EP0277059B1 - Rail vehicle having its load distributed among the four axles which are rotatable relative to the superstructure - Google Patents

Rail vehicle having its load distributed among the four axles which are rotatable relative to the superstructure Download PDF

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Publication number
EP0277059B1
EP0277059B1 EP88400078A EP88400078A EP0277059B1 EP 0277059 B1 EP0277059 B1 EP 0277059B1 EP 88400078 A EP88400078 A EP 88400078A EP 88400078 A EP88400078 A EP 88400078A EP 0277059 B1 EP0277059 B1 EP 0277059B1
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Prior art keywords
axles
vehicle
accordance
load
fixed
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German (de)
French (fr)
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EP0277059A1 (en
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Jean-Pierre Ragueneau
René Klima
Marie-Christine Piget
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Regie Autonome des Transports Parisiens
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Regie Autonome des Transports Parisiens
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to a rail vehicle according to the preamble of the main claim.
  • the wagons intended for the transport of passengers almost all have two bogies formed by two axles and oriented relative to the body around a central pivot.
  • the load of the wagon is applied to the center of each bogie so that the load of the wagon body is in fact concentrated at two points and with a cantilever between the central point of support and the ends of the bogie since the load is transferred from the central point of the bogie to the axles.
  • railway vehicles which have only two axles with radial guidance, that is to say axles whose axis is guided so as to always pass through the instantaneous center of rotation of the track.
  • Radial guidance has the advantage of eliminating screeching in curves and undulating rail wear.
  • the use of radial axles arranged at the end of railway vehicles also makes it possible to load the axles directly and not centrally, as in the case of a bogie. The load is then distributed without overhang. However, for heavy vehicles, it is imperative to increase the number of wheels in order to stay below the limit load tolerated by the infrastructures.
  • FR-A-0795148 which is of the aforementioned generic type, rail vehicles have been proposed which comprise two assemblies each consisting of two axles which are mounted so as to be orientable independently of one another so as to produce , for each set of two axles, permanent radial guidance of the two axles.
  • the set of two axles constitutes a kind of bogie with variable geometry, and, as in the case of a real bogie, the load is applied to the center of each of said assemblies so that these railway vehicles have the drawbacks which have been described for wagons fitted with bogies .
  • the present invention relates to a railway vehicle of the aforementioned generic type, having the characteristics set out in the main claim.
  • the load is applied at four points for each of the sets of two axles, which eliminates the problems of overhang whether in the longitudinal or transverse direction; moreover, the axle load being lower, for example 22.5 tonnes, it is possible to support wagons of significant weight.
  • this configuration allows satisfactory radial guidance despite the increased weight of the vehicle.
  • FIGS 1 and 2 there is shown schematically a railway vehicle comprising two sets of two axles with radial guidance.
  • This vehicle the central part of which has not been shown, comprises a body 1 supported by two assemblies 11 and 12, each comprising two axles 2 carrying wheels 3.
  • Each axle may be an axle-axle integral with the wheels 3, but it may also be cross-members arranged above the plane of the axis of the wheels 3 and carrying the latter. They may be independent wheels or the crosspieces can be fixed on mounted axles made in one piece with the wheels 3.
  • Each set 11 and 12 is arranged in the vicinity of one end of the body 1.
  • the two axles 2 are connected by a horizontal connecting bar 4, the ends of which are mounted at articulation at 7 on the center of the axles or cross members 2 and which is mounted at articulation around a first vertical axis 8 secured to the body and arranged in the longitudinal median plane 13 of the latter.
  • each axle 2 has a connecting bar which is fixed to the latter orthogonally in its middle 7.
  • the first bar 5 has its other end fixed to articulation on the second bar 6 at a point of articulation 10.
  • the second bar 6 comprises an extension 14 beyond the point 10 of articulation with the first bar 5 and the free end of this extension 14 is fixed to articulation around a second vertical fixed axis 9 secured to the body 1; this second fixed axis is also arranged in the longitudinal median plane 13.
  • the second vertical fixed axis 9 can be located towards the end of the wagon relative to the first vertical axis of rotation 8 as is the case in the embodiment shown; according to a variant, this second fixed vertical axis of rotation can be located inside, that is to say towards the center of the vehicle with respect to the first fixed vertical axis.
  • the two second vertical axes are outside the first two vertical axes and in the second embodiment they are inside.
