Damping device for a railway vehicle, associated railway vehicle and control method

Abstract

This damping device (100) for railway vehicle (2) includes lateral dampers (102), each configured to connect the body (20) to a respective bogie (30), the lateral dampers (102) being semi-active dampers and each being controlled by a respective solenoid valve (108), two first accelerometers (110), configured to be fixed to the body (20) in the vicinity of a respective bogie (30), and an electronic control unit (104), which detects kinematic instability based on received acceleration measurements and controls each lateral damper by controlling the corresponding solenoid valve.The electronic control unit is switchable between a comfort mode, where each solenoid valve is controlled with a control frequency greater than 100 Hz, in order to optimize passenger comfort, with an effort generated by the associated lateral damper up to a first effort threshold, and a refuge mode, where each solenoid valve is controlled with a refresh frequency less than 1 Hz, in order to develop a damping effort up to a second effort threshold, which is at least 40% higher than the first effort threshold, the electronic control unit being configured to switch from comfort mode to refuge mode when kinematic instability is detected.

Description

[0001] The present invention relates to a damping device for a railway vehicle, a railway vehicle equipped with such a device and a method for controlling such a damping device.

[0002] A railway vehicle typically consists of a body mounted on two bogies. The body is generally suspended relative to the bogies, for example on a pneumatic system. Under certain operating conditions, kinematic instabilities of the bogies can appear, resulting in a yaw motion. These yaw instabilities are also called " bogie hunting » In English. For safety reasons, anti-sway dampers, also called " anti-yaw dampers In English, these are installed between the bogies and the body to dampen the yaw movements of the bogies relative to the body. For each bogie, the anti-yaw dampers are generally paired, with the dampers of each pair installed on either side of the bogie parallel to the direction of travel of the vehicle. When one of the anti-yaw dampers on a bogie fails, if yaw instability is detected, the speed of the rail vehicle is kept below a safe speed, or « fail-safe speed » in English.

[0003] In the case of high-speed trains, for the sake of redundancy each bogie generally includes two pairs of anti-yaw dampers, because the dynamic forces are greater than for so-called conventional trains, such as regional trains, and the impact of the stability margin is all the more critical on traffic safety in the case of high-speed trains.

[0004] On the other hand, to improve passenger comfort and reduce lateral acceleration of the body, lateral shock absorbers are also planned between the body and the bogies.

[0005] JP-4 845 426-B2, JP-H11-268 646-A, and CN-110 341 738-A each describe examples of prior art railway vehicles. EP-2 020 356-A2 describes a railway vehicle in which each bogie is equipped with a semi-active lateral damper. However, the lateral dampers do not contribute to the vehicle's stability as long as all the anti-yaw dampers are functional.

[0006] High-speed train bogies are therefore each typically equipped with two pairs of anti-yaw dampers and at least one lateral damper, which is heavy and expensive.

[0007] It is these problems that the invention aims to address in particular, by proposing an improved lateral damping device, which contributes to both the comfort and stability of the vehicle.

[0008] To this end, the invention relates to a damping device for a railway vehicle comprising a body mounted on two bogies, the damping device comprising: lateral dampers, each configured to connect the body to a respective bogie, the lateral dampers being semi-active dampers and each being controlled by a respective solenoid valve, two first accelerometers, each first accelerometer being configured to be fixed to the body in the vicinity of a respective bogie and configured to measure accelerations of the body along a transverse direction of the body, the transverse direction being orthogonal to a longitudinal axis of the body and radial to a yaw axis of the corresponding bogie, an electronic control unit, configured to receive acceleration measurements from the first accelerometers and from second accelerometers fixed to the bogies, to detect kinematic instability based on the acceleration measurements received, and to control each lateral damper by controlling the corresponding solenoid valve.

[0009] According to the invention, the electronic control device is switchable between: a first operating mode called comfort mode, in which the electronic control unit commands each solenoid valve with a command frequency greater than 100 Hz, in order to optimize passenger comfort, an effort generated by the associated lateral damper up to a first effort threshold, and a second operating mode called refuge mode, in which the electronic control unit commands each solenoid valve with a refresh frequency less than 1 Hz, in order to develop a damping effort up to a second effort threshold, which is at least 40% higher than the first effort threshold, while the electronic control unit is configured to switch from comfort mode to refuge mode when kinematic instability is detected.

