A body roll control system for a railway vehicle with variable trim body

Abstract: A body roll control system in a railway vehicle (F) with a variable trim body (1), wherein two pairs of fluid pressure linear actuators (10a, 10b) are substantially vertically interposed between the body (1) and the opposite sides of two bogies (2, 3). The control system comprises a single valve unit (13) in common to both actuator pairs (10a, 10b), and the actuator of the two pairs placed in correspondence of one side and, respectively, of the other side of the body (1) are connected to each other and with the valve unit (13) through respective common fluid lines (17a, 17b).

Description: The present invention is generally related to railway vehicles having a variable trim body, i.e. adapted to be rotated about its longitudinal axis when the vehicle is running along curved paths of the railway track, towards the inside of the curve, as generally disclosed in US-A-3,868,911. These rotations or rolls of the body enable, particularly in the case of high-speed railway vehicles, to appreciably enhance comfort for the passengers, due to the fact that the transverse acceleration felt inside the body while the vehicle is running along a curve is relatively limited. The body tilt variations are traditionally servo-operated by means of a body roll control system. U.S. Patent No. 3,844,225 assigned to Fiat Spa discloses such a control system for a railway vehicle including two bogies and resilient suspension means between the body and the bogies. This control system comprises two pairs of fluid pressure linear actuators substantially vertically interposed between the body and the opposite sides of the two bogies, a source of fluid under pressure, valve means for controlling communication between said actuator means and said source of fluid under pressure through respective fluid lines, a regulation electronic unit operatively associated to said valve means, and transducer means for detecting the non-compensated centrifugal accelerating acting on the vehicle body and for transmitting corresponding output signals to said regulation electronic unit to pilot said valve means, so as to perform, while the vehicle is running along a curve, rotations of the body about a longitudinal axis tending to compensate said centrifugal acceleration. In conventional control system of the above-referenced type the fluid circuits of the actuator pairs associated to the two bogies of the vehicle are distinct and separate from each other, i.e. in practice independent relative to each other, two respective autonomous solenoid-valve assemblies being provided, which are piloted by the regulation electronic unit following processing of the output signals supplied by the transducer means. When the vehicle is travelling along a straight path, the two solenoid-valve assemblies keep the actuator of the one and of the other pair isolated. Whenever the vehicle enters the parabolic entry transition section of a curve, the following problem is to be faced. Upon encountering a track skew, i.e. of the slanting in vertical projection of the outside rail relative to the inside rail in correspondence of the entry transition section of the curve superelevation, the front bogie, with reference to the travel direction, rolls in the vertical plane and transmits to the body a rotation couple, through the corresponding secondary suspension. In such a condition, the suspension located in correspondence of the bogie side which is raised owing to the track skew is contracted, while the suspension located in correspondence of the opposite side tends to be unloaded. In the area of the front bogie a counteracting couple is thus produced, which generates an opposite reaction couple onto the rear bogie, through the corresponding secondary suspension. Therefore, the skew in the entry curve transition section normally produces an unbalanced load distribution over the secondary suspensions of the two bogies, and thus an uneven "unloading" effect of the respective axles. Simultaneously, while the vehicle is entering the entry curve transition section, actuation of the body roll control system is started by means of the output signals generated by the transducer means, i.e. the actuators of the two bogies are operated. Since as pointed out the two fluid circuits of these actuators according to the prior art are independent from each other, owing to hydraulic or control differences or other kinds of variations or non-symmetries, the couples correspondingly applied by the actuators over the two bogies will normally be different. These different couples differently load the bogie axles, and consequently one axle (and thus the corresponding wheel-rail contacts) may be excessively unloaded. In practice, this situation corresponds to the self-generation by the vehicle itself of an additional skew which actually does not exist, i.e. of an "autogenous skew", which makes the above described situation, deriving from the real presence of a track skew in the entry curve transition section, remarkably worse. This situation, which negatively affects the actuating condition of the control system also when the vehicle is running along a full curve as well as along the exit curve