Railway vehicle including semi-active damping system and related circulation method

Abstract

The present invention relates to a railway vehicle including a semi-active damping system and a related circulation method. A French railway vehicle comprises a semi-active hydraulic shock absorbing system (30) between a chassis (22) and a carriage (12), the semi-active hydraulic shock absorbing system (30) comprising: a piston (34) and a piston rod (32), which are assembled to slide inside a cylindrical hollow body (36), the piston (34) defining a first chamber (38) and a second chamber (40), the first chamber and the second chamber extending on both sides of the piston (34), the piston rod (32) extending in the first chamber (38), a valve (42, 44, 46, 48) bridge, which is fluidically connected to the first chamber (38) and the second chamber (40), respectively, the valve (42, 44, 46, 48) bridge comprising four passive check valves (42, 44, 46, 48), and a pressure limiting device (64), the semi-active hydraulic shock absorbing system (30) being configured to ensure that the fluid (41) circulates through the shock absorbing system in a single direction.

Description

[Technical field]

[0001] The invention relates to a railway vehicle comprising at least one voiture and at least one bogie carrying the voiture, the bogie comprising an underframe and a semi-active hydraulic damping system between the underframe and the voiture. [Background technology]

[0002] During the running operation on the track, the railway vehicle is subjected to vibration and movement of the carriage relative to the track. When the railway vehicle transports passengers, these vibrations and movements make the passengers feel uncomfortable. In addition, when the railway vehicle transports goods, these goods may be damaged due to vibration and movement. In order to compensate for these disadvantages, a hydraulic shock absorption system is usually deployed between the underframe of the bogie and the carriage. However, the known hydraulic shock absorption system includes a complex and bulky hydraulic circuit. [Summary of the invention]

[0003] One of the objects of the present invention is to remedy the above-mentioned drawbacks by proposing a railway vehicle comprising a simplified hydraulic shock absorbing system, which is cheap to produce while ensuring the safety of the vehicle in the event of a malfunction.

[0004] To this end, the subject of the invention is a railway vehicle comprising at least one carriage and at least one bogie carrying the carriage, the bogie comprising an underframe and a semi-active hydraulic damping system between said underframe and the carriage, the semi-active hydraulic damping system comprising:

[0005] - a piston and a piston rod, which are assembled to slide inside the cylindrical hollow body, the piston defining in the cylindrical hollow body a first chamber and a second chamber, the first chamber and the second chamber extending on both sides of the piston, the piston rod extending in the first chamber,

[0006] - a valve bridge, which is fluidically connected to the first chamber and the second chamber, respectively, the valve bridge comprising four passive check valves, and

[0007] -Pressure limiting device, the semi-active hydraulic shock absorbing system is constructed to ensure that the fluid circulates through the shock absorbing system in a single direction.

[0008] The check valve bridge enables correction of the fluid flow at the outlet of the two chambers operating alternately in compression and decompression. In the event of a malfunction, the hydraulic damping system operates in a passive manner, so that the pressure limiting device avoids damage to the suspension of the railway vehicle due to high pressure and damage to surrounding railway vehicle components due to excessive damping forces.

[0009] The railway vehicle according to the invention thus comprises a simple hydraulic shock absorbing system which is inexpensive to produce while ensuring the safety of the vehicle in the event of a malfunction.

[0010] According to other characteristics of the railway vehicle according to the invention, these characteristics are adopted individually or in any technically possible combination:

[0011] The semi-active hydraulic shock absorbing system also includes a fluid reservoir fluidly connected to the valve bridge;

[0012] The semi-active hydraulic shock absorbing system also includes a proportional active valve fluidly connected to the valve bridge.

[0013] The proportional active valve makes it possible to ensure sufficient passive characteristics (without manipulating the characteristics of the valve) to avoid any influence on the service of the railway vehicle.