[0010] Thanks to the invention, when dynamic instability is detected—for example, when one or more of the anti-yaw dampers fail and the stability margin becomes insufficient, leading to yaw instability—the electronic control device switches to a fallback mode. In this mode, the lateral dampers contribute to the elimination of the instability through their high damping force. This avoids the need to reduce the operating speed below the safe speed. Advantageously, when such a damping device is fitted to a railway vehicle, such as a high-speed train, the vehicle only needs one anti-yaw damper per bogie side, instead of the two traditionally required to guarantee the necessary level of stability in the event of an anti-yaw damper failure.

[0011] Advantageously, the second stress threshold is between 14 kN and 20 kN.

[0012] According to another aspect, the invention relates to a railway vehicle comprising the damping device as defined above, in which each bogie is pivotable relative to the body around the respective yaw axis, each bogie being connected to the body by the respective lateral damper, which is arranged in the transverse direction, and in which each first accelerometer is fixed to the body in the vicinity of each bogie.

[0013] Advantageously: Each bogie is equipped with a second accelerometer connected to the electronic control unit. Each second accelerometer is configured to measure the accelerations of its corresponding bogie along the transverse direction of the car body and to transmit these acceleration measurements to the electronic control unit. Each second accelerometer is part of a monitoring device for its corresponding bogie. Each second accelerometer is single-axis. The rail vehicle also includes anti-yaw dampers to dampen kinematic instabilities between the car body and the bogies. Each bogie is connected to the car body by anti-yaw dampers arranged in pairs on either side of the corresponding bogie. Each bogie is connected to the car body by a single pair of anti-yaw dampers. The rail vehicle is a high-speed vehicle, configured to operate at speeds of 200 km / h or higher.

[0014] In another aspect, the invention relates to a method for piloting a railway vehicle as defined above, wherein the method comprises the steps of: a) measure, using the second accelerometers mounted on each bogie, a lateral acceleration of that bogie, b) compare the acceleration measurements to an instability criterion, using the electronic control unit, c) in case of exceedance du Instability criterion: if the damping device is in comfort mode, switch the damping device to refuge mode.

[0015] This process offers the same advantages as those mentioned above regarding du damping device of the invention.

[0016] The invention will be better understood, and other advantages thereof will become more apparent, in the light of the following description of an embodiment of a damping device, a railway vehicle, and a piloting method conforming to its principle, given solely by way of example and with reference to the accompanying drawings, in which: [ Fig 1 ] there figure 1 is a schematic view of a railway vehicle according to the invention, comprising a damping device according to the invention, and [ Fig 2 ] there figure 2 is a larger scale view du detail II to the figure 1 .

[0017] A railway vehicle 2 is shown on the figure 1 The rail vehicle 2 is designed to travel on rails 4. The rails 4 are straight and horizontal, and are located in a plane P4, which is also horizontal. The rail vehicle 2 is a high-speed train, configured to travel at speeds exceeding 200 km / h and capable of reaching 250 km / h, or even 300 km / h or more. Alternatively, the rail vehicle 2 is a regional train, typically operating at speeds between 140 km / h and 200 km / h. This type of train generally does not have a bogie stability monitoring system. Implementing this invention improves the safety of this type of vehicle.

[0018] The railway vehicle 2 comprises a crate 20, represented by dotted lines on the figure 1 . The crate 20 has an elongated shape extending lengthwise along a longitudinal axis A20. The longitudinal axis A20 is parallel to the plane P4.

[0019] The rail vehicle 2 also includes two bogies 30, on which the body 20 is mounted. The bogies 30 are shown schematically and are not exhaustive. What applies to one of the bogies 30 applies to the other. Preferably, the two bogies 30 are identical.

[0020] Each bogie 30 comprises a frame 32 and four wheels 34, which are fixed in pairs to a respective axle 36. This axle is rotatable relative to the frame 32 and is supported by the frame 32 via a primary suspension 33. In the illustrated example, the primary suspension 33 comprises four springs, each arranged at a respective end of an axle 36. The wheels 34 have a conical profile. Each bogie 30 supports the body 20 via a secondary suspension 38, here represented by springs.

[0021] Each bogie 30 is free to rotate relative to the body 20 about a respective axis, called the yaw axis A30, which is substantially perpendicular to plane P4 and passes through a center of this bogie 30, this center being substantially located at the centroid of the four wheels 34 of this bogie 30. The yaw axes A30 are vertical here. For convenience, a transverse axis A40 of the body 20 is also defined, the transverse axis A40 being parallel to plane P4 and perpendicular to the longitudinal axis A20. The transverse axis A40 is horizontal here.