transition section, after all reduces travel intrinsic safety of the vehicle during operation of the body roll control system. From WO91/00815 an arrangement for tilting a railbound vehicle in trak curves is also known, comprising two linear actuators for the first bogie and two linear actuators for the second bogie, wherein each actuator is a double-acting cylinder having respective upper and lower chambers. The lower chambers of the left cylinders are interconnected to each other and also to the upper chambers of the right cylinders. Correspondigly, the lower chambers of the right cylindersare interconnected to each other and to the upper chambers of the left cylinders. A single servo-valve is connected at one side to the upper chambers of the left cylinders and to the lower chambers of the right cylinders, and at the other side to the lower chambers of the left cylinders and to the upper chambers of the right cylinders. Accordingly, all four cylinders are forced to cooperate in order to tilt the vehicle body through a coordinated rotational movement. Namely, tilting of the body in one or the other direction is performed by positive retraction of the right cylinders (or, respectively, of the left cylinders) and by simultaneous positive extension of the left cylinders (or, respectively, of the right cylinders). This known solution is affected by the following drawbacks: from the structural point of view, cross fluid connecting lines are required between the left and right cylinders of each bogie, which involves installing problems owing to the limited available space between the body floor and the bogies, particularly in case of low-platform railway vehicles. In addition, double-acting cylinders are generally more bulky and less reliable than single-acting cylinders; from the functional viewpoint, since these cylinders are positively operating both in the pulling and in the pushing directions of the body, the latter undergoes huge stresses at the attachment points of the cylinders. On the other hand, operational life of the double-acting cylinders is relatively short and frequent maintainence is required. Moreover, any fluid leakages from one to the other chamber of one or more of the cylinders may result into an overall non-symmetrical body tilting operation, thus involving additional and unbalanced stresses to the body structure. These leakages may also affect the tilting rate, since a set pressure operating level will be reached later in the leaking thrust chamber of the concerned cylinder or cylinders, thus involving a delay which, considering that maximum tilting angle of about 8° has to be reached within 1 second, will negatively affect comfort of the passengers during curve entry and exit phases. The object of the present invention is to overcome the above drawback, and more particularly to prevent generation of "autogenous skew" and related negative effects of further unloading of the vehicle axles in the above-disclosed conditions. According to the invention, this object is achieved by virtue of a body roll control system in a variable trim body railway vehicle such as set forth in claim 1, and by a railway vehicle having a body roll control system as set forth in claim 2. Due to this idea of solution, the actuators of each side of the vehicle are maintained under isobaric connection with each other, which allows, in the actuating condition of the body roll control system, preventing phenomena of "autogenous skew" generation, thus obtaining a higher intrinsic safety degree whenever the vehicle is running along a curved path. Moreover, the isobaric connection of the actuators makes the body roll control system substantially less rigid with respect to traditional control systems. Further features and advantages of the invention will become apparent from the following detailed description, with reference to the accompanying drawings purely provided by way of non-limiting example, in which: figure 1 is diagrammatic and simplified vertical cross section in correspondence of one bogie of a variable trim body railway vehicle equipped with a body roll control system according to the invention, and figure 2 is a diagrammatic perspective view from above of the control system of the vehicle shown in figure 1. Referring to figures 1 and 2, a railway vehicle F essentially comprises a body 1 supported in proximity of its opposite ends by two bogies 2, 3 each including, in a way known per se, a framework 4, two wheel and axle sets 5 and a swinging transverse member 6. The swinging transverse members 6 are mounted over the bogies 2, 3 substantially in correspondence of the transverse center line thereof, each one with the interposition of vertical helical springs 7 constituting the vertical and lateral secondary suspension of the vehicle. The body 1 of the vehicle F is connected, also in a way known per se, onto the swinging transverse members 6. Connection between each swinging transverse member and a respective transverse load bearing beam 8 rigidly fixed under the floor of the body 1 is performed, also in a way known per se, through a pair of swing hangers 9. It is pointed out that the representation of figure 1 is to be purely considered as a functional diagram of principle, without