[0014] According to other characteristics of the railway vehicle according to the invention, these characteristics are adopted individually or in any technically possible combination:

[0015] The hydraulic shock absorption system has no external power source, such as electrical or pneumatic energy;

[0016] The proportional active valve and the pressure limiting device are assembled in parallel;

[0017] The semi-active hydraulic shock absorbing system is arranged such that when a second pressure of the fluid contained in the second chamber is greater than a first pressure of the fluid contained in the first chamber, the fluid contained in the second chamber is discharged from the second chamber in the direction of the pressure limiting device and / or the proportional valve and / or the fluid reservoir and then directed towards the first chamber;

[0018] The semi-active hydraulic shock absorbing system is arranged so that when a first pressure of the fluid contained in the first chamber is greater than a second pressure of the fluid contained in the second chamber, the fluid contained in the first chamber is discharged from the first chamber in the direction of the pressure limiting device and / or the proportional valve and / or the fluid reservoir, and then is guided to the second chamber.

[0019] The subject of the present invention is also a circulation method for a railway vehicle as described above, wherein the valve bridge comprises a proximal check valve on the piston rod side, a proximal check valve on the piston side, a distal check valve on the piston rod side and a distal check valve on the piston side,

[0020] During the compression phase,

[0021] The distal check valve on the piston side is closed, while the proximal check valve on the piston side is activated, thereby allowing the fluid volume expelled from the second chamber to circulate.

[0022] - feed-in pressure limiting device and proximal check valve deployed on the piston rod side,

[0023] - The proximal check valve deployed on the piston rod side is closed,

[0024] - a pressure limiting device that remains closed under normal operating conditions but releases the circulation of fluid once the second pressure exceeds the discharge pressure setting,

[0025] -The fluid is then fed into the remote check valve, and,

[0026] the piston-side distal non-return valve remains closed due to an imbalance between the second pressure and the pressure of the fluid prevailing in the distal branch of the hydraulic circuit between the distal non-return valves, and the second pressure is greater than the pressure of the fluid prevailing in the distal branch,

[0027] - the distal non-return valve on the piston rod side is opened due to the imbalance between the first pressure of the first chamber and the pressure of the fluid prevailing in the distal branch, the pressure of the fluid prevailing in the distal branch being greater than the first pressure, thereby feeding into the first chamber,

[0028] Advantageously, in a loop method,

[0029] During the decompression phase, the distal check valve on the piston rod side is closed, while the proximal check valve on the piston rod side is active, thereby allowing the fluid volume displaced from the first chamber to circulate.

[0030] - feed-in pressure limiting device and proximal non-return valve deployed on the piston side,

[0031] - the proximal check valve deployed on the piston side is closed,

[0032] - a pressure limiting device that remains closed under normal operating conditions but releases the circulation of fluid once the first pressure exceeds the discharge pressure setting,

[0033] -The fluid is then fed into the remote check valve, and,

[0034] the distal non-return valve on the piston rod side remains closed due to the imbalance between the first pressure and the pressure of the fluid prevailing in the distal branch, the second pressure being greater than the pressure of the fluid prevailing in the distal branch,

[0035] - the piston-side distal non-return valve is opened due to the imbalance between the second pressure and the pressure of the fluid prevailing in the distal branch, the pressure of the fluid prevailing in the distal branch being greater than the second pressure, thereby feeding into the second chamber;

[0036] The semi-active shock absorbing system also includes a fluid reservoir containing a fluid with a certain pressure and a proportional active valve connected to the valve bridge fluid, wherein a variable pressure drop is generated by the fluid circulation of the proportional active valve, and wherein the volume of fluid discharged from the second chamber at the second pressure is replenished to the first chamber at the first pressure through the fluid reservoir with a certain pressure, or the volume of fluid discharged from the first chamber at the first pressure is replenished to the second chamber at the second pressure through the fluid reservoir with a certain pressure.

