Damping device for railway vehicle, railway vehicle and associated control method
A semi-active damping device with mode-switching lateral shock absorbers addresses bogie hunting instability and comfort issues in high-speed trains by dynamically adjusting damping forces, reducing the need for multiple anti-yaw dampers and ensuring safety and comfort.
Patent Information
- Application Number
- FR2023011210
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2023-10-17
- Publication Date
- 2025-10-03
- Estimated Expiration
- 2043-10-17
AI Technical Summary
High-speed trains face challenges with bogie hunting instability and passenger comfort due to the need for multiple anti-yaw dampers, which are heavy and expensive, and existing lateral shock absorbers do not contribute to stability when all anti-sway shock absorbers are functional.
A semi-active damping device with lateral shock absorbers controlled by an electronic control unit, switching between comfort and refuge modes to optimize passenger comfort and stability, using solenoid valves to adjust damping forces based on accelerometer measurements.
The damping device enhances stability and reduces the need for multiple anti-yaw dampers, ensuring safety and comfort by dynamically adjusting damping forces to counteract bogie hunting, even in the event of damper failures.
Smart Images
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Abstract
Description
Title of the invention: Damping device for railway vehicle, railway vehicle and associated control method
[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 generally comprises a body mounted on two bogies. The body is generally suspended relative to the bogies, for example on a pneumatic device. Under certain running conditions, kinematic instabilities of the bogies may appear, following a yaw movement of the bogies. These yaw instabilities are also called "bogie hunting" in English. For safety reasons, anti-yaw dampers, also called "anti-yaw dampers" in English, 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 associated in pairs, the dampers of the same pair being installed on each side of the bogie parallel to the direction of travel of the vehicle.When one of the anti-yaw dampers on a bogie is faulty, if yaw instability is detected, the running speed of the railway vehicle is kept below a safety speed, or "fail-safe speed" in English.
[0003] In the case of high-speed trains, for reasons of redundancy, each bogie generally includes two pairs of anti-swing 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 provided between the body and the bogies.
[0005] EP-2 020 356-A2 describes, for example, a railway vehicle in which each bogie is equipped with a semi-active lateral shock absorber. However, the lateral shock absorbers do not contribute to the stability of the vehicle as long as all the anti-sway shock absorbers are functional.
[0006] The bogies of high-speed trains are thus each generally equipped with two pairs of anti-swing dampers and at least one lateral damper, which is heavy and expensive.
[0007] It is these problems that the invention more particularly intends to remedy, by proposing an improved lateral damping device, which contributes both to 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 shock absorbers, each configured to connect the body to a respective bogie, the lateral shock absorbers being semi-active shock absorbers 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 in 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 attached 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 controls each solenoid valve with a control frequency greater than 100 Hz, so as to optimize passenger comfort, a force generated by the associated lateral shock absorber going up to a first force threshold, and - a second operating mode called refuge mode, in which the electronic control unit controls each solenoid valve with a refresh frequency of less than 1 Hz, so as to develop a damping force up to a second force threshold, which is at least 40% higher than the first force threshold,
[0010] while the electronic control unit is configured to switch from comfort mode to refuge mode when kinematic instability is detected.
[0011] Thanks to the invention, when dynamic instability is detected, for example when one or more of the anti-yaw dampers are faulty and the stability margin becomes insufficient, leading to yaw instability, the electronic control device switches to refuge mode, in which the lateral dampers contribute to the disappearance of the instability thanks to their high damping force. This avoids having to reduce the speed below the safety speed. Advantageously, when such a damping device is fitted to a railway vehicle, for example a high-speed vehicle, the railway vehicle only needs a
[0012]
[0013]
[0014]
[0015]
[0016] single anti-yaw damper per bogie side, instead of two which are traditionally required to ensure the required level of stability in the event of failure of one anti-yaw damper. Advantageously, the second force threshold is between 14 kN and 20 kN. 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. Advantageously: - Each bogie is equipped with one of the second accelerometers connected to the electronic control unit, each second accelerometer being configured to measure the accelerations of the corresponding bogie according to the transverse direction of the body, and to transmit the acceleration measurements to the electronic control device. - Each second accelerometer is part of a corresponding bogie monitoring device. - Every second accelerometer is single-axis. - The railway vehicle further comprises anti-swing dampers, to dampen the kinematic instabilities of yaws between the body and the bogies, and in which each bogie is connected to the body by anti-swing dampers, arranged in pairs on each side of the corresponding bogie. - Each bogie is connected to the body by a single pair of anti-swing dampers. - The railway vehicle is a high-speed vehicle, configured to travel at speeds greater than or equal to 200 km / h. According to another aspect, the invention relates to a method for piloting a railway vehicle as defined above, in which the method comprises the steps of: a. measure, by means of the second accelerometers mounted on each bogie, a lateral acceleration of this bogie, b. compare the acceleration measurements with an instability criterion, using the electronic control unit, c. if the instability criterion is exceeded, if the damping device is in comfort mode, switch the damping device to refuge mode. This method induces the same advantages as those mentioned above regarding the damping device of the invention.
