• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a railway vehicle comprising a car (14) and a bogie (16). The bogie (16) comprises a frame (28) and a secondary suspension system (30). The secondary suspension system (30) comprises a jack (36) and a feed device (38) for the jack (36) fluidly connected to the jack (36) by at least one flow restrictor. The jack (36) is configured to pass from a first so-called passive configuration in which the feed device (38) is inactive, the jack (36) then being able to passively damp the oscillations between the car (14) and the frame (28) by means of the flow restrictor, to a second so-called active configuration in which the feeder (38) is configured to feed the jack (36) to change the distance between the car (14) and the frame (28) or to keep the distance between the car (14) and the chassis (28) constant.
    公开号:FR3080076A1
    申请号:FR1853346
    申请日:2018-04-17
    公开日:2019-10-18
    发明作者:Jeremy Clavier
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    Railway vehicle and associated traffic method
    The present invention relates to a rail vehicle comprising at least one car and at least one bogie carrying the car, the bogie comprising a chassis and a secondary suspension system between the chassis and the car, the secondary suspension system comprising a jack comprising two ends. extending along the same axis and a device for feeding the jack.
    In order to facilitate the getting in and out of people and / or goods, it is advantageous to be able to adjust the height of the car, in order to adapt it to that of the platform when the rail vehicle is at the station.
    Document US 2004/0016361 describes a railway vehicle comprising a car, a bogie and a suspension system comprising a suspension spring and a jack in parallel extending between the car and the bogie. The jack makes it possible to vary the distance between the bogie and the car, the height of the car being thus variable. This allows in particular to reduce the vertical distance between the floor of the car and a platform.
    However, this system is not entirely satisfactory. When the rail vehicle is in motion, the jack is not powered and does not participate in the damping between the car and the bogie. The presence of the jack mechanically connecting the car and the bogie increases the stiffness of the system, thus deteriorating the vertical damping of the overall suspension system between the car and the bogie.
    The object of the invention is in particular to remedy these drawbacks by proposing a rail vehicle comprising a suspension system having improved damping during the movement phases of the rail vehicle.
    The invention also aims to integrate the damping function into the suspension system.
    To this end, the invention particularly relates to a rail vehicle of the aforementioned type, in which the jack is fluidly connected to the supply device by at least one flow limiter, and in which the jack is configured to pass from a first so-called passive configuration in which the supply device is inactive, the jack then being capable of passively damping the oscillations in an elevation direction between the car and the chassis by means of the flow limiter, in a second so-called active configuration in which the supply device is configured to supply the actuator in order to modify the distance between the car and the chassis or in order to maintain constant the distance between the car and the chassis.
    The jack is thus able to bring, then maintain, the car and the chassis at a constant distance, for example, chosen so that the height of the floor of the car when stationary in a station is substantially equal to the height of the platform. from this station. When the rail vehicle is in motion between two stations, the cylinder participates in the damping between the car and the chassis thanks to the flow limiter.
    A rail vehicle according to the invention may also include one or more of the following characteristics, taken alone or in any technically possible combination:
    - The railway vehicle further comprises a set of springs mounted between the car and the chassis;
    - the first end of the jack is connected to the car by a ball-type link and the second end of the jack is connected to the chassis by a ball-type link;
    - The actuator comprises at least one cylinder and a piston separating the cylinder into an upper chamber and a lower chamber, the actuator supply device being configured to supply the upper and lower chambers;
    - the supply device comprises at least one accumulator capable of storing pressurized fluid and a pressure relief tank;
    - the upper chamber of the jack is connected to the supply device by a valve called "3 ways / 2 positions", the valve "3 ways / 2 positions >> having an inlet connected to the upper chamber of the jack, a first outlet connected to the tank and a second outlet connected to the accumulator, the "3-way / 2-position" valve connecting the inlet to the first outlet in a first position of the "3-way / 2-position" valve or to the second outlet in a second position of the "3-way / 2-position" valve;
    - the jack is connected to the supply device by a valve called "4 ways / 3 positions", the valve "4 ways / 3 positions >> having a first inlet connected to the upper chamber of the jack, a second inlet connected to the lower chamber of the jack, a first outlet connected to the tank and a second outlet connected to the accumulator, the "4-way / 3-position" valve connecting:
    + the first inlet to the first outlet and the second inlet to the second outlet in a first position of the 4-way / 3-position valve, + the first inlet and the second inlet to the second outlet in a second position of the "4 ways / 3 positions >>, or + the first entry at the second exit and the second entry at the first exit in a third position of the valve" 4 ways / 3 positions >>;
    - The actuator comprises a position detector capable of determining the position of the piston in the cylinder, the position detector being a magnetic sensor, a laser sensor or an ultrasonic sensor;
    - The cylinder further comprises a damping device, the damping device connecting the cylinder and the chassis, the damping device being capable of damping the oscillations in the direction of elevation between the cylinder and the chassis.