Brief Description of the Drawings

[0037] The invention will be better understood by reading the following description, which is given by way of example only and is made with reference to the accompanying drawings, in which:

[0038] Figure 1 A simplified schematic diagram showing a cross section of a railway carrier according to the invention;

[0039] Figure 2 A semi-active hydraulic shock absorbing system for a railway vehicle according to the present invention is shown in a compression phase; and

[0040] Figure 3 Shows the decompression phase Figure 2 Semi-active hydraulic shock absorption system. [Specific implementation method]

[0041] exist Figure 1 1. The railway vehicle 10 includes at least one carriage 12. Preferably, the railway vehicle 10 includes a plurality of carriages 12.

[0042] The compartment 12 includes a body 14 defining an exterior 16 of the compartment 12 and an interior 18 of the compartment 12, which can accommodate passengers or cargo. Preferably, the compartment 12 includes at least one door 19 and a floor 21 to enable entry and exit of passengers and / or cargo.

[0043] The railway vehicle 10 also includes at least one bogie 20, which carries the car 12 and extends at least partially under the floor 21. The bogie 20 includes a chassis 22, wheels 23, which are mounted to be rotatably movable around the bogie 20 on axles 24, and can roll on rails 26 to allow the railway vehicle 10 to travel.

[0044] Between the rails 26 , the bogies 20 and the carriages 12 , a facade direction V is defined perpendicular to the normal travel direction L of the railway vehicle 10 .

[0045] The bogie 20 preferably comprises at least one suspension device 28 between an underframe 22 of the bogie 20 and the car body 14 of the carriage 12 , more specifically between the underframe 22 of the bogie 20 and the floor 21 of the carriage 12 .

[0046] The suspension device 28 makes it possible to provide rigidity and shock absorption, and to support the load carried by the bogie 20 .

[0047] exist Figure 1 In the example of the embodiment, the suspension device 28 comprises four helical springs 29, two of which can be seen. As a variant, the suspension device 28 comprises a different number of springs or is presented in other known forms.

[0048] The vehicle 10 also includes a semi-active hydraulic shock absorbing system 30 between the underframe 22 of the bogie 20 and the car body 14 of the carriage 12, more specifically between the underframe 22 of the bogie 20 and the floor 21 of the carriage 12. Figure 1 In the example of FIG. 2 , a semi-active hydraulic damping system 30 is included in the suspension device 28 .

[0049] The semi-active hydraulic damping system 30 makes it possible to ensure the damping of the railway vehicle 10 when the vehicle is subjected to vibrations while it is travelling on the track 26 .

[0050] like Figure 2 and Figure 3 As shown, the hydraulic shock absorbing system 30 includes a shock absorber including a piston rod 32 and a piston 34 which are slidably fitted within a cylindrical hollow body 36 .

[0051] The piston rod 32 and the piston 34 define a first chamber 38 and a second chamber 40 inside the cylindrical hollow body 36. The piston rod 32 extends on one side of the first chamber 38.

[0052] The first chamber 38 contains the fluid 41 at a first pressure P1 and the chamber on one side of the piston 34 contains the fluid 41 at a second pressure P2.

[0053] The pressure P1 , P2 in each chamber 38 , 40 evolves as a function of the displacement of the piston 34 in the cylindrical hollow body 36 , the piston 34 being able to operate alternately in compression and decompression.

[0054] The fluid 41 is typically oil suitable for use in hydraulic systems.

[0055] The hydraulic damping system 30 also comprises a bridge of non-return valves 42 , 44 , 46 , 48 which are fluidically connected via a hydraulic circuit 49 to the first chamber 38 on the one hand and to the second chamber 40 on the other hand.

[0056] The hydraulic circuit 49 is formed by hydraulic hoses or rigid pipes.

[0057] Hydraulic hoses or rigid pipes enable the fluid to circulate between the various elements of the hydraulic damping system 30. In the following description, the branches of the hydraulic circuit 49 are therefore formed by hydraulic hoses or rigid pipes.