  • each set 11 and 12 is designed in such a way that the distance (a) separating the first two fixed axes 8 from the two sets, the distance (b) in straight alignment between the center 7 of an axle and the first fixed articulation axis 8 and the length (n) of the extension 14, that is to say the distance between the second fixed vertical axis 9 and the articulation point 10 of the two bars of link 5 and 6, verify at least approximately the following relation:
  • This variation in length is very small; so for example for a minimum radius of curvature of 30 meters a distance between set of axles (a) equal to 10 meters, half a distance between axles of the same set (2) equal to 1 meter and an extension length (b) equal to 0.25 meters, the maximum variation in length articulation bars 5 and 6 is 6.10 ⁇ 4 m and the radiality of the two axles is ensured to 6.10 ⁇ 3 degree.
  • elastic blocks can be used to connect the articulation arms to the axles or the two ends of the link arm to the axles.
  • the load is carried out on each of the axles at two points located near the wheels, so that for each set there are four support points which are not arranged in the longitudinal median plane 13 as in the case of a bogie but on the sides of the vehicle which eliminates the drawbacks due to the overhang.
  • the first fixed vertical axis of rotation 8 then does not support any load and it only carries out the guiding of each assembly without any vertical force; this also applies to the second vertical axis of rotation 9.
  • connection between the body 1 and the four axles 2 is carried out with devices having a low coefficient of friction; it is possible, for example, to use reading boards of known type.
  • the load of the rail vehicle is applied to each axle at two points close to the wheels by means of torsion springs.
  • Figures 4 and 5 illustrate an embodiment of the invention and show an assembly of two axles with radial guidance as described above.
  • Figure 5 is a top view on which the load distribution elements have been shown only on the right for reasons of clarity and
  • Figure 4 is a side view, the wheel on the left being seen from the outside and the wheel on the right being seen from the inside.
  • the car body is shown schematically by a part 41; on this part is fixed a central pivot 42 which corresponds to the first fixed vertical axis of rotation 8; the part 41 also supports a vertical axis of rotation 43 which corresponds to the second vertical axis of rotation 9.
  • a horizontal bar 44 is articulated at its two ends in the middle of each axle at 45 and it is also fixed in its middle on the pivot 42. This horizontal bar therefore corresponds to the horizontal connecting bar 4 above.
  • each axle each consist of a set of two bars 46 (respectively 48) fixed to the ends of the axle and connected to a part 47 (respectively 49).
  • These two parts 47 and 49 are articulated one on the other about a non-visible central vertical axis corresponding to the point of articulation 10.
  • One of these parts, part 49 in the example shown, comprises a extension 51 beyond its central axis of articulation; the end of this extension 51 is mounted at articulation around the pivot 43 constituting the second fixed vertical axis.
  • the load of the body is distributed over the two axles of each assembly in the vicinity of the wheels.
  • one end of the body represented by the part 41 has two wings 52 at each of the wheels 54 and 55; these wings are used to transfer the weight of the body to each of the axles in each set.
  • this weight transfer is advantageously carried out by means of readers 53 secured to the crosspiece 56. These readers are friction parts used in the railway sector to receive part of the weight of the body and transmit it to the sleeper.
  • sideboards makes it possible to obtain a load transfer while allowing any movement of the two parts bearing on one another.
  • torsion springs can also be used; these torsion springs also make it possible to absorb the relative movements of the body and the axle, and the use of these torsion reports also makes it possible to obtain a suspension and to remove the primary suspensions 57 which can be seen at each wheel in Figure 4.
  • Ball or roller tracks can also be used in place of side rails to transfer the load from the box.
  • the use of these raceways has the advantage that they have a lower braking torque than the sideboards.
  • the invention therefore makes it possible to better distribute the load and also to eliminate the beams which transmit the load from the center of the bogie to the axles in the case of a bogie; this simplifies the production of the assemblies with respect to the bogie and this results in a reduction in the structure of these assemblies.
  • the distribution of the load at four points limits the roll movements.
  • the invention makes it possible to practically double the vehicle load by maintaining a constant axle load; for example, if we accept a load of 22.5 tonnes per axle, it is possible to make heavy rail vehicles.
  • Another advantage of the invention resides in the reduction of the unloading rate in the buy-backs of cant; that is to say that in the entrances of curves with cant, no wheel is unloaded because the two axles are independent.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Magnetic Heads (AREA)
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  • Friction Gearing (AREA)

