EP0184960A1 - System und Arbeitsweise zur Dämpfung von überlagernden Schwingungen von Schienenfahrzeugen - Google Patents

System und Arbeitsweise zur Dämpfung von überlagernden Schwingungen von Schienenfahrzeugen Download PDF

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Publication number
EP0184960A1
EP0184960A1 EP85402348A EP85402348A EP0184960A1 EP 0184960 A1 EP0184960 A1 EP 0184960A1 EP 85402348 A EP85402348 A EP 85402348A EP 85402348 A EP85402348 A EP 85402348A EP 0184960 A1 EP0184960 A1 EP 0184960A1
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EP
European Patent Office
Prior art keywords
damper
movement
bogie
movements
yaw
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP85402348A
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English (en)
French (fr)
Inventor
Pierre Vacher
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ANF Industrie
Original Assignee
ANF Industrie
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Filing date
Publication date
Application filed by ANF Industrie filed Critical ANF Industrie
Publication of EP0184960A1 publication Critical patent/EP0184960A1/de
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to the rail passenger vehicle industry.
  • the oscillatory movements of the body, and the yaw in particular, are mainly excited by the oscillatory movements (or not) that the bogies make on the track.
  • a railway vehicle is mainly disturbed by a yaw movement; rotational movement of the bogie frame around a vertical axis materialized or not by the pivot. This movement originates from the transverse construction clearance which exists between the axle and the track, clearance necessary so as not to impose too narrow tolerances for the laying of the rails and the machining of the wheel treads.
  • the surface of the tire in contact with the rail has a slightly conical shape, so that the wheel whose flange is closest to the rail rolls on a diameter larger than the opposite wheel.
  • the axle performs a rotating movement in the horizontal plane, which results in moving the nearest wheel away from the rail and bring the rail closer to the opposite wheel.
  • the axle thus performs so-called yaw oscillations.
  • a railway vehicle is also subjected to other oscillatory movements such as rolling movement (rotary around the longitudinal axis of the vehicle), pitching (rotary around the horizontal transverse axis), tilting (vertical translation) and dangling (lateral translation).
  • the present invention relates in particular to the rapid damping of yaw movements, this is why it will mainly be a question in what follows of the transverse oscillations of the body, but it can be applied to the damping of other oscillatory movements of the body .
  • the current remedy consists in introducing shock absorbers linked to the body on the one hand, to the bogies on the other hand.
  • the damping action of the yaw movements of the body obtained using these shock absorbers is directed transversely, in principle, and is exerted at the attachment points on the body, that is to say near each of the two bogies, the force developed at these attachment points being generally increasing (this is the case with hydraulic shock absorbers in particular) with the relative speed of the attachment points on the body and on bogies of each shock absorber and opposite to the movement .
  • Shock absorbers have a value constant tare and cannot therefore respond optimally to all the random movements of the body with respect to the bogie.
  • the shock absorbers currently used calm the movement or on the contrary they excite it.
  • the shock absorber exerts an action harmful
  • the object of the present invention is to remedy this drawback, by means of a system such that the shock absorber produces its damping action only when this action is indeed of a nature to calm the yaw movement of the body, and not when this action would excite the yaw movement.
  • the present invention makes it possible to obtain better damping than that of the systems currently currently in service, with simple, reliable and easily achievable means, requiring no external energy source.
  • the method according to the invention for calming parasitic movements, in particular yaw movements, by means of shock absorbers interposed between a bogie and the body of a car, is characterized in that said shock absorbers are inoperative during the periods where the action of these shock absorbers would be harmful and, particularly during the periods when the bogies are themselves animated by parasitic movements in the same direction as those of the body and, in particular, by parasitic movements in the same direction and of greater speed than those of the cash register.
  • the shock absorbers are only passive (energy dissipators) but their action can be neutralized (in the case of an all-or-nothing system), or reduced, possibly until neutralized (in the case of '' a continuously variable or stepwise system).
  • the system comprises: at least one accelerometer placed at one of the body ends and whose sensitive axis is transversely oriented a system for detecting the direction of relative movements of the body and the bogie; a circuit for processing and amplifying the electrical signals supplied by the accelerometer; a passive shock absorber interposed between a bogie and the body; and a controlled device for attenuating or neutralizing the action of said damper, said device being controlled both by the signals supplied by the accelerometer to said processing circuit and by the signals emitted by said fa esson q ue direction detecting system amortissemept the action of said shock absorber is canceled or at least reduced when said action would act against time.
  • a hydraulic damper is preferably used, but it is also possible to use a damper of the electromagnetic type or even of the friction type with pneumatic control.
  • FIG. 1 There is shown in Figures 1 and 2, the body 2 of a railway vehicle mounted, via a secondary suspension 4, on bogies 6 whose wheels 8 roll on rails IO.
  • a shock absorber 12 such as a hydraulic shock absorber, is mounted transversely, in a conventional manner, between an attachment point 14, secured to the body 2, and an attachment point 16, secured to the chassis of the bogie 6, which receives the end of the rod 17 of the damper.
  • the determination of the yaw in order to control the system according to the invention, can be made using a single accelerometer 18 placed at one of the ends of the case and the output signal of which is filtered, then processed as it will be indicated in connection with FIG. 3.
  • the accelerometer 18 is, of course, placed so that it is sensitive to the horizontal accelerations of the body: it is therefore placed on the body floor 20 or on a parallel plane, the sensitive axis being oriented transversely (perpendicular to the track).
  • the body yaw movement can be better understood by two accelerometers 18, 18 'placed at the body ends and symmetrically with respect to the body of the body, the orientation always being that indicated above.
  • the output signals from the front accelerometer and the rear accelerometer are added to each other (or subtracted according to sign conventions).
  • Such an arrangement makes it possible to overcome movements of dangling-rolling (movement lateral translation and rotation around the longitudinal axis of the body) to the extent of course that the body in question has no particular propensity to perform dangling-rolling movements. It is this arrangement which has been retained in the block diagram of FIG. 3.
  • the signal leaving the accelerometer (s) 18, 18 ′ is transmitted to a processing circuit 22 which may include, at the input, a filter 24 whose bandwidth essentially comprises the frequencies of the yaw checkout.
  • the signal after possible filtration, is integrated into an integrator circuit 26, to go back to the speed information; it can also, for reasons of simplicity, be derived, since the only significant signal sought is the fundamental frequency of the yaw and more precisely the phase quadrature signal of this fundamental.
  • the processing circuit 22 can include an amplifier 28.
  • the shock absorber system can be placed at the level of a single bogie per box and in this case be single per box or else be split, as shown in FIG. 3, and act both at the level of the front bogie and at the level of the bogie back of each box.
