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EP2871110B1 - Procédé de stabilisation par vent latéral et véhicule ferroviaire associé - Google Patents

Procédé de stabilisation par vent latéral et véhicule ferroviaire associé Download PDF

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Publication number
EP2871110B1
EP2871110B1 EP13192003.5A EP13192003A EP2871110B1 EP 2871110 B1 EP2871110 B1 EP 2871110B1 EP 13192003 A EP13192003 A EP 13192003A EP 2871110 B1 EP2871110 B1 EP 2871110B1
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EP
European Patent Office
Prior art keywords
crosswind
value
vehicle
actuators
sensors
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.)
Not-in-force
Application number
EP13192003.5A
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German (de)
English (en)
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EP2871110A1 (fr
Inventor
Dirk Thomas
Mats Berg
Rickard Persson
Sebastian Stichel
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 EP13192003.5A priority Critical patent/EP2871110B1/fr
Priority to IN3111DE2014 priority patent/IN2014DE03111A/en
Priority to CN201410618209.4A priority patent/CN104627194A/zh
Priority to PCT/EP2014/073987 priority patent/WO2015067726A1/fr
Publication of EP2871110A1 publication Critical patent/EP2871110A1/fr
Application granted granted Critical
Publication of EP2871110B1 publication Critical patent/EP2871110B1/fr
Not-in-force 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
    • 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