[0058] The check valves 42 , 44 , 46 , 48 are, for example, spring check valves.

[0059] Preferably, the check valves 42 , 44 , 46 , 48 have passive power.

[0060] Preferably, the number of the check valves 42 , 44 , 46 , 48 is four.

[0061] The check valves 42, 44, 46, 48 are arranged in pairs on two branches 50, 52 of the hydraulic circuit 49 parallel to the chambers 38, 40. The two check valves 42, 44 (referred to as proximal check valves 42, 44) are arranged in series on one branch 50 (referred to as proximal branch 50) close to the cylindrical hollow body 36.

[0062] The two proximal check valves 42 , 44 are deployed in opposite directions and enable fluid 41 from chambers 38 , 40 to pass through them when they are open.

[0063] One of the proximal check valves 42 is disposed on the piston rod 32 side, and the other one of the proximal check valves 44 is disposed on the piston 34 side.

[0064] The other two check valves 46 , 48 (referred to as distal check valves 46 , 48 ) are arranged in series on another branch 52 (referred to as distal branch 52 ) remote from the cylindrical hollow body 36 .

[0065] The two distal check valves 46 , 48 are deployed in opposite directions and are such that when they are open, the fluid 41 from the chambers 38 , 40 cannot pass through them.

[0066] One of the distal check valves 46 is disposed on the piston rod 32 side, and the other of the distal check valves 48 is disposed on the piston 34 side.

[0067] Preferably, the hydraulic shock absorbing system 30 further includes a fluid reservoir 60 and a proportional active valve 62. The fluid reservoir 60 includes a fluid 41 at a stored pressure P3.

[0068] The fluid reservoir 60 is in fluid communication with the remote check valves 46 , 48 , the active proportional valve 62 , and the pressure limiting device 64 .

[0069] The fluid reservoir 60 is connected to the distal check valves 46 , 48 such that fluid 41 from the fluid reservoir 60 can pass through the distal check valves when they are open.

[0070] The fluid reservoir 60 is able to replenish the volume of the fluid 41 expelled from the active chambers 38 , 40 , bringing it into the inactive chambers 38 , 40 .

[0071] When fluid 41 is expelled from one chamber 38, 40 due to the movement of piston 32 in hollow body 36, that chamber is called active, the movement tending to reduce the volume of one of the chambers 38, 40 while increasing the volume of the other of the chambers 38, 40. Conversely, the other chamber 38, 40 is inactive.

[0072] The proportional active valve 62 is capable of controlling the flow difference of the fluid 41 between the compression stage and the decompression stage of the semi-active hydraulic shock absorbing system 30 , as described below.

[0073] The proportional active valve 62 is disposed on a branch 65 of the circuit 49 connecting the proximal branch 50 and the distal branch 52 .

[0074] The branch 65 of the circuit 49 , on which the active proportional valve 62 is disposed, again connects the proximal branch 50 between the proximal check valves 42 , 44 and the distal branch 52 between the check valves 46 , 48 .

[0075] The proportional active valve 62 includes four inlets A, B, P and T for the fluid 41 disposed in pairs on both sides of the valve 62 .

[0076] Ports A and B are located on one side of the proximal branch 50 side of the valve 62, and ports P and T are located on the other side of the distal branch 52 side of the valve 62. Port P faces port A, and port T faces port B.

[0077] Preferably, ports A, B, P, and T of the proportional active valve 62 have variable cross-sections, thereby enabling the difference in the flow rate of the fluid 41 to be controlled.

[0078] The hydraulic circuit 49 and the bridge of the check valves 42 , 44 , 46 , 48 are configured so that the fluid 41 always circulates in the same direction within the proportional active valve 62 .

[0079] Therefore, in Figure 2 In the schematic diagram of , fluid 41 always circulates from P to A and from B to T.