[0017] The invention will be better understood, and other advantages thereof will appear more clearly in the light of the following description of an embodiment of a damping device, a railway vehicle and a control method in accordance with its principle, given solely by way of example and with reference to the appended drawings, in which:
[0018] - [Fig.l] [Fig.l] is a schematic view of a railway vehicle conforming to the invention, comprising a damping device according to the invention, and
[0019] - [Fig.2] [Fig.2] is a larger scale view of detail II in [Fig.l].
[0020] A railway vehicle 2 is shown in [Fig.l]. The railway vehicle 2 is designed to travel on rails 4. The rails 4 are here rectilinear and horizontal, and are located in a plane P4, which is here horizontal. The railway vehicle 2 is here a high-speed train, that is to say configured to travel at speeds greater than 200 km / h and capable of reaching 250 km / h, or even 300 km / h or more. Alternatively, the railway vehicle 2 is a regional train, traveling at speeds typically between 140 km / h and 200 km / h. This type of train generally does not have a bogie stability monitoring system. The implementation of this invention makes it possible to improve the safety of this type of vehicle.
[0021] The railway vehicle 2 comprises a body 20, represented by dotted lines in [Fig.l]. The body 20 has an elongated shape extending lengthwise along a longitudinal axis A20. The longitudinal axis A20 is parallel to the plane P4.
[0022] The railway vehicle 2 also comprises two bogies 30, on which the body 20 is mounted. The bogies 30 are shown in a schematic and non-limiting manner. What is valid for one of the bogies 30 is transposable to the other of the bogies. The two bogies 30 are preferably identical.
[0023] Each bogie 30 comprises a chassis 32, and four wheels 34, which are fixed in pairs on a respective axle 36, which is rotatable relative to the chassis 32 and is supported on the chassis 32 by means of a primary suspension 33. In the example illustrated, 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 by means of a secondary suspension 38, here represented by springs.
[0024] Each bogie 30 is rotatable relative to the body 20 around a respective axis, called the yaw axis A30, which is substantially orthogonal to the plane P4 and passes through a center of this bogie 30, this center being substantially located at the barycenter of the four wheels 34 of this bogie 30. The yaw axes A30 are here vertical. For convenience, a transverse axis A40 of the body 20 is also defined, the transverse axis A40 being parallel to the plane P4 and orthogonal to the longitudinal axis A20. The transverse axis A40 is here horizontal.
[0025] When the railway 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 track sections or in very large curves, under the effect of the conicity of the wheels 34, dynamic yaw instabilities of the bogies 30 may occur, that is to say that the bogies 30 oscillate around the average trajectory of the body 20 according to a movement conventionally designated by “kinematic yaw”, or “bogie hunting” in English. This kinematic yaw movement is not only uncomfortable for the passengers, but also dangerous if the vehicle 2 approaches a limit speed called stability speed, where the kinematic yaw movement has very little damping and applies high forces to the track.The oscillating movement of each bogie 30 around the corresponding yaw axis A30 is represented by a double arrow F30, circular and centered on the yaw axis A30.
[0026] The railway vehicle 2 comprises anti-swing dampers 42, which connect each bogie 30 to the body 20 and which are configured to dampen the kinematic instabilities of yaws F30 between the body 20 and the bogies 30. In the figures, the anti-swing dampers 42 are shown schematically, the relative proportions between the anti-swing dampers 42 and the rest of the railway vehicle 2 not necessarily being respected.
[0027] The anti-yaw dampers 42 are arranged in pairs on each side of the corresponding bogie 30, so as to exert a moment around the yaw axis A30 of this 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 at constant damper force, the anti-yaw damping torque is as high as possible.
