EP3492333B1 - Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension - Google Patents

Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension Download PDF

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Publication number
EP3492333B1
EP3492333B1 EP17204598.1A EP17204598A EP3492333B1 EP 3492333 B1 EP3492333 B1 EP 3492333B1 EP 17204598 A EP17204598 A EP 17204598A EP 3492333 B1 EP3492333 B1 EP 3492333B1
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EP
European Patent Office
Prior art keywords
transverse
running gear
suspension
car body
rail vehicle
Prior art date
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EP17204598.1A
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German (de)
English (en)
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EP3492333A1 (fr
Inventor
Rickard Persson
Volker Brundisch
Anneli ORVNAS
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to DK17204598.1T priority Critical patent/DK3492333T3/da
Priority to ES17204598T priority patent/ES2925079T3/es
Priority to EP17204598.1A priority patent/EP3492333B1/fr
Priority to PL17204598.1T priority patent/PL3492333T3/pl
Priority to PCT/EP2018/081421 priority patent/WO2019105752A1/fr
Publication of EP3492333A1 publication Critical patent/EP3492333A1/fr
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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
    • B61F5/04—Bolster supports or mountings
    • 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 a transverse suspension system for a rail vehicle and to a rail vehicle including a transverse suspension system.
  • GB 2 025 572 In order to reduce vibration of a rail car body, it has been proposed in GB 2 025 572 to add various pneumatic actuators to a conventional secondary suspension provided with air springs. More specifically, two vertical pneumatic actuators and one transverse pneumatic actuator are provided between the car body of a rail vehicle and each of the front and rear running gears on which the car body is supported. The pneumatic actuators are controlled based on acceleration signals measured on the car body of the vehicle. The yawing vibrations are controlled mainly by the transverse pneumatic actuators provided on the two rolling gears while the pitching and rolling vibrations are controlled mainly by the vertical pneumatic actuators. With such an arrangement, the front and rear transverse pneumatic actuators are used to counteract vibrations and quasi-static transverse loads.
  • actuators must therefore be adapted to generate quasi-static forces of high magnitude and dynamic forces at high frequencies.
  • the actuators have to be oversized in terms of both power and volume.
  • High power actuators require external cooling and result in an overall bulky, heavy and complex system.
  • no fail-safe mode is available in case of malfunction of the transverse actuators.
  • a rail vehicle having a car body, which is supported on a running gear by a spring device, and a rolling compensation device, which is coupled to the running gear and the car body, is disclosed in US2012137926 .
  • the rolling compensation device may be arranged kinematically in parallel to the spring device.
  • the rolling compensation device counteracts rolling motions of the car body toward the outside of the curve about a rolling axis during travel in curves.
  • the rolling compensation device in order to increase the tilting comfort, is designed to impose, in a first frequency range and under a first transverse deflection of the car body, upon the car body, a first rolling angle about the rolling axis, which corresponds to a current curvature of a current section of track being travelled.
  • the invention aims to address the above-identified problems of the prior art and to provide a simplified suspension system that achieves good results in terms of ride comfort.
  • a rail vehicle comprising a car body, having a weight 2L supported on two longitudinally spaced running gears, each of the running gears comprising a running gear frame, a primary suspension between the running gear frame and two sets of wheels, and a secondary suspension between the running gear frame and the car body for transmitting a load having a static vertical component L from the car body to the running gear, wherein the car body is movable relative to each running gear in a transverse direction of the running gear over a range of transverse positions including a centred position and each secondary suspension comprises vertical suspension elements, passive transverse suspension means and active transverse actuator means in parallel between the car body and the running gear, characterized in that the passive transverse suspension means have a stiffness K such that: K L ⁇ 5 m ⁇ 1 over said range of transverse positions.