    The invention also relates to a method of driving a railway vehicle as defined above, comprising the following steps:
    - circulation of the railway vehicle, the jack being in the passive configuration and damping the oscillations in the direction of elevation between the jack and the chassis,
    - stopping the railway vehicle at a platform, the jack being in the active configuration and supplied by the power supply device, so as to modify the distance between the car and the chassis or to keep the distance between the chassis and the car constant.
    The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended figures among which:
    FIG. 1 is a schematic sectional view of a railway vehicle according to the invention, when stopped at a station,
    FIG. 2 is a schematic sectional view, along a vertical plane, of a first secondary suspension system of a rail vehicle according to the invention,
    FIG. 3 is a schematic sectional view, along a vertical plane, of a second secondary suspension system of a rail vehicle according to the invention,
    FIG. 4 is a schematic diagram of a first power supply system for an actuator of a rail vehicle according to the invention,
    - Figure 5 is a schematic diagram of a second power supply system for an actuator of a rail vehicle according to the invention.
    The terms "vertical" and "horizontal" are understood in general terms with respect to the usual directions of a rail vehicle traveling on horizontal rails.
    A stationary railway vehicle 10 at a station is shown in Figure 1.
    The station includes at least one platform 12, such that the rail vehicle 10 is stopped along platform 12.
    The rail vehicle 10 comprises at least one car 14, at least one bogie 16 carrying the car 14.
    The car 14 has an interior volume 18 configured to receive passengers and / or goods to be transported. The interior volume 18 communicates with the exterior by at least one door 20. The interior volume 18 is notably delimited by a lower floor 22, on which the passengers and / or the goods move.
    The bogie 16 extends for example at one end of the car 14 and supports two adjacent cars 14 when the rail vehicle 10 comprises several cars 14. According to a conventional embodiment, the or each car 14 is supported by two bogies 16 to each of its ends.
    The bogie 16 comprises wheels 24 rotatably mounted on the bogie 16 by axles 26, a chassis 28 and a secondary suspension system 30 disposed between the chassis 28 and the car 14.
    The wheels 24 are configured to roll on rails 32 and thus allow the movement of the rail vehicle 10.
    In an advantageous embodiment, the bogie 16 comprises four secondary suspension systems 30, located at the four corners of the bogie 16, the bogie 16 having a substantially rectangular cross section. The term "transverse" is defined in general with respect to a direction substantially orthogonal to the direction of movement of the rail vehicle 10 and to a direction of elevation, for example substantially vertical when the rail vehicle 10 moves on rails 32 horizontal. The terms "lower" and "upper" are defined relative to the direction of elevation.
    The secondary suspension system 30 extends along a main axis X extending along the direction of elevation.
    The secondary suspension system 30 makes it possible to resume the deflections according to the direction of elevation between the car 14 and the bogie 16. The secondary suspension system 30 makes it possible in particular to ensure both the suspension function between the car 14 and the bogie 16 and the positioning function according to the direction of elevation of the car 14 relative to the platform 12 of the station.
    To this end, the secondary suspension system 30, shown in FIGS. 2 and 3, comprises a set 34 of springs mounted between the chassis 28 and the car 14, a jack 36 and a device 38 for feeding the jack 36.
