EP0420940B1 - Device for applying a force to the underframe of a railway vehicle, for the inclination of the underframe or the transverse stabilization of the vehicle - Google Patents
Device for applying a force to the underframe of a railway vehicle, for the inclination of the underframe or the transverse stabilization of the vehicle Download PDFInfo
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- EP0420940B1 EP0420940B1 EP89908206A EP89908206A EP0420940B1 EP 0420940 B1 EP0420940 B1 EP 0420940B1 EP 89908206 A EP89908206 A EP 89908206A EP 89908206 A EP89908206 A EP 89908206A EP 0420940 B1 EP0420940 B1 EP 0420940B1
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- European Patent Office
- Prior art keywords
- force
- hydraulic
- accumulator
- vehicle
- underframe
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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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 relates to railway vehicles, and more particularly a device intended to apply to the body of the vehicle a body tilting force around a longitudinal axis, or else a compensatory force of the centrifugal and centripetal forces exerted in a curve. on the vehicle, of the type comprising at least one hydraulic jack for applying force and members for detecting and calculating the force to be applied.
- the inclination of the body around a longitudinal axis or parallel to the track is a means used on certain passenger rail vehicles to reduce discomfort for passengers resulting from the vehicle crossing curves at a higher speed. - and sometimes lower - at the equilibrium speed corresponding to the natural slope of the track.
- the passengers are exposed to accelerations which are relative to the floor of the car respectively centrifugal or centripetal and this all the more so as cars without body tilting and conventional suspension equipment on a low support plane, tilt in the wrong direction (they lean towards the outside of the curve when the speed is greater than the equilibrium speed, they lean towards inside the curve otherwise).
- the set position corresponds in some cases to a zero component of apparent gravity (resulting from earth's gravity and centrifugal acceleration due to the curve) according to the floor of the car, in others, it corresponds to a component capped in value of this same component, the criterion always being to minimize the effect on the traveler of the transverse accelerations parallel to the floor of the vehicle, which constitutes in a way a spatial reference for the traveler placed inside the vehicle.
- the commercial interest of the inclination of the body is to improve the comfort of the traveler for speeds given in the curves or even at given comfort to increase the speeds in the curves.
- the invention is applicable to the two categories mentioned above, even if, for reasons of simplification, the figures and comments which follow will relate exclusively to tilt systems according to the second category.
- the invention also relates to a phenomenon accompanying the increase in speed on winding lines which must be taken into account in conjunction with the inclination of the body when it is desired to effectively practice higher speeds on such lines.
- the observation which is made, and which is well known, comes from the fact that by increasing the speed in a given curve, the transverse forces transmitted to the track vary in an inevitable manner like the square of the speed. Apart from the stresses on the track itself, the rolling stock catches up with all the games available transversely, from which a deterioration in comfort results, as will be explained.
- the play in question has essentially two sources: the play of the axles in the rail and the play between stops of the secondary suspension.
- the primary suspension it is designed to have a certain stiffness conditioned by the stability and, generally having no stops, is not annoying.
- the remedy which makes it possible to solve this problem is known: it consists in applying to the body of the vehicle a force opposite to the centrifugal stress which is exerted on the body during the passages in curve.
- a force opposite to the centrifugal stress which is exerted on the body during the passages in curve.
- the determination of the force system to be applied to the vehicle body is not the subject of the present invention.
- the object of the invention is, within the framework of a device of the type mentioned at the head of this thesis, to improve the performance of said devices by means of a particular arrangement.
- the force applying member is a hydraulic member with reversible action from the energy point of view by taking or returning energy from or to at least one hydraulic accumulator.
- the hydraulic jack with double effect of application of the force is supplied from one of the motor-pumps of a set of two motor-pumps whose shafts are interconnected and whose the inputs and outputs are connected, for one, with a high pressure accumulator and a low pressure manifold and for the other with the two chambers of said cylinder.
- One of the two pump-motors has a variable displacement, the variation of the displacement being controlled by the members for detecting and calculating the force to be applied.
- a three-position drive member controlling, by the same mechanical shaft, three bushels which open hydraulic circuits to one or two double-acting cylinders.
- the hydraulic connections are made to, on the one hand, a high pressure oil tank - also called a hydraulic accumulator - and, on the other hand, to a low pressure oil tank placed in the atmosphere.
- the high-pressure oil reserve may be replenished using a pump controlled by a pressure switch so as to maintain a constant pressure in the accumulator.
- connection is made by two of the plugs according to the direction of the signal delivered by the processing circuit so as to cause the desired rotational movements or transverse movement when the jack (s) must accelerate the movement of the body in one direction or in the other.
- the speed of rotation of the body is suitable, or else when the body does not undergo a significant effort on the part of the transverse jack, that is to say if the signal delivered by the treatment circuit is less than a fixed threshold, the jack or jacks are isolated from the accumulator and the nurse and short-circuited by the third bushel.
- transverse stabilization or stabilization in rotation around the longitudinal axis of a railway body can be carried out in conjunction with a system for damping the vertical movement according to the device described in the aforementioned application WO-A-89/11991. This allows the pooling of a certain number of organs conditioned by the two or three stabilizations and will be described in more detail below.
- the invention can be integrated into a system in which both the vertical movements and the horizontal movements are each subject to stabilization and therefore to damping.
- This is possible for the air suspension. It is enough for this to put the cushions in communication by a large section pipe and a valve which will be opened each time the pressure difference between the two cushions will exceed a predetermined threshold, but any other criterion announcing an orientation movement important can also be used to control the opening of the aforementioned valve.
- FIG. 1 there are recognized in cross section the conventional components of a body tilt, that is to say a body of railway material 2 resting on a bogie frame 4 by means of a suspension. secondary 6.
- the bogie chassis itself is supported, by means of a primary suspension not shown, by means of wheels 8 which roll on rails 10.
- Hydraulic tilt cylinders 12 are taken between the body 2 and the bogie frame 4 and cause a rotation about the longitudinal axis according to the orders given by a servomechanism represented diagrammatically in FIG.
- the body tilt information can also be given by other known means, such as memories of the line synchronized with the position of the vehicle on the line, etc.
- the jack 12 placed on the right of the body is put in compression while the jack 12 on the left is extended so as to compensate by the earth's gravity component for at least part of the centrifugal force.
- the situation is reversed when the transverse body acceleration itself changes direction.
- no order is given to the tilt cylinders.
- FIG 2 has been shown schematically the operation of the servo which is of a conventional type.
- the signal delivered by an accelerometer 40 which is then introduced into a processing circuit 42 consisting of a filter 44 (according to the test results, this filter may possibly be deleted) followed by an amplifier 46 receiving, in a conventional manner, apart from the accelerometric signal a anticipation signal 10.
- the latter can be taken from an accelerometer placed upstream in the same convoy to be reinjected, with the appropriate time delay, in the amplifier-saturator 46.