Abstract

The invention relates to a railway vehicle comprising two sets of two axles which are steerable relative to the body. The load of the body is applied in the vertical plane of each axle at two points adjacent to the wheels. The load of the body is applied through slide friction blocks. The invention concerns in particular railway vehicles wherein each axle is radially guided.

Description

La présente invention concerne un véhicule ferroviaire selon le préambule de la revendication principale.The present invention relates to a rail vehicle according to the preamble of the main claim.

Les wagons destinés au transport des voyageurs comportent pratiquement tous deux bogies constitués par deux essieux et orientés par rapport à la caisse autour d'un pivot central. Dans ce cas, la charge du wagon est appliquée au centre de chaque bogie si bien que la charge de la caisse du wagon est en fait concentrée en deux points et avec un porte-à-faux entre le point central d'appui et les extrémités du bogie puisque la charge est reportée du point central du bogie jusqu'aux essieux.The wagons intended for the transport of passengers almost all have two bogies formed by two axles and oriented relative to the body around a central pivot. In this case, the load of the wagon is applied to the center of each bogie so that the load of the wagon body is in fact concentrated at two points and with a cantilever between the central point of support and the ends of the bogie since the load is transferred from the central point of the bogie to the axles.

On connaît également des véhicules ferroviaires qui comportent seulement deux essieux à guidage radial, c'est-à-dire des essieux dont l'axe est guidé de manière à toujours passer par le centre instantané de rotation de la voie. Le guidage radial présente l'avantage d'éliminer les crissements dans les courbes et l'usure ondulatoire des rails. L'utilisation d'essieux radiaux disposés en bout des véhicules ferroviaires permet également de charger directement les essieux et non de manière centrale, comme dans le cas d'un bogie. La charge est alors répartie sans porte-à-faux. Toutefois, pour des véhicules de poids élevé, il est impératif d'augmenter le nombre de roues pour rester en deça de la charge limite tolérée par les infrastructures.Railway vehicles are also known which have only two axles with radial guidance, that is to say axles whose axis is guided so as to always pass through the instantaneous center of rotation of the track. Radial guidance has the advantage of eliminating screeching in curves and undulating rail wear. The use of radial axles arranged at the end of railway vehicles also makes it possible to load the axles directly and not centrally, as in the case of a bogie. The load is then distributed without overhang. However, for heavy vehicles, it is imperative to increase the number of wheels in order to stay below the limit load tolerated by the infrastructures.

Dans le FR-A-0795148, qui est du type générique précité, on a proposé des véhicules ferroviaires qui comportent deux ensembles constitués chacun de deux essieux qui sont montés de manière à être orientables indépendamment l'un de l'autre de manière à réaliser, pour chaque ensemble de deux essieux, un guidage radial en permanence des deux essieux. Dans ce cas, l'ensemble des deux essieux constitue une sorte de bogie à géométrie variable, et, comme dans le cas d'un bogie véritable, la charge est appliquée au centre de chacun desdits ensembles si bien que ces véhicules ferroviaires présentent les inconvénients qui ont été décrits pour les wagons munis de bogies.In FR-A-0795148, which is of the aforementioned generic type, rail vehicles have been proposed which comprise two assemblies each consisting of two axles which are mounted so as to be orientable independently of one another so as to produce , for each set of two axles, permanent radial guidance of the two axles. In this case, the set of two axles constitutes a kind of bogie with variable geometry, and, as in the case of a real bogie, the load is applied to the center of each of said assemblies so that these railway vehicles have the drawbacks which have been described for wagons fitted with bogies .

La présente invention a pour objet un véhicule ferroviaire du type générique précité, présentant les caractéristiques énoncées dans la revendication principale.The present invention relates to a railway vehicle of the aforementioned generic type, having the characteristics set out in the main claim.