    According to the embodiment shown in Figures 2 and 3, the set 34 of springs comprises at least one internal spring 40 and one external spring 42.
    The internal spring 40 and the external spring 42 are helical and coaxial springs, having the main axis X as their central axis.
    They each extend between the chassis 28 and the car 14. They are also integral with the chassis 28 and the car 14.
    The diameter of the internal spring 40 is less than the diameter of the external spring 42, so that the internal spring 40 extends in the internal volume defined by the external spring 42.
    Advantageously, the internal spring 40 and the external spring 42 are wound around the jack 36.
    The internal spring 40 and the external spring 42 have, for example, opposite winding directions.
    The set of springs 34 allows relative movement in the direction of elevation between the chassis 28 and the car 14.
    The jack 36 performs a positioning function of the car 14 relative to the bogie 16 in the direction of elevation.
    The jack 36 is able to pass from a first configuration, called passive, in which the supply device 38 is inactive, the jack then being able to passively dampen the oscillations in the direction of elevation between the car 14 and the chassis 28, in a second configuration, called active, in which the supply device 38 is configured to supply the jack 26 in order to modify the distance between the car 14 and the chassis 28 or in order to keep the distance between the car 14 and chassis 28.
    The jack 36 extends along the main axis X. The jack 36 comprises a first end 44 and a second end 46 substantially aligned along the main axis X. The jack 36 further comprises an external cylinder 48, a cylinder interior 50 and a piston 52 placed in the interior cylinder 50 and separating the interior cylinder 50 into an upper chamber 54 and a lower chamber 56.
    The diameter of the exterior cylinder 48 is substantially greater than the diameter of the interior cylinder 50. The interior cylinder 50 is located in the interior volume defined by the exterior cylinder 48.
    The jack 36 comprises two lines 58, 60 located outside the inner cylinder 50. Advantageously, the two lines 58, 60 are located in the volume defined between the outer cylinder 48 and the inner cylinder 50.
    The first pipe 58 communicates fluidly with the upper chamber 54 through a first passage opening 62. The second pipe 60 communicates fluidly with the lower chamber 56 through a second orifice 63 for passage.
    The first end 44 of the jack 36 is mechanically linked to the car 14. In an advantageous embodiment, the connection between the first end 44 and the car 14 is a first ball joint 64 allowing the jack 36 to be movable in rotation in all the directions around the first ball joint 64 relative to the car 14.
    The second end 46 of the jack 36 is mechanically linked to the chassis 28. In an advantageous embodiment, the connection between the second end 46 and the chassis 28 is a second ball joint 65 allowing the jack 36 to be movable in rotation in all directions around the second ball 65 relative to the frame 28.
    The first and second ball joints 64, 65 allow the jack 36 to follow the relative movements of the bogie 16 and of the car 14 in the transverse and longitudinal directions, corresponding to the direction of movement of the rail vehicle 10, during the movement of the rail vehicle 10 Thus, the jack 36 does not undergo transverse forces, due to the relative movements of the bogie 16 and of the car 14, these transverse forces being able to damage the jack 36. In addition, the jack 36 does not add substantially any additional stiffness. to the secondary suspension system 30.
    The first end 44 and the second end 46 are located outside of the outer cylinder 48, the outer cylinder 48 being located between the first end 44 and the second end 46 along the main axis X.
    The inner cylinder 50 extends along the main axis X between a lower part 66 and an upper part 68.
    The piston 52 is movable in the internal cylinder 50 and comprises a head 70 and a rod 72 integral with the head 70.
    The head 70 is capable of sliding in the inner cylinder 50 along the main axis X, between the lower part 66 and the upper part 68.
    The head 70 separates the inner cylinder 50 into two chambers hermetically separated from each other, namely the upper chamber 54 and the lower chamber 56.
    The rod 72 hermetically crosses the lower part 66 of the cylinder 48 along the main axis X at a third orifice 74 for passage. The rod 72 includes the second end 46. The second end 46 is located opposite the head 70 relative to the main axis X.
