November 2001 November 2001 NEW DEVELOPMENTS FOR TILTING TRAINS Alessandro ELIA Tilting Systems Director
New Developments for tilting trains A view of the prototype 3 kV EMU train ETR401 VT610 DMU for DB Railways Goal of Pendolino project: • to improve service speed on regional lines, with quite poor track quality, • mantaining full safety and • a comfort level compatible with then-offered one Activity started in Italy around 1966, up to mid '70, The first tilting unit (Y0160) was build and tested in early '70, The first EMU in service, the ETR401 was delivered in 1975. The series production of ETR450, entered in service in 1988. The VT610 was delivered on early '90s SLIDE 1 - The approach, the prototype, first application in Italy and Germany
New Developments for tilting trains Body bolster Hydraulic tilting actuators Tilting rods Bogie bolster Active Lateral Suspension Electro-Hydraulic Pendolino Tilting mechanism Pendulum mechanism Pneumatic Active tilting bogie and bogie frame and hydraulic actuator Lateral Suspension The new bogie has been developed starting by 1991 and the ETR460 train is in service from 1994. Bogie architecture basically unchanged in respect of Etr450/VT610: New features: : • tilting system totally underfloor • body bolster simplified connection • redesigned axlebox guide • simplified bogie frame concept Improved Traction concept and car body design: • DC/AC traction power systems, designed for bi-current and three-current solutions. • wider modular carbody, in large extrusions profiles • pressure tightness, in two different options (pressure-sealed, pressurised) SLIDE 2 - The Electro-Hydraulic Pendolino
New Developments for tilting trains . ELECTROMECHANICAL SYSTEM - BLOCK SCHEME θ 1 , θ 2 , θ SENSOR i , ZNR BOX ÿ ω θ SE i Z DRU θ WNR α α α i θ θ θ i i α i DRU DRU α α α α I I I α measured angle SA α SA angular rate I current motor ÿ lateral acceleration ω vertical axle gyro CARBODY z Z ω z Y X Tilt command scheme The reference signal is measured through the acceleration of a non-tilting part of the vehicle (bogie frame). The gyroscope measures the roll angular velocity of the bogie frame. System starts to tilt following through the gyroscope the transition's geometry. After a short time, the accelerometer signal is added. On the cars following, the reference signal is basically the acceleration SLIDE 3 - The Tilting command concept.
New Developments for tilting trains Pantograph Support levers and Body bolster Hydraulic tilting equalizer actuators Tilting rods Bogie bolster Active Lateral Suspension Pantograph frame Bodyshell cublicles Articulated joint Bogie bolster Tilting mechanism Pendulum mechanism Tilting mechanism and Pneumatic Active and bogie frame and hydraulic actuator hydraulic actuation system Lateral Suspension The new bogie has been developed starting by 1991 and the ETR460 train is in service from 1994. Bogie architecture basically unchanged in respect of Etr450/VT610: New features: : • tilting system totally underfloor • body bolster simplified connection • redesigned axlebox guide • simplified bogie frame concept Improved Traction concept and car body design: • DC/AC traction power systems, designed for bi-current and three-current solutions. • wider modular carbody, in large extrusions profiles • pressure tightness, in two different options (pressure-sealed, pressurised) SLIDE 4 - The Electro-Hydraulic Tilting Bogie
New developments for tilting trains . Roller mechanism and Electro-mechanical Electro-mechanical Active Lateral Suspension electro-mechanic actuator bogie assembly tilting actuator in electro-mechanical tilting bogie Tilting mechanism: Roller link between the tilting bolster and the bogie frame. Electromechanical Tilting Actuator: planetary roller spindle + brushless motor driven by Electric Power Unit.. Secondary suspension = single air-spring + two roll-bars. Longitudinal traction link drives anti-yaw dampers. No Active Lateral Suspension is required by swept envelope. Active Lateral Suspension where very high levels of comfort are required Pantograph is controlled vs. catenary by an active electromechanical servo-system ( brushless motor + sliding frame) SLIDE 5 - The Electro-Mechanic Tilting Bogie
New developments for tilting trains 8 ° T Act Tilting centre Centre of w' gravity w Kinematics of tilting and self-centring effect Tilting systems is intrinsically self-centring in case of fault. During the tilting phase, centre of gravity is kept approximately at the same position. During the tilt rotation the reaction centre position guarantees the stability No reaction is transmitted to bogie; therefore, effects to wheel/rail are negligible. SLIDE 6- Self-centring effect .
New developments for tilting trains ELECTRICAL HYDRAULIC SUPPLY EQUIPMENT ELECTROMECHANICAL SYSTEM - BLOCK SCHEME CONTROL SIGNAL θ 1 , θ 2 , θ SENSOR i , ZNR SWITCH ON/OFF BOX Oil level ÿ ω θ HYDRAULIC SIGNAL SE i Z POWER Temperature DRU GENERATION Oil pressure θ WNR α HEAD INTERMEDIATE INTERMEDIATE HEAD α α i VEHICLE VEHICLE VEHICLE VEHICLE Serial line 2 Serial line 2 HYDRAULIC θ θ θ POWER i i α Serial line 1 Serial line 1 i DRU DRU HYDRAULIC JACK DELIVERY α α α α ERROR POSITIONING REFERENCE I I MASTER SLAVE SLAVE MASTER CARBODY I SIGNAL SIGNAL UNIT TILTING α UNIT UNIT UNIT ELECTRONIC HYDRAULIC KINEMATIC SERVOVALVE measured angle α SA SA CONTROL UNIT JACKS MOTION angular rate O O O O U U U U I I T I T I T I current motor N N T N N P P P P P P P U P U U U U ÿ lateral acceleration U U U T ω z T T T T T T T vertical axle gyro CARBODY Z FEEDBACK SIGNAL ω ANGLE z Y TRANSDUCER X Train control system Hydraulic tilting Electro-mechanical tilting functional scheme functional scheme SLIDE 7 - Tilting control system
New developments for tilting trains SLIDE 8 - Pendolino in the world
New developments for tilting trains SLIDE 9 - Developments - High Cant deficiency bogies, with EM actuators and tilting rods
New developments for tilting trains SLIDE 10 - Developments - TILTRONIX concept
New developments for tilting trains SLIDE 11 - Developments – Semi active lateral Suspension
New developments for tilting trains ACTIVE ACTIVE DAMPING COEFFICIENT [ Ns / m ] Hydraulic Hydraulic FREQUENCY [ Hz ] 5 4 3 2 1 0 0 5 10 15 20 SLIDE 12 - Developments – Active Dampers
New developments for tilting trains
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