body-chassis connection may be further provided with mechanical dampers to dampen vibration of the body relative to the chassis in addition to the electromagnetic vibration damping provided by the rotary drive.

List of reference designations:

- railway system

- railway vehicle

- guiding system

- railway track

- chassis

- drive system

- engine

- body (for transporting goods and/or passengers)

- swivel connection

- thrust bearing

- central thrust bearing

- power rotary drive

- rotary connection limiters

- interbody connecting link

- organ of interaction with the path (wheels, magnetic cushion)

- executive agency

- support part for the body

- control system

14a, 14c - control unit

14b - sensor(s)

- outer casing or frame

- movable finger

- peripheral thrust bearing a - rollers b - bearing surface of the roller

- spring

- engine

- finger actuator

- transmission

- recess

22a - shallow section of the recess

22b - deep recess section

- shock-absorbing element

- railway tunnel

26a - upper wall part of the tunnel

30a - elements of an electromagnetic motor

30b - counter elements of the electromagnetic motor

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Claims (14)

- electromagnetic executive body 30b - counter elements of the electromagnetic motor CLAIM 1. A railway system (1), including a railway vehicle (2) configured to move along a guide system (3), wherein said railway vehicle includes a chassis (4) and a body (5) supported on the chassis (4) through rotary connection (6) with the possibility of rotation, while the railway vehicle (2) is also equipped with a power rotary drive (7) containing an actuator (12) and a control system (14) connected to the actuator (12) and with sensors for implementation of the mentioned rotation of the body (5) relative to the chassis (4) and control over this rotation, characterized in that the body (5) is fixed to the chassis (4) through a rotary connection (6) with the possibility of rotation around the axis of rotation (P), which is relative to the chassis (4) is stationary, and the mass of the body is distributed in such a way that the center of gravity (CG) of the latter is located below the axis of rotation (P), and the power rotary drive (7) is configured to promote passive rotation of the body relative to the chassis and absorb this rotation due to torque generated by the centrifugal force acting on the center of gravity of the body relative to the axis of rotation (P), while the actuator (12) of the power rotary drive (7) contains at least one set of electromagnets (30a) installed either on the body or on chassis and in magnetic communication with at least one set of mating elements (30b) mounted on either the chassis or the body, respectively, together forming an electromagnetic motor configured to cause the body to rotate relative to the chassis. 2. The railway system according to claim 1, wherein said at least one set of electromagnets is mounted on the body. 3. The railway system according to claim 2, wherein said at least one set of electromagnets is mounted on an outer periphery of the body. 4. The railway system according to claim 3, wherein said electromagnets are located around the upper edge of the body. 5. The railway system according to claim 3, wherein said electromagnets are located around the lower edge of the body. 6. The railway system according to any one of claims 1 to 5, in which said at least one set of counter elements (30b) of the electromagnetic motor is mounted on the outer housing or frame (15) of the chassis (4). 7. The railway system according to any one of claims 1 to 5, in which said at least one set of counter elements (30b) of the electromagnetic motor is mounted on the wall part of the tunnel (26) of the guide system. 8. The railway system according to any one of claims 1 to 7, in which the railway vehicle contains a plurality of bodies (5) connected by connecting links (9) having a tubular section of pliable material providing a certain degree of elastic angular displacement between adjacent bodies. 9. The railway system according to any one of claims 1 to 8, additionally equipped with a rotary joint limiter (8), containing at least one movable pin (16) mounted on the body and/or chassis, and configured to movably interact with the with at least one recess, respectively, made in the chassis and/or in the body, wherein said movable pin is configured to be actively actuated to ensure an unlocked position and can be passively moved by means of a spring (18) to be inserted into said recess with for the purpose of ensuring a locked position, wherein said recess is configured to limit the amplitude of the angular displacement of the body relative to the chassis and/or block the displacement of the body relative to the chassis in a stationary position. 10. The railway system of claim 9, wherein said rotatable joint stopper comprises at least one pair of movable pins. 11. The railway system according to any one of claims 9 or 10, wherein the recess (22) of the rotary joint limiter has a shallow portion (22a) and a deep portion (22b), wherein the shallow portion forms an arc whose angular dimension is greater than the angular dimension of the arc , formed by the deep section (22b). 12. The railway system according to any one of claims 1 to 11, in which the rotary connection (6) includes a peripheral bearing (17) containing rollers (17a) located between the chassis and the body in an arc with an angular dimension (α) along the lower periphery of the body . 13. The railway system according to any one of claims 1 to 11, in which the rotary joint (6) contains a central thrust bearing aligned with the axis of rotation (P). 14. The railway system according to any one of claims 1 to 12, wherein said guide system -