[0080] The proportional active valve 62 has an active operation. In other words, the opening of the proportional active valve 62 can be driven so that the opening degree thereof is adjusted according to various fluid flow rates.

[0081] The proportional active valve 62 is, for example, a solenoid valve, a servo valve or a servo distribution valve.

[0082] Preferably, the proportional active valve 62 has an integral safety position when the power supply is disconnected.

[0083] The hydraulic shock absorbing system 30 further includes a pressure limiting device 64 .

[0084] The pressure limiting device 64 is disposed on a branch 66 of the circuit 49 connecting the proximal branch 50 and the distal branch 52. The branch 66 of the circuit 49 is parallel to the branch 65 of the circuit 49 on which the proportional active valve 62 is disposed.

[0085] Furthermore, the branch 66 of the circuit 49 on which the pressure-limiting device 64 is disposed reconnects the proximal branch 50 between the proximal check valves 42 , 44 and the distal branch 52 between the check valves 46 , 48 .

[0086] The pressure-limiting device 64 has two inlets 67 , 68 for the fluid 41 on both sides of the pressure-limiting device 64 .

[0087] The loop 49 of hoses or rigid pipes and the bridge of non-return valves 42 , 44 , 46 , 48 are arranged so that the fluid 41 always circulates in the same direction within the pressure-limiting device 64 , here from the proximal branch 50 to the distal branch 52 .

[0088] Preferably, the pressure limiting device 64 is closed under normal operating conditions and is able to release the circulation of the fluid 41 as soon as the pressure P1, P2 in the active chambers 38, 40 of the cylindrical hollow body 36 exceeds the discharge pressure setting value PRV. For example, the discharge pressure setting value PRV is between 100 bar and 150 bar. Preferably, the pressure limiting device 64 has a passive energy.

[0089] This makes it possible to avoid damage due to high pressure in the event of a fault, and it makes it possible to limit the forces generated by the semi-active hydraulic shock absorbing system 30 to acceptable levels at the attachment structures of the semi-active shock absorbers to the underframe 22 of the bogie 20 and the car body 14 of the carriage 12.

[0090] The bridge of non-return valves 42 , 44 , 46 , 48 makes it possible to correct the flow of fluid 41 at the outlet of the two chambers 38 , 40 operating alternately in compression and decompression.

[0091] According to a variation of the semi-active hydraulic shock absorbing system 30 , the proximal branch 50 and the distal branch 52 are reversed, thereby reversing the deployment of the proximal valves 42 , 44 and the distal valves 46 , 48 .

[0092] According to this variant, the orientation of the proportional active valve 62 and the pressure limiting device 64 is also reversed, so that the inlets P, B and 67 of the fluid 41 always face the flow of the fluid 41 during the compression or decompression phase.

[0093] Preferably, the semi-active hydraulic damping system 30 is at least partially integrated into the interior 18 of the vehicle cabin 12 .

[0094] This makes it possible to offset the components of the semi-active hydraulic system 30, except for the piston rod 32, the piston 34 and the cylindrical hollow body 36, from the bogie 20 to the interior 18 of the car 12 and reduce the space required for the bogie 20. The components of the semi-active hydraulic damping system relocated to the interior 18 experience lower vibration levels than if they were on the bogie 20.

[0095] The semi-active hydraulic damping system 30 included in the railway vehicle according to the invention has a simple hydraulic solution, requires few components and does not require an external power source. The alternating flow of fluid 41 from the damper is corrected by a bridge of non-return valves 42, 44, 46, 48.

[0096] The method of cycling the railway vehicle 10 will now be explained in more detail.

[0097] When the railway vehicle 10 travels on the track 26, it is subject to vibrations and horizontal variations along the vertical direction V and / or along the transverse direction T perpendicular to the vertical direction V and the travel direction L. The semi-active hydraulic damping system 30 makes it possible to mitigate these variations by alternating compression and decompression phases, by being assembled in a vertical position (parallel to the vertical direction V) between the chassis 22 of the bogie 20 and the car body 14 of the carriage and / or in a transverse position (parallel to the transverse direction T) between the chassis 22 of the bogie 20 and the car body 14 of the carriage.