- the bodies for executing the body tilt or the power bodies of the servomechanism conform to one of the provisions described in the aforementioned patent application WO-A-89/11991, and comprise two hydraulic motor-pumps 70 and 72 connected to each other by a shaft 74 and hydraulically connected, one on the high and low pressure tanks 26 and 28, the other on the two chambers of the double-acting cylinders 12.
- One of the two pump-motors has a displacement variable and this is modified as a function of the output of the processing circuit 42.
- an automatic pump 38 which, in addition to natural pumping, ensures a constant pressure difference between the high and low pressure tanks.
- the system described is an open loop control system: a horizontal acceleration perceived by the accelerometer corresponds in steady state (steady state) to a value of the force applied by the jacks 12 which on one side of the body included the secondary suspension and on the other side relieves it.
- the compensation criteria total, partial compensation at a fixed rate, capped compensation, etc. are not part of the invention and are to be chosen according to appropriate physiological comfort criteria.
- the body movement is obtained by a system taking from its energy reserve or, on the contrary, by regenerating it, at least partially, according to the phases of the movement and according to the same principle as that set out in the request. of the aforementioned PCT patent.
- the hydraulic lines are dimensioned as widely as possible to maximize energy regeneration.
- plugs 76 and 78 it is possible on the body tilting systems constructed according to the arrangements shown in FIG. 2 to return in the event of rescue from a suspension of the conventional type using plugs 76 and 78. These are shown in FIG. 2 in the position where the body tilting device is in normal operation. If a malfunction of the tilt system is detected by automatic detectors or by personnel on board the vehicle or train, plugs 76 and 78 can be tilted automatically or manually, as the case may be, by a quarter turn in clockwise. The electrical and hydraulic servo-control for tilting the body is then isolated from the jacks 12. These then behave like ordinary shock absorbers in which the oil is laminated in the calibrated tubes 80 which connect the plugs 76 and 78 .
- FIG. 3 shows by way of example how a stabilization in inclination of the body according to the characteristic of the present invention and a stabilization in overall vertical movement can function jointly according to the arrangement object of patent application WO-A-89/11991 cited above.
- a vertical movement control chain identical to that described in this patent application produces a vertical movement correction signal which is sent through the adders 56 and 58 on two power chains controlling the lateral jacks 12.
- This control chain comprises an accelerometer with a vertical sensitive axis 14, a possible filter 20 then an integrator 22 and its discharge circuit 22 placed in parallel with an amplifier 21, then an amplifier 24 which develops the signal for controlling the vertical body movement.
- a body tilt control signal is developed according to the same provisions as those commented on in connection with FIG. 2.
- the latter is added or subtracted with the appropriate sign to the vertical movement control signal in these adders 56 and 58.
- the signals from these adders are then directed on two execution chains or power members made up of the same components as those described in connection with FIG. 2, except that each of the chains feeds only one jack.
- FIGS. 4 and 5 explain the device for controlling the lateral stabilization according to another aspect of the invention.
- FIG. 4 there is a body 2 resting on a bogie chassis 4 (possibly an axle for axle equipment) by means of a secondary suspension 6.
- the chassis 4 rests (by means of a primary suspension (possibly not shown) on wheels 8 which roll on rails 10.
- the body is stabilized by a double-acting hydraulic cylinder 12 ′ exerting horizontal and transverse forces between the body 2 and the chassis 4.
- the cylinder 12 ′ is supplied from a high-pressure tank 26, the pressure-passing oil being collected in a low-pressure tank 28.
- the lateral stabilization servo shown in FIG. 5 is produced from the signal given by an accelerometer 14 with a horizontal sensitive axis fixed on the body.
- the accelerometric signal is processed in a processing circuit 18 possibly comprising a filter 20 (high pass), an integrator 22 and a discharge circuit 22 'placed in parallel with an amplifier 21.
- the resulting signal constitutes for vehicle traffic in a straight line the control signal of the transverse movements of the body.
- This signal needs to be supplemented in the curves by a signal representative of the centrifugal force not compensated by the natural superelevation of the track which takes substantially the following value when the body tilt is made as shown in Figures 4 and 5.
- M (V2 / R - gd / 1500) where M represents the fraction supported by the bogie in question of the average value of the mass of the body, V the forward speed of the vehicle, R the radius of the curve considered, d the value of the slope of the track expressed in millimeters (standard track with a width of 1,500 mm) and g the acceleration due to Earth's gravity.
- the correction signal (slow topographic movement) is calculated in the computer 39 and added, with the appropriate sign, to the control signal for the transverse body movements (rapid movements) at the input of an amplifier 24 .
- the servomechanism execution chain object of the invention, includes, for example, two pump motors 70 and 72 mechanically connected to each other by means of the shaft 74 and hydraulically connected one with a high pressure accumulator 26 and a low pressure manifold 28, the other with the two chambers of the jack 12 '.
- one of the pump-motors has a variable displacement, this being controlled by the signal from the amplifier 24.
- the invention can be applied to a vehicle where all of the vertical, horizontal and tilting movements around a longitudinal axis are controlled by active suspension of the type described here for only transverse movements.
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Abstract
Description
La présente invention concerne les véhicules ferroviaires, et plus particulièrement un dispositif destiné à appliquer sur la caisse du véhicule une force d'inclinaison de caisse autour d'un axe longitudinal, ou bien une force compensatoire des forces centrifuges et centripètes s'exerçant en courbe sur le véhicule, du type comportant au moins un vérin hydraulique d'application de la force et des organes de détection et de calcul de la force à appliquer.The present invention relates to railway vehicles, and more particularly a device intended to apply to the body of the vehicle a body tilting force around a longitudinal axis, or else a compensatory force of the centrifugal and centripetal forces exerted in a curve. on the vehicle, of the type comprising at least one hydraulic jack for applying force and members for detecting and calculating the force to be applied.
Il est rappelé que l'inclinaison de caisse autour d'un axe longitudinal ou parallèle à la voie est un moyen utilisé sur certains véhicules ferroviaires voyageurs pour réduire l'inconfort pour les passagers résultant de ce que le véhicule franchit les courbes à une vitesse supérieure - et parfois inférieure - à la vitesse d'équilibre correspondant au dévers naturel de la voie. Selon que les véhicules franchissent la courbe au-dessus ou en-dessous de la vitesse d'équilibre les passagers sont exposés à des accélérations qui sont par rapport au plancher de la voiture respectivement centrifuges ou centripètes et ceci d'autant plus que les voitures sans équipement d'inclinaison de caisse et à suspension classique selon un plan d'appui bas, s'inclinent dans le mauvais sens (elles penchent vers l'extérieur de la courbe lorsque la vitesse est supérieure à la vitesse d'équilibre, elles penchent vers l'intérieur de la courbe dans le cas contraire).It is recalled that the inclination of the body around a longitudinal axis or parallel to the track is a means used on certain passenger rail vehicles to reduce discomfort for passengers resulting from the vehicle crossing curves at a higher speed. - and sometimes lower - at the equilibrium speed corresponding to the natural slope of the track. Depending on whether the vehicles cross the curve above or below the equilibrium speed, the passengers are exposed to accelerations which are relative to the floor of the car respectively centrifugal or centripetal and this all the more so as cars without body tilting and conventional suspension equipment on a low support plane, tilt in the wrong direction (they lean towards the outside of the curve when the speed is greater than the equilibrium speed, they lean towards inside the curve otherwise).