[0022] When the rail vehicle 2 moves on the rails 4, the body 20 follows an average trajectory substantially equivalent to the path of the rails 4. In straight sections of track or in very large curves, due to the conicity of the wheels 34, dynamic yaw instabilities of the bogies 30 may occur, i.e., the bogies 30 oscillate around the average trajectory of the body 20 according to a movement classically designated as "kinematic yaw", or « bogie hunting » In English. This kinematic yaw motion is not only uncomfortable for passengers, but also dangerous if the vehicle 2 approaches a speed limit known as the stability speed, where the kinematic yaw motion has very little damping and applies high stresses to the track. The oscillating motion of each bogie 30 around its corresponding yaw axis A30 is represented by a double arrow F30, circular and centered on the yaw axis A30.

[0023] The railway vehicle 2 includes anti-yaw dampers 42, which connect each bogie 30 to the body 20 and which are configured to dampen the kinematic yaw instabilities F30 between the body 20 and the bogies 30. In the figures, the anti-yaw dampers 42 are represented schematically, the relative proportions between the anti-yaw dampers 42 and the rest of the railway vehicle 2 not necessarily being respected.

[0024] The anti-yaw dampers 42 are arranged in pairs on each side of the corresponding bogie 30, so as to exert a moment about the yaw axis A30 of that bogie 30. For example, each anti-yaw damper 42 is arranged orthoradially to the yaw axis A30 of the corresponding bogie 30. The anti-yaw dampers 42 are generally arranged as far as possible from the center of the bogie 30 and parallel to the vehicle 2, so that, for a constant damping force, the anti-yaw damping moment is as high as possible.

[0025] Anti-yaw dampers 42 are generally passive dampers. In some embodiments, the anti-yaw dampers 42 comprise a piston 42A movable within a cylinder 42B, the damping force generally being proportional to the axial velocity of the piston 42A relative to the cylinder 42B and opposing the relative motion of the piston 42A with respect to the cylinder 42B. When the relative movements of the piston 42A with respect to the cylinder 42B are rapid, the maximum force that a damper 42 can develop defines a maximum force, expressed in kilonewtons (kN). The anti-yaw dampers 42 used in the context of the present invention typically develop a maximum force of between 6 kN and 12 kN.

[0026] Whereas in the prior art, each bogie 30 of a high-speed train generally comprises two pairs of anti-yaw dampers, thanks to the invention, for reasons explained later, each bogie 30 is connected to the body 20 by a single pair of anti-yaw dampers 42, thus reducing mass and costs without compromising stability—and therefore safety—during high-speed operation. Of course, the principles of the invention can also be implemented for a bogie equipped with two pairs of anti-yaw dampers, which does not offer any cost advantage but nevertheless improves safety during high-speed operation.

[0027] Each bogie 30 is equipped with a supervision device 44, also called BMS - for Bogie Monitoring System In English – in the following description, which includes a lateral accelerometer, not shown, which is attached to the corresponding bogie 30 and configured to measure the accelerations experienced by this bogie 30 parallel to the transverse axis A40, that is, radially to the yaw axis A30 of the corresponding bogie 30 and orthogonally to the longitudinal axis A20 of the body 20. The BMS 44 is configured to detect, based on the measurements of the lateral accelerometer, whether the vehicle 2 is in a state of kinematic instability. Each BMS 44 is schematically represented here by a parallelepiped attached to the frame 32 of a respective bogie 30.

[0028] A non-limiting example of an instability criterion for determining whether bogies 30 are in a state of kinematic instability is given in standard EN 14363+A2:2022, on "tests and simulations for the type approval of the dynamic characteristics of railway vehicles". Schematically, the acceleration measurements of bogie 30 are filtered through a bandpass filter, and if a quadratic value of the filtered acceleration exceeds a certain predetermined instability criterion for a given time interval, then this bogie 30 is considered to be in a state of kinematic instability. Of course, other kinematic instability criteria may be used, particularly depending on the country and / or the operating conditions considered.

[0029] Thus, to detect kinematic instabilities, it is sufficient that the lateral accelerometer of a BMS 44 be a single-axial accelerometer, configured to measure the accelerations of the bogie 30 radially to the yaw axis A30 of this bogie 30 and orthogonally to the longitudinal axis A20 of the body 20. Such a single-axial accelerometer is advantageous compared to a multi-axial accelerometer, because it is less expensive.

