EP0819078B1 - Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails - Google Patents

Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails Download PDF

Info

Publication number
EP0819078B1
EP0819078B1 EP96908143A EP96908143A EP0819078B1 EP 0819078 B1 EP0819078 B1 EP 0819078B1 EP 96908143 A EP96908143 A EP 96908143A EP 96908143 A EP96908143 A EP 96908143A EP 0819078 B1 EP0819078 B1 EP 0819078B1
Authority
EP
European Patent Office
Prior art keywords
transverse
cylinder
valve
pressure
damping
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.)
Expired - Lifetime
Application number
EP96908143A
Other languages
German (de)
English (en)
Other versions
EP0819078A1 (fr
Inventor
Gundolf Birkhahn
Manfred DÜSING
Karl Lengl
Yvan LÜ
Wolfgang Schäfer
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.)
Talbot & Co KG GmbH
Bosch Rexroth AG
Original Assignee
Talbot & Co KG GmbH
Talbot & Co KG GmbH
Mannesmann Rexroth AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Talbot & Co KG GmbH, Talbot & Co KG GmbH, Mannesmann Rexroth AG filed Critical Talbot & Co KG GmbH
Publication of EP0819078A1 publication Critical patent/EP0819078A1/fr
Application granted granted Critical
Publication of EP0819078B1 publication Critical patent/EP0819078B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the invention enters a device for compensating for a rail vehicle acting transverse forces according to the preamble of claim 1.
  • the compensation device described therein against centrifugal forces in the following transverse compensation device called, comprises two, mounted in a rail vehicle chassis frame, each other opposite double-acting cylinders, the working chambers of which cross each other are connected. Both system branches are connected to a common air pressure reservoir Can be connected via switchable reusable valves.
  • the facility provides the car body when driving through bends in the middle of the chassis, if centrifugal forces Attempt to push car body to the outside of the bow and works in dependence from the measured amount of lateral displacement.
  • the cross suspension is in one pneumatic variant due to the compressibility of the cylinder filling, in hydraulic or electromotive variants with additional air or gas cushions. Consequently the transverse suspension hardens with every lateral deflection because of it system pressure then inevitably increases.
  • Another cross compensation device known from DE-OS 40 40 047 is used, among other things, in wagons and power cars of railway trains.
  • the above-mentioned version has a hydraulic or pneumatic cylinder, which with its an effective section, for example the cylinder, engages the bogie during the other effective section, in this case the piston, is articulated on the car body.
  • the effective axis of the cylinder is transverse to the longitudinal axis of the rail vehicle arranged.
  • such trains are equipped with a body inclination system, via which the body can be inclined in an arc depending on the radius of curvature of the curve and the driving speed in such a way that as little lateral forces act on the passenger. Based on the maximum possible lateral acceleration on the passenger without sacrificing driving comfort, this technology therefore enables significantly higher bow speeds than with trains that are equipped with a conventional chassis.
  • the body can be actively moved laterally relative to the bogie by a transverse compensation device.
  • the roll compensation of the car body can be set to a predetermined (target) position with the transverse compensation device.
  • the roll axis is the virtual axis of rotation running parallel to the longitudinal direction of the vehicle, about which the car body rotates when traveling on bends due to the centrifugal force acting on it and possibly due to the effect of the car body inclination system.
  • the aim is to set the roll position approximately at the seat height or, more precisely, at the stomach level of the passenger. This ensures that the wellbeing of the passenger is not adversely affected by centrifugal forces, even at high bow speeds.
  • the invention has for its object a device for compensation the transverse forces acting on a rail vehicle with a transverse suspension create a one with minimal device engineering effort even when traveling through bends high driving comfort guaranteed and a controlled deflection of the car body the chassis center enables.
  • the car body is inclined to the outside of the arc essentially only because of the quasi-static centrifugal forces.
  • An additional inclination caused by the dynamic vibrations is largely prevented by the cross spring system.
  • the clearance profile, which determines the maximum inclination of the car body, is not violated by the deflection effect of the dynamic vibrations.
  • the transverse suspension thus allows driving at higher cornering speeds without violating the clearance profile. In addition, excessively high lateral accelerations are effectively buffered.
  • the transverse suspension is designed as a passive system with a hydraulic accumulator, preferably a gas accumulator.
  • a hydraulic accumulator For certain driving conditions, for example when driving straight ahead, it may be advantageous to switch off the transverse suspension.
  • the connection to it can be designed to be shut off.
  • both accumulators can be temporarily connectable to one another.
  • the transverse compensator is designed with at least one cylinder, preferably two cylinders, one cylinder chamber of which can be controlled via a hydraulic circuit, while the other cylinder chamber is connected to a hydraulic accumulator.