[0028] The anti-yaw dampers 42 are generally passive dampers. According to embodiments, the anti-yaw dampers 42 comprise a piston 42A movable in a cylinder 42B, the damping force being generally proportional to the axial displacement speed of the piston 42A relative to the cylinder 42B and opposing the relative movement of the piston 42A relative to the cylinder 42B. When the relative movements of the piston 42A relative to the cylinder 42B are rapid, the maximum force that a damper 42 can develop defines a maximum force, expressed in kilo-Newton - 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.
[0029] Whereas in the prior art, each bogie 30 of a high-speed train generally comprises two pairs of anti-swing dampers, thanks to the invention, for reasons explained later, each bogie 30 is connected to the body 20 by a single pair of anti-sway dampers 42, which reduces weight and costs without compromising stability - and therefore safety - when running at high speed. Of course, the principles of the invention can also be implemented for a bogie equipped with two pairs of anti-sway dampers, which does not provide any cost advantage, but nevertheless improves safety when running at high speed.
[0030] Each bogie 30 is equipped with a monitoring device 44, also called BMS - for Bogie Monitoring System in English - in the remainder of the description, which comprises a lateral accelerometer, not shown, which is fixed to the corresponding bogie 30 and which is configured to measure the accelerations undergone by this bogie 30 parallel to the transverse axis A40, in other words 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, as a function of the measurements of the lateral accelerometer, whether the vehicle 2 is in a situation of kinematic instability. Each BMS 44 is here represented schematically by a parallelepiped fixed to the chassis 32 of a respective bogie 30.
[0031] A non-limiting example of an instability criterion for determining whether the bogies 30 are in a situation of kinematic instability is given in the standard EN 14363+A2:2022, on “tests and simulations for the approval of the dynamic characteristics of railway vehicles”. Schematically, the acceleration measurements of the bogie 30 are filtered in a band-pass filter, and if a quadratic value of the filtered acceleration exceeds a certain predetermined instability criterion during a given time interval, then it is considered that this bogie 30 is in a situation of kinematic instability. Of course, other kinematic instability criteria may be used, in particular depending on the country and / or depending on the traffic conditions used.
[0032] Thus, to detect kinematic instabilities, it is sufficient for the lateral accelerometer of a BMS 44 to be a single-axis 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-axis accelerometer is advantageous compared to a multi-axial accelerometer, because it is less expensive.
[0033] The railway vehicle 2 also comprises a semi-active damping device 100, configured to dampen the accelerations of the body 20 relative to the bogies 30 in the transverse direction A40. The semi-active damping device 100 is also called a lateral damping device.
[0034] The lateral damping device 100 comprises two lateral dampers 102, which are each configured to connect the 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 body and radially to the yaw axis A30 of the bogie 30 cor corresponding. The lateral shock absorbers 102 are shown schematically in the figures, the relative proportions between the lateral shock absorbers 102 and the rest of the railway vehicle 2 not being respected.
[0035] The lateral dampers 102 are semi-active dampers, that is to say that each lateral damper 102 is configured to exert a force of variable intensity, 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 here schematically represented 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.
[0036] Schematically, each lateral shock absorber 102 comprises a cylinder, in which a movable piston is received, which separates the cylinder into two chambers. The two chambers are filled with a hydraulic fluid and are connected to each other, in a closed circuit, via the corresponding solenoid valve 108. During movements of the piston, the hydraulic fluid circulates between the two chambers via the solenoid valve 108, which works in double flow and which is controlled by the electronic control unit 104 so as to regulate the passage of the hydraulic fluid and to adjust the damping force generated by the lateral shock absorber 102. When the solenoid valve 108 is closed, the damping force is maximum. Conversely, when the solenoid valve 108 is open, the damping force is minimal.
[0037] The damping device 100 also comprises two accelerometers 110, which are fixed to the body 20 and which are configured to measure the accelerations of the body 20, in particular to measure the lateral accelerations, i.e. parallel to the transverse axis A40, of the body 20. Each accelerometer 110 is placed in the vicinity of a respective bogie 30. In the example illustrated, each of the accelerometers 110 has the shape of a parallelepiped and is crossed by the yaw axis A30 of the corresponding bogie.
[0038] The electronic control unit 104 is also connected to the supervision devices 44 placed on the bogies 30, so as to receive the acceleration measurements from the lateral accelerometers of these supervision devices 44.