  • the front shock absorber system 12 and the rear shock absorber system 12 are supplied by signals in phase opposition, or opposite signs when the control current is not modulated by an external signal at fixed frequency.
  • control signals intended for the front damping system 12 are taken from an output 30 of the amplifier 28, while the control signals intended for the rear shock absorber system 12 ′ are taken from an output 30 ′ of the amplifier 28.
  • the system according to the invention also comprises a device for neutralizing (or attenuating) 32 the damping action of the shock absorbers.
  • this device 32 has simply been represented as being constituted by two switches 34, 34 ′ interposed respectively on the control circuit of the front 12 and rear 12 shock absorber systems.
  • the system according to the invention comprises a relative direction of movement detector between body and bogie 36 comprising, in the case shown in FIG. 3, an individual detector 38 and 38 'for each of the front and rear shock absorbers 12, 12'.
  • each of these detectors 38, 38 ′ has been shown as being mounted on the rod 17, 17 ′ of the damper 12, 12 ′, the end of this rod being fixed to the attachment point 16, 16 'on the bogie, while the other end of the shock absorber is fixed to the attachment point 14, 14' on the body as seen in connection with FIG. 1.
  • Each detector 38, 38 ' transmits its signal representative of the relative movement between body and bogie, by a circuit 40, 40' (electric or hydraulic), to the corresponding neutralization device 34, 34 '.
  • each neutralization device has the function of "disengaging" the associated damper 12, this neutralization device being controlled both by the signals supplied by the accelerometer (s) 18, 18 'and by the detector direction of movement between body and associated bogie 38, so as to neutralize the damping action of the shock absorber when this action occurs against time and would result in exciting yaw movements of the body.
  • the shock absorber exerts its normal damping action only during the periods when this action is indeed of a nature to calm the oscillatory yaw movements of the body.
  • FIGS. 4a to 4c show a hydraulic damping system constituted by a conventional hydraulic damper, comprising a cylinder 42, a piston 44 separating the cylinder into two chambers C 1 , C 2 , a rod 17, and attachment points 14 and 16 on the body and on the bogie.
  • the two chambers C 1 , C 2 can be selectively isolated or joined by a hydraulic shunting circuit 46.
  • This circuit comprises two branches in parallel 48 1 , 48 2 each of which is provided with a check valve -return NR 1 or NR 2 and an electro-valve EV 1 , EV 2 .
  • the two non-return valves NR ,, NR 2 are oriented in opposition and the two electro-valves always take configurations in opposition (EV 1 being open when EV 2 is closed and vice versa).
  • the direction of movement detector (38, 38 ', FIG. 3) is integrated in the derivative hydraulic circuit 46, the output signal of the treatment circuit 22 (that is that is to say the signal from the accelerometers 18, 18 ′ after filtration, integration and tilting) being used to tilt the electro-valves EV ,, EV 2 which constitute the neutralization devices 34, 34 ′ of FIG. 3.
  • Figure 4 shows the four combinations of the body movement and the shock absorber (the latter movement being that of approaching or moving the body away from the bogie).
  • the body moves from starboard to port (see Figure 5).
  • the output signal from the accelerometers puts EV 1 and EV 2 in the configuration shown.
  • the damper 12 is compressed, that is to say that there is transfer of liquid from the chamber C 1 to the chamber C 2 .
  • this transfer cannot take place either through the branched line 48 1 (because of the presence of NR 1 ) or through the branched line 48 2 (because of EV 2 which is closed).
  • the shock absorber therefore functions normally as a shock absorber and resists yaw movement.
  • the front of the body performs a port-to-starboard movement, so that the signal produced by the accelerometer reverses and the electro-valves EV 1 , EV 2 reverse their positions (relative in configurations 4a and 4b).
  • Case 4c is analogous to case 4b.
  • the bogie also moves to starboard, like the body, but more quickly than this, that is to say that the shock absorber compresses.
  • an action of the shock absorber would increase the movement of the body, but as seen in fig. 4c, the transfer of liquid from C l to C 2 can be done, without braking, by the derivative pipe 48 2 , through NR 2 and EV 2 .
  • the action of the shock absorber which would have been harmful has been neutralized and that, in summary, the effect of the shock absorber is only exerted if this effect calms the yaw movement.
  • the output signals 30 and 30 ′ are only modulated in sign, their amplitude being constant.
  • a chain can be produced analogically in a very simple manner by using a pendulum whose movable member as an accelerometer. drives a tachometer generator. The natural frequency of the pendulum is adjusted to the average frequency of the yaw and the pendulum then performs in operation, a movement which is like the yaw movement of the body.
  • the signal delivered by the tachometric generator is not only representative of the direction of movement but also of the yaw speed parameter, which signal is processed in the processing circuit 22.
  • an electromagnetic damper which is shown in FIGS. 6 and 7 is used, instead of a hydraulic damper.
  • This damper essentially comprises a piston shoe 50 made of steel, sliding in two stirrups 52 made of non-magnetic stainless steel fixed on a casing 54, into which the electromagnet part is incorporated.
  • the non-magnetic stainless steel casing 54 provides mechanical protection for the coil unit 56 and the maintenance of the electrical connections connected to the power cables.
  • the coil block 56 is completely insulated and its sealing against the ingress of moisture is provided, leaving only the electrical power supply terminals 58 to appear at the output.
  • two welded rings 58, 58 ′ of steel serving as housing for two elastic or ball joints 14, 16, allow the shock absorber to be fixed under the body and on the bogie.
  • the effort can therefore be dosed in proportion to the absolute speed (transverse) of the body.
  • this detector can be constituted by a sleeve 60, electrically insulated, sliding on the shoe piston 50 and driven by friction, according to the direction of movement of the shoe piston, towards one or the other of two stops 62, 62 'very close together, also electrically insulated, and integral with the stirrups 52.
  • the closing of an electrical circuit (38, 38' in Figure 3) involving one or the other of these stops lets you know the direction of movement.
  • the intensity of the braking force is practically independent of the relative movement of parts 50 and 52-54: it is essentially determined by the excitation current of the electro- magnet.
  • FIGS 9 and 10 show a shock absorber with pneumatic control applicable to the invention.
  • the shock absorber comprises a piston 64, made of steel, sliding between two friction linings 66 fixed on two jaws 68 inserted in a box 70.
  • Fasteners 58, 58 ′ allow the shock absorber to be fixed to the box and to the bogie.
  • a membrane 72, placed on each side of the jaws 68 makes it possible to achieve the desired pressure on the piston 64 by the admission of air, through pipes 74, as a function of the signals supplied by the accelerometers and the direction detector.
  • the direction detector can be analogous to that which has been described in connection with FIG. 8.
  • an electro-valve controlled by the output signal purges the air supply of the shock absorber whose piston then moves freely.
  • the shock absorber acts only intermittently, and only when its action is likely to calm the yaw.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP85402348A 1984-12-03 1985-11-29 System und Arbeitsweise zur Dämpfung von überlagernden Schwingungen von Schienenfahrzeugen Withdrawn EP0184960A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8418377A FR2574036A1 (fr) 1984-12-03 1984-12-03 Procede et systeme d'amortissement des mouvements parasites des vehicules ferroviaires
FR8418377 1984-12-03