Si l'on écarte tout d'abord les systèmes passifs dont le plan de suspension est plus élevé que le centre de gravité de caisse et dont les performances sont médiocres du fait des inerties en jeu et de l'action relativement faible du rappel des forces de gravité, il existe un certain nombre d'études, et même de réalisations, basées sur des dispositifs actifs dont le rôle est de ramener la caisse vers une position de consigne plus rapidement que ne le font les systèmes passifs précités.If we first put aside passive systems whose suspension plan is higher than the body center of gravity and whose performance is poor due to the inertia involved and of the relatively weak action of the recall of the forces of gravity, there are a certain number of studies, and even of realizations, based on active devices whose role is to bring the body towards a setpoint position more quickly than does the aforementioned passive systems do.
La position de consigne correspond dans certains cas à une composante nulle de la gravité apparente (résultante de la gravité terrestre et de l'accélération centrifuge due à la courbe) suivant le plancher de la voiture, dans d'autres, elle correspond à une composante plafonnée en valeur de cette même composante, le critère étant toujours de minimiser l'effet sur le voyageur des accélérations transversales parallèles au plancher du véhicule, lequel constitue en quelque sorte une référence spatiale pour le voyageur placé à l'intérieur du véhicule.The set position corresponds in some cases to a zero component of apparent gravity (resulting from earth's gravity and centrifugal acceleration due to the curve) according to the floor of the car, in others, it corresponds to a component capped in value of this same component, the criterion always being to minimize the effect on the traveler of the transverse accelerations parallel to the floor of the vehicle, which constitutes in a way a spatial reference for the traveler placed inside the vehicle.
L'intérêt commercial de l'inclinaison de caisse est d'améliorer le confort du voyageur pour des vitesses données dans les courbes ou bien encore à confort donné augmenter les vitesses dans les courbes.The commercial interest of the inclination of the body is to improve the comfort of the traveler for speeds given in the curves or even at given comfort to increase the speeds in the curves.
La présente invention a notamment pour objet d'apporter une contribution aux systèmes du type actif que l'on peut classer en deux catégories qui sont les suivantes :
- 1ère catégorie : l'inclinaison de caisse est obtenue au moyen de pièces mécaniques reliant deux solides du véhicule et dont le seul but est d'assurer le degré de liberté de rotation autour de l'axe longitudinal : il s'agit d'axes et de paliers ou d'un ensemble de bielles. Le mouvement de rotation relatif entre ces deux solides précités est obtenu par ces pièces mécaniques et l'énergie nécessaire fournie au travers de vérins placés entre les deux solides en cause. Ce type est le plus répandu, et illustré par exemple par les documents DE-A-2 001 282 ou GB-A-2 079 701;
- 2ème catégorie : l'inclinaison de caisse est obtenue sans qu'il soit nécessaire de matérialiser l'axe de rotation par des pièces mécaniques usinées. Il suffit de comprimer la suspension, généralement la suspension secondaire, d'un côté du véhicule et de la laisser se détendre de l'autre côté, l'énergie à fournir pour provoquer le mouvement étant transmise comme précédemment par des vérins, mais cette fois les vérins sont placés en parallèle de la suspension. Cette catégorie est illustrée par exemple par le document FR-A-2 231 550 ou DE-A-2 156 613.
- 1st category : the inclination of the body is obtained by means of mechanical parts connecting two solids of the vehicle and the sole purpose of which is to ensure the degree of freedom of rotation around the longitudinal axis: these are axes and bearings or a set of connecting rods. The relative rotational movement between these two aforementioned solids is obtained by these mechanical parts and the necessary energy supplied through jacks placed between the two solids in question. This type is the most widespread, and illustrated for example by documents DE-A-2,001,282 or GB-A-2,079,701;
- 2nd category : the body tilt is obtained without the need to materialize the axis of rotation by machined mechanical parts. Simply compress the suspension, usually the secondary suspension, on one side of the vehicle and let it relax on the other side, the energy to be supplied to cause the movement being transmitted as previously by jacks, but this time the jacks are placed in parallel with the suspension. This category is illustrated for example by the document FR-A-2 231 550 or DE-A-2 156 613.
On notera toutefois dans le document FR-A-2 231 550 que dans tous les cas le vérin reçoit de l'huile d'un réservoir haute pression et la renvoie vers un réservoir basse pression. Une pompe est nécessaire pour remplir le réservoir haute pression à nouveau.However, it will be noted in document FR-A-2 231 550 that in all cases the jack receives oil from a high pressure tank and returns it to a low pressure tank. A pump is required to refill the high pressure tank.
L'invention est applicable aux deux catégories évoquées ci-dessus, même si, pour des raisons de simplification, les figures et commentaires qui suivent se rapporteront exclusivement aux systèmes d'inclinaison selon la deuxième catégorie.The invention is applicable to the two categories mentioned above, even if, for reasons of simplification, the figures and comments which follow will relate exclusively to tilt systems according to the second category.
L'invention concerne aussi un phénomène accompagnateur de l'augmentation de vitesse sur les lignes sinueuses qui doit être pris en compte conjointement avec l'inclinaison de caisse lorsqu'on veut pratiquer effectivement des vitesses plus élevées sur de telles lignes. Le constat qui est fait, et qui est bien connu, vient de ce que en augmentant la vitesse dans une courbe donnée, les efforts transversaux transmis à la voie varient d'une manière inéluctable comme le carré de la vitesse. En dehors des sollicitations sur la voie elle-même, le matériel roulant rattrape tous les jeux disponibles transversalement d'où il résulte une dégradation du confort, ainsi qu'il va être expliqué.The invention also relates to a phenomenon accompanying the increase in speed on winding lines which must be taken into account in conjunction with the inclination of the body when it is desired to effectively practice higher speeds on such lines. The observation which is made, and which is well known, comes from the fact that by increasing the speed in a given curve, the transverse forces transmitted to the track vary in an inevitable manner like the square of the speed. Apart from the stresses on the track itself, the rolling stock catches up with all the games available transversely, from which a deterioration in comfort results, as will be explained.
Les jeux en cause ont essentiellement deux sources : le jeu des essieux dans le rail et le jeu entre butées de la suspension secondaire. La suspension primaire, elle, est conçue pour avoir une certaine raideur conditionnée par la stabilité et, n'ayant généralement pas de butées, n'est pas gênante.The play in question has essentially two sources: the play of the axles in the rail and the play between stops of the secondary suspension. The primary suspension, it is designed to have a certain stiffness conditioned by the stability and, generally having no stops, is not annoying.
