EP2226233A1 - Système de commande de l'inclinaison pour véhicules ferroviaires - Google Patents

Système de commande de l'inclinaison pour véhicules ferroviaires Download PDF

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Publication number
EP2226233A1
EP2226233A1 EP09154495A EP09154495A EP2226233A1 EP 2226233 A1 EP2226233 A1 EP 2226233A1 EP 09154495 A EP09154495 A EP 09154495A EP 09154495 A EP09154495 A EP 09154495A EP 2226233 A1 EP2226233 A1 EP 2226233A1
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EP
European Patent Office
Prior art keywords
valves
pneumatic springs
connecting rods
vehicle
control system
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.)
Granted
Application number
EP09154495A
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German (de)
English (en)
Other versions
EP2226233B1 (fr
Inventor
Ibon Eciolaza Echeverria
Gorka Aguirre Castellanos
José Germán Giménez Ortiz
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.)
Construcciones y Auxiliar de Ferrocarriles SA CAF
Original Assignee
Construcciones y Auxiliar de Ferrocarriles SA CAF
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Publication date
Application filed by Construcciones y Auxiliar de Ferrocarriles SA CAF filed Critical Construcciones y Auxiliar de Ferrocarriles SA CAF
Priority to DK09154495.7T priority Critical patent/DK2226233T3/en
Priority to ES09154495.7T priority patent/ES2638874T3/es
Priority to EP09154495.7A priority patent/EP2226233B1/fr
Publication of EP2226233A1 publication Critical patent/EP2226233A1/fr
Application granted granted Critical
Publication of EP2226233B1 publication Critical patent/EP2226233B1/fr
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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 first cause of limitation of the speed of trains when they travel over curves is the lateral force affecting the passenger as a result of the inertia that is not compensated by the superelevation of the track.
  • railway vehicles are usually structured with a tilting arrangement of the body of the vehicle with respect to the bogie including the running gear, establishing systems which attempt to incline the body of the vehicle towards the inside of curves, i.e., in a direction opposite to the natural inclination due to inertia, thus generating a dynamic effect of superelevation of the track.
  • passive tilting systems and active tilting systems are known, the simplest method being that of passive tilting or natural pendulation, consisting of arranging the axis of rotation of the suspension above the center of gravity of the body of the vehicle.
  • passive tilting or natural pendulation consisting of arranging the axis of rotation of the suspension above the center of gravity of the body of the vehicle.
  • the active tilting method consists of inclining the body by means of actuators arranged between the bogie and the body, including mechanisms determining the movement of the body by means of said actuators.
  • Another known method for this purpose is the use of the information corresponding to the track layout and to the position of the railway vehicle thereon, such that based on this data, the automation implemented in the vehicle makes the latter start to tilt before the curves, in order to describe a tilting movement compensating the effect of the centrifugal force.
  • This method requires, where appropriate, high precision for the calculation and implementation of the system, such that any error involves an effect worsening the conditions that are to be corrected.
  • the actuators used provide a high complexity, increase the price of the trains, increase the maintenance costs and reduce the reliability levels.
  • a secondary suspension arrangement by means of pneumatic springs on both sides is used, whereby the height of the body of the vehicle is regulated by means of control valves determining the entrance and exit of air in the pneumatic springs, in order to maintain the height of the body with respect to the bogie, controlling the leveling.
  • the pneumatic springs of the vehicle when traveling in a straight route, the pneumatic springs of the vehicle remain inactive, maintaining the two sides at the same height. But when entering a curve, the body receives a lateral acceleration tending to move it towards the outside of the curve, whereby the suspension is deformed and causes a rolling towards this side of the curve. This effect is what activates the leveling valves, making the pneumatic springs of the side of the vehicle corresponding to the outer part of the curve fill up with more air, whereas the pneumatic springs of the side located towards the inside of the curve expel air, thus causing an action opposite to that caused by the centrifugal force.
  • low-flow leveling valves In order for the air consumption of the leveling pneumatic suspension to be low, low-flow leveling valves are usually used, such that the amount of air which is introduced and extracted from the pneumatic springs is reduced, but this makes the response of the pneumatic springs slow and therefore proper height control to effectively correct the rolling in curves is not achieved.
  • a better response of the pneumatic springs is achieved with high-flow valves, a better correction of the rolling in curves being obtained. Due to the fact that the valves have a minimum actuation movement, until they effectively cause the entrance or exit of air in the pneumatic springs, the body of the vehicle maintains a certain residual rolling in the balance established along the curves. This residual acceleration added to the deformation of the primary suspension makes the angle of the body be smaller than the superelevation provided by the track, therefore the lateral acceleration at the level of the body is greater than at the level of the rail.
  • a system which allows increasing the effect of superelevation provided by the track, using the actual conventional pneumatic suspension of the vehicles, without needing to add complex additional elements and without complicating the constructive features of the bogie or of the body of the vehicle.
  • This system object of the invention is based on the arrangement of the control valves for controlling the entrance and exit of air of the pneumatic springs, with their operating lever joined to a connecting rod which is inclined in relation to the perpendicular to the plane of the track.
  • valves of the pneumatic springs can be incorporated on the body of the application railway vehicle, the inclined connecting rods being joined to the bogie of the vehicle.
  • Another solution is to arrange the valves on the bogie and the inclined connecting rods joined to the body, the functional result being equivalent.
  • the arrangement of stops limiting the rotation of the lever of the control valves of the mentioned pneumatic springs is provided.
  • the connecting rods which are joined to said levers of the valves are arranged with a structure which is flexible in a longitudinal direction to absorb the overstress forces.
  • the system of the invention has truly advantageous features, acquiring its own identity and a preferred character compared to conventional systems of the same application.
  • the object of the invention relates to a tilt control system for railway vehicles, proposing an arrangement which allows reducing the lateral acceleration that the passenger feels due to the inertial force and thus proposing better conditions for traveling over curves.
  • Railway vehicles usually have a secondary suspension by means of pneumatic springs (1) included between the bogie (2) carrying the running gear and the body (3) of the vehicle, incorporating valves (4) controlling the entrance and exit of air of the mentioned pneumatic springs (1).
  • Said valves (4) have three functional positions, in one of which they connect the corresponding pneumatic spring (1) with an air supply system. In the other position, they cut off the entrance and exit of air of the pneumatic spring (1), and in the third position, they open up the exit of air of the pneumatic spring (1) to the atmosphere.
  • the pneumatic springs (1) corresponding to the side of the outer part of the curve exert an upward thrust action, in the direction of elevation of the body (3) on this side, whereas the pneumatic springs (1) corresponding to the inner part of the curve, yield, tending to allow the body (3) to move down on this side, whereby there is a combined effect of the suspension in opposite directions on both sides, which makes the body (3) tend to the horizontal leveling against the effect caused by inertia.
  • valves (4) have a certain movement until their action is effective, with the conventional arrangement of the connecting rods (6) in a vertical position, the action is not enough, a residual inclination of the body (3), which takes a long time to recover, being maintained, therefore a small rolling is maintained in the movement over the curves, as depicted in Figure 3 .
  • the arrangement of stops (7) limiting the movement of the operating lever (5) of the valves is provided.
  • connecting rods (6) which are structurally flexible in the longitudinal direction are provided to prevent forces which can cause harmful stress, for example according to the embodiment depicted in Figure 7 , which is not limiting.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP09154495.7A 2009-03-06 2009-03-06 Système de commande de l'inclinaison pour véhicules ferroviaires Active EP2226233B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DK09154495.7T DK2226233T3 (en) 2009-03-06 2009-03-06 Tilt control system for rail vehicles
ES09154495.7T ES2638874T3 (es) 2009-03-06 2009-03-06 Sistema de control de basculación de vehículos ferroviarios
EP09154495.7A EP2226233B1 (fr) 2009-03-06 2009-03-06 Système de commande de l'inclinaison pour véhicules ferroviaires