    The jack 36 advantageously comprises a position detector 75 capable of determining the position of the piston 52 in the inner cylinder 50.
    The position detector 75 is for example a magnetic sensor, a laser sensor or an ultrasonic sensor.
    The supply device 38 is capable of supplying the jack 36 with fluid, for example oil, here having a pressure of between 50 bars and 150 bars.
    The supply device 38 is configured to control the movement of the piston 52 in the inner cylinder 50, when the jack 36 is in the active configuration.
    The supply device 38 is in particular configured to control the displacement of the piston 52 by supplying the upper 54 and lower 56 chambers in order to increase or decrease the volume.
    As illustrated in FIG. 4, the supply device 38 comprises a main accumulator 76, a reservoir 78, a pump 80, at least one flow limiter 82.
    The main accumulator 76 is capable of storing fluid under pressure. For example, the main accumulator 76 is capable of storing 2 L of oil at a pressure of up to 150 bars.
    The reservoir 78 is capable of storing fluid, for example up to 5 L of oil.
    The main accumulator 76 and the reservoir 78 are fluidly connected. The main accumulator 76 is capable of discharging its pressure towards the reservoir 78 by transferring fluid from the main accumulator 76 to the reservoir 78.
    The pump 80 is configured to circulate the fluid from the reservoir 78 to the main accumulator 76 in order to put the main accumulator 76 under pressure. The pump 80 is advantageously of maximum power substantially equal to 1500 W in order to be able to circulate the fluid efficiently.
    The supply device 38 is connected to the jack 36 by at least one flow limiter 82. In an advantageous embodiment, the supply device 38 comprises two flow restrictors 82, each connected respectively to the upper chamber 54 and to the lower chamber 56 of the jack 36.
    Each flow limiter 82 is configured to create a pressure drop when a fluid passes through the flow limiter 82.
    A flow restrictor 82 is, for example, a valve having a smaller fluid passage cross-section compared to the rest of the pipes of the supply device 38. Thus, when passing the flow limiter 82, the flow of the fluid passing through is reduced and a pressure drop is created for the fluid.
    The flow restrictor 82 can therefore be considered as an obstacle for the fluid, thus acting similarly to a damper.
    Advantageously, each flow limiter 82 is mounted in parallel with a non-return valve 84. Each non-return valve 84 is configured to allow the fluid to flow only from the supply device 38 to the jack 36, without pressure drop. The non-return valve 84 therefore prevents the circulation of the fluid from the jack 36 to the supply device 38.
    The flow restrictor 82 and the non-return valve 84 being placed in parallel, a fluid flowing from the supply device 38 to the jack 36 preferentially flows through the non-return valve 84 and a fluid flowing from the jack 36 to the device supply 38 flows through the flow limiter 82.
    In an advantageous embodiment comprising several jacks 36, for example four as described above, each jack 36 is connected to a supply device 38. The various supply devices 38 are fluidly connected to each other. The supply circuit thus obtained advantageously comprises a single main accumulator 76, a single pump 80 and a single reservoir 78 in order to optimize the cost of the supply circuit.
    In an advantageous embodiment, the or each supply device 38 also comprises a secondary accumulator 86, a valve, called “3 ways / 2 positions >> or more simply“ 3/2 >> 88, and at least one valve 90.
    The secondary accumulator 86 is capable of storing fluid under pressure. For example, the secondary accumulator 86 is capable of storing 0.5 L of oil at a pressure of up to 150 bars.
    The secondary accumulator 86 is fluidly connected to the main accumulator 76.
    The main accumulator 76 is configured to circulate fluid towards the secondary accumulator 78 in order to put it under pressure.
    The "3/2" valve 88 includes an inlet connected to the upper chamber 54 of the jack 36, a first outlet connected to the reservoir 78 and a second outlet connected to the secondary accumulator 86.
    The valve "3/2 >> 88 is configured to connect the inlet with the first outlet in a first valve position" 3/2 >> 88 and connect the inlet with the second outlet in a second valve position " 3/2 >> 88.