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2593455A1 (fr) * 1986-01-29 1987-07-31 Hitachi Ltd Dispositif de controle des vibrations pour vehicules.
DE3711907A1 (de) * 1987-04-08 1988-11-10 Gutehoffnungshuette Man Gleisbogenabhaengige wagenkastenneigungssteuerung fuer luftfeder-drehgestelle
EP0334412A1 (de) * 1988-03-18 1989-09-27 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Kontrollvorrichtung der dynamischen Beanspruchung eines Fahrzeugaufbaus durch eine Rollebene, insbesondere für ein Schienenfahrzeug
WO1989012565A1 (fr) * 1988-06-24 1989-12-28 Durand Charles Rene Dispositif d'application de force sur la caisse d'un vehicule ferroviaire, pour l'inclinaison de caisse ou la stabilisation transversale du vehicule
FR2633577A1 (fr) * 1988-07-01 1990-01-05 Durand Charles Procede et dispositif pour la stabilisation transversale des vehicules ferroviaires sur les trajets sinueux
US5775230A (en) * 1994-12-05 1998-07-07 Fiat-Sig Schienenfahrzeuge Ag Guidance system and process for controlling the lateral inclination on a rail vehicle
WO1999054704A1 (en) * 1998-04-17 1999-10-28 Koni B.V. System for monitoring the working of rotation or roll dampers
EP1138568A1 (de) * 2000-03-31 2001-10-04 FIAT FERROVIARIA S.p.A. Aktive Vorrichtung zur Begrenzung des Gierens für ein Schienenfahrzeug

