EP3556635A1 - Schienenfahrzeug und entsprechendes verkehrsverfahren - Google Patents

Schienenfahrzeug und entsprechendes verkehrsverfahren Download PDF

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Publication number
EP3556635A1
EP3556635A1 EP19169547.7A EP19169547A EP3556635A1 EP 3556635 A1 EP3556635 A1 EP 3556635A1 EP 19169547 A EP19169547 A EP 19169547A EP 3556635 A1 EP3556635 A1 EP 3556635A1
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EP
European Patent Office
Prior art keywords
jack
car
valve
railway vehicle
way
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
EP19169547.7A
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English (en)
French (fr)
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EP3556635B1 (de
Inventor
Jérémy Clavier
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 Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication date
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Publication of EP3556635A1 publication Critical patent/EP3556635A1/de
Application granted granted Critical
Publication of EP3556635B1 publication Critical patent/EP3556635B1/de
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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
    • 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
    • B61F5/14—Side bearings
    • B61F5/144—Side bearings comprising fluid damping devices
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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

  • the present invention relates to a railway 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 cylinder supply device.
  • the document US 2004/0016361 discloses a railway vehicle comprising a car, a bogie and a suspension system comprising a suspension spring and a cylinder in parallel extending between the car and the bogie.
  • the cylinder makes it possible to vary the distance between the bogie and the car, the height of the car thus being variable. This in particular reduces the vertical distance between the floor of the car and a dock.
  • the object of the invention is in particular to remedy these drawbacks by proposing a railway vehicle comprising a suspension system having improved damping during the phases of movement of the railway vehicle.
  • the invention also aims to integrate the damping function in the suspension system.
  • the invention particularly relates to a railway vehicle of the aforementioned type, wherein the jack is fluidly connected to the supply device by at least one flow restrictor, and wherein the jack is configured to pass from a first so-called passive configuration in which the supply device is inactive, the cylinder then being able to passively damp the oscillations in a direction of elevation between the car and the chassis by means of the flow limiter, to a second so-called active configuration in which the feed device is configured to feed the cylinder to change the distance between the car and the chassis or to maintain constant distance between the car and the chassis.
  • the cylinder is thus able to bring and then maintain the car and the chassis at a constant distance, for example, chosen so that the height of the floor of the car stationary in a station is substantially equal to the height of the dock from this station.
  • the cylinder contributes to the damping between the car and the chassis thanks to the flow limiter.
  • vertical and horizontal generally refer to the usual directions of a rail vehicle traveling on horizontal rails.
  • a railway vehicle 10 stationary at a station is represented at the figure 1 .
  • the station comprises at least one platform 12, such that the railway vehicle 10 is stopped along the platform 12.
  • the railway 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 outside by at least one door 20.
  • the interior volume 18 is defined in particular by a lower floor 22, on which the passengers and / or the goods evolve.
  • the bogie 16 extends for example to one end of the car 14 and supports two cars 14 adjacent when the railway 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 mounted to rotate on the bogie 16 by axles 26, a frame 28 and a secondary suspension system 30 disposed between the frame 28 and the car 14.
  • the wheels 24 are configured to roll on rails 32 and thus allow the rail vehicle 10 to move.
  • 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.
  • transverse is defined generally with respect to a direction substantially orthogonal to the direction of travel of the railway vehicle 10 and to an elevation direction, for example substantially vertical when the railway vehicle 10 moves on horizontal rails 32 .
  • elevation direction for example substantially vertical when the railway vehicle 10 moves on horizontal rails 32 .
  • lower and higher are defined relative to the elevation direction.
  • the secondary suspension system 30 extends along a main axis X extending in the direction of elevation.
  • the secondary suspension system 30 makes it possible to resume the movements in 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 car. bogie 16 and the positioning function according to the direction of elevation of the car 14 with respect to the station platform 12.