Le rattrapage des jeux en courbe sur les essieux est causé par un mauvais fonctionnement des essieux ; de ce fait l'essieu avant de chaque bogie recopie les défaux sur le congé intérieur du rail extérieur de la courbe. Il est, dans ces conditions, recommandable de se conformer aux dispositions constructives décrites dans le document WO-A-89/12566.The take-up of bends in the axles is caused by a malfunction of the axles; thus the front axle of each bogie copies the defects on the interior leave of the exterior rail of the curve. Under these conditions, it is advisable to comply with the constructive provisions described in document WO-A-89/12566.
Pour ce qui concerne les suspensions secondaires conventionnelles, c'est-à-dire passives, elles sont basées sur le principe d'une grande flexibilité, aussi bien d'ailleurs verticalement que transversalement, de manière à filtrer les défauts de la voie. Mais le filtrage ne se fait plus pour les accidents géographiques. Ainsi, en courbe, la suspension secondaire talonne de manière désagréable au moment de l'entrée en courbe et, ceci d'autant plus, que la suspension transversale secondaire est plus souple et, d'autre part, du fait du rabotage du rail extérieur par le boudin des roues. Le talonnement, même sur butée élastique, est la cause d'une transmission vers l'intérieur de la caisse de vibrations désagréables durant tout le temps que dure le passage en courbe.Regarding conventional secondary suspensions, that is to say passive, they are based on the principle of great flexibility, both vertically and transversely, so as to filter the faults of the track. But filtering is no longer done for geographic accidents. Thus, in a curve, the secondary suspension is unpleasantly on the heel when entering the curve and, all the more so, that the secondary transverse suspension is more flexible and, on the other hand, due to the planing of the outer rail. by the flange of the wheels. Hooking, even on an elastic stop, is the cause of transmission towards the inside of the body of unpleasant vibrations during the whole time that the passage in curve takes.
Le remède qui permet de résoudre ce problème est connu : il consiste à appliquer sur la caisse du véhicule une force opposée à la sollicitation centrifuge qui s'exerce sur la caisse durant les passages en courbe. Ainsi par exemple, sur une caisse suspendue de manière classique au moyen de suspensions passives, il convient d'appliquer à la caisse durant les courbes un système de forces équivalent à une force centripède sensiblement parallèle au plan de la voie à l'endroit où se trouve le véhicule, appliquée au centre de gravité de la caisse et sensiblement égale à la force centrifuge ainsi exercée sur la caisse diminuée de la composante centripède due au dévers naturel de la voie.The remedy which makes it possible to solve this problem is known: it consists in applying to the body of the vehicle a force opposite to the centrifugal stress which is exerted on the body during the passages in curve. Thus, for example, on a body suspended conventionally by means of passive suspensions, it is advisable to apply to the body during curves a system of forces equivalent to a centripedal force substantially parallel to the plane of the track at the place where finds the vehicle, applied to the center of gravity of the body and substantially equal to the centrifugal force thus exerted on the body minus the centripedal component due to the natural slope of the track.
La détermination du système de forces à appliquer à la caisse du véhicule ne fait pas l'objet de la présente invention.The determination of the force system to be applied to the vehicle body is not the subject of the present invention.
L'invention à pour objet, dans le cadre d'un dispositif du type mentionné en tête de ce mémoire, d'améliorer les performances desdits dispositifs au moyen d'un agencement particulier.The object of the invention is, within the framework of a device of the type mentioned at the head of this thesis, to improve the performance of said devices by means of a particular arrangement.
Plus précisément, selon l'invention, l'organe applicateur de force est un organe hydraulique à action réversible du point de vue énergétique par prélèvement ou restitution de l'énergie à partir du ou vers au moins un accumulateur hydraulique. Une telle disposition permet, pour obtenir le résultat recherché, de ne mettre en jeu qu'une énergie minimale du fait de la récupération d'énergie.More specifically, according to the invention, the force applying member is a hydraulic member with reversible action from the energy point of view by taking or returning energy from or to at least one hydraulic accumulator. Such an arrangement makes it possible, to obtain the desired result, to bring into play only a minimum energy due to the energy recovery.
Un agencement de ce type a été décrit dans le document WO-A-89/11991 qui prévoit d'interposer un vérin hydraulique à double effet entre la caisse et un organe de roulement, un réservoir d'huile sous pression communiquant avec l'une ou l'autre des chambres du vérin, en fonction des signaux d'un circuit de traitement, pour régénérer au moins partiellement l'énergie du réservoir. Mais, dans ce document, le principe de récupération de l'énergie est utilisé pour l'amortissement des mouvements oscillatoires du véhicule ferroviaire, alors que selon la présente invention, ce principe est utilisé pour l'inclinaison de caisse ou la compensation transversale de force centrifuge.An arrangement of this type has been described in document WO-A-89/11991 which provides for interposing a double-acting hydraulic cylinder between the body and a rolling member, a pressurized oil tank communicating with one or the other of the chambers of the jack, according to the signals of a treatment circuit, to at least partially regenerate the energy of the reservoir. But, in this document, the principle of energy recovery is used for the damping of the oscillatory movements of the railway vehicle, while according to the present invention, this principle is used for the tilting of the body or the transverse force compensation. centrifugal.
Selon une disposition avantageuse de l'invention, le vérin hydraulique à double effet d'application de la force est alimenté à partir d'un des moteurs-pompes d'un ensemble de deux moteurs-pompes dont les arbres sont reliés entre eux et dont les entrées et sorties sont connectées, pour l'un, avec un accumulateur haute-pression et une nourrice basse pression et pour l'autre avec les deux chambres dudit vérin.According to an advantageous arrangement of the invention, the hydraulic jack with double effect of application of the force is supplied from one of the motor-pumps of a set of two motor-pumps whose shafts are interconnected and whose the inputs and outputs are connected, for one, with a high pressure accumulator and a low pressure manifold and for the other with the two chambers of said cylinder.
L'un des deux moteurs-pompes est à cylindrée variable, la variation de la cylindrée étant commandée par les organes de détection et de calcul de l'effort à appliquer.One of the two pump-motors has a variable displacement, the variation of the displacement being controlled by the members for detecting and calculating the force to be applied.