  • Driving comfort can be further increased if the transverse suspension has a damping device is assigned, preferably as a throttle valve with a variable orifice cross section is trained. Through this training can be at separate transverse vibration dampers required in conventional systems will. It is particularly advantageous to use the characteristic curve of the damping device mentioned depending on the acting lateral acceleration, the momentary Vehicle speed, route or track quality and / or vehicle loading to make changeable.
  • a bypass line with a check valve is provided, which build up pressure in Cylinder bypassing the damping device of a cylinder allowed, so that Damping valve only works in one flow direction.
  • the effective area in the cylinder space can be varied by the measure of forming a reduction body in the cylinder space, which plunges into a correspondingly shaped piston recess when the piston moves.
  • the piston surface in the cylinder space and the piston surface in the annular space are thus matched to one another. It is possible to use a pump with a comparatively high system pressure, which is required anyway, for example, to control the active body tilt system.
  • a single pump can thus be used for different hydraulic systems of the rail vehicle; it can e.g. B. also supply the hydraulic accumulator. With a pressure reducing valve between the pump and the hydraulic cylinder, a predetermined pressure can be set in a supply line to the hydraulic cylinder.
  • a cross section of a rail vehicle 1 is shown, which is in the curve.
  • This has a car body 2, which is supported by a suspension with air springs 3 on two bogies 4, of which only one is visible here.
  • Wheels 6 or wheel groups are guided in each bogie 4 and roll on the rails 8 of a track.
  • the car body 2 tilts due to the centrifugal forces and possibly due to the corresponding actuation of the car body inclination system (not shown), the maximum inclination angle ⁇ being predetermined by an envelope curve of the so-called clearance profile 10, which is not in any driving state by the rail vehicle 1 may be injured.
  • the right side of the rail vehicle 1 would be the outside of the arc, too towards the body 2 tends due to centrifugal forces. In this state it is 1 air spring 3 on the right is compressed, while that on the opposite side (left) lying air spring 3 'is partially relieved.
  • the chassis of the rail vehicle 1 and its driving speed are to be designed such that even under limit conditions the clearance profile 10 is not violated, so that, for example, when driving through Tunnels do not collide with the tunnel wall or with the side of the track outside arranged components can occur in said envelope.
  • a transverse compensator 12 is provided, by means of which the car body with Reference to the bogie 4 can be moved in the horizontal transverse direction (y direction).
  • the body 2 could by means of the cross compensator 12 are shifted to the left in the direction of arrow Z from the center position shown, where a virtual roll pole P of the car body from a position in the amount of Bogie 4 is raised to a position P 'at the level of the car body.
  • a virtual roll pole P of the car body from a position in the amount of Bogie 4 is raised to a position P 'at the level of the car body.
  • a transverse suspension 14 is assigned to the transverse compensator 12 shown in FIG. 1, the structure of which is shown schematically in FIG. 2 .
  • the transverse compensator has two double-acting cylinders 16, 17, the cylinder housings of which are each articulated on the frame of the bogie 4, while the pistons 18 are fastened to the car body 2 with their oppositely arranged piston rods (possibly via a driving pin).
  • the orientation of the cylinders 16, 17 could also be kinematically reversed, so that the piston rods extend toward the bogie while the cylinder housings are attached to the body.
  • the cylinder spaces 20 of both cylinders 16, 17 are connected via working lines 22, 23 to a hydraulic circuit 24, which will be explained in more detail below.
  • a hydraulic accumulator 28 or 29 is connected to an annular space 26, 27 of each cylinder 16, 17, preferably designed as a gas accumulator, so that the piston 18 moves against the spring action of the hydraulic accumulator 28 or 29.
  • These two system branches are normally not connected to the two system branches connected to the hydraulic circuit 24, so that a uniform, i.e. motion-neutral pressure increase in the cylinder spaces 20 of the two cylinders 16, 17 cannot have a direct effect on the pressures in the gas stores 28, 29.
  • the already mentioned additional buffers to achieve an even higher elasticity on the hydraulic side can be connected to the lines 22, 23 separately according to system branches.
  • To increase the mechanical elasticity one could mount the bearing eyes of the piston rods and / or cylinders in rubber, provide the driving pin with a defined elasticity, etc. These advantageous options are not shown here.
  • each hydraulic accumulator 28, 29 are designed as proportional valves Damping valves 32, 33 switched. In a first end position (shown in Fig. 2) shut off the feed lines 30, 31. In the second end position and the transition positions allow the pressurization of the associated annular space 26, 27 via the associated hydraulic accumulator 28, 29 with variable flow cross sections. If both damping valves are completely shut off, the connection between the Annular spaces 26, 27 interrupted to the hydraulic accumulators and is the cross compensation device hydraulically blocked in its current position.
  • Each damping valve 32, 33 comprises a measuring orifice with a variable cross section.