a real correspondence with the actual structural construction of the illustrated components. Between each swinging transverse member 6 and the lateral sides of the body 1 two respective fluid pressure linear actuators 10a, 10b are arranged, for instance constituted by hydraulic jacks. In alternative, the jacks might also be of pneumatic type. The arrangement depicted in the drawings is purely diagrammatic even as far as arrangement of the jacks 10a, 10b is concerned: as a matter of fact in the actual construction of the vehicle these jacks are as a rule interposed between the corresponding ends of the swinging transverse members 6 and of the load bearing beams 8 fixed to the floor of the body 1. The cylinder upper sides of the two hydraulic jacks 10a, 10b pairs define respective thrust chambers lla, llb connected, in the way clarified herebelow, to an electro-hydraulic roll control system of the body 1 about a longitudinal axis, so as to vary trim thereof when the vehicle F is travelling along a curved path. The rotation of the body 1 about its longitudinal axis along a curve enables, in a way known per se, compensating the centrifugal force acting on the passengers by means of the lateral component of weight, so that the passengers are affected, even in case of high speed travel, by a relatively limited transverse acceleration. The body roll control system comprises, also in a way generally known per se, a source of hydraulic fluid under pressure or power generator 12 which is adapted to be connected with the thrust chambers 11a, 11b of the hydraulic jacks 10a, 10b via a single solenoid-valve unit 13, in common to both pairs of actuators 10a, 10b. The solenoid-valve unit 13, which may be constituted by a pressure or flow control valve, is piloted by a regulation electronic unit 14, also of a generally conventional type, which in turn is operatively connected to transducers 15, 16 provided for detecting the condition of vehicle travel along a curved path and the non-compensated centrifugal acceleration acting on the body 1 over a curve, respectively, and for transmitting corresponding output signals to the regulation electronic unit 14 to pilot the solenoid-valve unit 13. The transducers 15 and 16 may traditionally include, for instance, a gyroscope and one or more accelerometers. In accordance with one fundamental feature of the invention, the thrust chambers lla of the two jacks 10a corresponding to one lateral side of the vehicle are connected to each other through a respective common duct 17a, and the thrust chambers 11b of the two jacks 10b corresponding to the other lateral side of the vehicle are connected to each other through a respective common duct 17b, and the ducts 17a, 17b are in turn connected to the valve unit 13 via respective fluid lines 18a, 18b. Due to the above-disclosed arrangement of the roll control system of the body 1, the actuators 10a and 10b corresponding to one and, respectively, to the other vehicle side are maintained under isobaric condition. When the vehicle is travelling along a straight track, which corresponds to the situation shown in figure 1 and in which the lines 18a, 18b are both intercepted by the valve unit 13, this results into a lower rigidity of the connection between the swinging transverse members 16 and the body 1 through the respective actuators, as compared with the conventional body roll control systems wherein no communication is provided between the same actuators. When the vehicle enters the parabolic entry transition section of a curve, activation of the body roll control system is operated by the electronic unit 14. The thrust chambers lla of the actuators 10a (or the chambers 11b of the actuators 10b, respectively), corresponding to the vehicle side situated towards the inside of the curve, are placed in communication with the power generator 12, while the chambers 11b of the actuators 10b (or the chambers 11a of the actuators 10a, respectively), corresponding to the vehicle side facing towards the outside of the curve, are connected to a discharge through corresponding actuation of the valve unit 13 performed by the regulation electronic unit 14 in response to the output signals of the transducers 15 and 16. Accordingly the body 1 is rotated about its longitudinal axis towards the inside of the curve, thus limiting the transverse acceleration felt by the passengers within the body. Actuation of the roll control system of the body 1 is maintained while the vehicle is running along the full curve and up to the end of the exit transition section thereof. In the actuated condition of the body roll control system along the entry curve transition section, along full curve and along the exit transition section, mutual connection between the thrust chambers 11a, 11b of the actuators 10a, 10b corresponding to each vehicle side enables preventing phenomena of "autogenous skew" generation, and thus obtaining a high travel intrinsic safety degree of the vehicle. Naturally the details of construction and the embodiment may be widely varied with respect to what has been disclosed and illustrated purely by way of example, without thereby departing from the scope of the present invention such as defined in the appended claims.