Selon une disposition moins avantageuse, car fonctionnant en tout ou rien, on peut envoyer, à sa sortie du circuit de traitement, le signal sur un organe moteur à trois positions commandant, par le même arbre mécanique, trois boisseaux qui ouvrent des circuits hydrauliques vers le ou les deux vérins à double effet. Les branchements hydrauliques sont réalisés vers, d'une part, un réservoir d'huile haute pression - appelé également accumulateur hydraulique - et, d'autre part, vers une nourrice d'huile basse pression mise à l'atmosphère. La réserve d'huile haute pression est éventuellement reconstituée grâce à une pompe commandée par un manostat de manière à maintenir une pression constante dans l'accumulateur. Le branchement est réalisé par deux des boisseaux en fonction du sens du signal délivré par le circuit de traitement de manière à provoquer les mouvements de rotation ou le mouvement transversal désirés lorsque le ou les vérins doivent accélérer le mouvement de la caisse dans un sens ou dans l'autre. Lorsque, au contraire, la vitesse de rotation de la caisse est convenable, ou bien lorsque la caisse ne subit pas d'effort significatif de la part du vérin transversal, c'est-à-dire si le signal délivré par le circuit de traitement est inférieur à un seuil fixé, le ou les vérins sont isolés de l'accumulateur et de la nourrice et mis en court-circuit grâce au troisième boisseau.According to a less advantageous arrangement, because operating all or nothing, it is possible to send, at its output from the processing circuit, the signal to a three-position drive member controlling, by the same mechanical shaft, three bushels which open hydraulic circuits to one or two double-acting cylinders. The hydraulic connections are made to, on the one hand, a high pressure oil tank - also called a hydraulic accumulator - and, on the other hand, to a low pressure oil tank placed in the atmosphere. The high-pressure oil reserve may be replenished using a pump controlled by a pressure switch so as to maintain a constant pressure in the accumulator. The connection is made by two of the plugs according to the direction of the signal delivered by the processing circuit so as to cause the desired rotational movements or transverse movement when the jack (s) must accelerate the movement of the body in one direction or in the other. When, on the contrary, the speed of rotation of the body is suitable, or else when the body does not undergo a significant effort on the part of the transverse jack, that is to say if the signal delivered by the treatment circuit is less than a fixed threshold, the jack or jacks are isolated from the accumulator and the nurse and short-circuited by the third bushel.
La stabilisation transversale ou la stabilisation en rotation autour de l'axe longitudinal d'une caisse ferroviaire peuvent être réalisées conjointement avec un système d'amortissement du mouvement vertical selon le dispositif décrit dans la demande WO-A-89/11991 précitée. Ceci permet la mise en commun d'un certain nombre d'organes conditionnés par les deux ou trois stabilisations et sera décrit plus en détail dans ce qui suit.The transverse stabilization or stabilization in rotation around the longitudinal axis of a railway body can be carried out in conjunction with a system for damping the vertical movement according to the device described in the aforementioned application WO-A-89/11991. This allows the pooling of a certain number of organs conditioned by the two or three stabilizations and will be described in more detail below.
Mais de façon plus générale encore, l'invention peut être intégrée dans un système dans lequel à la fois les mouvements verticaux et les mouvements horizontaux font l'objet chacun d'une stabilisation et donc d'un amortissement.But still more generally, the invention can be integrated into a system in which both the vertical movements and the horizontal movements are each subject to stabilization and therefore to damping.
Selon une autre caractéristique de l'invention, il peut être intéressant, lorsqu'elle est mise à contribution dans un système d'inclinaison de la 2ème catégorie évoquée ci-dessus, de neutraliser, lorsque cela est possible, les énergies mises en cause dans la compression et la décompression des ressorts, ou pour le moins, de les minimiser de manière à réduire la capacité de l'accumulateur hydraulique. Cela est possible pour la suspension pneumatique. Il suffit pour cela de mettre en communication les coussins par une conduite à large section et une valve qui sera ouverte chaque fois que la différence de pression entre les deux coussins dépassera un seuil prédéterminé, mais tout autre critère annonciateur d'un mouvement d'orientation important pourra servir de même à commander l'ouverture de la valve précitée.According to another characteristic of the invention, it may be advantageous, when it is used in an inclination system of the 2nd category mentioned above, to neutralize, when possible, the energies involved in compression and decompression of the springs, or at least minimize them so as to reduce the capacity of the hydraulic accumulator. This is possible for the air suspension. It is enough for this to put the cushions in communication by a large section pipe and a valve which will be opened each time the pressure difference between the two cushions will exceed a predetermined threshold, but any other criterion announcing an orientation movement important can also be used to control the opening of the aforementioned valve.
D'autres caractéristiques et avantages de l'invention ressortiront de la description ci-après, faite en référence aux dessins annexés sur lesquels :
- La figure 1 est une coupe transversale de caisse de matériel ferroviaire, montrant l'implantation des vérins de stabilisation d'inclinaison.
- La figure 2, est un schéma de fonctionnement de l'asservissement d'inclinaison.
- La figure 3 montre le schéma de fonctionnement d'une stabilisation de caisse inclinée autour de l'axe longitudinal combinée avec une stabilisation verticale.
- La figure 4 est une coupe transversale de caisse de matériel ferroviaire, montrant l'implantation d'un vérin de stabilisation latérale de caisse.
- La figure 5 est une structure de fonctionnement de l'asservissement latéral.
- Figure 1 is a cross section of a body of railway equipment, showing the location of the tilt stabilization cylinders.
- Figure 2 is a block diagram of the tilt control.
- FIG. 3 shows the operating diagram of a body stabilization inclined around the longitudinal axis combined with a vertical stabilization.
- FIG. 4 is a cross section of a body of railway equipment, showing the installation of a lateral body stabilization jack.
- Figure 5 is an operating structure of the lateral control.