  • the connections 30, 31 to the hydraulic accumulators 28, 29 are variably controlled via the orifice plate. Dynamic vibrations in the system or in the cross compensator through the damping valves intercepted, undesirable car body movements are dampened.
  • a controller 34 controls the damping valves 32, 33 while the cross compensator 12 is controlled by a further controller 36. Both systems are independent controllable from each other; however, they can depend on one and the same Measurand, e.g. B. the measured lateral acceleration of the rail vehicle or Car body, are influenced.
  • transverse suspension 14 and Cross compensator 12 are shown as a unit, both systems can if necessary can also be arranged separately.
  • the two cylinder spaces 20 of the transverse compensator 12 are supplied with hydraulic fluid via a pump P.
  • a pump line 38 branches off from the pump and branches into branch lines 38a and 38b. These are each led to the inlet connections of a pressure reducing valve 40, 41. From the outlet of the respective pressure reducing valve, the two pump lines are led to the input of a 4/2-way valve 44, which in its switching position shown blocks the two pump lines 38a, 38b from the working lines 22, 23, but connects the latter to one another.
  • each branch line 38a, 38b is connected to a working line 22, 23, so that the two cylinder spaces 20 can be supplied with hydraulic fluid or can flow out again
  • the working lines 22, 23 can optionally be connected to the tank T (return) in the second switching position of the directional valve 44.
  • a z. B. cylinder chamber can be pressurized by the pump P, while the hydraulic fluid in the other cylinder chamber is discharged into the tank by the piston movement.
  • the valve spool of the damping valves 32, 33 is shown by a spring in the biased end position. It acts on the other control side of the valve spool a control pressure proportional to the difference between the accumulator pressure and the annulus pressure, so that when the pressure in the annular space 26 (27) increases, the damping valve 33 (32) opens while it is controlled when the pressure drops.
  • the damping valves are controlled so that practically always one Connection to the respective hydraulic accumulators 28, 29 exists.
  • a bypass line 46, 47 is provided parallel to the respective damping valve 32, 33, in each of which a check valve 48 is arranged, which a flow of the hydraulic fluid from the hydraulic accumulator 28, 29 to the corresponding annular space 26, 27 bypassing the Damping valve allows.
  • a tank line 50, 51 branches off from each supply line 30, 31, in each of which a pressure-limiting valve 52 is arranged. If the pressure rises above an approved limit pressure in the feed line 30, 31, the hydraulic fluid is automatically discharged into the tank.
  • the two hydraulic accumulators 28, 29 are connected to one another via a short-circuit line 54, in which a switching valve 56 is arranged. In its basic position shown, it locks the short-circuit line 54. In its second switching position, it opens the short-circuit line 54.
  • a pressure line 58 branches off from the latter and can be connected to the pump line 38 is.
  • There is another one between the pump line and the pressure line Switching valve 63 is provided, the connection in its spring-loaded basic position interrupts and in its second switching position the connection between the pressure line and pump line enables.
  • the pump is a constant pressure pump that for example, can deliver a pressure of about 200 bar. This is therefore due to line pressure losses apart from in front of the pressure reducing valves 40, 41.
  • a reduction body 62 is provided in the cylinder space 20 of each cylinder 16, 17, which is designed as a tube in the embodiment shown.
  • the reduction body 62 protrudes towards the piston in the axial direction of the cylinder into the cylinder chamber 20 in.
  • the piston head has a blind hole shape Recess 64, in which the reduction body can dip fluid-tight. Of the between the walls of the recess 64 and the end face of the reduction body 62 enclosed space is vented.
  • the reduction body 62 which replaces a second piston rod with the advantage that it does not require any movement space outside the cylinder, reduces the piston area by the cross-sectional area of the reduction body, so that an effective piston area A K results. This corresponds approximately to the effective piston area A R in the annular space, so that the forces acting on the piston at the same pressures are approximately the same on both sides of the piston or differential forces across the piston are negligibly small.
  • This cylinder construction thus enables the supply of hydraulic fluid via the high pressure pump.
  • Fig. 4 shows an embodiment for a damping valve 32 or 33.
  • This has a valve spool 67 which is guided in a valve bore 68 of a valve housing 70.
  • the valve spool 67 has a cup-shaped structure, with a pilot valve being assigned to it, the control needle 72 of which plunges into the space formed by the valve spool 67.
  • an outlet opening 74 formed in the bottom of the valve slide can be opened or closed, which opens into the valve bore.
  • the control needle 72 is biased in the closing direction by means of an actuating spring 76 and can be actuated by means of a magnet coil 78.
  • an inlet bore 78 is provided in the bottom of the valve slide 67, which connects the inlet line 30, 31 to the control chamber 80 of the pilot valve.
  • valve slide 67 In its basic position, the valve slide 67 rests on its valve seat, so that the connection between the hydraulic accumulator 28 and the feed line 30 is interrupted.