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2632260B1 (fr) * 1988-06-03 1990-08-31 Durand Charles Procede et systeme d'amortissement des mouvements oscillatoires des vehicules ferroviaires

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1933893A1 (de) * 1968-07-31 1970-02-19 Soeiete d*Applications Generales d'Electricite et de Mfecanique Sägern ,Paris Auf einer Bahn fahrende Fahrzeuge
FR2066189A5 (de) * 1969-10-18 1971-08-06 Sumitomo Metal Ind
US3614931A (en) * 1969-05-12 1971-10-26 Franklin P Adler Hydraulic sway stabilizer
CH521872A (de) * 1969-02-26 1972-04-30 Schenkir Dipl Ing Ludwig Einrichtung zum Stabilisieren der Querbewegungen zwischen dem Drehgestell und dem Wagenkasten eines Schienenfahrzeuges
FR2157161A5 (de) * 1971-10-20 1973-06-01 Sncf
US3842753A (en) * 1973-08-03 1974-10-22 Rohr Industries Inc Suspension dampening for a surface support vehicle by magnetic means
FR2234169A1 (fr) * 1973-06-19 1975-01-17 Acec Dispositif contre les mouvements de lacet d'un bogie ferroviaire a grande vitesse
US3918369A (en) * 1972-05-12 1975-11-11 Sumitomo Metal Ind Roll stabilized pneumatically sprung railway car
FR2312402A1 (fr) * 1975-05-28 1976-12-24 Nicoli Jacques Dispositif automatique de surveillance et de controle de la stabilite des elements d'une rame circulant a vitesse elevee
US4228741A (en) * 1977-12-22 1980-10-21 Paxton & Vierling Steel Co. Automatically releasing stabilizer