Revenant à la figure 1, on y reconnait en coupe transversale les composants classiques d'une inclinaison de caisse, c'est-à-dire une caisse de matériel ferroviaire 2 reposant sur un châssis de bogie 4 par l'intermédaire d'une suspension secondaire 6. Le châssis de bogie lui-même est supporté, par l'intermédiaire d'une supension primaire non représentée, au moyen de roues 8 qui roulent sur des rails 10. Des vérins hydrauliques d'inclinaison 12 sont pris entre la caisse 2 et le châssis de bogie 4 et provoquent une rotation autour de l'axe longitudal selon les ordres donnés par un servomécanisme représenté de manière schématique sur la figure 2 et recevant lui-même l'information d'inclinaison, par exemple à partir d'un accéléromètre 40 à axe sensible transversal solidaire de la caisse et disposé dans celle-ci aussi près que possible de l'axe de rotation longitudinal; mais l'information d'inclinaison de caisse peut aussi être donnée par d'autres moyens connus, tels que des mémoires de la ligne synchronisées sur la position du véhicule sur la ligne, etc.Returning to FIG. 1, there are recognized in cross section the conventional components of a body tilt, that is to say a body of
Lorsque le signal accélérométrique délivré par l'accéléromètre 40 correspond à une accélération significative de la caisse dirigée vers la droite (par exemple dans une courbe à droite), le vérin 12, placé à droite de la caisse se met en compression pendant que le vérin 12 de gauche se met en extension de manière à compenser par la composante de la gravité terrestre au moins une partie de la force centrifuge. La situation s'inverse lorsque l'accélération transversale de caisse change elles-même de sens. Enfin, lorsque l'accélération transversale de caisse se situe en-dessous d'un seuil minimal aucun ordre n'est donné aux vérins d'inclinaison.When the accelerometric signal delivered by the
Le principe de fonctionnement de l'inclinaison de caisse tel que décrit ci-dessus est conforme à l'état antérieur de la technique et supposé connu. Des dispositifs construits selon ce principe peuvent être améliorés dans le cas où la suspension secondaire est une suspension pneumatique, par l'insertion entre les deux coussins pneumatiques 6 d'une valve différentielle, repérée 6' sur la figure 1 afin de diminuer l'effort à vaincre pour positionner la caisse en rotation autour de l'axe longitudinal. Bien entendu, il convient simultanément dans ce cas de neutraliser les valves de nivellement associées de façon classique, aux coussins pneumatiques (dont la fonction est de maintenir une hauteur constante des coussins par gonflage ou dégonflage pneumatique).The operating principle of the body tilt as described above is in accordance with the prior art and assumed to be known. Devices constructed according to this principle can be improved in the case where the secondary suspension is an air suspension, by the insertion between the two
Sur la figure 2 a été représenté schématiquement le fonctionnement de l'asservissement qui est d'un type classique. A titre d'exemple, il a été considéré ici pour déclencher l'inclinaison de caisse le signal délivré par un accéléromètre 40 qui est ensuite introduit dans un circuit de traitement 42 constitué d'un filtre 44 (selon les résultats d'essais, ce filtre pourra éventuellement être supprimé) suivi d'un amplificateur 46 recevant, de manière classique, en-dehors du signal accélérométrique un signal d'anticipation 10. Ce dernier pourra être prélevé sur un accéléromètre placé en amont dans le même convoi pour être réinjecté, avec la temporisation convenable, dans l'amplificateur-saturateur 46.In Figure 2 has been shown schematically the operation of the servo which is of a conventional type. For example, it has been considered here to trigger the tilting of the body, the signal delivered by an
Les organes d'exécution de l'inclinaison de caisse ou organes de puissance du servomécanisme sont conformes à l'une des dispositions décrites dans la demande de brevet WO-A-89/11991 précitée, et comprennent deux moteurs-pompes hydrauliques 70 et 72 reliés entre eux par un arbre 74 et branchés hydrauliquement, l'un sur les réservoirs haute et basse pression 26 et 28, l'autre sur les deux chambres des vérins à double effet 12. L'un des deux moteurs-pompes est à cylindrée variable et celle-ci est modifiée en fonction de la sortie du circuit de traitement 42.The bodies for executing the body tilt or the power bodies of the servomechanism conform to one of the provisions described in the aforementioned patent application WO-A-89/11991, and comprise two hydraulic motor-
En fonction des résultats d'essais en ligne, on peut décider de l'opportunité d'installer une pompe automatique 38 qui, en complément du pompage naturel, assure une différence de pression constante entre les réservoirs haute et basse pression.Depending on the results of the online tests, one can decide whether to install an
On remarquera que le système décrit est un système d'asservissement en boucle ouverte : à une accélération horizontale perçue par l'accéléromètre correspond en régime établi (régime stationnaire) une valeur de la force appliquée par les vérins 12 qui d'un côté de la caisse comprise la suspension secondaire et de l'autre côté la soulage. Mais il est possible, sans sortir du cadre de l'invention, d'utiliser des asservissements en boucle fermée selon une technique connue. Las critères de compensation : compensation totale, partielle selon un taux fixé, compensation plafonnée, etc. ne font pas partie de l'invention et sont à choisir selon des critères de confort physiologiques appropriés.It will be noted that the system described is an open loop control system: a horizontal acceleration perceived by the accelerometer corresponds in steady state (steady state) to a value of the force applied by the
On remarquera par ailleurs que le mouvement de caisse est obtenu par un système prélevant sur sa réserve d'énergie ou, au contraire, en la régénérant, au moins partiellement, selon les phases du mouvement et suivant le même principe que celui exposé dans la demande de brevet PCT précitée. Las canalisations hydrauliques sont dimensionnées le plus largement possible pour augmenter au maximum la régénération d'énergie.It will also be noted that the body movement is obtained by a system taking from its energy reserve or, on the contrary, by regenerating it, at least partially, according to the phases of the movement and according to the same principle as that set out in the request. of the aforementioned PCT patent. The hydraulic lines are dimensioned as widely as possible to maximize energy regeneration.
On notera enfin que le mouvement de rotation tel qu'il vient d'être décrit n'interfère guère sur le mouvement général vertical résultant de la suspension de caisse. Tout au plus y-a-t-il un certain freinage des mouvements verticaux du fait des pertes de charge dans les canalisations. Si ces freinages ne sont pas suffisants pour freiner les mouvements verticaux de caisse, il convient d'ajouter des amortisseurs classiques agissant conjointement avec les vérins. Ils ne sont pas représentés sur la figure 1.Finally, it should be noted that the rotational movement as just described hardly interferes with the general vertical movement resulting from the suspension of the body. At most, there is a certain braking of the vertical movements due to the pressure losses in the pipes. If these brakes are not sufficient to brake the vertical movements of the body, conventional shock absorbers should be added, acting jointly with the jacks. They are not shown in Figure 1.
Selon une autre caractéristique de l'invention, il est possible sur les systèmes d'inclinaison de caisse construits selon les dispositions représentées sur la figure 2 de revenir en cas de secours à une suspension du type classique grâce à des boisseaux 76 et 78. Ceux-ci sont représentés sur la figure 2 dans la position où le dispositif d'inclinaison de caisse est en fonctionnement normal. Si un mauvais fonctionnement du système d'inclinaison est constaté par des détecteurs automatiques ou par du personnel à bord du véhicule ou du train, des boisseaux 76 et 78 peuvent être basculés automatiquement ou manuellement, selon le cas, d'un quart de tour dans le sens des aiguilles d'une montre. L'asservissement électrique et hydraulique d'inclinaison de caisse est alors isolé des vérins 12. Ceux-ci se comportent alors comme des amortisseurs ordinaires dans lesquels le laminage de l'huile se fait dans les tubes calibrés 80 qui relient les boisseaux 76 et 78.According to another characteristic of the invention, it is possible on the body tilting systems constructed according to the arrangements shown in FIG. 2 to return in the event of rescue from a suspension of the conventional
La figure 3 montre à titre d'exemple comment peuvent fonctionner conjointement une stabilisation en inclinaison de caisse selon caractéristique de la présente invention et une stabilisation en mouvement vertical d'ensemble selon la disposition objet de la demande de brevet WO-A-89/11991 précitée.FIG. 3 shows by way of example how a stabilization in inclination of the body according to the characteristic of the present invention and a stabilization in overall vertical movement can function jointly according to the arrangement object of patent application WO-A-89/11991 cited above.