  • the hydraulic fluid in the feed line 3 ⁇ acts on the end face A 0 of the valve spool and reaches the control chamber 80 via the inlet throttle 78, so that a rear side A 2 of the valve spool is pressurized. Furthermore, a step surface A 1 of the control needle 72 is applied.
  • the control needle 72 is moved upward against the pretension of the actuating spring 76, so that the drain opening 74 is opened and a control volume flow Q i which causes a pressure drop in the control chamber 80 bie on the valve slide rear side A 2 force is equal to the force acting on the valve spool end face A 0 .
  • the valve slide 67 is raised, so that the connection to the hydraulic accumulator 28 is opened.
  • damping valves 32 can also be used, in which a predetermined one Number of discrete intermediate stages can be called up, in which case instead of a proportional valve a solution with multiple switching valves can be used that the Allow setting of three intermediate levels, for example.
  • the switching valve 56, the brought further switching valve 60 and the directional valve 44 in their open positions and the Hydraulic accumulator 28, 29 and the cylinder spaces 20 of the cylinders 16, 17 are supplied with hydraulic fluid.
  • the annular spaces of the pistons are also bypass lines 46, 47 the pump pressure. Then the hydraulic accumulators are at their operating pressure brought and the piston 18 of the cylinder clamped in its central position.
  • the hydraulic system Since the hydraulic system is charged when it is cold, it can be used when the temperature rises pressure rises occur during the operation of the rail vehicle. This are in the tank via the pressure relief valves 52 used as safety valves T relaxable.
  • the body 2 When traveling through bends, the body 2 can be moved laterally with respect to the bogie 4 by, for example, the right cylinder chamber 20 in FIG. 3 via the pressure reducing valve 41 and the directional valve 44 is pressurized while the left cylinder chamber connected to the tank T via the directional valve 44 and the pressure reducing valve 40 is what the pressure reducing valve 40 is activated accordingly by its controller 36.
  • the transverse suspension When the transverse suspension is activated, the two damping valves 32, 33 are in the bend travel switched into a through position while the switching valve 56 is closed. Vibrations are damped by the throttling action of the damping valves 32, 33.
  • the two bypass lines 46, 47 ensure that only that damping valve 32 or 33 is effective, via which a pressure build-up towards the hydraulic accumulator 28, 29 happens.
  • the other damping valve 33 or 32 is then from the backflow from the associated hydraulic accumulator 28, 29 via the bypass line 46, 47 and bypassed the check valve 48.
  • the damping effect can be adjusted accordingly Activation of the damping valves 32, 33 via the transverse damping control 34 influence, so that different degrees of damping are adjustable.
  • the damping valves 32, 33 In the event that the control of the damping valves 32, 33 fails, they will automatically brought into a state in which a maximum Throttling effect is present and the hardest damping level is set. Furthermore, the system can be provided with an emergency spring, which should the Hydraulic circuit takes over the transverse suspension. If the control fails, it will Directional valve 44 brought into its position shown, in which the two cylinder spaces 20th are interconnected. Then there is a balance between those on the end faces the piston 18 acting forces. The transverse movements of the car body will then no longer influenced by the active cross compensator. Furthermore, the switching valve 56 brought into its closed position in the event of control failure, so that the hydropneumatic suspension remains effective. This changes the driving comfort insignificant in some driving conditions, but driving safety is increased.
  • FIG. 5 finally shows a simulation model with which the driving dynamics of a chassis provided with the transverse compensation device according to the invention can be simulated.
  • the car body mass on which the pistons 18 of the cylinders 16, 17 act is designated by m.
  • the cylinder spaces 20 of the cylinders 16, 17 can be connected either to the pump P or to the tank T via the pressure reducing valves 40, 41.
  • the annular spaces 26, 27 of the cylinders 16, 17 are each connected to the hydraulic accumulators 28, 29, the damping valve 32, 33 being provided in the feed line 30, 31, respectively.
  • the (secondary) air springs 3 are arranged, which form the vertical and in part also transverse support of the body 2. Desired driving conditions can be simulated by applying forces to the car body 2 and / or the bogie, which simulate the centrifugal force F (t) and the forces F '(t) caused by track position disturbances etc.
  • the pressure reducing valves 40, 41 and the damping valves 32, 33 are controlled via their controls 34, 36.
  • the transverse compensator is preferably hydropneumatic Acting transverse suspension assigned, which optionally depending on the route, the carriageway and the condition of the carriageway can be activated.
  • the Cross spring can also with a preferably active damping system can be combined to effectively dampen high-frequency vibrations.
  • the invention System can control the quasi-static lateral force through active pressure control the cylinders are held.
  • the dynamic transverse vibrations are caused by the Secondary air springs and the transverse suspension added.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Body Structure For Vehicles (AREA)
  • Details Of Garments (AREA)
  • Outer Garments And Coats (AREA)
  • Medicines That Contain Protein Lipid Enzymes And Other Medicines (AREA)