[0030] The rail vehicle 2 also includes a semi-active damping device 100, configured to dampen the accelerations of the body 20 relative to the bogies 30 along the transverse direction A40. The semi-active damping device 100 is also called a lateral damping device.

[0031] The lateral damping device 100 comprises two lateral dampers 102, each configured to connect the car body 20 to a respective bogie 30. In the illustrated example, each lateral damper 102 is arranged parallel to the transverse axis A40 of the car body and radially to the yaw axis A30 of the corresponding bogie 30. The lateral dampers 102 are shown schematically in the figures, noting that the relative proportions between the lateral dampers 102 and the rest of the rail vehicle 2 are not to scale.

[0032] The lateral shock absorbers 102 are semi-active shock absorbers, meaning that each lateral shock absorber 102 is configured to exert a variable intensity force, the intensity of this force being controlled by an electronic control unit 104 - also called ECU, for « electronic control unit » In English – belonging to the lateral damping device 100 via a respective distribution solenoid valve 108. Each solenoid valve 108 is schematically represented here by a parallelepiped mounted on a body of the corresponding lateral damper 102. Each solenoid valve 108 is controlled by the electronic control unit 104.

[0033] Schematically, each lateral shock absorber 102 comprises a cylinder containing a movable piston, which divides the cylinder into two chambers. The two chambers are filled with hydraulic fluid and are connected to each other in a closed circuit via the corresponding solenoid valve 108. During piston movement, the hydraulic fluid circulates between the two chambers through the solenoid valve 108, which operates in a dual-flow configuration and is controlled by the electronic control unit 104 to regulate the flow of hydraulic fluid and adjust the damping force generated by the lateral shock absorber 102. When the solenoid valve 108 is closed, the damping force is at its maximum. Conversely, when the solenoid valve 108 is open, the damping force is at its minimum.

[0034] The damping device 100 also includes two accelerometers 110, which are fixed to the car body 20 and configured to measure the accelerations of the car body 20, in particular to measure the lateral accelerations, i.e., parallel to the transverse axis A40, of the car body 20. Each accelerometer 110 is located near a respective bogie 30. In the illustrated example, each of the accelerometers 110 is in the shape of a parallelepiped and is traversed by the yaw axis A30 of the corresponding bogie.

[0035] The electronic control unit 104 is also connected to the supervisory devices 44 placed on the bogies 30, so as to receive acceleration measurements from the lateral accelerometers of these supervisory devices 44.

[0036] The electronic control unit 104 is configured to receive lateral acceleration measurements from the accelerometers 110, and to control the solenoid valves 108 according to a control method previously stored in a memory of the electronic control unit 104. Such a control method is, for example, a so-called law « Skyhook ».

[0037] The electronic control unit 104 has two main operating modes: a first operating mode, called comfort mode, and a second operating mode, called refuge mode. The electronic control unit 104 is configured to switch from comfort mode to refuge mode when a kinematic instability F30 is detected.

[0038] In comfort mode, each solenoid valve 108 controls the corresponding lateral damper 102 according to a force setting generated by the electronic control unit 104, which is based on a comfort optimization algorithm, such as Skyhook. This comfort mode results in the opening of the solenoid valve 108 varying continuously over time, so that the damping force generated by the lateral damper 102 varies continuously.

[0039] The electronic control unit 104 is an electronic device that includes an internal clock and operates at a given clock frequency, which is usually fixed. The control device 104 adjusts the opening of the solenoid valve 108 at a command frequency that differs from the clock frequency of the electronic control unit 104.

[0040] Since each solenoid valve 108 is an electromechanical device, each solenoid valve is inherently limited by its response time to commands received from the electronic control unit 104. This response time corresponds, for example, to the time it takes to transition from a fully open position to a nearly closed position. Preferably, the selected solenoid valves 108 have short response times, typically on the order of a few tens of milliseconds, for example, 20 ms. In practice, in comfort mode, the electronic control unit 104 never requests a stable opening from the solenoid valve 108 over a time range exceeding a few tens of milliseconds.

[0041] By "continuously variable" we mean that the control frequency is high, for example a control frequency greater than 100 Hz, preferably greater than 500 Hz, preferably even greater than 1000 Hz. In other words, in comfort mode the opening of the solenoid valve 108 remains stable in time intervals of less than 10 ms, preferably less than 2 ms, preferably even less than 1 ms.

[0042] The electronic control unit 104 uses the information from the accelerometer sensor 110 to develop a damping force that optimizes passenger comfort in most of the operating conditions of the railway vehicle 2. In comfort mode, the range of force swept by the lateral damper 102 is classically between 0 and 10 kN.