    Each control valve 90 is able to allow the fluid to flow through said control valve 90 in a first position called open and to prevent the circulation of fluid through said control valve 90 in a second position called closed.
    In an advantageous embodiment, the supply system comprises at least four control valves 90, 91, 92, 93 located respectively between the valve “3/2 >> 88 and the secondary accumulator 86, between the secondary accumulator 86 and the main accumulator 76, between the valve “3/2 >> 88 and the tank 76 and in parallel with the pump 80.
    The operation of the secondary suspension system 30 and in particular of the supply device 38 will now be explained in more detail, using the description of a first method of running the rail vehicle 10. It should be noted that the operation is identical for all the secondary suspension systems 30 of the rail vehicle 10.
    In a first step, the rail vehicle 10 travels on the rails 32 outside a station or a station comprising a platform 12.
    The cylinder 36 is in the passive configuration and the supply device 38 is inactive.
    Pump 80 is stopped.
    The main accumulator 76 and the secondary accumulator 86 are not under pressure.
    The valves 90, 91, 92, 93 are open and allow the fluid to circulate.
    The valve “3/2 >> 88 is in the first position connecting the upper chamber 54 of the jack 36 to the reservoir 78.
    The upper 54 and lower 56 chambers are thus connected to the reservoir 78. The fluid is free to enter and exit the upper 54 and lower 56 chambers of the jack 36.
    Leaving the upper 54 and lower 56 chambers, the fluid passes through the flow limiter 82, the flow limiter 82 creating a pressure drop opposing the circulation of the fluid through the flow limiter 82. The flow limiter 82 therefore acts as a damper for the oscillations of the piston 52 in the inner cylinder 50.
    In the passive configuration, the jack 36 therefore passively dampens the oscillations in the direction of elevation between the car 14 and the chassis 28 by means of flow limiters 82.
    In a second step, the rail vehicle 10 is approaching the station or the station. That is to say that the railway vehicle 10 is at a distance less than, for example, 30 m from the station or station.
    Pump 80 is started.
    The valve 90 is closed in order to isolate the secondary accumulator 86 from the jack 36.
    The valve 93 is closed so that the pump 80 circulates fluid from the reservoir 78 to the main accumulator 76.
    Thus the main accumulator 76 and the secondary accumulator 86 are pressurized.
    The pressure in the main accumulator 76 and in the secondary accumulator 86 is regulated to reach the desired pressure by alternately closing or opening the valves 91 and 93.
    The jack 36 is always in the passive configuration and passively dampens the oscillations in the direction of elevation between the car 14 and the chassis 28 by means of flow limiters 82.
    Then, in a third step, the rail vehicle 10 stops at the station along a platform 12.
    The height of the lower floor 22 is less than the height of the platform 12 due to the mass of the car 14 and of the passengers and / or goods present in the interior volume 18.
    The "3/2" valve 88 passes into its second position connecting the upper chamber 54 of the jack 36 to the secondary accumulator 86.
    The valve 90 is open in order to fluidly connect the upper chamber 54 of the jack 36 to the secondary accumulator 86.
    The valve 91 is open in order to fluidly connect the secondary accumulator 86 and the main accumulator 76.
    Valves 92 and 93 are closed.
    Due to the pressure contained in the secondary accumulator 86 and in the main accumulator 76, the upper chamber 54 of the jack 36 increases in volume and moves the piston 52 in a direction in which the piston 52 moves away from the car 14 .
    The jack 36 is then in the active position.
    The position of the piston 52 in the jack 36 is regulated by the position detector 75 and by alternately closing or opening the valves 91, 92, and 93.
    Thus, the jack 36 moves the car 14 away from the chassis 28 until it reaches a predetermined distance between the car 14 and the chassis 28. The predetermined distance between the car 14 and the chassis 28 is, for example, such that the height on the ground of the floor 22 of the car 14 is substantially equal to the height on the ground of the platform 12, that is to say that the floor 22 and platform 12 extend in the same horizontal plane.