  • the suspension system of the invention combines a stiff passive transverse suspension and transverse actuator means.
  • the particular combination enables to substantially downsize the transverse actuator means without negatively affecting the ride comfort.
  • the transverse suspension system of the invention operates as a passive suspension and provides a fail-safe operating mode.
  • a typical secondary suspension of the prior art has a transverse stiffness per bellow of about 200 kN/m. This value is a compromise between ride comfort (which favours soft springs) and relative displacements (which favours stiff springs).
  • the transverse stiffness of the passive transverse suspension of the invention is substantially greater, in the range of 400 kN/m or 500 kN/m over the whole range of transverse positions, including the centre position. The stiffer passive transverse suspension reduces the relative transverse displacement.
  • transverse position can be limited by transverse stops.
  • the active transverse actuator means are adapted to generate forces in the transverse direction with a maximal magnitude M max such that: M max L ⁇ 1 30
  • the active transverse actuator means are adapted to generate forces in the transverse direction with a maximal magnitude M max such that: M max ⁇ 10 kN and preferably: M max ⁇ 5 kN
  • the suspension reacts as a stiff passive suspension. Less energy is required to power the actuator. Such low frequency transverse displacement occurs when the rail vehicle negotiates a curve or runs through a switch or crossing.
  • the rail vehicle further comprises a transducer for measuring a transverse acceleration or transverse velocity of the car body and delivering a signal to the controller.
  • the transverse velocity can be obtained by integration of an acceleration signal.
  • the active transverse actuator means comprise one or more electro-hydraulic actuators.
  • Other kinds of actuators are also envisaged, e.g. electro-pneumatic actuators.
  • the actuators should be able to follow low frequency transverse relative movements between the car body and the running gear, i.e. to retract and expand, without generating reacting forces.
  • the transverse actuator means can comprise more than one transverse actuator, e.g. two transverse actuators. According to a preferred embodiment, however, the active transverse actuator means consist of only one actuator.
  • the suspension elements constitute at least part of the passive transverse suspension means.
  • the vertical suspension elements support the vertical static and dynamic components of the load applied by the car body on the running gear.
  • the vertical suspension elements include pneumatic suspension elements and/or coil springs.
  • the vertical suspension elements provide more than half the transverse stiffness K over more than half the transverse stroke of the car body relative to the running gear.
  • Additional passive transverse suspension means can be used. They can include transverse springs operational throughout the transverse stroke or bump stops only operational at the ends of the transverse stroke.
  • the suspension system may also include a passive transverse damper.
  • the active transverse actuator means can be controlled to generate a transverse damping force, i.e. a force proportional to the transverse velocity of the vehicle body, which can be a reactive force (in a direction opposite to the direction of movement) or pro-active, i.e. in the direction of the relative movement).
  • each of the one or more running gears has a pair of wheel sets equidistant from a vertical median transverse plane, and the active transverse actuator means are attached to the running gear at a location closer to the vertical median transverse plane than to the wheel sets, preferably in the geometric vertical median transverse plane.
  • the active transverse actuator means should not be affected by the relative rotation between the running gear and the car body about a vertical axis.
  • each of the one or more the running gears has a pair of wheel sets equidistant from a vertical median transverse plane, and the passive transverse suspension means are attached to the running gear at a location closer to the vertical median transverse plane than to the wheel sets, preferably in the geometric vertical median transverse plane.
  • the one or more sets of wheels can be wheelsets or independent wheels.