De cette manière, la charge est appliquée en quatre points pour chacun des ensembles de deux essieux, ce qui permet de supprimer les problèmes de porte-à-faux que ce soit dans le sens longitudinal ou transversal; par ailleurs, la charge par essieu étant plus faible, par exemple 22,5 tonnes, on peut supporter des wagons de poids important.In this way, the load is applied at four points for each of the sets of two axles, which eliminates the problems of overhang whether in the longitudinal or transverse direction; moreover, the axle load being lower, for example 22.5 tonnes, it is possible to support wagons of significant weight.

En outre, cette configuration autorise un guidage radial satisfaisant malgré le poids accru du véhicule.In addition, this configuration allows satisfactory radial guidance despite the increased weight of the vehicle.

Les sous-revendications proposent divers modes de réalisation et variantes avantageux.The subclaims provide various advantageous embodiments and variants.

D'autres caractéristiques et avantages de l'invention ressortiront de la description qui suit, ainsi que des dessins ci-annexés sur lesquels:

  • ― la fig. 1 représente schématiquement en vue de dessus un véhicule ferroviaire selon l'invention dont la partie centrale n'a pas été représentée,
  • ― la fig. 2 correspond à la figure 1 mais lorsque le véhicule se trouve dans une courbe, la courbure de cette dernière ayant été fortement exagérée pour mieux expliquer l'invention,
  • ― la fig. 3 est une vue de détail de la figure 2,
  • ― la fig. 4 est une vue de côté d'un exemple de réalisation d'un ensemble à deux essieux guidés selon l'invention, et
  • ― la fig. 5 est une vue de dessus du mode de réalisation de la fig. 4.
Other characteristics and advantages of the invention will emerge from the description which follows, as well as from the appended drawings in which:
  • - fig. 1 schematically represents a top view of a railway vehicle according to the invention, the central part of which has not been shown,
  • - fig. 2 corresponds to FIG. 1 but when the vehicle is in a curve, the curvature of the latter having been greatly exaggerated to better explain the invention,
  • - fig. 3 is a detailed view of FIG. 2,
  • - fig. 4 is a side view of an exemplary embodiment of an assembly with two guided axles according to the invention, and
  • - fig. 5 is a top view of the embodiment of FIG. 4.

Sur les figures 1 et 2 on a représenté de manière schématique un véhicule ferroviaire comportant deux ensembles de deux essieux à guidage radial. Ce véhicule, dont la partie centrale n'a pas été représentée, comporte une caisse 1 supportée par deux ensembles 11 et 12, comportant chacun deux essieux 2 portant des roues 3.In Figures 1 and 2 there is shown schematically a railway vehicle comprising two sets of two axles with radial guidance. This vehicle, the central part of which has not been shown, comprises a body 1 supported by two assemblies 11 and 12, each comprising two axles 2 carrying wheels 3.

Chaque essieu peut être un essieu-axe solidaire des roues 3, mais il peut s'agir également de traverses disposées au-dessus du plan de l'axe des roues 3 et portant ces dernières. Il pourra s'agir de roues indépendantes ou les traverses peuvent être fixées sur des essieux montés constitués en une seule pièce avec les roues 3. Chaque ensemble 11 et 12 est disposé au voisinage d'une extrémité de la caisse 1.Each axle may be an axle-axle integral with the wheels 3, but it may also be cross-members arranged above the plane of the axis of the wheels 3 and carrying the latter. They may be independent wheels or the crosspieces can be fixed on mounted axles made in one piece with the wheels 3. Each set 11 and 12 is arranged in the vicinity of one end of the body 1.

Pour chaque ensemble 11 ou 12, les deux essieux 2 sont reliés par une barre de liaison horizontale 4 dont les extrémités sont montées à articulation en 7 sur les milieux des essieux ou traverses 2 et qui est montée à articulation autour d'un premier axe vertical 8 solidaire de la caisse et disposée dans le plan médian longitudinal 13 de ce dernier.For each set 11 or 12, the two axles 2 are connected by a horizontal connecting bar 4, the ends of which are mounted at articulation at 7 on the center of the axles or cross members 2 and which is mounted at articulation around a first vertical axis 8 secured to the body and arranged in the longitudinal median plane 13 of the latter.