  • the secondary suspension system 30, shown in FIGS. figures 2 and 3 comprises a set 34 of springs mounted between the frame 28 and the car 14, a jack 36 and a feed device 38 of the jack 36.
  • the spring assembly 34 comprises at least one internal spring 40 and an outer spring 42.
  • the inner spring 40 and the outer spring 42 are helical and coaxial springs, having the central axis X as the main axis.
  • the diameter of the inner spring 40 is smaller than the diameter of the outer spring 42, so that the inner spring 40 extends into the internal volume defined by the external spring 42.
  • the inner spring 40 and the outer spring 42 wind around the jack 36.
  • the inner spring 40 and the outer spring 42 have, for example, opposite winding directions.
  • the assembly 34 of springs allows a relative displacement in the direction of elevation between the frame 28 and the car 14.
  • the jack 36 provides 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, so-called passive configuration, in which the supply device 38 is inactive, the jack then being able to passively damp the oscillations in the elevation direction between the car 14 and the chassis 28, to a second configuration, called active, wherein the feed device 38 is configured to feed the cylinder 26 to change the distance between the car 14 and the frame 28 or to maintain constant the distance between the car 14 and the 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 outer cylinder 48, a cylinder 50 and a piston 52 placed in the inner cylinder 50 and separating the inner cylinder 50 in a high chamber 54 and a lower chamber 56.
  • the diameter of the outer cylinder 48 is substantially greater than the diameter of the inner cylinder 50.
  • the inner cylinder 50 is located in the interior volume defined by the outer cylinder 48.
  • the jack 36 comprises two pipes 58, 60 located outside the inner cylinder 50.
  • the two pipes 58, 60 are located in the volume defined between the outer cylinder 48 and the inner cylinder 50.
  • the first duct 58 fluidly communicates with the upper chamber 54 through a first orifice 62 for passage.
  • the second pipe 60 fluidly communicates with the lower chamber 56 by a second orifice 63 for passage.
  • the first end 44 of the jack 36 is mechanically linked to the car 14.
  • the connection between the first end 44 and the car 14 is a first ball 64 allowing the jack 36 to be rotatable in all directions. the directions around the first ball 64 relative to the car 14.
  • the second end 46 of the jack 36 is mechanically connected to the frame 28.
  • the connection between the second end 46 and the frame 28 is a second ball 65 allowing the jack 36 to be rotatable 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 the car 14 in the transverse and longitudinal directions, corresponding to the direction of movement of the railway vehicle 10, during the movement of the railway vehicle 10
  • the jack 36 does not undergo transverse forces, due to the relative movements of the bogie 16 and the car 14, these transverse forces may deteriorate the cylinder 36.
  • the cylinder 36 adds substantially no additional stiffness to the secondary suspension system 30.
  • the first end 44 and the second end 46 are located outside 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 portion 66 and an upper portion 68.
  • the piston 52 is movable in the inner cylinder 50 and comprises a head 70 and a rod 72 integral with the head 70.
  • the head 70 is able to slide 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 one another, namely the upper chamber 54 and the lower chamber 56.
  • the rod 72 hermetically crosses the lower portion 66 of the cylinder 48 along the main axis X at a third orifice 74 passage.
  • the rod 72 comprises 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 able to determine 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 feed device 38 is able to feed the jack 36 with fluid, for example oil, having here a pressure of between 50 bars and 150 bars.
  • the feeder 38 is configured to control the movement of the piston 52 in the inner cylinder 50 when the ram 36 is in the active configuration.
  • the feed device 38 is in particular configured to control the displacement of the piston 52 by feeding the high chambers 54 and low 56 to increase or decrease the volume.
  • the feed device 38 comprises a main accumulator 76, a reservoir 78, a pump 80, at least one flow restrictor 82.
  • the main accumulator 76 is able to store fluid under pressure.
  • the main accumulator 76 is able to store 2 L of oil at a pressure of up to 150 bar.
  • the reservoir 78 is able to store 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 able to discharge its pressure to 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 to pressurize the main accumulator 76.
  • the pump 80 is advantageously of maximum power substantially equal to 1500 W in order to circulate the fluid effectively.
  • the feed device 38 is connected to the jack 36 by at least one flow restrictor 82.
  • the feed device 38 comprises two flow restrictors 82, each connected respectively to the upper chamber 54 and the lower chamber 56 of the jack 36.