  • the suspension is arranged between the car body and a running gear without primary suspension, or a running gear without frame, or a running gear with independent wheels, or a running gear with only one set of wheels, e.g. a portal axle.
  • a method of supporting a rail car body having a weight 2L on two longitudinally spaced running gears each comprising a running gear frame, a primary suspension between the running gear frame and two sets of wheels, and a secondary suspension between the running gear frame and the car body for transmitting a load having a static vertical component L from the car body to the running gear
  • the method comprising providing each secondary suspension with vertical suspension elements, passive transverse suspension means and active transverse actuator means in parallel between the car body and the running gear such that the car body is movable relative to the running gear in a transverse direction of each running gear over a range of transverse positions including a centred position, wherein:
  • figure 1 is a diagrammatic illustration of a rail vehile according to one embodiment of the invention.
  • a rail vehicle 10 comprises a car body 12 supported on two longitudinally spaced running gears 14.
  • the car body defines a vertical longitudinal plane 100.
  • Each of the running gears 14 comprises a running gear frame 16, a primary suspension 18 between the running gear frame 16 and two sets of wheels 20, and a secondary suspension between the running gear frame 16 and the car body 12, which comprises vertical suspension elements 22, e.g. pneumatic suspension elements or coil springs, as well as passive transverse suspension means 24 and active transverse actuator means 26 in parallel between the car body and the running gear frame.
  • the rail vehicle In the centred position depicted in Figure 1 , the rail vehicle is stationary on a straight track, and the longitudinal vertical plane 100 of the car body 12 coincides with a longitudinal vertical median plane 150 of each running gear frame.
  • the two wheel sets 20 of each running gear 14 are equidistant from a vertical median transverse plane 200 of the running gear frame 16.
  • the intersection between each vertical median transverse plane 200 and the vertical longitudinal plane 150 defines a vertical axis of rotation of the associated running gear.
  • the car body 12 can also move relative to each running gear 14 in a transverse direction perpendicular to the longitudinal vertical median plane 150 of the running gear frame 16 on each side of the centred position.
  • the secondary suspension system may also comprise transverse bump stops 27, which may constitute an additional part of the passive transverse suspension means 24 and become active at the ends of the transverse stroke of the car body 12 relative to each running gear frame 16. to limit the range of transverse positions of the car body 12 relative to the running gear frame 16.
  • Both the passive transverse suspension means 24 and the active transverse actuator means 26 are preferably attached to the running gear frame 16 at a location closer to the vertical median transverse plane 200 than to the wheel sets 20, preferably in the geometric vertical median transverse plane 200.
  • the passive transverse suspension means 24 have been depicted as an individualised separate means.
  • the vertical suspension elements 22 may have a transverse stiffness and may constitute at least part of the passive transverse suspension means 24, preferably a preponderant part, i.e. more than half of the transverse stiffness.
  • the bump stops 27 can also be individualised or incorporated to the passive transverse suspension means 24.
  • the active transverse actuator means 26 comprise one or more electro-hydraulic actuators, and preferably only one actuator.
  • the active transverse actuator means 26 of the two running gears 14 are connected to a common controller 28.
  • a transducer 30 for measuring a transverse acceleration or transverse velocity of the car body 12 is connected to the controller 28.
  • the passive transverse suspension means 24 have a high stiffness K such that: K L ⁇ 5 m ⁇ 1
  • the transverse actuator means are adapted to generate forces in the transverse direction with a relatively low maximal magnitude M max such that: M max L ⁇ 1 30
  • the maximal magnitude is preferably such that M max ⁇ 10 kN or M max ⁇ 5 kN
  • this transverse stiffness K can be provided by the vertical suspension elements 22.
  • the invention is not limited to conventional running gears with wheelsets. It can also be applied to running gears with independent wheels, or running gears with only one set of wheels, e.g. portal axles.