Definitions

  • This invention relates to the crosswind stability of a rail vehicle, in particular a high-speed rail vehicle, e.g. an intercity rail vehicle, and/or a vehicle subjected to high crosswind loads, e.g. a double-deck rail vehicle.
  • a rail vehicle in particular a high-speed rail vehicle, e.g. an intercity rail vehicle, and/or a vehicle subjected to high crosswind loads, e.g. a double-deck rail vehicle.
  • the crosswind stability of rail vehicles is influenced by the shape of the vehicle body, the inertial properties of the vehicle body and the running gear frames, and by the vehicle suspension systems.
  • a rail vehicle provided with a passive suspension system and exposed to a crosswind reacts with a sway motion of the vehicle body.
  • a yaw motion of the vehicle body can also be observed, in particular under the impact of a gust.
  • Measurements of vehicle response to crosswind show that in particular the lateral stiffness of the secondary suspension, and to somewhat less extent the roll stiffness, influence the stability of the vehicle under the induced loads.
  • the magnitude of the aerodynamic loads is often so high that it proves impossible to sufficiently adapt the passive suspension system to crosswind without compromising or even deteriorating the ride comfort.
  • US3695186A discloses a lateral suspension control system for a car body carried by a truck comprising first and second air springs disposed between said car body and said truck, a reservoir for supplying pressurized fluid to said air springs, first and second valve mechanisms for connecting said first and second air springs, respectively, to either said reservoir or to an exhaust vent, means for simultaneously actuating both said first and second valves in accordance with the relative lateral movement between said car body and said truck to connect said first and second air springs either to said reservoir or to said exhaust vent to vary the pressures in said first and second air springs to counteract lateral forces tending to produce relative movement between said car body and said truck, and means connected to said second valve mechanism to maintain the total pressures in said first and second air springs constant during operation.
  • Rail vehicles are today increasingly equipped with active suspension systems for ride comfort purposes.
  • the active secondary suspension may somewhat reduce the impact of crosswind on the vehicle.
  • the magnitude and suddenness of the aerodynamic loads on the vehicle, however, are often such that the response of the active secondary suspension is insufficient or inappropriate.
  • the sideward movement imparted to the vehicle body reduces the wheel unloading on the windward side, which minimises overturning risks and increases the stability of the vehicle.
  • the proposed method may take advantage of an existing active suspension system or use dedicated actuators, in particular one or more dedicated lateral actuators, which are not used in the absence of crosswind.
  • the wheel unloading could be assessed as a normalised deviation ( Q-Q 0 )/ Q 0 of the actual vertical wheel-rail force Q from a corresponding static force Q 0 on a horizontal track.
  • directly measuring the wheel-rail force requires instrumented wheelsets, which is costly and impractical in daily operation.
  • the invention provides that the sensors measure a vertical deflection and/or force of the primary suspension. Directly measuring the vertical deflection of the primary suspension, in particular, proves particularly easy and appropriate.
  • wheel unloading can be measured or assessed on a single wheel, it is preferred to compute a left-side loading value and a right-side loading value for each running gear or for the two running gears of the rail vehicle.
  • the signal processing may further include comparing at least one of the left-side loading value and right-side loading value to an unloading threshold to decide an occurrence of crosswind.
  • the unloading threshold is preferably determined as a result of a previous processing of signals from the sensors in a static situation, i.e. at standstill on a horizontal track or at constant speed on a straight horizontal track.
  • the signal processing further includes comparing the left-side loading value to a right-side loading value to determine a windward direction.
  • the signals are preferably filtered with a low-pass filter, preferably a 1st order low-pass filter, preferably with a cut-off frequency between 0,1 and 4 Hz, to avoid unnecessary time delays in the response.
  • a low-pass filter preferably a 1st order low-pass filter, preferably with a cut-off frequency between 0,1 and 4 Hz, to avoid unnecessary time delays in the response.
  • the crosswind stability-oriented control strategy preferably includes controlling at least one of the lateral actuators with a predetermined crosswind stability-oriented constant set value upon detection of the crosswind. This strategy is particularly simple to implement.
  • the predetermined constant crosswind stability-oriented set value can be the maximum force or deflection value achievable with the lateral actuator.
  • the lateral actuator is sufficiently powerful, it can be controlled with a set force value or deflection value which is the sum of a predetermined crosswind stability-oriented constant mean value and of a superimposed dynamic value.
  • the superimposed dynamic value can be determined according to a known comfort-oriented control strategy.
  • the dynamic value should not interfere with the constant mean value and should therefore have no frequency component under a given split frequency.
  • the known comfort-oriented control strategy generates low frequency signals, it may be necessary to process the set value computed according to the comfort-oriented control strategy through a high-pass filter with a cut-off frequency at the split frequency, which is preferably more than 0,1 Hz and less than 3Hz.
  • one of the running gears is provided with more than one lateral actuator
  • one of the lateral actuators can be dedicated to the crosswind stability-oriented control strategy while another can be controlled according to the comfort-oriented control strategy, after processing through a high-pass filter if necessary in order not to interfere with the first actuator.
  • the secondary suspension may be provided with left and right vertical actuators.
  • the crosswind stability-oriented control strategy may include controlling at least one vertical actuator of the secondary suspension to tilt the vehicle body towards the windward side in response to the detected crosswind. In particular, it may include lifting the vehicle body on a leeward side of the vehicle and lowering the vehicle body on the windward side of the vehicle.
  • At least one of the vertical actuators can be controlled with a predetermined constant set value upon detection of the crosswind.
  • This predetermined constant set value can be a maximum force or deflection value of the vertical actuator.
  • At least one, and preferably all, of the vertical actuators can be controlled with a set force or deflection value, which is the sum of a predetermined constant mean value and of a superimposed dynamic value.
  • the superimposed dynamic value can be determined according to a known comfort-oriented control strategy.
