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EP2842827A1 - Véhicule avec compensation de l'effet du vent latéral - Google Patents

Véhicule avec compensation de l'effet du vent latéral Download PDF

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Publication number
EP2842827A1
EP2842827A1 EP13182037.5A EP13182037A EP2842827A1 EP 2842827 A1 EP2842827 A1 EP 2842827A1 EP 13182037 A EP13182037 A EP 13182037A EP 2842827 A1 EP2842827 A1 EP 2842827A1
Authority
EP
European Patent Office
Prior art keywords
range
wagon body
running gear
input variable
deflection
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
EP13182037.5A
Other languages
German (de)
English (en)
Other versions
EP2842827B1 (fr
Inventor
Josef Häse
Richard Schneider
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP13182037.5A priority Critical patent/EP2842827B1/fr
Priority to HUE13182037A priority patent/HUE059999T2/hu
Priority to ES13182037T priority patent/ES2929441T3/es
Publication of EP2842827A1 publication Critical patent/EP2842827A1/fr
Application granted granted Critical
Publication of EP2842827B1 publication Critical patent/EP2842827B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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

  • rolling motions detract from the travel comfort when they exceed certain limiting values. In addition they also constitute a danger of breaching the permissible gauge profile and, in terms of the tilt stability and thus also the derailment safety, a danger of inadmissible unilateral wheel unloading.
  • rolling support mechanisms in the form of so-called rolling stabilizers are used.
  • the task of these rolling support mechanisms as known, for example, from EP 1 075 407 B1 is to offer a resistance to the rolling motion of the wagon body in order to reduce the latter, but at the same time not hindering the rising and dipping motion of the wagon body in relation to the wheel units.
  • the rolling motion matched to the bend of the curve currently being travelled and the current running speed (and consequently also the resultant transverse acceleration) on the vehicle from EP 1 190 925 A1 can also be influenced or set actively by an actuator connected between the wagon body and the running gear frame.
  • an actuator connected between the wagon body and the running gear frame.
  • a setpoint value is calculated for the rolling angle of the wagon body, which is then used for setting the rolling angle by means of the actuator.
  • the transverse rigidity of the hard stop device is increased and/or the onset of the simulated hard stop device is shifted further transversely inwards in order to reduce side wind sensitivity.
  • At least one of the first characteristic lines in particular, each of the first characteristic lines, has an idle range including a value corresponding to the neutral position and extending up to the first range, the first characteristic line, in the idle range, providing a first control information corresponding to an idle state of the active device.
  • the side wind control does not provide any counteraction to transverse deflections in an initial deflection range (represented by this idle range).
  • each of the second characteristic lines has a first inclination in a first part of the second range and a second inclination in a second part of the second range, the second inclination being higher that the first inclination, the second part of the second range, in particular, being located above the first part of the second range.
  • the wagon body is coupled to the first running gear by means of a first rolling compensation device of the rolling compensation arrangement, while the wagon body is coupled to the second running gear by means of a second rolling compensation device of the rolling compensation arrangement.
  • the first rolling compensation device and the second rolling compensation device during travel in a curved track section, counteract wagon body rolling motions of the wagon body toward an outside of the curved track section about a wagon body rolling axis parallel to the vehicle longitudinal direction.
  • the control device has at least one detection device to detect the first input variable and/or the second input variable and/or the third input variable.
  • any suitable sensors may be used in this context.
  • the first and second input variable conventional distance sensors, angle sensors or the like may be used alone or in arbitrary combination.
  • the devices capturing the first and second input variable may be integrated into the components of the active device and/or into the components of the control device.
  • the first running gear comprises a first primary spring device of the first running gear, the first primary spring device having a first rigidity in a vehicle height direction
  • the second running gear comprises a second primary spring device, the second primary spring device having a second rigidity in the vehicle height direction
  • the first rigidity is selected to be different from, in particular lower than, the second rigidity.
  • the first track control frequency range preferably, is the frequency range in which quasi static rolling motions corresponding to the current curvature of the section of track being travelled and the current running speed.
  • This track control frequency range can vary according to the requirements of the rail network and/or the vehicle operator (for example due to the use of the vehicle for local travel or long-distance travel, in particular high-speed travel).
  • the first track control frequency range preferably ranges from 0 Hz to 2 Hz, preferably from 0.5 Hz to 1.0 Hz.
  • the second track control frequency range therefore preferably ranges from 0.5 Hz to 15 Hz, preferably from 1.0 Hz to 6.0 Hz.
  • the current value of the first acceleration component a yps is a result of travelling the current curve at the current running speed, while the current value of the second acceleration component a ypd is the result of current (periodic or usually singular) events (such as for example passing a disruptive part of the track, such as switches or similar).
  • the dynamic component dy Wd,soll in the track feedback control mode TFCM, is the dynamic setpoint value for the transverse deflection (and thus as the case may be also for the rolling angle) relevant for the vibration comfort, which is the result of the current dynamic transverse acceleration a ypd (which in turn is caused by periodic or singular disturbances on the track).
  • the transverse stiffness (as can be seen from Figure 5 also from the broken force characteristic lines 109.1, 109.2, 109.3 and 109.4 of other embodiments) can vary (as the case may be, considerably) within the respective transverse deflection range Q1 or Q2.
  • the respective transverse stiffness R1 or R2 is preferably selected so that the level of the first transverse stiffness R1 at least partially, preferably substantially completely, lies above the level of the second stiffness R2.
  • the transverse stiffness of the secondary suspension 103.2 is dimensioned so that, in the event of inactivity of the actuator 107.1 (for example because of a failure of the actuator 107.1 or the controller 107.2), the vehicle 101, if for any reason (for example due to damage to the vehicle 101 or to the track) it comes to a standstill at such an unfavourable spot, as before complies with the specified gauge profile.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP13182037.5A 2013-08-28 2013-08-28 Véhicule avec compensation de l'effet du vent latéral Active EP2842827B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP13182037.5A EP2842827B1 (fr) 2013-08-28 2013-08-28 Véhicule avec compensation de l'effet du vent latéral
HUE13182037A HUE059999T2 (hu) 2013-08-28 2013-08-28 Jármû oldalszélhatás-kompenzációval
ES13182037T ES2929441T3 (es) 2013-08-28 2013-08-28 Vehículo que tiene compensación de efecto de viento lateral