  • Each flow restrictor 82 is configured to create a pressure drop at the passage of a fluid through the flow restrictor 82.
  • a flow restrictor 82 is, for example, a valve having a lower fluid passage section with respect to the rest of the lines of the supply device 38. Thus, when the flow restrictor 82 passes, the flow rate of the fluid passing through is reduced. and it creates a pressure drop for the fluid.
  • the flow limiter 82 can therefore be considered as an obstacle for the fluid, thus acting in a manner similar to a damper.
  • each flow restrictor 82 is connected in parallel with a non-return valve 84.
  • Each non-return valve 84 is configured to allow the fluid to circulate only from the supply device 38 to the jack 36, without loss of load. The non-return valve 84 thus prevents the circulation of the fluid of the jack 36 towards the feed device 38.
  • a fluid flowing from the supply device 38 to the cylinder 36 preferably circulates through the non-return valve 84 and a fluid flowing from the jack 36 to the supply device 38 circulates through the flow restrictor 82.
  • each jack 36 is connected to a feed device 38.
  • the different feeders 38 are fluidly connected to each other.
  • the feed circuit thus obtained advantageously comprises a single main accumulator 76, a single pump 80 and a single reservoir 78 to optimize the cost of the supply circuit.
  • the or each feed device 38 also comprises a secondary accumulator 86, a valve, called “3-way / 2-position" or more simply “3/2" 88, and at least one control valve 90.
  • the secondary accumulator 86 is capable of storing fluid under pressure.
  • the secondary accumulator 86 is able to store 0.5 L of oil at a pressure of up to 150 bar.
  • the secondary accumulator 86 is fluidly connected to the main accumulator 76.
  • the main accumulator 76 is configured to circulate fluid to the secondary accumulator 78 to pressurize it.
  • the "3/2" valve 88 comprises an inlet connected to the upper chamber 54 of the jack 36, a first outlet connected to the tank 78 and a second outlet connected to the secondary accumulator 86.
  • the "3/2" valve 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 position of the valve "3 / 2 "88.
  • Each control valve 90 is able to circulate the fluid through said control valve 90 in a first so-called open position and to prevent the flow of fluid through said control valve 90 in a second so-called closed position.
  • the supply system comprises at least four control valves 90, 91, 92, 93 situated respectively between the "3/2" valve 88 and the secondary accumulator 86, between the secondary accumulator 86 and the main accumulator 76, between the "3/2" valve 88 and the reservoir 76 and in parallel with the pump 80.
  • the rail vehicle 10 runs on the rails 32 outside a station or a station comprising a platform 12.
  • the jack 36 is in the passive configuration and the feeder 38 is inactive.
  • the main accumulator 76 and the secondary accumulator 86 are not under pressure.
  • valves 90, 91, 92, 93 are open and circulate the fluid.
  • the "3/2" valve 88 is in the first position connecting the upper chamber 54 of the cylinder 36 to the reservoir 78.
  • the high chambers 54 and low 56 are thus connected to the reservoir 78.
  • the fluid is free to enter and exit the high chambers 54 and low 56 of the cylinder 36.
  • the fluid passes through the flow restrictor 82, the flow limiter 82 creating a pressure drop opposing the flow of fluid through the flow restrictor 82.
  • the flow limiter 82 thus acts as a damper oscillations piston 52 in the inner cylinder 50.
  • the jack 36 thus passively damps the oscillations in the direction of elevation according to between the car 14 and the chassis 28 by means of the flow restrictors 82.
  • the railway vehicle 10 is approaching the station or the station. That is, the railway vehicle 10 is at a distance less than, for example, 30 m from the station or station.
  • the 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.
  • the pressure in the main accumulator 76 and in the secondary accumulator 86 is regulated to reach the desired pressure by closing or alternately opening the valves 91 and 93.
  • the jack 36 is still in the passive configuration and passively damps the oscillations in the direction of elevation between the car 14 and the chassis 28 by means of the flow restrictors 82.
  • the railway 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 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 to fluidically connect the upper chamber 54 of the jack 36 to the secondary accumulator 86.
  • the valve 91 is open to fluidly connect the secondary accumulator 86 and the main accumulator 76.
  • valves 92 and 93 are closed.
  • the upper chamber 54 of the jack 36 increases in volume and displaces 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 closing or alternately opening the valves 91, 92, and 93.
  • the jack 36 moves the car 14 away from the chassis 28 until it reaches a distance between the car 14 and the predetermined chassis 28.