[0098] Mounting variants of the semi-active hydraulic damping system are also conceivable, which are mounted in a horizontal position defined with respect to the transverse direction T or with respect to the direction of travel L.

[0099] This variant makes it possible to mitigate the relative movement of the bogie 20 under the car body 14 in terms of its oscillation.

[0100] A mounting variant of the semi-active hydraulic damping system can also be envisaged, which is mounted in a vertical position (parallel to the vertical direction V). Such a variant makes it possible to mitigate the relative movements of the axle 24 equipped with its wheels 23 with respect to the underframe 22 of the bogie 20 .

[0101] During the compression phase, the piston rod 32 and the piston 34 separating the chambers 38 and 40 are displaced in the compression direction.

[0102] The volume of fluid 41 displaced from the second chamber 40 by the piston 34 leaves the second chamber 40 and is fed into the proximal check valve 44 on the piston 34 side and the distal check valve 48 on the piston 34 side.

[0103] The distal check valve 48 on the piston 34 side is closed, while the proximal check valve 44 on the piston 34 side is active, so that the volume of fluid 41 in question is circulated.

[0104] The pressure limiting device 64 , the proximal check valve 42 disposed on the piston rod 32 side, and ports P and B of the proportional active valve 62 are fed.

[0105] The proximal check valve 42 disposed on the piston rod 32 side is closed. The fluid 41 circulates in the active proportional valve 62 from P to A and from B to T.

[0106] The circulation of the fluid 41 through the openings P, A, B, T of the proportional active valve 62 with variable sections generates a variable pressure drop corresponding to the second pressure P2 which defines the working pressure of the second chamber 40 .

[0107] The pressure limiting device 64 remains closed under normal operating conditions, but releases the circulation of the fluid 41 once the second pressure P2 exceeds the discharge pressure setting value PRV.

[0108] The fluid 41 is then fed into the remote check valves 46 and 48 and the fluid reservoir 60 at the storage pressure P3.

[0109] The distal check valve 48 on the piston 34 side remains closed due to the imbalance between the second pressure P2 and the storage pressure P3, the second pressure P2 being greater than the storage pressure P3.

[0110] The distal check valve 46 on the piston rod 32 side opens due to the imbalance between the first pressure P1 of the first chamber 38 defining the return pressure and the storage pressure P3 greater than the first pressure P1 , thereby feeding into the first chamber 38 .

[0111] The volume of the fluid 41 displaced by the piston 34 from the second chamber 40 at the second pressure P2 is replenished into the first chamber 38 via the reservoir at the pressure P3.

[0112] During the decompression phase, the piston rod 32 and the piston 34 separating the chambers 38 and 40 are displaced in the decompression direction.

[0113] The volume of fluid 41 displaced from the first chamber 38 by the piston 34 leaves the second chamber 40 and is fed into the proximal check valve 42 on the piston rod 32 side and the distal check valve 46 on the piston rod 32 side.

[0114] The distal check valve 46 on the piston rod 32 side is closed, while the proximal check valve 42 on the piston rod 32 side is active, thereby allowing the volume of the fluid 41 in question to circulate.

[0115] The pressure limiting device 64 , the proximal check valve 44 arranged on the piston 34 side and ports P and B of the proportional active valve 62 are fed.

[0116] The proximal check valve 44 disposed on the piston 34 side is closed. The fluid 41 circulates in the active proportional valve 62 from P to A and from B to T.

[0117] The circulation of the fluid 41 through the openings P, A, B, T of the proportional active valve 62 with variable sections generates a variable pressure drop corresponding to the first pressure P1 which defines the working pressure of the first chamber 38 .