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13182037.5A EP2842827B1 (fr) 2013-08-28 2013-08-28 Véhicule avec compensation de l'effet du vent latéral

Publications (2)

Publication Number Publication Date
EP2842827A1 true EP2842827A1 (fr) 2015-03-04
EP2842827B1 EP2842827B1 (fr) 2022-08-03

Family

ID=49034004

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13182037.5A Active EP2842827B1 (fr) 2013-08-28 2013-08-28 Véhicule avec compensation de l'effet du vent latéral

Country Status (3)

Country Link
EP (1) EP2842827B1 (fr)
ES (1) ES2929441T3 (fr)
HU (1) HUE059999T2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2597428C1 (ru) * 2015-05-27 2016-09-10 Ооо "Сайен Кампэни" Способ вторичного подрессоривания тележки вагона высокоскоростного рельсового транспорта

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1075407B1 (fr) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Dispositif anti-roulis pour chassis de bogie d'un vehicule ferroviaire
EP1190925A1 (fr) 2000-09-26 2002-03-27 Hitachi, Ltd. Dispositif d'inclinaison transversale pour véhicule ferroviaire
WO2007048765A1 (fr) 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Procede de detection et de prise en compte de l'action d'un vent lateral sur un vehicule sur rails en mouvement et wagon terminal conçu en consequence
WO2010113045A2 (fr) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Véhicule à compensation du roulis

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1075407B1 (fr) 1998-04-30 2001-10-24 Talbot GmbH & Co. KG Dispositif anti-roulis pour chassis de bogie d'un vehicule ferroviaire
EP1190925A1 (fr) 2000-09-26 2002-03-27 Hitachi, Ltd. Dispositif d'inclinaison transversale pour véhicule ferroviaire
WO2007048765A1 (fr) 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Procede de detection et de prise en compte de l'action d'un vent lateral sur un vehicule sur rails en mouvement et wagon terminal conçu en consequence
WO2010113045A2 (fr) 2009-03-30 2010-10-07 Bombardier Transportation Gmbh Véhicule à compensation du roulis

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2597428C1 (ru) * 2015-05-27 2016-09-10 Ооо "Сайен Кампэни" Способ вторичного подрессоривания тележки вагона высокоскоростного рельсового транспорта

Also Published As

Publication number Publication date
ES2929441T3 (es) 2022-11-29
EP2842827B1 (fr) 2022-08-03
HUE059999T2 (hu) 2023-01-28

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