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

Claims (14)

  1. Véhicule ferroviaire (10) comprenant une caisse de wagon (12) ayant un poids 2L supporté sur deux trains roulants espacés de manière longitudinale (14), chacun des trains roulants (14) comprenant un châssis de train roulant (16), une suspension primaire (18) entre le châssis de train roulant (16) et deux essieux (20), et une suspension secondaire entre le châssis de train roulant (16) et la caisse de wagon (12) servant à transmettre une charge ayant une composante verticale statique L de la caisse de wagon (12) au train roulant (14), dans lequel la caisse de wagon (12) est mobile par rapport à chaque train roulant (14) dans une direction transversale du train roulant (14) sur une plage de positions transversales comportant une position centrée, et chaque suspension secondaire comprend des éléments de suspension verticaux (22), des moyens de suspension transversaux passifs (24) et des moyens d'actionnement transversaux actifs (26) en parallèle entre la caisse (12) et le train roulant (14), caractérisé en ce que les moyens de suspension transversaux passifs (24) ont une raideur K telle que : K L ≥ 5 m − 1
    Figure imgb0026
     sur ladite plage de positions transversales et en ce que les moyens d'actionnement transversaux actifs (26) sont adaptés pour générer des forces dans la direction transversale d'une amplitude maximale M max telle que : M max L ≤ 1 30
    Figure imgb0027
  2. Véhicule ferroviaire selon la revendication 1, dans lequel les moyens d'actionnement transversaux actifs (26) sont adaptés pour générer des forces dans la direction transversale avec une amplitude maximale M max de telle sorte que : M max ≤ 10 kN
    Figure imgb0028
  3. Véhicule ferroviaire selon la revendication 1, dans lequel les moyens d'actionnement transversaux actifs (26) sont adaptés pour générer des forces dans la direction transversale avec une amplitude maximale M max de telle sorte que : M max ≤ 5 kN
    Figure imgb0029
  4. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, comprenant en outre un dispositif de commande (28) servant à commander les moyens d'actionnement transversaux actifs (26) de manière à générer des forces transversales qui n'ont pas de composante basse fréquence ou une composante basse fréquence avec une amplitude efficace inférieure à 100 daN en dessous d'une fréquence de coupure / définie comme suit : f = 1 2 π K L
    Figure imgb0030
  5. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, comprenant en outre un transducteur (30) pour mesurer une accélération transversale ou une vitesse transversale de la caisse de wagon (12) et délivrer un signal au dispositif de commande (28).
  6. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel les moyens d'actionnement transversaux actifs (26) comprennent un ou plusieurs actionneurs électrohydrauliques.
  7. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel les moyens d'actionnement transversaux actifs (26) sont constitués par un seul actionneur.
  8. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel les éléments de suspension verticaux (22) constituent au moins une partie des moyens de suspension transversaux passifs (24).
  9. Véhicule ferroviaire selon la revendication 8, dans lequel les éléments de suspension verticaux (22) comprennent des éléments de suspension pneumatiques et/ou des ressorts hélicoïdaux.
  10. Véhicule ferroviaire selon l'une quelconque des revendications 8 à 9, dans lequel les éléments de suspension verticaux (22) fournissent plus de la moitié de la rigidité transversale K sur plus de la moitié de la course transversale de la caisse de wagon (12) par rapport au train roulant (14).
  11. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel le système de suspension comprend des butées de suspension transversales, qui constituent au moins une partie des moyens de suspension transversaux passifs (24).
  12. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel chacun du ou des trains roulants (14) a une paire d'essieux (20) équidistants d'un plan transversal médian vertical (200), et les moyens d'actionnement transversaux actifs (26) sont fixés au train roulant (14) au niveau d'un emplacement plus proche du plan transversal médian vertical (200) que des essieux (20), de préférence dans le plan transversal médian vertical géométrique (200).
  13. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel chacun du ou des trains roulants (14) a une paire d'essieux (20) équidistants d'un plan transversal médian vertical (200), et les moyens de suspension transversaux passifs (24) sont fixés au train roulant (14) au niveau d'un emplacement plus proche du plan transversal médian vertical (200) que des essieux (20), de préférence dans le plan transversal médian vertical géométrique (200).
  14. Procédé de support d'une caisse de wagon (12) ayant un poids de 2L sur deux trains de roulement espacés de manière longitudinale (14), chacun des trains roulants (14) comprenant un châssis de train roulant (16), une suspension primaire (18) entre les châssis de train roulant (16) et deux essieux (20), et une suspension secondaire entre le châssis de train roulant (16) et la caisse de wagon (12) servant à transmettre une charge ayant une composante verticale statique L de la caisse de wagon (12) au train roulant (14), le procédé comprenant la fourniture pour chaque suspension secondaire d'éléments de suspension verticaux (22), de moyens de suspension transversaux passifs (24) et de moyens d'actionnement transversaux actifs (26) en parallèle entre la caisse de wagon (12) et le train roulant (14) de telle sorte que la caisse de wagon (12) est mobile par rapport au train roulant (14) dans une direction transversale de chaque train roulant (14) sur une plage de positions transversales comprenant une position centrée, dans lequel :
    - les moyens de suspension transversaux passifs (24) entre la caisse de wagon (12) et chaque train roulant (14) ont une raideur K telle que : K L ≥ 5 m − 1
    Figure imgb0031
     sur ladite plage de positions transversales,
    - les moyens d'actionnement transversaux actifs (26) sont adaptés pour générer des forces dans la direction transversale d'une amplitude maximale M max telle que : M max L ≤ 1 30
    Figure imgb0032
EP17204598.1A 2017-11-30 2017-11-30 Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension Active EP3492333B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DK17204598.1T DK3492333T3 (da) 2017-11-30 2017-11-30 Skinnekøretøj forsynet med et tværgående ophængningssystem og fremgangsmåde til ophængning
ES17204598T ES2925079T3 (es) 2017-11-30 2017-11-30 Vehículo ferroviario provisto de un sistema de suspensión transversal y procedimiento de suspensión
EP17204598.1A EP3492333B1 (fr) 2017-11-30 2017-11-30 Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension
PL17204598.1T PL3492333T3 (pl) 2017-11-30 2017-11-30 Pojazd szynowy wyposażony w układ zawieszenia poprzecznego i sposób zawieszenia
PCT/EP2018/081421 WO2019105752A1 (fr) 2017-11-30 2018-11-15 Véhicule ferroviaire équipé d'un système de suspension transversal et procédé de suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17204598.1A EP3492333B1 (fr) 2017-11-30 2017-11-30 Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension

Publications (2)

Publication Number Publication Date
EP3492333A1 EP3492333A1 (fr) 2019-06-05
EP3492333B1 true EP3492333B1 (fr) 2022-06-08

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EP17204598.1A Active EP3492333B1 (fr) 2017-11-30 2017-11-30 Véhicule ferroviaire doté d'un système de suspension transversal et méthode de suspension

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EP (1) EP3492333B1 (fr)
DK (1) DK3492333T3 (fr)
ES (1) ES2925079T3 (fr)
PL (1) PL3492333T3 (fr)
WO (1) WO2019105752A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5511954A (en) 1978-07-14 1980-01-28 Hitachi Ltd Method and device for controlling vibration of vehicle
FR2633577B1 (fr) * 1988-07-01 1995-12-22 Durand Charles Procede et dispositif pour la stabilisation transversale des vehicules ferroviaires sur les trajets sinueux
FR2689476B1 (fr) * 1992-04-01 1994-06-10 Faiveley Transport Suspension transversale pour vehicule ferroviaire.
JPH06247299A (ja) * 1993-02-25 1994-09-06 Sumitomo Metal Ind Ltd 鉄道車両の振動制御装置
DE10157368A1 (de) * 2001-11-23 2003-06-12 Bombardier Transp Gmbh Positionseinstellung eines Fahrzeug-Wagenkörpers
JP4845426B2 (ja) * 2005-05-30 2011-12-28 川崎重工業株式会社 車体振動制御装置及び車体振動制御方法
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
WO2014002981A1 (fr) * 2012-06-29 2014-01-03 日立オートモティブシステムズ株式会社 Mécanisme de génération de force

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PL3492333T3 (pl) 2022-10-03
WO2019105752A1 (fr) 2019-06-06
ES2925079T3 (es) 2022-10-13
EP3492333A1 (fr) 2019-06-05
DK3492333T3 (da) 2022-08-29

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