[0118] The pressure limiting device 64 remains closed under normal operating conditions, but releases the circulation of the fluid 41 once the first pressure P1 exceeds the discharge pressure setting value PRV.

[0119] The fluid 41 is then fed into the remote check valves 46 and 48 and the hydraulic reservoir 60 at the storage pressure P3.

[0120] The distal check valve 46 on the piston rod 32 side remains closed due to the imbalance between the first pressure P1 and the storage pressure P3 , the first pressure P1 being greater than the storage pressure P3 .

[0121] The distal check valve 48 on the piston 34 side opens due to the imbalance between the second pressure P2 of the second chamber 40 defining the return pressure and the storage pressure P3 greater than the second pressure P2 , thereby feeding into the second chamber 40 .

[0122] The volume of the fluid 41 discharged from the first chamber 38 at the first pressure P1 is replenished into the second chamber 40 through the fluid reservoir 60 at the pressure P3.

Claims

1. A railway vehicle, comprising at least one carriage (12) and at least one bogie (20) carrying the carriage (12), the bogie (20) comprising an underframe (22) and a semi-active hydraulic shock absorbing system (30) between the underframe (22) and the carriage (12), the semi-active hydraulic shock absorbing system (30) comprising: - a piston (34) and a piston rod (32) which are assembled to slide inside a cylindrical hollow body (36), the piston (34) defining in the cylindrical hollow body (36) a first chamber (38) and a second chamber (40), the first chamber and the second chamber extending on both sides of the piston (34), the piston rod (32) extending in the first chamber (38), - a valve bridge, which is fluidically connected to the first chamber (38) and the second chamber (40), respectively, the valve bridge comprising four passive non-return valves, and - a pressure limiting device (64), the semi-active hydraulic damping system (30) being configured to ensure that the fluid (41) circulates through the damping system in a single direction, The semi-active hydraulic shock absorbing system (30) has no power source external to the system. wherein the carriage (12) includes a body (14) defining an exterior (16) of the carriage (12) and an interior (18) of the carriage (12), adapted to accommodate passengers or cargo; and The semi-active hydraulic damping system (30) is at least partially integrated into the interior (18) of the vehicle cabin (12).

2. The railway vehicle according to claim 1, wherein: The semi-active hydraulic shock absorbing system (30) includes a fluid reservoir (60) fluidly connected to the valve bridge.

3. The railway vehicle according to claim 1 or 2, wherein: The semi-active hydraulic shock absorbing system (30) includes a proportional active valve (62) fluidly connected to the valve bridge.

4. The railway vehicle according to claim 3, wherein: The proportional active valve (62) and the pressure limiting device (64) are installed in parallel.

5. The railway vehicle according to claim 1, wherein: The semi-active hydraulic shock absorbing system (30) is arranged so that when the second pressure (P2) of the fluid (41) contained in the second chamber (40) is greater than the first pressure (P1) of the fluid (41) contained in the first chamber (38), the fluid (41) contained in the second chamber (40) is discharged from the second chamber (40) in the direction of the pressure limiting device (64) and / or the proportional active valve (62) fluidically connected to the valve bridge and / or the fluid reservoir (60) fluidically connected to the valve bridge, and then is guided to the first chamber (38).

6. The railway vehicle according to claim 1, wherein: The semi-active hydraulic shock absorbing system (30) is arranged so that when a first pressure (P1) of the fluid (41) contained in the first chamber (38) is greater than a second pressure (P2) of the fluid (41) contained in the second chamber (40), the fluid (41) contained in the first chamber (38) is discharged from the first chamber (38) in the direction of the pressure limiting device (64) and / or the proportional active valve (62) fluidically connected to the valve bridge and / or the fluid reservoir (60) fluidically connected to the valve bridge, and then is directed toward the second chamber (40).