Claims: A body roll control system for a railway vehicle (F) having a variable trim body (1), wherein the vehicle (F) includes first and second bogies (2, 3) having respective opposite left and right sides and resilient suspension means (7) between the body (1) and the bogies (2, 3), said control system comprising two pairs of respectively left and right fluid pressure linear actuators (10a, 10b) interposed substantially vertically between the body (1) and the left and, respectively, right sides of said first and second bogies (2, 3), a source of fluid under pressure (12), valve means (13) controlling connection between said actuators (10a, 10b) and said source of fluid under pressure (12) through respective fluid lines (18a, 18b), a regulation electronic unit (14) operatively associated to said valve means (13), and transducer means (15, 16) for detecting the non-compensated centrifugal acceleration acting on the body (1) of said vehicle (F) and for transmitting corresponding output signals to said regulation electronic unit (14) to pilot said valve means (13) so as to perform, while the vehicle (F) is travelling along a curve, rotations of said body (1) about a longitudinal axis tending to compensate said centrifugal acceleration, characterised in that each said left and right actuator (10a, 10b) comprises a single-acting cylinder having a single thrust chamber (11a, 11b), the thrust chamber (11a) of each left single-acting cylinder (10a) being in communication solely with the thrust chamber (11a) of the other left single-acting cylinder (10a) and the thrust chamber (11b) of each right single-acting cylinder (10b) being in communication solely with the thrust chamber (11b) of the other right single-acting cylinder (10b); and in that said valve means comprise a single valve unit (13) connected to said single thrust chambers(11a, 11b) of both said left and said right single-acting cylinders (10a, 10b). A railway vehicle (F) having a variable trim body (1), first and second bogies having respective left and right sides, resilient suspension means (7) between the body (1) and the bogies (2), and a body roll control system comprising two pairs of respectively left and right fluid pressure linear actuators (10a, 10b) interposed substantially vertically between the body (1) and the left and, respectively, right sides of said first and second bogies (2, 3), a source of fluid under pressure (12), valve means (13) controlling connection between said actuators (10a, 10b) and said source of fluid under pressure (12) through respective fluid lines (18a, 18b), a regulation electronic unit (14) operatively associated to said valve means (13), and transducer means (15, 16) for detecting the non-compensated centrifugal acceleration acting on the body (1) of said vehicle (F) and for transmitting corresponding output signals to said regulation electronic unit (14) to pilot said valve means (13) so as to perform, while the vehicle (F) is travelling along a curve, rotations of said body (1) about a longitudinal axis tending to compensate said centrifugal acceleration, characterised in that each said left and right actuator (10a, 10b) comprises a single-acting cylinder having a single thrust chamber (11a, 11b), the thrust chamber (11a) of each left single-acting cylinder (10a) being in communication solely with the thrust chamber (11a) of the other left single-acting cylinder (10a) and the thrust chamber (11b) of each right single-acting cylinder (10b) being in communication solely with the thrust chamber (11b) of the other right single-acting cylinder (10b) ; and in that said valve means comprise a single valve unit (13) connected to said single thrust chambers(11a, 11b) of both said left and said right single-acting cylinders (10a, 10b).

Inventors: BERNABO' SILORATA PIER LUIGI, MAGNANI ALBERTO, SOLERA LEONARDO, BERNABO' SILORATA, PIER LUIGI, MAGNANI, ALBERTO, SOLERA, LEONARDO
Applicants: FIAT FERROVIARIA SPA, FIAT FERROVIARIA S.P.A.
Application year: 1995
Main classification: B61F5
IPC codes: B61F5, B60G99