EP2226232B1 - Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen - Google Patents

Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen Download PDF

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Publication number
EP2226232B1
EP2226232B1 EP09154500A EP09154500A EP2226232B1 EP 2226232 B1 EP2226232 B1 EP 2226232B1 EP 09154500 A EP09154500 A EP 09154500A EP 09154500 A EP09154500 A EP 09154500A EP 2226232 B1 EP2226232 B1 EP 2226232B1
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EP
European Patent Office
Prior art keywords
bogie
valves
railway vehicles
tilting system
vehicles according
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EP09154500A
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English (en)
French (fr)
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EP2226232A1 (de
Inventor
Ibon Eciolaza Echeverria
Gorka Aguirre Castellanos
José Germán Giménez Ortiz
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Construcciones y Auxiliar de Ferrocarriles SA CAF
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Construcciones y Auxiliar de Ferrocarriles SA CAF
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Priority to ES09154500T priority Critical patent/ES2387262T3/es
Priority to PT09154500T priority patent/PT2226232E/pt
Priority to AT09154500T priority patent/ATE555963T1/de
Priority to PL09154500T priority patent/PL2226232T3/pl
Priority to EP09154500A priority patent/EP2226232B1/de
Publication of EP2226232A1 publication Critical patent/EP2226232A1/de
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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