Une chaîne de contrôle du mouvement vertical identique à celle décrite dans cette demande de brevet élabore un signal de correction du mouvement vertical qui est envoyé au travers des additionneurs 56 et 58 sur deux chaînes de puissance commandant les vérins latéraux 12. Cette chaîne de contrôle comprend un accéléromètre à axe sensible vertical 14, un filtre éventuel 20 puis un intégrateur 22 et son circuit de décharge 22 placé en parallèle d'un amplificateur 21, puis un amplificateur 24 qui élabore le signal de contrôle du mouvement vertical de caisse.A vertical movement control chain identical to that described in this patent application produces a vertical movement correction signal which is sent through the
Parallèlement au signal de contrôle du mouvement vertical d'ensemble de la caisse visé ci-dessus est élaboré selon les mêmes dispositions que celles commentées à propos de la figure 2 un signal de contrôle d'inclinaison de caisse. Ce dernier est ajouté ou soustrait avec le signe convenable au signal de contrôle du mouvement vertical dans ces additionneurs 56 et 58. Las signaux issus de ces additionneurs sont ensuite dirigés sur deux chaînes d'exécution ou d'organes de puissance constitués des mêmes composants que ceux décrits à propos de la figure 2, à cette différence près que chacune des chaînes n'alimente qu'un seul vérin. Les composants de ces deux chaînes, y compris les vérins 12 qu'ils alimentent, portent les mêmes repères que pour la figure 2 affectés cependant de l'indice "t" ou de l'indice "b" selon qu'ils se rapportent au vérin à double effet placé sur le côté tribord ou le côté babord de la caisse.In parallel with the control signal for the overall vertical movement of the body referred to above, a body tilt control signal is developed according to the same provisions as those commented on in connection with FIG. 2. The latter is added or subtracted with the appropriate sign to the vertical movement control signal in these
On se réfère maintenant aux figures 4 et 5 pour expliquer le dispositif d'asservissement de la stabilisation latérale conforme à un autre aspect de l'invention.Reference is now made to FIGS. 4 and 5 to explain the device for controlling the lateral stabilization according to another aspect of the invention.
Sur la figure 4, on retrouve une caisse 2 reposant sur un châssis de bogie 4 (éventuellement d'essieu pour les matériels à essieux) par l'intermédiaire d'une suspension secondaire 6. Le châssis 4 repose (par l'intermédiaire d'une suspension primaire, éventuellement, non représentée) sur des roues 8 qui roulent sur des rails 10. La caisse est stabilisée par un vérin hydraulique à double effet 12' exerçant des efforts horizontaux et transversaux entre la caisse 2 et le châssis 4. La vérin 12' est alimenté à partir d'un réservoir haute-pression 26, l'huile passe-pression étant recueillie dans un réservoir basse pression 28.In FIG. 4, there is a
L'asservissement de stabilisation latérale représenté sur la figure 5 est réalisé à partir du signal donné par un accéléromètre 14 à axe sensible horizontal fixé sur la caisse. Le signal accélérométrique est traité dans un circuit de traitement 18 comprenant éventuellement un filtre 20 (passe-haut), un intégrateur 22 et un circuit de décharge 22' placés en parallèle d'un amplificateur 21. La signal résultant constitue pour les circulations du véhicule en ligne droite le signal de contrôle des mouvements transversaux de la caisse. Ce signal a besoin d'être complété dans les courbes par un signal représentatif de la force centrifuge non compensée par le dévers naturel de la voie qui prend sensiblement la valeur suivante lorsque l'inclinaison de caisse est faite de la manière indiquée sur les figures 4 et 5.
où M représente la fraction supportée par le bogie en cause de la valeur moyenne de la masse de la caisse, V la vitesse d'avancement du véhicule, R le rayon de la courbe considérée, d la valeur du dévers de la voie exprimée en millimètres (voie standard dont la largeur est de 1.500 mm) et g l'accélération due à la gravité terrestre.The lateral stabilization servo shown in FIG. 5 is produced from the signal given by an
where M represents the fraction supported by the bogie in question of the average value of the mass of the body, V the forward speed of the vehicle, R the radius of the curve considered, d the value of the slope of the track expressed in millimeters (standard track with a width of 1,500 mm) and g the acceleration due to Earth's gravity.
Dans l'exemple repris sur la figure 5, le signal est obtenu à partir d'une centrale de tachymétrie et de localisation 38 délivrant les éléments de vitesse et de trajectoire suivie (C = 1/R et d).In the example shown in FIG. 5, the signal is obtained from a tachymetry and
La calcul du signal de correction (mouvement lent d'évolution topographique) est effectué dans le calculateur 39 et ajouté, avec le signe convenable, au signal de contrôle des mouvements transversaux de caisse (mouvements rapides) à l'entrée d'un amplificateur 24.The correction signal (slow topographic movement) is calculated in the
La chaîne d'exécution du servomécanisme, objet de l'invention, comprend, à titre d'exemple, deux moteurs pompes 70 et 72 reliés mécaniquement entre eux au moyen de l'arbre 74 et reliés hydrauliqument l'un avec un accumulateur haute pression 26 et une nourrice basse pression 28, l'autre avec les deux chambres du vérin 12'. De plus l'un des moteurs-pompes est à cylindrée variable, celle-ci étant commandée par le signal issu de l'amplificateur 24.The servomechanism execution chain, object of the invention, includes, for example, two
Il est à noter enfin que l'invention peut être appliquée à un véhicule où l'ensemble des mouvements verticaux, horizontaux et d'inclinaison autour d'un axe longitudinal sont contrôlés par suspension active du type décrit ici pour les seuls mouvements transversaux.Finally, it should be noted that the invention can be applied to a vehicle where all of the vertical, horizontal and tilting movements around a longitudinal axis are controlled by active suspension of the type described here for only transverse movements.
Claims (5)
- Device for applying on the body (2) of a railway vehicle a force for tilting about a longitudinal axis or a force for compensating for centrifugal force, of the type comprising at least one hydraulic cylinder device (12,12') and elements for detecting and calculating the force to be applied, characterized in that said cylinder device (12,12') is a hydraulic cylinder device having a reversible action from the energy point of view by taking or restituting energy from or to at least one hydraulic accumulator (26).
- Device according to claim 1, characterized in that said double-acting hydraulic cylinder device (12) for exerting the force is fed by a group of two motor-pumps (70 and 72) whose shafts (74) are mechanically interconnected and whose hydraulic inlets and outlets are connected, for one, with a high pressure accumulator (26) and a low pressure feeder (28) and, for the other, with the two chambers of the cylinder device (12) and further characterized in that one of said two motor-pumps (70 and 72) has a variable capacity, the variation of the capacity being controlled by said elements detecting and calculating the force to be applied.