Claims (15)

  1. Un dispositif qui est destiné à la compensation de forces latérales agissant sur un véhicule (1) sur rails, pour lequel le caisson (2) de wagon est soutenu par au moins un châssis (4) au travers d'une suspension (3, 3'), et qui possède un compensateur (12) latéral, lequel peut être commandé à l'aide d'une boucle de commande (24) et est doté de deux vérins (16, 17) permettant de déplacer le caisson de wagon perpendiculairement au châssis, cependant qu'une suspension (14) perpendiculaire est accouplée au compensateur (12) latéral afin d'amortir les oscillations dynamiques et que les vérins (16, 17) présentent deux chambres (20 ; 26, 27) de vérin chacun, caractérisé en ce que, pour chacun des vérins (16, 17) du compensateur (12) latéral, une des chambres (20) de vérin peut être connectée à une source de pression (P) tandis que l'autre chambre (26, 27) de vérin correspondante peut être connectée à un accumulateur (28, 29) hydraulique correspondant.
  2. Un dispositif conforme à la revendication no 1, caractérisé en ce que la suspension (14) perpendiculaire possède au moins un accumulateur (28, 29) hydraulique, lequel en particulier peut être réalisé sous forme d'accumulateur à gaz.
  3. Un dispositif conforme à la revendication no 2, caractérisé en ce que une tuyauterie (30, 31) d'alimentation de l'accumulateur (28, 29) peut être coupée.
  4. Un dispositif conforme à une des revendications précédentes, caractérisé en ce que entre les deux accumulateurs (28, 29) est prévue une connexion (54), laquelle peut être ouverte ou coupée par un clapet (56) commutant.
  5. Un dispositif conforme à la revendication no 4, caractérisé en ce que chaque tuyauterie (30, 31) d'alimentation d'un accumulateur (28, 29) hydraulique comporte un dispositif d'amortissement (32, 33) entre l'accumulateur et le vérin (16, 17).
  6. Un dispositif conforme à la revendication no 5, caractérisé en ce que le niveau d'amorti généré par le dispositif d'amortissement (32, 33) peut être modulé en fonction des paramètres de la course du véhicule (1) sur rails.
  7. Un dispositif conforme à une des revendications nos 5 ou 6, caractérisé en ce que le dispositif d'amortissement est constitué par une valve (32, 33) à action proportionnelle et à surface d'étranglement variable.
  8. Un dispositif conforme à une des revendications nos 5 à 7, caractérisé en ce que une tuyauterie en by-pass dotée d'un clapet anti-retour (48) est prévue pour court-circuiter le dispositif d'amortissement (32, 33).
  9. Un dispositif conforme à la revendication no 1, caractérisé en ce que chacun des vérins (16, 17) du compensateur latéral possède un élément de réduction (62), lequel pénètre dans la chambre de vérin (20) pour plonger dans une cavité (64) correspondante offerte par le piston (18).
  10. Un dispositif conforme à une des revendications nos 1 ou 9, caractérisé en ce que le piston (18) de chacun des vérins est fixé au caisson (2) de wagon à l'aide d'une rotule.
  11. Un dispositif conforme à une des revendications précédentes, caractérisé en ce que un distributeur (44) permet de connecter deux chambres (20) de vérin correspondantes des vérins (16, 17) l'une à l'autre, dans une première position de commutation, et de les raccorder à une tuyauterie (38) de pression, dans une seconde position de commutation.
  12. Un dispositif conforme à une des revendications précédentes, caractérisé en ce que une valve (40, 41) de réduction de pression est prévue dans une tuyauterie d'alimentation (22, 23) de chacun des vérins (16, 17) pour la montée en pression jusqu'à une pression de vérin prédéfinie et permet de raccorder la chambre (20) de vérin à une pompe (P) ou à un réservoir (T) de retour, selon le cas.
  13. Un dispositif conforme à la revendication no 12, caractérisé en ce que la pompe est une pompe a pression constante.
  14. Un dispositif conforme aux revendications nos 2 et 13, caractérisé en ce que la pompe (P) alimente non seulement le compensateur (12) latéral, mais aussi les accumulateurs (28, 29) hydrauliques.
  15. Un dispositif conforme à une ou plusieurs des revendications précédentes, en combinaison avec un dispositif de pilotage actif de l'inclinaison latérale du caisson de wagon.
EP96908143A 1995-04-03 1996-03-27 Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails Expired - Lifetime EP0819078B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19512437A DE19512437A1 (de) 1995-04-03 1995-04-03 Einrichtung zur Kompensation der auf ein Schienenfahrzeug wirkenden Querkraft
DE19512437 1995-04-03
PCT/EP1996/001341 WO1996031385A1 (fr) 1995-04-03 1996-03-27 Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails

Publications (2)

Publication Number Publication Date
EP0819078A1 EP0819078A1 (fr) 1998-01-21
EP0819078B1 true EP0819078B1 (fr) 1998-12-09

Family

ID=7758657

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96908143A Expired - Lifetime EP0819078B1 (fr) 1995-04-03 1996-03-27 Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails

Country Status (8)

Country Link
US (1) US5943962A (fr)
EP (1) EP0819078B1 (fr)
AT (1) ATE174277T1 (fr)
CA (1) CA2217222A1 (fr)
DE (2) DE19512437A1 (fr)
ES (1) ES2129959T3 (fr)
NO (1) NO307650B1 (fr)
WO (1) WO1996031385A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110539770A (zh) * 2018-12-05 2019-12-06 中车长春轨道客车股份有限公司 一种列车减震器阻尼控制方法及装置

Families Citing this family (23)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19703322C1 (de) * 1997-01-30 1998-03-26 Abb Daimler Benz Transp Neigungssteuerung für Schienenfahrzeuge
DE19806347C1 (de) * 1998-02-12 1999-07-15 Mannesmann Ag Vorrichtung zur aktiven Querzentrierung und Schwingungsdämpfung bei Schienenfahrzeugen (AQZ-Zylinder)
DE10116882A1 (de) * 2001-04-04 2002-10-17 Bombardier Transp Gmbh Verfahren zur Steuerung des Neigungswinkels eines Wagenkastens gegenüber einem Fahrwerk eines Fahrzeugs und Fahrzeug zur Ausübung des Verfahrens
DE10157368A1 (de) * 2001-11-23 2003-06-12 Bombardier Transp Gmbh Positionseinstellung eines Fahrzeug-Wagenkörpers
US7269947B2 (en) * 2005-12-09 2007-09-18 Caterpillar Inc. Vibration control method and vibration control system for fluid pressure control circuit
AT503256B1 (de) * 2006-03-13 2011-10-15 Siemens Ag Oesterreich Elektronische luftfedersteuerung zur reduktion des luftverbrauches und zur schnellen ausregelung des sollniveaus
CN101674967B (zh) * 2007-12-06 2011-10-26 萱场工业株式会社 铁路车辆的车体倾斜装置
EP2226233B1 (fr) * 2009-03-06 2017-05-31 Construcciones Y Auxiliar de Ferrocarriles, S.A. Système de commande de l'inclinaison pour véhicules ferroviaires
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
JP4982593B2 (ja) * 2010-07-09 2012-07-25 日本ムーグ株式会社 リニアアクチュエータ及び鉄道車両用の揺動制御装置
JP4850978B1 (ja) * 2011-05-09 2012-01-11 ピー・エス・シー株式会社 車体傾斜装置及び車体傾斜装置に用いられる二層三方弁
WO2012176348A1 (fr) * 2011-06-23 2012-12-27 三菱電機株式会社 Système de commande d'exploitation ferroviaire
KR101970508B1 (ko) * 2012-07-13 2019-08-27 가와사키 쥬코교 가부시키가이샤 (디/비/에이 가와사키 헤비 인더스트리즈, 리미티드) 차체 지지 장치 및 철도 차량
EP2871110B1 (fr) * 2013-11-07 2018-07-04 Bombardier Transportation GmbH Procédé de stabilisation par vent latéral et véhicule ferroviaire associé