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09154495.7A EP2226233B1 (fr) 2009-03-06 2009-03-06 Système de commande de l'inclinaison pour véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP2226233A1 true EP2226233A1 (fr) 2010-09-08
EP2226233B1 EP2226233B1 (fr) 2017-05-31

Family

ID=41066594

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09154495.7A Active EP2226233B1 (fr) 2009-03-06 2009-03-06 Système de commande de l'inclinaison pour véhicules ferroviaires

Country Status (3)

Country Link
EP (1) EP2226233B1 (fr)
DK (1) DK2226233T3 (fr)
ES (1) ES2638874T3 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1605115A1 (de) * 1967-02-03 1970-12-23 Sumitomo Metal Ind Luftfeder
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
WO1992009469A1 (fr) * 1990-11-27 1992-06-11 Man Ghh Schienenverkehrstechnik Gmbh Vehicule sur rails
WO1992020559A1 (fr) * 1991-05-21 1992-11-26 Brel Limited Appareil servant a amortir les mouvements lateraux de la partie carrosserie d'un vehicule
DE4410970C1 (de) * 1994-03-29 1995-07-20 Talbot Waggonfab Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
DE19512437A1 (de) * 1995-04-03 1996-10-10 Rexroth Mannesmann Gmbh Einrichtung zur Kompensation der auf ein Schienenfahrzeug wirkenden Querkraft
EP1190925A1 (fr) * 2000-09-26 2002-03-27 Hitachi, Ltd. Dispositif d'inclinaison transversale pour véhicule ferroviaire

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1605115A1 (de) * 1967-02-03 1970-12-23 Sumitomo Metal Ind Luftfeder
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
WO1992009469A1 (fr) * 1990-11-27 1992-06-11 Man Ghh Schienenverkehrstechnik Gmbh Vehicule sur rails
WO1992020559A1 (fr) * 1991-05-21 1992-11-26 Brel Limited Appareil servant a amortir les mouvements lateraux de la partie carrosserie d'un vehicule
DE4410970C1 (de) * 1994-03-29 1995-07-20 Talbot Waggonfab Wankstütze für Schienenfahrzeuge mit einer Querneigeeinrichtung
DE19512437A1 (de) * 1995-04-03 1996-10-10 Rexroth Mannesmann Gmbh Einrichtung zur Kompensation der auf ein Schienenfahrzeug wirkenden Querkraft
EP1190925A1 (fr) * 2000-09-26 2002-03-27 Hitachi, Ltd. Dispositif d'inclinaison transversale pour véhicule ferroviaire

Also Published As

Publication number Publication date
EP2226233B1 (fr) 2017-05-31
ES2638874T3 (es) 2017-10-24
DK2226233T3 (en) 2017-09-11

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