Railway rolling stock – Trucks – Bogie
Patent
1991-12-10
1994-03-22
Le, Mark T.
Railway rolling stock
Trucks
Bogie
B61F 502
Patent
active
052954439
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to an arrangement for a railbound vehicle with hydraulic cylinders for tilting of the car body in track curves.
BACKGROUND ART
In vehicles with an active hydraulic tilting of the car body, the tilting is usually controlled by two servo functions, one per bogie, each function comprising a servo valve, hydraulic cylinder(s) and some form of mechanical bolster. Such multi-function systems involve the risk that the two (or the different) servo functions may start acting against each other via the relatively torsionally rigid car body, which gives diagonal unloading and loading stresses on the wheels of the two bogies. This, in turn, may entail a risk of derailment and this eventuality thus requires an extensive monitoring system. (See further FIG. 1 and the associated text.)
From, for example, Swedish patent specification 381 012, a similar arrangement is already known, in which the distance between the car body and the different bogies on both sides of the car body is measured for the purpose of obtaining an output quantity, which constitutes a measure of the rotation of the different bogies in relation to the car body. The intention is to obtain a fast indication of the vehicle's entry into and exit out of a track curve. This signal together with, for example, the lateral acceleration signal, may be utilized as control signal(s) to the tilting system of the vehicle. The intention is to develop a tilting system which provides a comfortable journey for the passengers without any significant influence of lateral acceleration, and to make possible greater train speeds. It is also desired to avoid sensitivity to any unevenness of the track.
SUMMARY OF THE INVENTION
The invention relates to a solution to the above problems and other problems associated therewith. The invention is characterized in that the hydraulic cylinders mutually communicate and that the tilting of the car body is adapted to be controlled by a servo function comprising one servo valve per vehicle.
By controlling the tilting movement of the two (or the different) bogies from one single servo valve, i.e. in parallel and with the hydraulic cylinders freely mutually communicating, the hydraulic forces of the two bogies are prevented from counteracting each other in case of a system fault.
From, for example, the publication Querneigesystem fur Schnellzugwagen by Von Rolf Wipf, Sonderdruck aus "Technische Rundschau", No. 22/1976, a control system is known in which a feedback control system controls a main valve, which in turn controls the working cylinders at the two bogies of a car. However, in this device the working cylinders are not directly affected by the main valve since, in addition, hydraulic valves (FIG. 3) are arranged at the respective bogie, which means that the two working cylinders do not communicate at each point of time.
A laterally sensing acceleration normally constitutes a control signal to the tilting system. Preferably, the lateral acceleration is measured in the front bogie of the train unit. The measured signal is thereafter transmitted to all tilting cars in the train in order to constitute a control signal to the tilting system of the respective car.
However, using only laterally sensing acceleration, it is difficult at a sufficiently early stage to obtain information as to when a track curve occurs under a railway vehicle with a tilting car body. At the same time as the lateral acceleration increases/decreases in a track curve, normally also the superelevation increases/decreases. It is previously known that the rate of change of the superelevation can be measured with speed gyro, and also that the twist between car body and bogies can be measured. By controlling the tilting movement of the two bogies in parallel with only one valve and such that the hydraulic cylinders of the two bogies communicate, the corresponding quantities are formed internally in the two bogies. Quantities occur as the difference between the rotation (.phi..sub.1 and .phi..sub.2, respectively) of
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Bangtsson Hans
Nilstam Nils G.
Persson Rickard
Asea Brown Boveri AB
Le Mark T.
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