  • the dynamic value for controlling the vertical actuators should not interfere with the constant mean value and should therefore have no frequency component under a given split frequency. If the known comfort-oriented control strategy generates low frequency signals, it may be necessary to process the set value computed according to the comfort-oriented control strategy through a high-pass filter with a cut-off frequency at the split frequency, which is preferably more than 0,1 Hz and less than 3Hz.
  • the method includes phasing in the crosswind stability-oriented control strategy and simultaneously phasing out a comfort-oriented control strategy in a transition phase at detection of the crosswind.
  • the transition phase should be short enough to react quickly to the crosswind, but also to ensure a relatively smooth transition between the two control approaches.
  • the method preferably also includes processing the signals from sensors measuring a vertical deflection and/or force of the primary suspension to detect an end of the crosswind. In particular, it may include comparing at least one of the left-side loading value and right-side loading value to an end-of-unloading threshold to detect the end of the crosswind.
  • the end-of-unloading threshold may be equal to the unloading threshold.
  • the method preferably also includes phasing out the crosswind stability-oriented control strategy and simultaneously phasing in a comfort-oriented control strategy in a end-of-crosswind transition phase. This transition phase can be longer that the previous one as returning to the comfort-oriented control strategy is not safety-related.
  • the method may further include processing stored data in combination with a positioning system and with the signals from sensors to improve the capability to differentiate crosswind from track layout, i.e. curve transitions.
  • the method can include processing data from another rail vehicle of the set of rail vehicles in combination with the signals from sensors to detect crosswind.
  • the running gears include at least one running gear, preferably a leading running gear, with two lateral actuators. This can be a convenient way of retrofitting an existing active suspension to increase its maximum lateral force.
  • the secondary suspension may include left and right vertical actuators connected to the controller.
  • a rail vehicle 10 comprises a vehicle body 12 on two longitudinally spaced running gears 14, 16, each of the running gears 14, 16 comprising a running gear frame 14.1, 16.1, a primary suspension 14.2, 16.2 between the running gear frame and two sets of wheels 14.3, 16.3, and a secondary suspension comprising lateral actuators 14.4, 14.41, 16.4 and vertical actuators 14.5, 16.5 between the running gear frame 14.1, 16.1 and the vehicle body 12. More specifically, the leading running gear 14 in the travel direction 100 is provided with two lateral actuators 14.4, 14.41, whereas the other running gear 16 is provided with one lateral actuator 16.4 only.
  • the primary suspension 14.2, 16.2 is provided with sensors 14.21, 16.21 for measuring a deflection of the primary suspension.
  • the rail vehicle 10 is further provided with a controller 20, which is connected to the sensors 14.21, 16.21 and to the lateral and vertical actuators 14.4, 14.41, 14.5, 16.4, 16.5 of the secondary suspensions of the two running gears 14, 16.
  • the actuators can be hydraulic actuators, in particular electrically controlled hydraulic actuators, or any other type of suitable actuators with a short response time.
  • the controller 20 operates as illustrated in Figure 2 .
  • the controller follows a comfort-oriented control strategy e.g. to minimise the vertical and lateral accelerations of the vehicle body and/or to minimize the relative displacement between running gear frame and the vehicle body.
  • the input signals from the sensors 14.21, 16.21 are continuously processed through a low-pass filter at step 101, and compared to stored values at step 102 to determine whether crosswind has occurred.
  • the comparison may include the computation of a normalised deflection value ( D - D 0 )/( D M - D 0 ), where D is the measured and filtered deflection, D M is a stored value of the maximum admissible deflection for the primary suspension and Do is a predetermined value of the input signal measured at standstill or at constant speed on a straight track without crosswind. If the normalised deflection of the two wheels on the same side (windward side) of one of the running gears is more than a first given threshold, e.g.
  • the controller determines that crosswind has occurred and proceeds to step 103. Otherwise, the controller goes back to the monitoring step 101.
  • the controller determines the windward side as the side of the vehicle on which the thresholds have been exceeded and proceeds to step 104 to implement the crosswind stability-oriented control strategy.
  • the controller starts phasing in the crosswind stability-oriented control strategy and simultaneously phasing out a comfort-oriented control strategy during a transition phase after detection of crosswind.
  • the crosswind stability-oriented control strategy includes sending control signals to the lateral actuators to move the vehicle body towards the windward side (i.e. the direction opposed to the wind) and to the vertical actuators to tilt the vehicle body towards the windward side.
  • a maximum force is demanded from all lateral actuators in order to move the vehicle body towards the windward side (i.e. the direction opposed to the wind) and from the vertical actuators to tilt the vehicle body towards the windward side.
  • one of the lateral actuators on the leading running gear is used for the purpose of producing a maximum force while the control of the other lateral actuators is not changed.
  • the vertical actuators are used in order to produce a maximum tilt.
  • the quasi-static components of the comfort-oriented control strategy is faded out, while the high frequency components of the comfort-oriented control strategy are retained and added to a quasi-static component of the crosswind stability-oriented control strategy, which may be the same as in the first or second embodiment above.
  • the lateral quasi-static component of the crosswind stability-oriented control strategy is split equally between the two lateral actuators on the leading running gear, while the dynamic component of the comfort-oriented control strategy is applied on one of the two lateral actuators only.
  • the deflection of the primary suspension is continuously monitored at step 105 while the crosswind stability-oriented control strategy is applied, to detect at step 106 whether the crosswind has ended. This will be the case e.g. if the normalised deflection on the windward side decreases below the first threshold mentioned above.
  • the crosswind stability-oriented control strategy is phased out and the comfort-oriented control strategy is phased in again at step 107 during a transition phase which is preferably longer than the first transition phase.
  • the invention is not limited to the embodiments described so far.
  • the number and location of the actuators can vary from one vehicle to another. In particular, there may be only one lateral actuator per running gear, or two lateral actuator per running gear.
  • the running gears can be located at the ends of the vehicle body, or between two vehicle bodies of a multiple unit vehicle.
  • the rail vehicle can be equipped with one controller per car body or one controller per running gear.