[0039] The electronic control unit 104 is configured to receive the lateral acceleration measurements from the accelerometers 110, and to control the solenoid valves 108 according to a control method previously recorded in a memory of the electronic control unit 104. Such a control method is for example a so-called “Skyhook” law.
[0040] The electronic control unit 104 comprises two main operating modes, with 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.
[0041] In comfort mode, each solenoid valve 108 controls the corresponding lateral shock absorber 102 according to a force setpoint developed by the electronic control unit 104 based on a comfort optimization algorithm, Skyhook for example. This comfort mode results in the opening of the solenoid valve 108 being continuously variable over time, so that the damping force generated by the lateral shock absorber 102 varies continuously.
[0042] The electronic control unit 104 is an electronic device that includes an internal clock, and works at a given clock frequency, which is generally fixed. The control device 104 adjusts the opening of the solenoid valve 108 to a control frequency that is different from the clock frequency of the electronic control unit 104.
[0043] Each solenoid valve 108 being an electromechanical device, each solenoid valve is intrinsically limited by its response time to the commands received from the electronic control unit 104. The response time corresponds for example to the time to go from a total opening to a virtually closed position. Preferably, the solenoid valves 108 chosen have reduced response times, that is to say typically of the order of a few tens of milliseconds, for example 20 ms. In practice, in comfort mode the electronic control unit 104 never requests from the solenoid valve 108 a stabilized opening over a time range of greater than a few tens of milliseconds.
[0044] By “continuously variable” is meant that the control frequency is high, for example a control frequency greater than 100 Hz, preferably greater than 500 Hz, more preferably 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, more preferably less than 1 ms.
[0045] The electronic control unit 104 uses for this purpose the information from the accelerometric sensor 110 so as to develop a damping force allowing the optimization of passenger comfort in a majority of the running conditions of the railway vehicle 2. In comfort mode, the force range swept by the lateral damper 102 is conventionally between 0 and 10 kN.
[0046] In refuge mode, each solenoid valve 108 controls the corresponding lateral shock absorber 102 according to a force setpoint developed by the electronic control unit 104 based on a stability optimization algorithm. This refuge mode results in the opening of the solenoid valve 108 remaining constant during intervals of significantly longer times than in comfort mode, these time intervals being of the order of a second, for example greater than 1 s.
[0047] In simplified terms, the minimum duration of the interval during which the opening of the solenoid valve 108 remains constant is based on the kinematic yaw frequency of the bogie, which is typically between 1 and 7 Hz in the case of high-speed trains, which corresponds to a period of kinematic instability of between 0.14 s and 1 s. In practice, in refuge mode the time interval during which the solenoid valve 108 remains constant is chosen to be greater than ten times the period of kinematic instability, i.e. typically between 1.4 s and 10 s. For example, for a kinematic yaw frequency of 5 Hz, the minimum duration during which the solenoid valve 108 remains constant is typically set at 2 s.
[0048] The electronic control unit 104 uses for this purpose the information from the accelerometer of the BMS 44 so as to develop a damping force making it possible to guarantee the stability of the bogie 30 and thus traffic safety. For example, the algorithm corresponding to the refuge mode involves operation in stages, starting, upon detection of instability, with a very small opening of the solenoid valve 108 so as to produce a force sufficiently large to regain stability. Then, after a duration significantly greater than that corresponding to the kinematic yaw movement of the bogie 30 (of the order of a few seconds), the opening of the solenoid valve 108 is gradually increased to a level still guaranteeing stability but not penalizing passenger comfort too greatly.
[0049] Thus, in refuge mode, the lateral dampers 102 are controlled so as to dampen yaw instabilities F30 as a priority. In the context of the present invention, for a high-speed train, in the condition of significant closure of the solenoid valve 108, the forces developed are for example between 10 kN and 15 kN, with possibly levels that can reach 20 kN if the level of instability of the bogie 30 required it. 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 railway vehicle 2 at high speed in the event of failure of an anti-yaw damper 42, even when this railway vehicle 2 only comprises a single pair per bogie 30.