Definitions

  • the present invention is related to controlling the tilting of passenger railway vehicles by pneumatic means, proposing a controlled pneumatic tilting system which is simple, robust and reliable.
  • the suspensions are formed by two pneumatic springs per bogie, connected by means of a pipe to two auxiliary tanks, such that said pneumatic springs give rise to vertical rigidity of the suspension aimed at improving passenger comfort.
  • the operation of the leveling valves consists of introducing or extracting air from the pneumatic springs to keep the height of the body constant with respect to the bogie.
  • each leveling valve incorporates a lever at the free end of which there is joined a rod of adjustable length, being able to be assembled in two different ways depending on the type of vehicle in question.
  • valve is joined to the bogie whereas the rod is joined to the body at one end and to the swinging lever at the other end.
  • the other assembly consists of arranging the valve in the body and the rod joined at one end to the swinging lever and at the other end to the bogie.
  • Low-flow leveling valves are generally used which, when implemented in trains, fill and empty out the pneumatic springs slowly, not leaving time to compensate the height between the body and the bogie during the curved route where inclination occurs.
  • Tilting trains attempt to solve this problem by means of generating an additional superelevation of the track which inclines the vehicle towards the inside of the curve such that the generated inclination is compensated, and two methods are essentially used to do this.
  • the simplest method is the so-called passive tilting or natural pendulation, which consists of arranging the center of gravity of the suspension above the center of gravity of the body of the vehicle, arranging the pneumatic springs at the level of the top of the body.
  • the other method used is active tilting, see for example EP-A1-1190925 , which involves arranging actuators between the body and the bogie which perform the inclination of the body, in addition to adding additional mechanisms which allow laying out the desired route for the movement of the body with respect to the bogie, up to 8° of tilting being achieved.
  • the second control is based on using the information corresponding to the layout of the route and to the position of the train therein, such that if the train knows at all times the characteristics of the track, it tilts beforehand to describe optimal tilting for the passenger.
  • a pneumatic tilting system is proposed which, as a result of its constructive and/or functional features, is truly advantageous for its application compared to conventional solutions.
  • the proposed system can be applied in conventional bogies without needing to add complex elements as occurred in the previously indicated active tilting solutions and without complicating the features of the bogie or of the body.
  • This solution is based on filling and emptying out the pneumatic springs as in a conventional train, such that when the height and tilting are controlled from the lower part, the gauge problems which occurred in passive tilting or in trains with natural pendulation are prevented.
  • a mechanical device which incorporates a rotating part, making the system robust and reliable, and the flow of the leveling valve is increased to obtain greater response speed.
  • This increase of the flow can be controlled by means of three different methods, the first one depending on the lateral acceleration at the level of the bogie, the second one depending on the lateral acceleration at the level of the body and the third one depending on the movement between the body and the bogie.
  • the device For control by means of the lateral acceleration at the level of the bogie, the device incorporates in addition to the rotating part a seismic mass arranged in each bogie of the train set and joined to the rotating part by means of a rod, the rotating part being fixed at one of its sides to the bogie. Furthermore, the seismic mass is joined to the bogie by means of a spring and a shock absorber. In one variant the mass-spring assembly is replaced with an equivalent pendulum.
  • the rotating part is coupled on one side to the seismic mass, assembled on the body, by means of the rod, on the other side, to the leveling valve, and at the other end by means of springs and a rod is connected to the bogie.
  • Said springs mean that with a maximum acceleration of the body, the maximum desired movement of the pneumatic spring (air spring) is obtained.
  • the rotating part coupled to the bogie at one end is coupled to the body at another end by means of an additional rod and is coupled to the operating lever of the leveling valve of the pneumatic spring with another rod.
  • a pneumatic tilting system for railway vehicles which, by means of the incorporation of a mechanical device, allows performing controlled, robust and reliable tilting compared to conventional solutions.
  • the conventional suspension system of a train set is formed by pneumatic springs or air springs (1.1, 1.2) arranged between the bogie (2) and the body (4) of the vehicle, each of them having a low-flow leveling valve (3.1, 3.2) arranged in the body (4) and which is operated by means of a lever (5.1, 5.2) connected to the bogie (2) by means of a rod (6.1, 6.2), as can be seen in Figure 1A .