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

Claims (25)

  1. Procédé de stabilisation d'un véhicule ferroviaire comprenant un corps de véhicule qui repose sur deux trains de roulement (14, 16) espacés de manière longitudinale, chacun de ces trains de roulement (14, 16) comprenant un cadre (14.1, 16.1) de train de roulement, une suspension primaire (14.2, 16.2) entre le cadre (14.1, 16.1) de train de roulement et un ensemble de roues (14.3, 16.3), et une suspension secondaire comprenant un ou plusieurs actionneurs latéraux (14.4, 14.41, 16.4) entre le cadre (14.1, 16.1) de train de roulement et le corps de véhicule (12), ledit procédé comprenant :
    - un traitement de signaux provenant de capteurs (14.21, 16.21) qui mesurent de manière directe ou indirecte un état de déchargement de roue afin de détecter un vent latéral ainsi qu'un côté exposé au vent ;
    - une commande d'au moins un parmi le ou les actionneurs latéraux (14.4, 14.41, 16.4) d'au moins l'un des trains de roulement (14, 16) afin de déplacer le corps de véhicule (12) conformément à une stratégie de commande orientée stabilité vers le côté exposé au vent en réponse au vent latéral détecté ;
    caractérisé en ce que les capteurs mesurent un amplitude de mouvement et/ou une force vertical(e) de la suspension primaire (14.2, 16.2).
  2. Procédé selon la revendication 1, caractérisé en ce que le traitement des signaux inclut le calcul d'une valeur de chargement du côté gauche et d'une valeur de chargement du côté droit.
  3. Procédé selon la revendication 2, caractérisé en ce que le traitement des signaux inclut en outre la comparaison d'au moins l'une de la valeur de chargement du côté gauche et de la valeur de chargement du côté droit avec un seuil de déchargement afin de décider d'une occurrence de vent latéral.
  4. Procédé selon la revendication 3, dans lequel le seuil de déchargement est déterminé en tant que résultat d'un traitement préalable de signaux provenant des capteurs (14.21, 16.21) en situation statique.
  5. Procédé selon l'une quelconque des revendications 2 à 4, caractérisé en ce que le traitement des signaux inclut en outre la comparaison de la valeur de chargement du côté gauche à une valeur de chargement du côté droit afin de déterminer une direction exposée au vent.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le traitement des signaux inclut le filtrage des signaux avec un filtre passe-bas, de préférence un filtre passe-bas du 1er ordre, de préférence avec une fréquence de coupure comprise entre 0,1 et 4 Hz.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il inclut la commande d'au moins l'un parmi le ou les actionneurs latéraux (14.4, 14.41, 16.4) d'au moins l'un des trains de roulement (14, 16) avec une valeur de consigne constante prédéterminée orientée stabilité en cas de vent latéral, dès la détection du vent latéral.
  8. Procédé selon la revendication 7, caractérisé en ce que la valeur de consigne constante prédéterminée orientée stabilité en cas de vent latéral est une valeur maximale de force ou de d'amplitude de mouvement de l'actionneur latéral (14.4, 14.41, 16.4).
  9. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il inclut la commande d'au moins l'un parmi l'actionneur latéral/les actionneurs latéraux (14.4, 14.41, 16.4) d'au moins l'un des trains de roulement (14, 16) avec une valeur de consigne de force ou d'amplitude de mouvement, qui est la somme de d'une valeur moyenne constante prédéterminée orientée stabilité en cas de vent latéral et d'une valeur dynamique superposée.
  10. Procédé selon l'une quelconque des revendications précédentes, dans lequel la suspension secondaire d'au moins l'un des trains de roulement (14, 16) comprend des actionneurs verticaux gauche et droit (14.5, 16.5), caractérisé en ce que ledit procédé inclut la commande d'au moins l'un des actionneurs latéraux (14.5, 16.5) de la suspension secondaire afin de faire basculer le corps de véhicule vers le côté exposé au vent en réponse au vent latéral détecté.
  11. Procédé selon la revendication précédente, caractérisé en ce qu'il inclut le levage du corps de véhicule (12) sur un côté du véhicule (10) sous le vent et l'abaissement du corps de véhicule (12) sur le côté du véhicule (10) exposé au vent.
  12. Procédé selon l'une quelconque des revendications 10 ou 11, caractérisé en ce qu'il inclut, dès la détection du vent latéral, la commande d'au moins l'un des actionneurs latéraux (14.5, 16.5) avec une valeur de consigne constante prédéterminée.
  13. Procédé selon la revendication 12, caractérisé en ce que la valeur de consigne constante prédéterminée est une valeur maximale d'amplitude de mouvement ou de force de l'actionneur vertical (14.5, 16.5).