[0050] Unlike the situation in the prior art, in which the lateral shock absorbers are sized solely as a function of the first force threshold related to passenger comfort (typically up to 10 kN), in the context of the present invention each lateral shock absorber 102 is sized to provide a maximum force at least equal to the second force threshold (from 14 to 20 kN) necessary to guarantee the stability of the bogie 30 in the event of failure of an anti-yaw shock absorber 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 shock absorber 102 is sized to provide a maximum force greater than or equal to 14 kN, preferably greater than or equal to 16 kN, more preferably greater than or equal to 20 kN. In other words, in refuge mode the maximum force is at least 40% greater than the maximum force in comfort mode, preferably at least 60% greater, more preferably 100% greater than the maximum force in comfort mode.
[0051] A method for controlling the damping device 100 is now described.
[0052] When the railway vehicle 2 is in circulation, 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 in the transverse direction A40.
[0053] 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 the standard EN 14363+A2:2022.
[0054] If the instability criterion is not exceeded, that is to say 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 body 20 are measured by means of the first accelerometers fixed to the body 20, the measurements are received by the electronic control unit 104, which deduces therefrom the control of the solenoid valves 108 so as to improve passenger comfort. For example, the opening of the solenoid valves 108 is adjusted periodically, for example after each measurement of the accelerometers of the BMS 40.
[0055] If, conversely, an exceeding 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.
[0056] In certain unusual traffic conditions, transient kinematic instability may be detected, while the anti-sway dampers 42 are functional. Such a situation could occur, for example, when the wheels 34 and / or the rails 4 exhibit abnormal wear, or even in the event of failure of a component of the primary suspension 33. Because of this transient kinematic instability, the electronic control unit 104 switches the damping device 100 into the refuge mode, the lateral dampers 102 then cooperating with the anti-sway dampers 42, still functional, to dampen yaw instability.
[0057] While the damping device 100 is in refuge mode, if the measurements of the lateral accelerometers of the BMS 44 are lower than the instability criterion for a predetermined time interval, equal for example to 10 seconds, then it is considered that the bogies 30 have returned to a stable situation. The electronic control unit 104 then switches the damping device 100 back to comfort mode.
[0058] The embodiments and variants mentioned above can be combined with each other to generate new embodiments of the invention.
Claims
1. Claims Damping device (100) for a railway vehicle (2) comprising a body (20) mounted on two bogies (30), the damping device (100) comprising: • lateral shock absorbers (102), each configured to connect the body (20) to a respective bogie (30), the lateral shock absorbers (102) being semi-active shock absorbers and each being controlled by a respective solenoid valve (108), • two first accelerometers (110), each first accelerometer being configured to be fixed to the body (20) in the vicinity of a respective bogie (30) and configured to measure accelerations of the body (20) in 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 fixed to the bogies (30), to detect kinematic instability as a function of the acceleration measurements received, and to control each lateral damper (102) by controlling the corresponding solenoid valve (108), characterized in that the electronic control unit (104) is switchable between: - a first operating mode called comfort mode, in which the electronic control unit (104) controls each solenoid valve (108) with a control frequency greater than 100 Hz, so as to optimize passenger comfort, a force generated by the associated lateral shock absorber going up to a first force threshold, and - a second operating mode called refuge mode, in which 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 threshold effort, which is at least 40% higher than the first effort threshold, and in that the electronic control unit (104) is configured to switch from comfort mode to refuge mode when kinematic instability is detected.
2. Damping device (100) according to the preceding claim, in which the second force threshold is between 14 kN and 20 kN.
3. Railway vehicle (2), comprising the damping device (100) according to any one of the preceding claims, wherein each bogie (30) is pivotable 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 arranged in the transverse direction (A40), and wherein each first accelerometer (110) is fixed to the body (20) in the vicinity of each bogie.
4. 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) in the transverse direction (A40) of the body (20), and to transmit the acceleration measurements to the electronic control device (104).
5. A railway vehicle (2) according to claim 4, wherein each second accelerometer is part of a corresponding bogie monitoring device (44).
6. A rail vehicle (2) according to any one of claims 4 or 5, wherein each second accelerometer is single-axis.
7. A 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), arranged in pairs on each side of the corresponding bogie.
8. A railway vehicle (2) according to claim 7, wherein each bogie (30) is connected to the body (20) by a single pair of anti-sway dampers (42).
9. A railway vehicle (2) according to any one of claims 7 or 8, wherein the rail vehicle is a high-speed vehicle, configured to travel at speeds greater than or equal to 200 km / h.
10. A method of piloting 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 with 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, switch the damping device (100) to refuge mode.