  • Figures 2A to 2C show another conventional tilting system incorporating leveling valves (7.1, 7.2) with fast dynamics.
  • leveling valves 7.1, 7.2
  • FIG. 2C shows another conventional tilting system incorporating leveling valves (7.1, 7.2) with fast dynamics.
  • the tilting system object of the invention is based on the incorporation of a new rotating part (8.1, 8.2), together with a seismic mass (9.1, 9.2) for each pneumatic spring (1.1, 1.2), using a leveling valve (7.1, 7.2) with fast dynamics.
  • This new tilting system allows controlling the tilting depending on the lateral acceleration (Ac) at the level of the body (4), at the level of the bogie (2) or depending on the movement between the body (4) and the bogie (2), for which purpose different types of connections of the incorporated mechanical devices are provided.
  • seismic masses (9.1, 9.2) are arranged in the bogie (2), joined to one of the ends of the rotating parts (8.1, 8.2), said rotating parts (8.1, 8.2) being joined in an articulated manner to the bogie (2) acting as a pendulum and coupled at another of their ends by means of rods (6.1, 6.2) to the levers (5.1, 5.2) of the leveling valves (7.1, 7.2) located in the body (4) of the vehicle.
  • the lateral acceleration (Ac) causes lateral deformation and makes the body (4) incline with respect to the bogie (2) a height (h3).
  • the seismic masses (9.1, 9.2) move in the same direction as the lateral acceleration (Ac), making the rotating parts (8.1, 8.2) rotate and operate the levers (5.1, 5.2) of the leveling valves (7.1, 7.2), such that one of the pneumatic springs (1.1) empties and the other pneumatic spring (1.2) fills up.
  • the mechanical device can be implemented in other manners, for example as shown in Figure 4A , where instead of the seismic mass (9.1, 9.2) there is a pendulum (10) arranged, joined to a rotating part (8) which is coupled through the rod (6) to the leveling valve (7).
  • the movement of the pendulum is thus amplified, and as a result, the system takes up less space to achieve the same degree of tilting.
  • Figure 4B Another embodiment of the mechanical device is shown in Figure 4B , in which instead of the seismic mass (9.1, 9.2) there is arranged a mass (11), and a spring (12) and a shock absorber (12.1), joined to the rotating part (8).
  • the seismic masses (9.1, 9.2) are incorporated inside a closed housing (15) assembled in the body (4), and oil could be introduced in the housing (15) or a shock absorber of another type could be arranged to add damping to the system.
  • the rotating parts (8.1, 8.2) are articulated to the leveling valves (7.1, 7.2) such that one of their ends is connected between springs (13 and 14) which are fixed to the bogie (2) by means of a rod, whereas the other end of the rotating parts (8.1, 8.2) is coupled to the respective seismic mass (9.1, 9.2) by means of a rod (6.1, 6.2).
  • the springs (13 and 14) limit the upward or downward movement of the body (4), said springs (13 and 14) having a travel equivalent to the maximum movement desired in one direction and in another.
  • the rotating parts (8.1, 8.2) are articulated with respect to the bogie (2) and joined by means of their respective rods (6.1, 6.2) to the levers (5.1, 5.2) of the leveling valves (7.1, 7.2), and by means of other rods (16.1, 16.2) to the body (4), which in this case acts as the seismic mass of the previous embodiments.
  • the body (4) receives a lateral force caused by the lateral acceleration (Ac), moving it towards the outside of the curve, causing the movement of the rotating parts (8.1, 8.2) which operate the levers (5.1, 5.2) of the leveling valves (7.1, 7.2), making the outer pneumatic spring (1.2) fill up with air and the inner pneumatic spring (1.1) empty out, adding an additional superelevation of the track reducing the lateral acceleration that the passenger feels (see Figure 6C ).
  • the maximum and minimum tilting is limited by the lateral stops of the suspension and by the dimensions of the rotating parts (8.1, 8.2).
  • the embodiments shown above for lateral acceleration at the level of the bogie (2) and at the level of the body (4), and of lateral movement between the body (4) and the bogie (2), can also be implemented in vehicles which have the leveling valves (7.1, 7.2) in the bogie (2).
  • Figures 7A and 7B show the implementation of the solution with the valves located in the bogie (2) with the control by means of the lateral acceleration at the level of the body (4), where it is shown how the leveling valves (7.1, 7.2) are located in the bogie (2), whereby the rotating parts (8.1, 8.2) are arranged in the body (4) of the vehicle.
  • Figures 8A and 8B show the implementation of the embodiment for lateral acceleration at the level of the bogie (2), where it is shown how the leveling valves (7.1, 7.2) are located in the bogie (2) and the seismic masses (9.1, 9.2) are arranged in the bogie (2) of the vehicle.
  • Figures 9A and 9B show the implementation of the embodiment for lateral movement between the body (4) and the bogie (2) for a train set with the leveling valves (7.1, 7.2) in the bogie (2), the rotating parts (8.1, 8.2) in this embodiment being articulated to the body (4) of the vehicle, whereas the rods (16.1, 16.2) are joined to the bogie (2).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (9)