    The valves 90, 91 and 92 are then closed in order to keep the piston 52 in a constant position and therefore keep the floor 22 and the platform 12 at the same height.
    The valve 93 is closed to restore the main accumulator 76 to the desired pressure, then the valve 93 is opened so that the pump 80 circulates the fluid only through the valve 93 and no longer towards the main accumulator 76.
    The jack 36 is therefore supplied by the supply device 38 so as to keep the distance between the chassis 28 and the car 14 constant and to prevent the free movement of the assembly 34 of springs.
    The door 20 is then open and the passengers and / or goods located in the interior volume 18 can then easily leave or be taken out of the rail vehicle 10 by the door 20 in order to end up on the platform 12. And conversely passengers and / or goods initially located on platform 12 can enter or be transported in interior volume 18.
    When all the passengers and / or goods have left and / or entered the interior volume 18, the door 20 is closed.
    In a fourth step, the valve 90 is closed to isolate the upper chamber 52 from the secondary accumulator 86.
    The fluid leaves the upper chamber 54 of the jack 36 and is discharged into the reservoir 78 via the valve 92.
    When the pressure in the upper chamber 54 is low, for example less than 10 bar, the “3/2 >> valve 88 passes to the first position connecting the upper chamber 54 directly to the reservoir 78.
    Thus, the piston 52 moves in a direction in which the piston 52 approaches the car 14. The distance between the car 14 and the chassis 28 decreases until reaching a position of equilibrium between the pressure of the upper chambers 54 and low 56.
    Pump 80 is stopped.
    Valves 90, 91, 92 and 93 are open.
    The jack 36 then returns to the passive position.
    Finally, in a fifth step, the rail vehicle 10 starts from the station and the set of springs 34 and the jack 36 passively dampen the oscillations in an elevation direction between the car 14 and the chassis 28.
    A second embodiment of the invention is shown in Figure 5 and will be described below. In the second embodiment of the invention, a second feeding device 138, different from the feeding device 38 presented above, is used.
    Thereafter, only the differences between the supply device 138 according to the second embodiment and the supply device 38 according to the first embodiment will be presented and the similar elements will not be presented again and will bear the same references.
    The second supply device 138 is generally similar to the supply device 38 and differs simply in that it comprises a valve, called “4 ways / 3 positions >> or more simply“ 4/3 >> 94, at the valve position "3/2 >> 88.
    The 4/3 valve 94 includes a first inlet connected to the upper chamber 54, a second inlet connected to the lower chamber 56, a first outlet connected to the reservoir 78 and a second outlet connected to the secondary accumulator 86.
    The valve “4/3 >> 94 is configured to connect the first inlet with the first outlet and the second inlet with the second outlet in a first position of the valve“ 4/3 ”94, connecting the first inlet and the second inlet with the second outlet in a second position of the valve “4/3” 94 and connect the first inlet with the second outlet and the second inlet with the first outlet in a third position of the valve “4/3 >> 94.
    The first two positions of the valve "4/3 >> 94 are identical to the two positions of the valve" 3/2 >> 88.
    The third position connects the accumulator 86 to the lower chamber 56 and thus increases the volume of the lower chamber 56 of the jack 36 in order to bring the car 14 and the chassis 28 closer together.
    A second method of running the rail vehicle 10 comprising the supply device 138 according to the second embodiment will now be described.
    The second circulation method differs from the first circulation method in that during the fourth step, the valve “4/3 >> 94 passes into the third position connecting the lower chamber 56 to the secondary accumulator 86 and the upper chamber 54 to the tank 78.
    The valve 90 is open so that the secondary accumulator 86 pressurizes the lower chamber 56. The lower chamber 56 increases in volume and thus causes the piston 52 to move towards the car 14.
    The distance between the car 14 and the chassis 28 therefore decreases in a controlled manner thanks to the position detector 75, the pressure in the lower chamber 56 being able to be regulated by alternately opening and closing the valve 90.
    A third embodiment of the invention is shown in Figure 3 and will be described below.