  14. Procédé selon l'une quelconque des revendications 10 à 13, caractérisé en ce qu'il inclut la commande d'au moins l'un des actionneurs latéraux (14.5, 16.5) avec une valeur de consigne d'amplitude de mouvement ou de force qui est la somme d'une valeur moyenne constante prédéterminée et d'une valeur dynamique superposée.
  15. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il inclut l'introduction de la stratégie de commande orientée stabilité par vent latéral et la suppression progressive simultanée d'une stratégie de commande orientée confort lors d'une première phase de transition après la détection du vent latéral.
  16. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il inclut le traitement des signaux provenant de capteurs qui mesurent une amplitude de mouvement et/ou une force vertical(e) de la suspension primaire afin de détecter la fin du vent latéral.
  17. Procédé selon la revendication 16 et la revendication 2, caractérisé en ce qu'il inclut la comparaison d'au moins l'une parmi la valeur de chargement du côté gauche et la valeur de chargement du côté droit avec un seuil de fin de déchargement afin de détecter la fin du vent latéral.
  18. Procédé selon la revendication 17 et la revendication 3, caractérisé en ce que le seuil de fin de déchargement est égal au seuil de déchargement.
  19. Procédé selon l'une quelconque des revendications 16 à 18, caractérisé en ce qu'il inclut la suppression progressive de la stratégie de commande orientée stabilité par vent latéral et l'introduction simultanée d'une stratégie de commande orientée confort lors d'une phase de transition de fin de rafale.
  20. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il inclut le traitement de données stockées en combinaison avec un système de positionnement et avec les signaux provenant de capteurs afin de détecter le vent latéral.
  21. Procédé selon l'une quelconque des revendications précédentes, dans lequel le véhicule ferroviaire fait partie d'un ensemble de véhicules ferroviaires, caractérisé en ce qu'il inclut le traitement des données provenant d'un autre véhicule ferroviaire de l'ensemble de véhicules ferroviaires en combinaison avec les signaux provenant de capteurs afin de détecter le vent latéral.
  22. Véhicule ferroviaire (10) comprenant un corps de véhicule (12) qui repose sur deux trains de roulement (14, 16) espacés de manière longitudinale, chacun des trains de roulement (14, 16) comprenant un cadre (14.1, 16.1) de train de roulement, une suspension primaire (14.2, 16.2) entre le cadre (14.1, 16.1) de train de roulement et un ensemble de roues (14.3, 16.3), et une suspension secondaire comprenant un ou plusieurs actionneurs latéraux (14.4, 14.41, 16.4) entre le cadre (14.1, 16.1) de train de roulement et le corps de véhicule (12), caractérisé en ce qu'il comprend des capteurs (14.21, 16.21) qui mesurent une amplitude de mouvement et/ou une force vertical(e) de la suspension primaire (14.2, 16.2) pour mesurer directement ou indirectement un déchargement de roue et un dispositif de commande (20) connecté aux capteurs (14.21, 16.21) et à l'actionneur latéral/aux actionneurs latéraux (14.4, 14.41, 16.4) afin de stabiliser le véhicule ferroviaire conformément au procédé de commande selon l'une quelconque des revendications précédentes.
  23. Véhicule selon la revendication 22, caractérisé en ce que la suspension secondaire d'au moins l'un des trains de roulement (14, 16) comprend au moins deux actionneurs latéraux (14.4, 14.41).
  24. Véhicule selon la revendication 22 ou la revendication 23, caractérisé en ce que la suspension secondaire d'au moins l'un des trains de roulement (14, 16) comprend des actionneurs verticaux gauche et droit (14.5, 16.5).
  25. Véhicule selon l'une quelconque des revendications 22 à 24, caractérisé en ce que les capteurs (14.21, 16.21) incluent des capteurs d'amplitude de mouvement permettant de mesurer une amplitude de mouvement de la suspension primaire (14.2, 16.2).
EP13192003.5A 2013-11-07 2013-11-07 Procédé de stabilisation par vent latéral et véhicule ferroviaire associé Not-in-force EP2871110B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP13192003.5A EP2871110B1 (fr) 2013-11-07 2013-11-07 Procédé de stabilisation par vent latéral et véhicule ferroviaire associé
IN3111DE2014 IN2014DE03111A (fr) 2013-11-07 2014-10-30
CN201410618209.4A CN104627194A (zh) 2013-11-07 2014-11-05 侧风稳定方法和相关的轨道交通工具
PCT/EP2014/073987 WO2015067726A1 (fr) 2013-11-07 2014-11-07 Procédé de stabilisation vis-à-vis du vent latéral et véhicule ferroviaire associé