Par ailleurs, chaque essieu 2 comporte une barre de liaison qui est fixée sur ce dernier orthogonalement en son milieu 7. La première barre 5 a son autre extrémité fixée à articulation sur la deuxième barre 6 en un point d'articulation 10. La deuxième barre 6 comporte un prolongement 14 au-delà du point 10 d'articulation avec la première barre 5 et l'extrémité libre de ce prolongement 14 est fixée à articulation autour d'un deuxième axe fixe vertical 9 solidaire de la caisse 1; ce deuxième axe fixe est également disposé dans le plan médian longitudinal 13.Furthermore, each axle 2 has a connecting bar which is fixed to the latter orthogonally in its middle 7. The first bar 5 has its other end fixed to articulation on the second bar 6 at a point of articulation 10. The second bar 6 comprises an extension 14 beyond the point 10 of articulation with the first bar 5 and the free end of this extension 14 is fixed to articulation around a second vertical fixed axis 9 secured to the body 1; this second fixed axis is also arranged in the longitudinal median plane 13.

Lorsque le véhicule ferroviaire selon l'invention se trouve dans une ligne droite, comme représenté figure 1, l'axe d'articulation 10 des deux barres d'articulation 5 et 6 est confondu avec le premier axe d'articulation 8 et la barre de liaison 4 et les barres d'articulation 5 et 6 sont alignées. Lorsque le véhicule ferroviaire selon l'invention se trouve dans une courbe, comme représenté sur la figure 2, la barre de liaison 4 et les deux barres d'articulation 5 et 6 ne sont plus confondues et le point d'articulation 10 des deux barres d'articulation 5 et 6 se trouve déporté vers l'extérieur de la courbe.When the rail vehicle according to the invention is in a straight line, as shown in FIG. 1, the axis of articulation 10 of the two articulation bars 5 and 6 is coincident with the first articulation axis 8 and the bar of link 4 and the articulation bars 5 and 6 are aligned. When the rail vehicle according to the invention is in a curve, as shown in FIG. 2, the connecting bar 4 and the two articulation bars 5 and 6 are no longer merged and the articulation point 10 of the two articulation bars 5 and 6 are offset towards the outside of the curve.

Le deuxième axe fixe vertical 9 peut se trouver vers l'extrémité du wagon par rapport au premier axe vertical de rotation 8 comme cela est le cas dans l'exemple de réalisation représentée; selon une variante, ce deuxième axe vertical fixe de rotation peut se trouver à l'intérieur, c'est-à-dire vers le centre du véhicule par rapport au premier axe vertical fixe. En d'autres termes, dans le premier mode de réalisation, les deux seconds axes verticaux sont à l'extérieur des deux premiers axes verticaux et dans le deuxième mode de réalisation ils sont à l'intérieur.The second vertical fixed axis 9 can be located towards the end of the wagon relative to the first vertical axis of rotation 8 as is the case in the embodiment shown; according to a variant, this second fixed vertical axis of rotation can be located inside, that is to say towards the center of the vehicle with respect to the first fixed vertical axis. In other words, in the first embodiment, the two second vertical axes are outside the first two vertical axes and in the second embodiment they are inside.

Pour obtenir un guidage axial de chacun des essieux 2, chaque ensemble 11 et 12 est conçu de telle manière que la distance (a) séparant les deux premiers axes fixes 8 des deux ensembles, la distance (b) en alignement droit entre le centre 7 d'un essieu et le premier axe fixe d'articulation 8 et la longueur (n) du prolongement 14, c'est-à-dire la distance entre le deuxième axe vertical fixe 9 et le point d'articulation 10 des deux barres de liaison 5 et 6, vérifient au moins de manière approximative la relation suivante:

Figure imgb0001
To obtain axial guidance of each of the axles 2, each set 11 and 12 is designed in such a way that the distance (a) separating the first two fixed axes 8 from the two sets, the distance (b) in straight alignment between the center 7 of an axle and the first fixed articulation axis 8 and the length (n) of the extension 14, that is to say the distance between the second fixed vertical axis 9 and the articulation point 10 of the two bars of link 5 and 6, verify at least approximately the following relation:
Figure imgb0001