    In the third embodiment of the invention, the actuator 36 further comprises a damping device 96.
    The damping device 96 is located between the second end 46 of the jack 36 and the second ball 65.
    The damping device 96 has two parts 98 and 100.
    The first part 98 is linked to the second end 46 of the jack 36 and the second part 100 is connected to the second ball joint 65.
    The first part 98 defines a cavity 102 into which the second part 100 is able to be inserted.
    The first part 98 and the second part 100 are linked at least by a rod 104.
    The first end of the rod 104 is fixed to the first part 98.
    The second end of the rod 104 is free to slide in a channel 106 defined by the second part 100.
    The damping device 96 comprises at least one return spring 108 placed in the channel 106 and linked to the second end of the rod 104.
    The return spring 108 constrains the insertion of the second part 100 into the first part 98.
    Thus, the damping device 96 is configured to pass from a first rest configuration in which the second part 100 is inserted in the first part 98, the return spring 108 being at rest, to a second damping position in which the first part 98 and the second part 100 has a clearance, the return spring 108 being compressed.
    The damping device 96 is therefore configured to take up part of the oscillations in an elevation direction between the car 14 and the chassis 28 in order to reduce the mechanical stresses on the jack 36 and thus prolong its service life.
    The embodiments described above are suitable for being combined with one another to give rise to other embodiments of the invention.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    14 CLAIMS
    1, - Railway vehicle (10) comprising at least one car (14) and at least one bogie (16) carrying the car (14), the bogie (16) comprising a chassis (28) and a secondary suspension system (30 ) between the chassis (28) and the car (14), the secondary suspension system (30) comprising:
    - a jack (36) comprising two ends (44, 46) extending along the same axis (X); and
    - a supply device (38) for the jack (36);
    characterized in that the jack (36) is fluidly connected to the supply device (38) by at least one flow limiter (82), and in that the jack (36) is configured to pass from a first configuration called passive in which the supply device (38) is inactive, the jack (36) then being capable of passively damping the oscillations in an elevation direction between the car (14) and the chassis (28) by means of the limiter flow (82), in a second so-called active configuration in which the supply device (38) is configured to supply the jack (36) in order to modify the distance between the car (14) and the chassis (28) or in order to keep the distance between the car (14) and the chassis (28) constant.
    [2" id="c-fr-0002]
    2, - Railway vehicle (10) according to claim 1, further comprising a set (34) of springs mounted between the car (14) and the chassis (28).
    [3" id="c-fr-0003]
    3, - Railway vehicle (10) according to any one of the preceding claims, in which the first end of the jack (36) is connected to the car (14) by a ball joint type connection (64) and the second end of the jack. (36) is connected to the chassis (28) by a ball-type connection (65).
    [4" id="c-fr-0004]
    4, - Railway vehicle (10) according to any one of the preceding claims, in which the jack (36) comprises at least one cylinder (50) and a piston (52) separating the cylinder (50) in an upper chamber (54 ) and a lower chamber (56), the supply device (38) of the jack (36) being configured to supply the upper (54) and lower (56) chambers.
    [5" id="c-fr-0005]
    5, - Railway vehicle (10) according to any one of the preceding claims, in which the supply device (38) comprises at least one
    15 accumulator (76, 86) capable of storing pressurized fluid and a pressure relief tank (78).
    [6" id="c-fr-0006]
    6. - Railway vehicle (10) according to claim 5 when it depends on claim 4, wherein the upper chamber (54) of the jack (36) is connected to the supply device (38) by a valve called "3 ways / 2 positions >> (88), the “3-way / 2 positions >>” valve (88) having an inlet connected to the upper chamber (54) of the jack (36), a first outlet connected to the reservoir (78) and a second outlet connected to the accumulator (76, 86), the “3-way / 2-position” valve (88) connecting the inlet to the first outlet in a first position of the “3-way / 2-position” valve (( 88) or at the second outlet in a second position of the 3-way / 2-position valve (88).