- Device according to claim 2, characterized in that it is associated with a device for the vertical stabilization of the body employing jointly at least one of the elements selected from among the hydraulic cylinder devices (12,12'), the high pressure accumulator (26), the low pressure feeder (28) or a pump (38) interconnecting the low pression accumulator (26) and the low pressure feeder (28).
- Device according to claim 1 or 2, adapted to control the body tilt on a railway vehicle in which the secondary suspension, interposed between the body and the frame of the truck, is constituted by a pneumatic cushion (6), characterized in that the resistance of said cushion to the tilting of the body is neutralized in curves, at least partly, when the body tilt controlled by the control would lead to excessive forces on the cushions.
- Device according to claim 4, characterized in that a differential valve (6') is interposed between the two cushions (12), said valve opening in response to a pressure difference between the two cushions which exceeds a predetermined threshold.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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AT89908206T ATE98581T1 (en) | 1988-06-24 | 1989-06-23 | POWER TRANSMISSION DEVICE FOR TILT OR TRANSVERSE STABILIZATION OF A VEHICLE SUPERSTRUCTURE. |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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FR8808498A FR2633235A1 (en) | 1988-06-24 | 1988-06-24 | Method and device for controlling the body inclination of rail vehicles |
FR8808498 | 1988-06-24 | ||
FR8808906A FR2633577B1 (en) | 1988-07-01 | 1988-07-01 | METHOD AND DEVICE FOR THE CROSS-SECTIONAL STABILIZATION OF RAIL VEHICLES ON SINUOUS PATHS |
FR8808906 | 1988-07-01 |
Publications (2)
Publication Number | Publication Date |
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EP0420940A1 EP0420940A1 (en) | 1991-04-10 |
EP0420940B1 true EP0420940B1 (en) | 1993-12-15 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP89908206A Expired - Lifetime EP0420940B1 (en) | 1988-06-24 | 1989-06-23 | Device for applying a force to the underframe of a railway vehicle, for the inclination of the underframe or the transverse stabilization of the vehicle |
Country Status (4)
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US (1) | US5170716A (en) |
EP (1) | EP0420940B1 (en) |
DE (1) | DE68911532T2 (en) |
WO (1) | WO1989012565A1 (en) |
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IT1261281B (en) * | 1993-03-19 | 1996-05-09 | Fiat Ferroviaria Spa | ANTI-CENTRIFUGAL ACTIVE LATERAL SUSPENSION FOR RAILWAY ROLLS |
DE4429782A1 (en) * | 1993-09-02 | 1995-03-09 | Mueller Weingarten Maschf | Method for regulating the drive of a hydraulic press and device for implementing the method |
DE19512437A1 (en) * | 1995-04-03 | 1996-10-10 | Rexroth Mannesmann Gmbh | Device for compensating the lateral force acting on a rail vehicle |
US6278914B1 (en) | 1999-08-26 | 2001-08-21 | Bombardier Inc. | Adaptive signal conditioning device for train tilting control systems |
US6397129B1 (en) | 1999-11-01 | 2002-05-28 | Bombardier Inc. | Comfort monitoring system and method for tilting trains |
FR2831126B1 (en) * | 2001-10-23 | 2004-05-28 | Alstom | METHOD FOR THE SECURITY CONTROL OF THE PENDULATION OF A RAIL VEHICLE |
EP2226233B1 (en) * | 2009-03-06 | 2017-05-31 | Construcciones Y Auxiliar de Ferrocarriles, S.A. | Tilt control system for railway vehicles |
DE102009014866A1 (en) * | 2009-03-30 | 2010-10-28 | Bombardier Transportation Gmbh | Vehicle with roll compensation |
JP6605986B2 (en) * | 2016-02-24 | 2019-11-13 | 東海旅客鉄道株式会社 | Vehicle body tilt control device and failure determination device for vehicle body tilt control device |
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Publication number | Priority date | Publication date | Assignee | Title |
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US2093486A (en) * | 1935-01-10 | 1937-09-21 | Cincinnati Traction Building C | Means of maintaining railway cars in a horizontal plane |
US2124124A (en) * | 1935-01-16 | 1938-07-19 | Cincinnati Traction Building C | Method and apparatus for maintaining adjacent railway cars on a level plane |
US3628465A (en) * | 1969-01-13 | 1971-12-21 | Dominion Foundries & Steel | Stabilizing high speed railway trucks |
JPS48205B1 (en) * | 1969-10-18 | 1973-01-06 | ||
DE2156613A1 (en) * | 1971-11-15 | 1973-05-24 | Hottinger Messtechnik Baldwin | DEVICE FOR ADJUSTING THE INCLINATION OF A VEHICLE |
US4069767A (en) * | 1972-11-08 | 1978-01-24 | Lucas Aerospace | Pneumatically controlled hydromechanical railway car stabilizing apparatus |
FR2231550A1 (en) * | 1973-06-04 | 1974-12-27 | Frangeco A N F | Railway vehicle lateral inclination control - is effected by hydraulic jacks dependent on speed and track camber |
CA995979A (en) * | 1973-07-17 | 1976-08-31 | Allmanna Svenska Elektriska Aktiebolaget | Vehicle stabilizing systems |
US3902691A (en) * | 1973-11-27 | 1975-09-02 | Owen J Ott | Automatic vehicle suspension system |
SE396479B (en) * | 1976-02-09 | 1977-09-19 | Westbeck Navitele Ab | DEVICE FOR CONTROLLING A SLOPE DEVICE AT VEHICLE |
US4091738A (en) * | 1976-02-18 | 1978-05-30 | Rockwell International Corporation | Stabilized fluid railway car suspension |
JPS5617754A (en) * | 1979-07-20 | 1981-02-19 | Hitachi Ltd | Vehicle vibration controller |
KR850000777B1 (en) * | 1980-06-23 | 1985-05-31 | 가부시기 가이샤 히다찌 세이사꾸쇼 | Vehicle tilt control device |
DE3213804C2 (en) * | 1982-04-15 | 1984-01-19 | Unkel und Meyer GmbH, 4630 Bochum | Rail-bound route vehicle |
FR2574036A1 (en) * | 1984-12-03 | 1986-06-06 | Anf Ind | METHOD AND SYSTEM FOR DAMPING THE PARASITIC MOVEMENTS OF RAILWAY VEHICLES |
-
1989
- 1989-06-23 WO PCT/FR1989/000323 patent/WO1989012565A1/en active IP Right Grant
- 1989-06-23 US US07/623,722 patent/US5170716A/en not_active Expired - Lifetime
- 1989-06-23 EP EP89908206A patent/EP0420940B1/en not_active Expired - Lifetime
- 1989-06-23 DE DE68911532T patent/DE68911532T2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
DE68911532D1 (en) | 1994-01-27 |
DE68911532T2 (en) | 1994-05-19 |
EP0420940A1 (en) | 1991-04-10 |
US5170716A (en) | 1992-12-15 |
WO1989012565A1 (en) | 1989-12-28 |
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