Comme on peut voir sur les figures 2 et 3, dans lesquelles la courbure du rail a été fortement exagérée afin que l'on puisse bien distinguer la barre de liaison et les deux barres d'articulation, du fait que le point d'articulation 10 s'éloigne du premier axe vertical 8, le triangle plat constitué par la barre de liaison 4 et les barres d'articulation 5 et 6 s'ouvre et il en résulte une variation de longueur de la barre de liaison 4 ou des barres d'articulation 5 et 6. Cette variation de longueur est très faible; ainsi par exemple pour un rayon de courbure minimal de 30 mètres une distance entre ensemble d'essieux (a) égale à 10 mètres, une demi distance entre essieux d'un même ensemble (2) égale à 1 mètre et une longueur de prolongement (b) égale à 0,25 mètre, la variation maximale de la longueur des barres d'articulation 5 et 6 est de 6.10⁻⁴ m et on assure la radialité des deux essieux à 6.10⁻³ degré près.As can be seen in FIGS. 2 and 3, in which the curvature of the rail has been greatly exaggerated so that one can clearly distinguish the connecting bar and the two articulation bars, from the fact that the articulation point 10 moves away from the first vertical axis 8, the flat triangle formed by the connecting bar 4 and the articulation bars 5 and 6 opens and this results in a variation in length of the connecting bar 4 or the bars articulation 5 and 6. This variation in length is very small; so for example for a minimum radius of curvature of 30 meters a distance between set of axles (a) equal to 10 meters, half a distance between axles of the same set (2) equal to 1 meter and an extension length (b) equal to 0.25 meters, the maximum variation in length articulation bars 5 and 6 is 6.10⁻⁴ m and the radiality of the two axles is ensured to 6.10⁻³ degree.

Pour absorber cette variation de longueur, on peut utiliser des blocs élastiques pour raccorder les bras d'articulation aux essieux où les deux extrémités du bras de liaison aux essieux.To absorb this variation in length, elastic blocks can be used to connect the articulation arms to the axles or the two ends of the link arm to the axles.

Pour mieux répartir la charge du véhicule sur les quatre essieux, la charge s'effectue sur chacun des essieux en deux points situés à proximité des roues, de telle sorte que pour chaque ensemble on dispose de quatre points d'appui qui ne sont pas disposés dans le plan médian longitudinal 13 comme dans le cas d'un bogie mais sur les côtés du véhicule ce qui supprime les inconvénients dûs au porte-à-faux. Le premier axe fixe vertical de rotation 8 ne supporte alors aucune charge et il ne réalise que le guidage de chaque ensemble sans aucun effort vertical; ceci est également valable pour le deuxième axe vertical de rotation 9.To better distribute the vehicle load on the four axles, the load is carried out on each of the axles at two points located near the wheels, so that for each set there are four support points which are not arranged in the longitudinal median plane 13 as in the case of a bogie but on the sides of the vehicle which eliminates the drawbacks due to the overhang. The first fixed vertical axis of rotation 8 then does not support any load and it only carries out the guiding of each assembly without any vertical force; this also applies to the second vertical axis of rotation 9.

La liaison entre la caisse 1 et les quatre essieux 2 est réalisée avec des dispositifs présentant un faible coefficient de frottement; on peut par exemple utiliser des lisoirs de type connu.The connection between the body 1 and the four axles 2 is carried out with devices having a low coefficient of friction; it is possible, for example, to use reading boards of known type.

Selon une variante de réalisation, la charge du véhicule ferroviaire est appliquée sur chaque essieu en deux points proches des roues par l'intermédiaire de ressorts de torsion.According to an alternative embodiment, the load of the rail vehicle is applied to each axle at two points close to the wheels by means of torsion springs.

Les figures 4 et 5 illustrent un exemple de réalisation de l'invention et représentent un ensemble de deux essieux à guidage radial tel que décrit ci-dessus. La figure 5 est une vue de dessus sur laquelle les éléments de répartition de la charge n'ont été représentés que sur la partie droite pour des raisons de clarté et la figure 4 est une vue de côté, la roue située à gauche étant vue de l'extérieur et la roue située à droite étant vue de l'intérieur.Figures 4 and 5 illustrate an embodiment of the invention and show an assembly of two axles with radial guidance as described above. Figure 5 is a top view on which the load distribution elements have been shown only on the right for reasons of clarity and Figure 4 is a side view, the wheel on the left being seen from the outside and the wheel on the right being seen from the inside.