[0043] In safe mode, each solenoid valve 108 controls the corresponding lateral damper 102 according to a force setting generated by the electronic control unit 104, which is based on a stability optimization algorithm. This safe mode results in the solenoid valve 108 remaining open for significantly longer intervals than in comfort mode, these intervals being on the order of seconds, for example, greater than 1 second.

[0044] In simplified terms, the minimum interval during which the opening of solenoid valve 108 remains constant is based on the bogie's kinematic yaw rate, which is typically between 1 and 7 Hz for high-speed trains, corresponding to a kinematic instability period of between 0.14 s and 1 s. In practice, in safe mode, the time interval during which solenoid valve 108 remains constant is chosen to be greater than ten times the kinematic instability period, typically between 1.4 s and 10 s. For example, for a kinematic yaw rate of 5 Hz, the minimum interval during which solenoid valve 108 remains constant is typically set at 2 s.

[0045] The electronic control unit 104 uses information from the accelerometer of the BMS 44 to generate a damping force that ensures the stability of the bogie 30 and thus operational safety. For example, the algorithm for the safe mode operates in stages. Upon detection of instability, the solenoid valve 108 opens very slightly to generate enough force to restore stability. Then, after a duration significantly longer than the kinematic yaw of the bogie 30 (on the order of a few seconds), the opening of the solenoid valve 108 is gradually increased to a level that still guarantees stability but does not excessively compromise passenger comfort.

[0046] Thus, in safe mode, the lateral dampers 102 are controlled to primarily dampen yaw instabilities F30. Within the framework of the present invention, for a high-speed train, under conditions of significant closure of the solenoid valve 108, the forces developed are, for example, between 10 kN and 15 kN, with potentially levels reaching 20 kN if the instability level of the bogie 30 so requires. On each bogie 30, thanks to the lateral damper 102 having a second high force threshold, it is possible to dampen the kinematic yaw instabilities of a high-speed rail vehicle 2 in the event of a failure of an anti-yaw damper 42, even when this rail vehicle 2 comprises only one pair per bogie 30.

[0047] Unlike the prior art, where lateral dampers are sized solely according to the first threshold of force related to passenger comfort (typically up to 10 kN), in the present invention each lateral damper 102 is sized to provide a maximum force at least equal to the second threshold (14 to 20 kN) necessary to guarantee the stability of the bogie 30 in the event of failure of an anti-yaw damper 42 or any other cause of instability (suspension failure, excessive wear of the wheels or rails, etc.). Preferably, a safety margin is taken into account. Thus, in the illustrated case where the railway vehicle 2 is a high-speed vehicle, each lateral damper 102 is sized to provide a maximum force greater than or equal to 14 kN, preferably greater than or equal to 16 kN, and even more preferably greater than or equal to 20 kN.In other words, in refuge mode the maximum effort is at least 40% higher than the maximum effort in comfort mode, preferably at least 60% higher, and preferably even 100% higher than the maximum effort in comfort mode.

[0048] We now describe a method for controlling the damping device 100.

[0049] When the railway vehicle 2 is in operation, the lateral accelerometers of the BMS 44 periodically measure the lateral accelerations of the corresponding bogie 30, for example every 40 ms - milliseconds -, in other words measure the accelerations of this bogie 30 along the transverse direction A40.

[0050] The electronic control unit 104 receives the values ​​of these acceleration measurements and compares them to a predetermined instability criterion, for example as defined in standard EN 14363+A2:2022.

[0051] If the instability criterion is not exceeded, i.e., if the bogies 30 do not exhibit yaw instability F30, then the electronic control unit 104 remains in comfort mode, in which the lateral dampers 102 are controlled to improve passenger comfort. The lateral accelerations of the car body 20 are measured by the first accelerometers attached to the car body 20. These measurements are received by the electronic control unit 104, which then uses them to control the solenoid valves 108 in order to improve passenger comfort. For example, the opening of the solenoid valves 108 is adjusted periodically, for example, after each measurement by the accelerometers of the BMS 40.

[0052] Conversely, if an exceedance of the instability criterion is detected, for example in the event of failure of one of the anti-yaw dampers 42, then the electronic control unit 104 switches the damping device 100 to refuge mode, in which the lateral dampers 102 are controlled to, as a priority, dampen the yaw instability.