  • the predetermined distance between the car 14 and the frame 28 is, for example, such that the floor height of the floor 22 of the car 14 is substantially equal to the height of the floor 12 of the platform, that is to say that the floor 22 and the platform 12 extend in the same horizontal plane.
  • valves 90, 91 and 92 are then closed in order to maintain the piston 52 in a constant position and thus maintain the floor 22 and the dock 12 at the same height.
  • valve 93 is closed to return the main accumulator 76 to the desired pressure and then the valve 93 is opened so that the pump 80 circulates the fluid only through the valve 93 and over to the main accumulator 76.
  • the jack 36 is thus powered by the feed device 38 so as to keep the distance between the frame 28 and the car 14 constant and to prevent the free movement of the assembly 34 of springs.
  • the door 20 is then opened and the passengers and / or goods located in the interior volume 18 can then easily exit or be taken out of the railway vehicle 10 by the door 20 to end up on the platform 12. And conversely passengers and / or goods initially situated on platform 12 may enter or be transported in the interior volume 18.
  • valve 90 is closed to isolate the upper chamber 52 of the secondary accumulator 86.
  • the fluid leaves the upper chamber 54 of the jack 36 and discharges into the tank 78 via the valve 92.
  • the "3/2" valve 88 goes to the first position connecting the upper chamber 54 directly to the reservoir 78.
  • the piston 52 moves in a direction in which the piston 52 approaches the car 14.
  • the distance between the car 14 and the frame 28 decreases to reach a position of equilibrium between the pressure of the high chambers 54 and low 56.
  • valves 90, 91, 92 and 93 are open.
  • the cylinder 36 then returns to the passive position.
  • the railway vehicle 10 starts from the station and the assembly 34 of springs and the cylinder 36 passively dampen the oscillations in a direction of elevation between the car 14 and the chassis 28.
  • a second embodiment of the invention is shown in figure 5 and will be described below.
  • a second feeder 138 different from the feeder 38 shown above, is used.
  • the second feed device 138 is generally similar to the feed device 38 and differs simply in that it comprises a valve, called “4-way / 3-position” or more simply “4/3" 94, in place of the "3/2" valve 88.
  • the "4/3" valve 94 comprises a first input connected to the upper chamber 54, a second input connected to the lower chamber 56, a first output connected to the reservoir 78 and a second output connected to the secondary accumulator 86.
  • the valve "4/3" 94 is configured to connect the first input with the first output and the second input with the second output in a first position of the valve "4/3" 94, connect the first input and the second input with the second output in a second position of the valve "4/3" 94 and connect the first input with the second output and the second input with the first output in a third position of the "4/3" valve 94.
  • the first two positions of the "4/3" valve 94 are identical to the two positions of the "3/2" valve 88.
  • the third position makes it possible to connect the accumulator 86 to the lower chamber 56 and thus increase the volume of the lower chamber 56 of the jack 36 in order to bring the car 14 and the chassis 28 closer together.
  • the second circulation method differs from the first circulation method in that during the fourth step, the "4/3" valve 94 passes into the third position connecting the lower chamber 56 to the secondary accumulator 86 and the upper chamber 54 to the reservoir 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 frame 28 therefore decreases in a controlled manner by means of 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.
  • the jack 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 comprises two parts 98 and 100.
  • the first part 98 is connected to the second end 46 of the jack 36 and the second part 100 is connected to the second ball 65.
  • the first portion 98 defines a cavity 102 in which the second portion 100 is insertable.
  • the first part 98 and the second part 100 are connected at least by a rod 104.
  • the first end of the rod 104 is fixed on 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 connected to the second end of the rod 104.
  • the return spring 108 forces the insertion of the second portion 100 into the first portion 98.
  • the damping device 96 is configured to pass from a first rest configuration in which the second part 100 is inserted into the first part 98, the restoring spring 108 being at rest, to a second damping position in which the first portion 98 and the second portion 100 has a movement, the return spring 108 being compressed.
  • the damping device 96 is therefore configured to take up part of the oscillations in a direction of elevation 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP19169547.7A 2018-04-17 2019-04-16 Schienenfahrzeug und entsprechendes verkehrsverfahren Active EP3556635B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1853346A FR3080076B1 (fr) 2018-04-17 2018-04-17 Vehicule ferroviaire et procede de circulation associe