La caisse du wagon est schématisée par une pièce 41; sur cette pièce est fixé un pivot central 42 qui correspond au premier axe vertical fixe de rotation 8 ; la pièce 41 supporte également un axe de rotation vertical 43 qui correspond au deuxième axe vertical de rotation 9.The car body is shown schematically by a part 41; on this part is fixed a central pivot 42 which corresponds to the first fixed vertical axis of rotation 8; the part 41 also supports a vertical axis of rotation 43 which corresponds to the second vertical axis of rotation 9.

Une barre horizontale 44 est articulée à ses deux extrémités au milieu de chaque essieu en 45 et elle est également fixée à son milieu sur le pivot 42. Cette barre horizontale correspond donc à la barre de liaison horizontale 4 ci-dessus.A horizontal bar 44 is articulated at its two ends in the middle of each axle at 45 and it is also fixed in its middle on the pivot 42. This horizontal bar therefore corresponds to the horizontal connecting bar 4 above.

Les barres de liaison de chaque essieu sont constituées chacune par une ensemble de deux barres 46 (respectivement 48) fixées aux extrémités de l'essieu et reliées à une pièce 47 (respectivement 49). Ces deux pièces 47 et 49 sont articulées l'une sur l'autre autour d'un axe vertical central non visible correspondant au point d'articulation 10. L'une de ces pièces, la pièce 49 dans l'exemple représenté, comporte un prolongement 51 au-delà de son axe d'articulation central; l'extrémité de ce prolongement 51 est monté à articulation autour du pivot 43 constituant le deuxième axe vertical fixe.The connecting bars of each axle each consist of a set of two bars 46 (respectively 48) fixed to the ends of the axle and connected to a part 47 (respectively 49). These two parts 47 and 49 are articulated one on the other about a non-visible central vertical axis corresponding to the point of articulation 10. One of these parts, part 49 in the example shown, comprises a extension 51 beyond its central axis of articulation; the end of this extension 51 is mounted at articulation around the pivot 43 constituting the second fixed vertical axis.

Conformément à l'invention, la charge de la caisse est répartie sur les deux essieux de chaque ensemble au voisinage des roues. Comme on peut le voir en particulier sur la figure 5, une extrémité de la caisse représentée par la pièce 41 comporte deux ailes 52 au niveau de chacune des roues 54 et 55; ces ailes servent à reporter le poids de la caisse sur chacun des essieux de chaque ensemble. Compte tenu du mouvement relatif de la caisse et des essieux, ce report de poids s'effectue avantageusement au moyen de lisoirs 53 solidaires de la traverse 56. Ces lisoirs sont des pièces de frottement utilisées dans le domaine ferroviaire pour recevoir une partie du poids de la caisse et le transmettre à la traverse. L'utilisation de lisoirs permet d'obtenir un report de charge tout en autorisant un mouvement quelconque des deux pièces en appui l'une sur l'autre.In accordance with the invention, the load of the body is distributed over the two axles of each assembly in the vicinity of the wheels. As can be seen in particular in Figure 5, one end of the body represented by the part 41 has two wings 52 at each of the wheels 54 and 55; these wings are used to transfer the weight of the body to each of the axles in each set. Taking into account the relative movement of the body and the axles, this weight transfer is advantageously carried out by means of readers 53 secured to the crosspiece 56. These readers are friction parts used in the railway sector to receive part of the weight of the body and transmit it to the sleeper. The use of sideboards makes it possible to obtain a load transfer while allowing any movement of the two parts bearing on one another.

A la place des lisoirs, on peut également utiliser des ressorts de torsion; ces ressorts de torsion permettent également d'absorber les mouvements relatifs de la caisse et de l'essieu, et l'utilisation de ces reports de torsion permet également d'obtenir une suspension et de supprimer les suspensions primaires 57 que l'on peut voir au niveau de chaque roue sur la figure 4.Instead of sideboards, torsion springs can also be used; these torsion springs also make it possible to absorb the relative movements of the body and the axle, and the use of these torsion reports also makes it possible to obtain a suspension and to remove the primary suspensions 57 which can be seen at each wheel in Figure 4.