[0053] Under certain unusual traffic conditions, a transient kinematic instability may be detected, even though the anti-yaw dampers 42 are functioning. Such a situation could occur, for example, when the wheels 34 and / or the rails 4 exhibit abnormal wear, or in the event of a failure of a component of the primary suspension 33. Due to this transient kinematic instability, the electronic control unit 104 switches the damping device 100 to the fallback mode, with the lateral dampers 102 then cooperating with the still-functional anti-yaw dampers 42 to dampen the yaw instability.

[0054] While the damping device 100 is in safe mode, if the measurements from the lateral accelerometers of the BMS 44 are below the instability criterion for a predetermined time interval, for example 10 seconds, then the bogies 30 are considered to have returned to a stable state. The electronic control unit 104 then switches the damping device 100 back to comfort mode.

[0055] The embodiments and variants mentioned above can be combined to generate new embodiments of the invention.

Claims

1. A damping device (100) for a railway vehicle (2) comprising a body (20) mounted on two bogies (30), the damping device (100) comprising: - lateral dampers (102), each configured to connect the body (20) to a respective bogie (30), the lateral dampers (102) being semi-active dampers and each being controlled by a respective solenoid valve (108), - two first accelerometers (110), each first accelerometer being configured to be attached to the body (20) in the vicinity of a respective bogie (30) and configured to measure accelerations of the body (20) along a transverse direction (A40) of the body (20), the transverse direction being orthogonal to a longitudinal axis (A20) of the body (20) and radial to a yaw axis (A30) of the corresponding bogie (30), - an electronic control unit (104), configured to receive acceleration measurements from the first accelerometers (110) and from second accelerometers attached to the bogies (30), to detect a kinematic instability according to the acceleration measurements received, and to control each lateral damper (102) by controlling the corresponding solenoid valve (108), characterised in that the control electronic unit (104) is switchable between: - a first operating mode called comfort mode, wherein the electronic control unit (104) controls each solenoid valve (108) with a control frequency greater than 100 Hz, so as to optimise passenger comfort, a force generated by the associated lateral damper ranging up to a first force threshold, and - a second operating mode called safety mode, wherein the electronic control unit (104) controls each solenoid valve (108) with a refresh frequency of less than 1 Hz, so as to develop a damping force up to a second force threshold, which is greater by at least 40% of the first force threshold, and in that the electronic control unit (104) is configured to switch from comfort mode to safety mode when a kinematic instability is detected.

2. The damping device (100) according to the preceding claim, wherein the second force threshold is between 14 kN and 20 kN.

3. A railway vehicle (2), comprising the damping device (100) according to any one of the preceding claims, wherein each bogie (30) is pivoted relative to the body (20) about the respective yaw axis (A30), each bogie being connected to the body (20) by the respective lateral damper (102), which is disposed along the transverse direction (A40), and wherein each first accelerometer (110) is attached to the body (20) in the vicinity of each bogie.

4. The railway vehicle (2) according to claim 3, wherein each bogie (30) is equipped with one of the second accelerometers connected to the electronic control unit (104), each second accelerometer being configured to measure the accelerations of the corresponding bogie (30) along the transverse direction (A40) of the body (20), and to transmit the acceleration measurements to the electronic control device (104).

5. The railway vehicle (2) according to claim 4, wherein each second accelerometer is part of a corresponding bogie monitoring device (44).

6. The railway vehicle (2) according to any one of claims 4 or 5, wherein each second accelerometer is monoaxial.

7. The railway vehicle (2) according to any one of claims 3 to 6, wherein the railway vehicle (2) further comprises anti-yaw dampers (42), for damping kinematic instabilities of yaws between the body (20) and the bogies (30), and wherein each bogie (30) is connected to the body (20) by anti-yaw dampers (42), disposed in pairs on each side of the corresponding bogie.

8. The railway vehicle (2) according to claim 7, wherein each bogie (30) is connected to the body (20) by a single pair of anti-yaw dampers (42).

9. The railway vehicle (2) according to any one of claims 7 or 8, wherein the railway vehicle is a high-speed vehicle, configured to travel at speeds greater than or equal to 200 km / h.

10. A method for controlling a railway vehicle (2) according to any one of claims 3 to 9, wherein the method comprises the steps of: a) measuring, by means of the second accelerometers mounted on each bogie (30), a lateral acceleration of this bogie, b) comparing the acceleration measurements to an instability criterion, by means of the electronic control unit (104), c) if the instability criterion is exceeded, if the damping device is in comfort mode, switching the damping device (100) to safety mode.

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