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13192003.5A EP2871110B1 (fr) 2013-11-07 2013-11-07 Procédé de stabilisation par vent latéral et véhicule ferroviaire associé

Publications (2)

Publication Number Publication Date
EP2871110A1 EP2871110A1 (fr) 2015-05-13
EP2871110B1 true EP2871110B1 (fr) 2018-07-04

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EP (1) EP2871110B1 (fr)
CN (1) CN104627194A (fr)
IN (1) IN2014DE03111A (fr)
WO (1) WO2015067726A1 (fr)

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WO2019006361A1 (fr) 2017-06-30 2019-01-03 Hyperloop Technologies, Inc. Système de commande active
CN109515102B (zh) * 2017-09-19 2020-09-15 比亚迪股份有限公司 车辆侧向风估计方法、装置及车辆
CN110481586B (zh) * 2019-09-10 2020-11-13 中车株洲电力机车有限公司 空轨转向架主动抗倾覆方法及装置
CN114633770B (zh) * 2022-03-28 2023-11-28 中南大学 使用主动吹气提升大风环境运行安全的列车及其控制方法

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CN104627194A (zh) 2015-05-20
WO2015067726A1 (fr) 2015-05-14
IN2014DE03111A (fr) 2015-07-03
EP2871110A1 (fr) 2015-05-13

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