  1. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen von der Art, welche das Öffnen und Schließen von Ventilen für die Gasdruckfedern der Aufhängung verwenden, um die Höhe der Karosserie (4) bezüglich des Fahrgestells (2) zu steuern, dadurch gekennzeichnet, daß der Betrieb der Niveauregelventile (7.1, 7.2) jeder der Gasdruckfedern (1.1, 1.2) der Aufhängung eine mechanische Vorrichtung beinhaltet, die durch ein mit einer seismischen Masse (9.1, 9.2) verbundenes rotierendes Teil (8.1, 8.2) gebildet ist, so daß die mechanische Vorrichtung auf die Ventile (7.1, 7.2) einwirkt, wenn das Fahrzeug in eine Kurve einfährt, wobei eine seitliche Bewegung jeder seismischen Masse (9.1, 9.2) über das jeweilige rotierende Teil (8.1, 8.2) an das jeweilige Ventil (7.1, 7.2) übertragen wird, wodurch die Ventile (7.1, 7.2) unterschiedlich betrieben werden und die Karosserie (4) in die der seitlichen Beschleunigung (Ac) entgegengesetzte Richtung geneigt wird, wobei sowohl die Höhe der Federn als auch der Neigungswinkel gesteuert werden und als ein Ergebnis die seitliche Beschleunigung, die ein Passagier in der Kurve fühlt, reduziert wird.
  2. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach Anspruch 1, dadurch gekennzeichnet, daß die Höhe und der Neigungswinkel durch das Implementieren der mechanischen Vorrichtungen der Ventile (7.1, 7.2) auf dem Niveau des Fahrgestells (2) gesteuert werden.
  3. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach den Ansprüchen 1 und 2, dadurch gekennzeichnet, daß in den mechanischen Vorrichtungen angeordnete auf dem Niveau des Fahrgestells (2) implementierte seismische Massen (9.1, 9.2) vorgesehen sind, die mit den rotierenden Teilen (8.1, 8.2) verbunden sind, welche wiederum mit dem Fahrgestell (2) in einer beweglichen Weise verbunden sind und an einem anderen ihrer Enden über entsprechende Stäbe (6.1, 6.2) mit den Hebeln (5.1, 5.2) der Ventile (7.1, 7.2) gekoppelt sind, welche sich in der Karosserie (4) des Fahrzeugs befinden.
  4. Gesteuertes pneumatische Neigesystem in Schienenfahrzeugen nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die mechanische Vorrichtung durch ein Pendel (10), das mit einem rotierenden Teil (8) verbunden ist, das durch einen Stab (6) an das jeweilige Niveauregelventil (7) gekoppelt ist, gebildet werden kann.
  5. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die mechanische Vorrichtung durch eine Masse (11) und eine Feder (12), die mit einem rotierenden Teil (8) verbunden ist, das durch einen Stab (6) an das jeweilige Niveauregelventil (7) gekoppelt ist, gebildet werden kann.
  6. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach Anspruch 1, dadurch gekennzeichnet, daß die Höhe und der Neigungswinkel durch das Implementieren der mechanischen Vorrichtungen der Ventile (7.1, 7.2) auf dem Niveau der Karosserie (4) des Fahrzeugs gesteuert werden.
  7. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach den Ansprüchen 1 und 6, dadurch gekennzeichnet, daß in den mechanischen Vorrichtungen, die auf dem Niveau der Karosserie (4) implementiert sind, die seismischen Massen (9.1, 9.2) innerhalb des Gehäuses (15), das in der Karosserie (4) des Fahrzeugs mit Öl oder einem zusätzlichen Stoßabsorber angeordnet ist, angeordnet sind, wobei die rotierenden Teile (8.1, 8.2) in den Niveauregelventilen (7.1, 7.2) beweglich sind und mit einem ihrer Enden mit den Federn (13 und 14) verbunden sind, welche in dem Fahrgestell (2) mittels eines Stabes fixiert sind, wohingegen das andere Ende der rotierenden Teile (8.1, 8.2) an die entsprechende seismische Masse (9.1, 9.2) mittels eines entsprechenden Stabes (6.1, 6.2) gekoppelt ist.
  8. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach Anspruch 1, dadurch gekennzeichnet, daß die Höhe und der Neigunsgwinkel durch die Bewegung zwischen der Karosserie (4) und dem Fahrgestell (2) gesteuert werden, wobei die rotierenden Teile (8.1, 8.2) bezüglich des Fahrgestells (2) beweglich sind und mittels entsprechender Stäbe (6.1, 6.2) mit den Hebeln (5.1, 5.2) der Ventile (7.1, 7.2) und mittels weiterer Stäbe (16) mit der Karosserie (4) des Fahrzeugs verbunden sind, welches als seismische Masse fungiert.
  9. Gesteuertes pneumatisches Neigesystem in Schienenfahrzeugen nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Lösungen, die seitliche Beschleunigung auf dem Niveau des Fahrgestells (2), auf dem Niveau der Karosserie (4) und die seitliche Bewegung zwischen der Karosserie (4) und dem Fahrgestell (2) zu steuern, in Zugverbänden implementiert werden können, die ihre Niveauregelventile (7) in dem Fahrgestell (2) des Zugverbandes haben.
EP09154500A 2009-03-06 2009-03-06 Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen Active EP2226232B1 (de)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES09154500T ES2387262T3 (es) 2009-03-06 2009-03-06 Sistema de basculación neumática controlada en vehículos ferroviarios
PT09154500T PT2226232E (pt) 2009-03-06 2009-03-06 Sistema pneumático de inclinação controlada em veículos dos caminhos de ferro
AT09154500T ATE555963T1 (de) 2009-03-06 2009-03-06 Gesteuertes pneumatisches neigungssystem in schienenfahrzeugen
PL09154500T PL2226232T3 (pl) 2009-03-06 2009-03-06 Pneumatyczne sterowanie systemem wychyłu w pojazdach szynowych
EP09154500A EP2226232B1 (de) 2009-03-06 2009-03-06 Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09154500A EP2226232B1 (de) 2009-03-06 2009-03-06 Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen

Publications (2)

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EP2226232A1 EP2226232A1 (de) 2010-09-08
EP2226232B1 true EP2226232B1 (de) 2012-05-02

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EP09154500A Active EP2226232B1 (de) 2009-03-06 2009-03-06 Gesteuertes pneumatisches Neigungssystem in Schienenfahrzeugen

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EP (1) EP2226232B1 (de)
AT (1) ATE555963T1 (de)
ES (1) ES2387262T3 (de)
PL (1) PL2226232T3 (de)
PT (1) PT2226232E (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112896215B (zh) * 2021-02-04 2022-04-08 中车青岛四方车辆研究所有限公司 一种轨道交通用主动倾摆系统

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* Cited by examiner, † Cited by third party
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JP2002104183A (ja) * 2000-09-26 2002-04-10 Hitachi Ltd 鉄道車両
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

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Publication number Publication date
PT2226232E (pt) 2012-08-02
PL2226232T3 (pl) 2012-11-30
ES2387262T3 (es) 2012-09-19
EP2226232A1 (de) 2010-09-08
ATE555963T1 (de) 2012-05-15

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