JP2015214201A (ja) * 2014-05-08 2015-12-03 日本車輌製造株式会社 鉄道車両の異常検知装置および鉄道車両の異常検知方法
JP6444120B2 (ja) * 2014-09-30 2018-12-26 東日本旅客鉄道株式会社 車体傾斜制御装置
DE102015113078A1 (de) 2015-08-07 2017-02-09 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Inbetriebnahme eines Bremssystems mit vorgegebenen Zulassungsvoraussetzungen sowie System zur Inbetriebnahme eines Bremssystems mit vorgegebenen Zulassungsvoraussetzungen
JP6654943B2 (ja) * 2016-03-24 2020-02-26 Ｋｙｂ株式会社 鉄道車両用制振装置
JP6650337B2 (ja) * 2016-04-28 2020-02-19 川崎重工業株式会社 鉄道車両の輪重調整装置
US10272929B2 (en) 2016-05-11 2019-04-30 Progress Rail Locomotive Inc. System and apparatus to maintain minimum clearance between train and railway infrastructure
US10427697B2 (en) * 2017-07-04 2019-10-01 Nordco Inc. Rail pressure adjustment assembly and system for rail vehicles
DE102018009962B3 (de) * 2018-12-20 2020-04-23 Aventics Gmbh Ventilanordnung und Verfahren zur Regelung des Luftfederungsniveaus eines Schienenfahrzeugs
DE112020007720T5 (de) * 2020-10-20 2023-08-10 Mitsubishi Electric Corporation Fehlerbestimmungseinrichtung, bremsensteuerungseinrichtung und fehlerbestimmungsverfahren

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4363277A (en) * 1980-05-13 1982-12-14 Dofasco Inc. Stabilizing high speed railway truck safety device
DE3818179A1 (de) * 1988-05-28 1989-12-07 Messerschmitt Boelkow Blohm Aufhaengung fuer fahrzeuge
EP0420940B1 (fr) * 1988-06-24 1993-12-15 ANF-Industrie Dispositif d'application de force sur la caisse d'un vehicule ferroviaire, pour l'inclinaison de caisse ou la stabilisation transversale du vehicule
GB9110978D0 (en) * 1991-05-21 1991-07-10 Brel Ltd Apparatus for controlling lateral movement of vehicle bodies
DE4137869C1 (fr) * 1991-11-11 1993-04-01 Mannesmann Ag, 4000 Duesseldorf, De
DE4216727A1 (de) * 1992-05-20 1993-11-25 Rexroth Mannesmann Gmbh Querfederung von schienengebundenen Fahrzeugen
AT408975B (de) * 1992-10-08 2002-04-25 Siemens Sgp Verkehrstech Gmbh Anordnung zur regelung einer querfederung zwischen drehgestell und wagenkasten eines schienenfahrzeuges
DE4234535A1 (de) * 1992-10-14 1994-04-21 Abb Henschel Waggon Union Laufwerk für Schienenfahrzeuge
IT1261281B (it) * 1993-03-19 1996-05-09 Fiat Ferroviaria Spa Sospensione laterale attiva anticentrifuga per rotabili ferrotranviari
DE4313129A1 (de) * 1993-04-22 1994-10-27 Abb Henschel Waggon Union Laufwerk für Schienenfahrzeuge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110539770A (zh) * 2018-12-05 2019-12-06 中车长春轨道客车股份有限公司 一种列车减震器阻尼控制方法及装置