7. The circulation method for a railway vehicle according to claim 1 or 2, wherein the valve bridge comprises a proximal check valve (42) on the piston rod (32) side, a proximal check valve (44) on the piston (34) side, a distal check valve (46) on the piston rod (32) side, and a distal check valve (48) on the piston (34) side. in, During the compression phase, - the distal check valve (48) on the piston (34) side is closed, while the proximal check valve (44) on the piston (34) side is activated, thereby allowing the volume of fluid (41) expelled from the second chamber (40) to circulate, - feeding the pressure limiting device (64) and the proximal non-return valve (42) arranged on the side of the piston rod (32), - the proximal check valve (42) disposed on the piston rod (32) side is closed, - the pressure limiting device (64) remains closed under normal operating conditions but releases the circulation of the fluid (41) as soon as the second pressure (P2) exceeds a discharge pressure setting value (PRV), - the fluid (41) is then fed into the distal non-return valve (46) on the piston rod (32) side and the distal non-return valve (48) on the piston (34) side, - the distal non-return valve (48) on the piston (34) side is kept closed due to the imbalance between the second pressure (P2) and the pressure of the fluid (41) prevailing in the distal branch (52) of the hydraulic circuit (49) between the distal non-return valve (46) on the piston rod (32) side and the distal non-return valve (48) on the piston (34) side, the second pressure (P2) being greater than the pressure of the fluid (41) prevailing in the distal branch (52), - the distal check valve (46) on the piston rod (32) side is opened due to the imbalance between the first pressure (P1) of the first chamber (38) and the pressure of the fluid (41) prevailing in the distal branch (52), the pressure of the fluid (41) prevailing in the distal branch (52) being greater than the first pressure (P1), thereby feeding into the first chamber (38), The semi-active hydraulic shock absorbing system (30) has no power source outside the system.

8. The railway vehicle circulation method according to claim 7, wherein: During the decompression phase, the distal check valve (46) on the piston rod (32) side is closed, while the proximal check valve (42) on the piston rod (32) side is activated, thereby allowing the volume of fluid (41) expelled from the first chamber (38) to circulate. - feeding the pressure limiting device (64) and the proximal non-return valve (44) arranged on the side of the piston (34), - the proximal check valve (44) disposed on the side of the piston (34) is closed, - the pressure limiting device (64) remains closed under normal operating conditions but releases the circulation of the fluid (41) as soon as the first pressure (P1) exceeds a discharge pressure setting value (PRV), - the fluid (41) is then fed into the distal non-return valve (46) on the piston rod (32) side and the distal non-return valve (48) on the piston (34) side, - the distal non-return valve (46) on the piston rod (32) side remains closed due to the imbalance between the first pressure (P1) and the pressure of the fluid (41) prevailing in the distal branch (52), the second pressure (P2) being greater than the pressure of the fluid (41) prevailing in the distal branch (52), - The distal check valve (48) on the piston (34) side is opened due to the imbalance between the second pressure (P2) and the pressure of the fluid (41) prevailing in the distal branch (52), the pressure of the fluid (41) prevailing in the distal branch (52) being greater than the second pressure (P2), thereby feeding into the second chamber (40).

9. The railway vehicle circulation method according to claim 7 or 8, wherein: The semi-active hydraulic shock absorbing system (30) includes a fluid reservoir (60) containing a fluid (41) having a certain pressure (P3) and a proportional active valve (62) which are fluidically connected to the valve bridge, wherein the circulation of the fluid (41) through the proportional active valve (62) generates a variable pressure drop, and wherein the volume of the fluid (41) discharged from the second chamber (40) at a second pressure (P2) is replenished to the first chamber (38) at a first pressure (P1) through the fluid reservoir (60) having a certain pressure (P3), or the volume of the fluid (41) discharged from the first chamber (38) at the first pressure (P1) is replenished to the second chamber (40) at a second pressure (P2) through the fluid reservoir (60) having a certain pressure (P3).

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