    [7" id="c-fr-0007]
    7. - Railway vehicle (10) according to claim 5 when it depends on claim 4, in which the jack (36) is connected to the supply device (38) by a valve called "4 ways / 3 positions" ( 94), the “4-way / 3-position” valve (94) having a first inlet connected to the upper chamber (54) of the jack (36), a second inlet connected to the lower chamber (56) of the jack (36) , a first outlet connected to the reservoir (78) and a second outlet connected to the accumulator (76, 86), the “4-way / 3-position” valve (94) connecting:
    - the first inlet to the first outlet and the second inlet to the second outlet in a first position of the "4-way / 3-position" valve (94),
    - the first entry and the second entry at the second exit in a second position of the "4 ways / 3 positions" (94), or
    - the first inlet to the second outlet and the second inlet to the first outlet in a third position of the "4-way / 3-position" valve (94).
    [8" id="c-fr-0008]
    8. - Railway vehicle (10) according to claim 4, in which the jack (36) comprises a position detector (75) capable of determining the position of the piston (52) in the cylinder (50), the position detector ( 75) being a magnetic sensor, a laser sensor or an ultrasonic sensor.
    [9" id="c-fr-0009]
    9. - Railway vehicle (10) according to any one of the preceding claims, in which the jack (36) further comprises a damping device (96), the damping device (96) connecting the jack (36) and the chassis (28), the damping device (96) being capable of damping the oscillations in the direction of elevation between the jack (36) and the chassis (28).
    [10" id="c-fr-0010]
    10.- A method of running a rail vehicle (10) according to any one of claims 1 to 9, comprising the following steps:
    - movement of the rail vehicle (10), the jack (36) being in the passive configuration
    5 and damping the oscillations in the direction of elevation between the jack (36) and the chassis (28),
    - stopping the railway vehicle (10) at a platform, the jack (36) being in the active configuration and supplied by the supply device (38), so as to modify the distance between the car (14) and the chassis (28 ) or to keep the distance between the chassis constant (28)
    10 and the car (14).
    类似技术:
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    同族专利:
    公开号 | 公开日
    US11161529B2|2021-11-02|
    FR3080076B1|2020-09-18|
    CN110386162A|2019-10-29|
    US20190315380A1|2019-10-17|
    CA3039875A1|2019-10-17|
    EP3556635A1|2019-10-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0663877A1|1992-10-13|1995-07-26|Knorr Bremse Ag|Height and inclination control of a wagon body.|
    GB2310024A|1996-02-06|1997-08-13|Monroe Auto Equipment Co|Active suspension system|
    US20040016361A1|2002-04-26|2004-01-29|Martin Teichmann|Level control for a rail-mounted vehicle|
    US6637348B1|2002-07-02|2003-10-28|Siemens Sgp Verkehrstechnik Gmbh|Level-adjustable main spring and actively biased emergency spring with fail-safe behavior|
    FR3080076B1|2018-04-17|2020-09-18|Alstom Transp Tech|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    FR3080077B1|2018-04-17|2020-09-18|Alstom Transp Tech|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|JP6650337B2|2016-04-28|2020-02-19|川崎重工業株式会社|Wheel load adjustment device for railway vehicles|
    FR3080076B1|2018-04-17|2020-09-18|Alstom Transp Tech|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    法律状态:
    2019-04-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-10-18| PLSC| Publication of the preliminary search report|Effective date: 20191018 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1853346A|FR3080076B1|2018-04-17|2018-04-17|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    FR1853346|2018-04-17|FR1853346A| FR3080076B1|2018-04-17|2018-04-17|RAILWAY VEHICLE AND ASSOCIATED CIRCULATION METHOD|
    CA3039875A| CA3039875A1|2018-04-17|2019-04-09|Rail vehicle and associated traffic method|
    US16/385,856| US11161529B2|2018-04-17|2019-04-16|Railway vehicle and associated traffic method|
    CN201910302149.8A| CN110386162A|2018-04-17|2019-04-16|Rolling stock and relevant transportation resources|
    EP19169547.7A| EP3556635A1|2018-04-17|2019-04-16|Railway vehicle and associated circulation method|
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