Also Published As

Publication number Publication date
NO974560D0 (no) 1997-10-02
NO974560L (no) 1997-10-02
EP0819078A1 (fr) 1998-01-21
CA2217222A1 (fr) 1996-10-10
ATE174277T1 (de) 1998-12-15
US5943962A (en) 1999-08-31
ES2129959T3 (es) 1999-06-16
NO307650B1 (no) 2000-05-08
WO1996031385A1 (fr) 1996-10-10
DE19512437A1 (de) 1996-10-10
DE59600969D1 (de) 1999-01-21

Similar Documents

Publication Publication Date Title
EP0819078B1 (fr) Dispositif servant a compenser les forces transversales agissant sur un vehicule sur rails
DE3902312C2 (fr)
DE102006002983B4 (de) Aktives Fahrwerksystem eines Fahrzeugs
EP0543321B1 (fr) Suspension hydropneumatique
DE60034230T2 (de) Passive regelung des fahrverhaltens für ein fahrzeugaufhängungssystem
DE2923357C2 (de) Sich regelnde Aufhängungen für die Zelle eines Kraftfahrzeugs
EP0824412B1 (fr) Suspension hydropneumatique
EP0426995B1 (fr) Système de suspension hydropneumatique
DE4136262C2 (de) Fahrwerk eines Kraftfahrzeuges
EP0351537B1 (fr) Système à ressort et amortisseur pour véhicules
EP0197317A2 (fr) Système pour commander la raideur des ressorts, en particulier pour des suspensions de roues pour véhicules
EP0619212B1 (fr) Dispositif antiroulis pour véhicules ferroviaires
DE3910445A1 (de) Hydraulikanlage fuer eine aktiv gesteuerte fahrzeugaufhaengung
EP0367949A2 (fr) Système de suspension pour véhicules
DE102008028676A1 (de) Dämpferbetätigte aktive Rollsteuerung
EP0482323A1 (fr) Système de support à ressorts, notamment pour véhicules
DE10216132A1 (de) Aktives Fahrwerksystem eines Fahrzeugs
EP0444278B1 (fr) Dispositif pour le réglage actif de mouvements de la caisse de véhicules automobiles
EP1902874A1 (fr) Système de châssis actif
DE4343608C2 (de) Anordnung zur Übertragung von Bewegungen und Kräften zwischen Bauteilen insbesondere von Schienenfahrzeugen
DE102018221158B4 (de) Längenveränderbare Pendelstütze und Verfahren zur Steuerung eines Wankstabilisators
DE102012105310A1 (de) Fahrzeug mit einer Federeinrichtung mit vorgebbarer Querfedercharakteristik
EP0764104B1 (fr) Suspension transversale pour vehicule sur rails et procede de reglage de la position d'une caisse de wagon de vehicule sur rails
EP0592387B1 (fr) Système de réglage de la suspension transversale entre le bogie et la caisse de véhicules ferroviaires
DE4003493A1 (de) Hydropneumatisches federungssystem

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19970826

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT CH DE ES FR GB IT LI SE

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

17Q First examination report despatched

Effective date: 19980219

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: MANNESMANN REXROTH AG

Owner name: TALBOT GMBH & CO. KG

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: TALBOT GMBH & CO. KG

Owner name: MANNESMANN REXROTH AG

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT CH DE ES FR GB IT LI SE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19981209

REF Corresponds to:

Ref document number: 174277

Country of ref document: AT

Date of ref document: 19981215

Kind code of ref document: T

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REF Corresponds to:

Ref document number: 59600969

Country of ref document: DE

Date of ref document: 19990121

ITF It: translation for a ep patent filed
ET Fr: translation filed
RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: TALBOT GMBH & CO. KG

Owner name: MANNESMANN REXROTH AG

GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 19981209

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2129959

Country of ref document: ES

Kind code of ref document: T3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000331

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20000331

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20020307

Year of fee payment: 7

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20020320

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030328

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030328

EUG Se: european patent has lapsed
REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20030328

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 20110323

Year of fee payment: 16

Ref country code: FR

Payment date: 20110401

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20110325

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20110329

Year of fee payment: 16

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 174277

Country of ref document: AT

Kind code of ref document: T

Effective date: 20120327

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20121130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120402

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120327

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 59600969

Country of ref document: DE

Effective date: 20121002

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120327

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20121002