Publications (2)

Publication Number Publication Date
EP3556635A1 true EP3556635A1 (de) 2019-10-23
EP3556635B1 EP3556635B1 (de) 2022-08-17

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US (1) US11161529B2 (de)
EP (1) EP3556635B1 (de)
CN (1) CN110386162B (de)
CA (1) CA3039875A1 (de)
FR (1) FR3080076B1 (de)

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Publication number Priority date Publication date Assignee Title
JP6650337B2 (ja) * 2016-04-28 2020-02-19 川崎重工業株式会社 鉄道車両の輪重調整装置
FR3080076B1 (fr) * 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe
FR3115886B1 (fr) * 2020-11-04 2022-12-09 Alstom Transp Tech Procédé de mesure d’une distance d’un véhicule à un quai
ES2915425A1 (es) * 2020-12-22 2022-06-22 Patentes Talgo S L U Sistema de elevación de cajas de vehículos ferroviarios

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EP0663877A1 (de) * 1992-10-13 1995-07-26 Knorr Bremse Ag Niveau- und neigungssteuerung eines wagenkastens.
GB2310024A (en) * 1996-02-06 1997-08-13 Monroe Auto Equipment Co Active suspension system
US20040016361A1 (en) * 2002-04-26 2004-01-29 Martin Teichmann Level control for a rail-mounted vehicle

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CA668150A (en) * 1963-08-06 Manning Walter Vehicle suspensions
FR2784341B1 (fr) * 1998-10-07 2000-12-15 Alstom Technology Dispositif d'amortissement des mouvements transversaux et de lacet d'un vehicule, et vehicule pourvu d'un tel dispositif
GB9912221D0 (en) * 1999-05-26 1999-07-28 Crossley Martin C Box height adjusting system for intermodal freight vehicles
GB2361222B (en) * 2000-04-15 2003-06-25 Powell Duffryn Rail Ltd Three piece bogie arrangement
US6637348B1 (en) * 2002-07-02 2003-10-28 Siemens Sgp Verkehrstechnik Gmbh Level-adjustable main spring and actively biased emergency spring with fail-safe behavior
DE102008039821A1 (de) * 2008-08-27 2010-03-18 Bombardier Transportation Gmbh Drehhemmungseinrichtung für ein Fahrzeug
US8079310B2 (en) * 2009-11-25 2011-12-20 LTK Consulting Services, Inc. Vertical position compensating device for a vehicle
FR3080076B1 (fr) * 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe
FR3080077B1 (fr) * 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0663877A1 (de) * 1992-10-13 1995-07-26 Knorr Bremse Ag Niveau- und neigungssteuerung eines wagenkastens.
GB2310024A (en) * 1996-02-06 1997-08-13 Monroe Auto Equipment Co Active suspension system
US20040016361A1 (en) * 2002-04-26 2004-01-29 Martin Teichmann Level control for a rail-mounted vehicle

Also Published As

Publication number Publication date
CN110386162B (zh) 2024-04-19
US11161529B2 (en) 2021-11-02
FR3080076B1 (fr) 2020-09-18
FR3080076A1 (fr) 2019-10-18
CA3039875A1 (fr) 2019-10-17
EP3556635B1 (de) 2022-08-17
US20190315380A1 (en) 2019-10-17
CN110386162A (zh) 2019-10-29

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