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1933893A1 (de) * 1968-07-31 1970-02-19 Soeiete d*Applications Generales d'Electricite et de Mfecanique Sägern ,Paris Auf einer Bahn fahrende Fahrzeuge
CH521872A (de) * 1969-02-26 1972-04-30 Schenkir Dipl Ing Ludwig Einrichtung zum Stabilisieren der Querbewegungen zwischen dem Drehgestell und dem Wagenkasten eines Schienenfahrzeuges
US3614931A (en) * 1969-05-12 1971-10-26 Franklin P Adler Hydraulic sway stabilizer
FR2066189A5 (de) * 1969-10-18 1971-08-06 Sumitomo Metal Ind
FR2157161A5 (de) * 1971-10-20 1973-06-01 Sncf
US3918369A (en) * 1972-05-12 1975-11-11 Sumitomo Metal Ind Roll stabilized pneumatically sprung railway car
FR2234169A1 (fr) * 1973-06-19 1975-01-17 Acec Dispositif contre les mouvements de lacet d'un bogie ferroviaire a grande vitesse
US3842753A (en) * 1973-08-03 1974-10-22 Rohr Industries Inc Suspension dampening for a surface support vehicle by magnetic means
FR2312402A1 (fr) * 1975-05-28 1976-12-24 Nicoli Jacques Dispositif automatique de surveillance et de controle de la stabilite des elements d'une rame circulant a vitesse elevee
US4228741A (en) * 1977-12-22 1980-10-21 Paxton & Vierling Steel Co. Automatically releasing stabilizer

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2593455A1 (fr) * 1986-01-29 1987-07-31 Hitachi Ltd Dispositif de controle des vibrations pour vehicules.
DE3711907A1 (de) * 1987-04-08 1988-11-10 Gutehoffnungshuette Man Gleisbogenabhaengige wagenkastenneigungssteuerung fuer luftfeder-drehgestelle
EP0334412A1 (de) * 1988-03-18 1989-09-27 So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. Kontrollvorrichtung der dynamischen Beanspruchung eines Fahrzeugaufbaus durch eine Rollebene, insbesondere für ein Schienenfahrzeug
WO1989012565A1 (fr) * 1988-06-24 1989-12-28 Durand Charles Rene Dispositif d'application de force sur la caisse d'un vehicule ferroviaire, pour l'inclinaison de caisse ou la stabilisation transversale du vehicule
US5170716A (en) * 1988-06-24 1992-12-15 Anf-Industrie Device for applying a force to the underframe of a railway vehicle, for the inclination of the underframe or the transverse stabilization of the vehicle
FR2633577A1 (fr) * 1988-07-01 1990-01-05 Durand Charles Procede et dispositif pour la stabilisation transversale des vehicules ferroviaires sur les trajets sinueux
US5775230A (en) * 1994-12-05 1998-07-07 Fiat-Sig Schienenfahrzeuge Ag Guidance system and process for controlling the lateral inclination on a rail vehicle
WO1999054704A1 (en) * 1998-04-17 1999-10-28 Koni B.V. System for monitoring the working of rotation or roll dampers
US6820460B1 (en) 1998-04-17 2004-11-23 Koni B.V. System for monitoring the working of rotation or roll dampers
EP1138568A1 (de) * 2000-03-31 2001-10-04 FIAT FERROVIARIA S.p.A. Aktive Vorrichtung zur Begrenzung des Gierens für ein Schienenfahrzeug

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Publication number Publication date
FR2574036A1 (fr) 1986-06-06

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