On peut également utiliser des chemins de roulement à billes ou à rouleaux à la place de lisoirs pour reporter la charge de la caisse. L'utilisation de ces chemins de roulement présente l'avantage qu'ils présentent un couple de freinage moins élevé que les lisoirs.Ball or roller tracks can also be used in place of side rails to transfer the load from the box. The use of these raceways has the advantage that they have a lower braking torque than the sideboards.

L'invention permet donc de mieux répartir la charge et également d'éliminer les poutres qui transmettent la charge du centre du bogie aux essieux dans le cas d'un bogie; ceci simplifie la réalisation des ensembles par rapport au bogie et il en résulte un allégement de la structure de ces ensembles. La répartition de la charge en quatre points limite les mouvements de roulis.The invention therefore makes it possible to better distribute the load and also to eliminate the beams which transmit the load from the center of the bogie to the axles in the case of a bogie; this simplifies the production of the assemblies with respect to the bogie and this results in a reduction in the structure of these assemblies. The distribution of the load at four points limits the roll movements.

Par rapport aux véhicules comportant deux essieux radiaux tels que décrits plus haut, l'invention permet pratiquement de doubler la charge du véhicule en maintenant une charge à l'essieu constante; ainsi par exemple, si l'on admet une charge de 22,5 tonnes par essieu, il est possible de réaliser des véhicules ferroviaires de poids important.Compared to vehicles with two radial axles as described above, the invention makes it possible to practically double the vehicle load by maintaining a constant axle load; for example, if we accept a load of 22.5 tonnes per axle, it is possible to make heavy rail vehicles.

Un autre avantage de l'invention réside dans la diminution du taux de déchargement dans les rachats de dévers; c'est-à-dire que dans les entrées de courbes avec dévers, aucune roue n'est déchargée du fait que les deux essieux sont indépendants.Another advantage of the invention resides in the reduction of the unloading rate in the buy-backs of cant; that is to say that in the entrances of curves with cant, no wheel is unloaded because the two axles are independent.

En outre, les quatre points de frottement de la caisse sur chaque ensemble de deux essieux permettent la limitation des mouvements de roulis.In addition, the four friction points of the body on each set of two axles allow the limitation of roll movements.

Claims (9)

1. Rail vehicle comprising two assemblies of two axles which can turn relative to the body and where each axle (2) comprises a horizontal articulated bar (5, 6), a first end being fixed orthogonally onto the mid point (7) of the axle, a first articulated bar (5) being fixed at its second articulated end onto the second articulated bar (6) at a point of articulation (10) equidistant between the two axles (2) and the said second articulated bar (6) includes an extension (14) beyond the said point of articulation (10), the free end of the said extension being fixed to form an articulation on a second vertical median axis (9) on the chassis (1), characterised in that the load of the body is applied in the vertical plane of each axle at two points close to the wheels, and in that, for each of the said assemblies:
― the two axles (2) are connected together by a horizontal linking bar (4) articulated at its mid point onto a first fixed vertical median axis (8) on the chassis and fixed to form an articulation at each of its ends on the mid point (7) of the axle (2), and
― the distance (a) separating the two first vertical axes (8) of rotation for the two linking bars, the length (n) of the extension (14) of the second articulated bar and the half-length (b) between the two axles (2) of the same assembly (11, 12) in a position forming a straight line comply approximately with the relationship:

n = 2b² a - 2b
Figure imgb0004
2. Vehicle in accordance with claim 1, characterised in that the axles include cross members located in a plane differing from the horizontal plane for the axis of the wheels.
3. Vehicle in accordance with claim 1 or 2, characterised in that the load of the body is applied by means of transoms.
4. Vehicle in accordance with claims 1 and 2, characterised in that the load of the body is applied by means of torsion springs.
5. Vehicle in accordance with claim 1 or 2, characterised in that the load of the body is applied by means of ball bearing units or roller bearing units.
6. Rail vehicle in accordance with one of claims 1 to 5, characterised in that the length of the linking bar (4) is slightly variable in order that it may be reduced on the curves.
7. Rail vehicle in accordance with one of claims 1 to 5, characterised in that the length of the articulated bars (5, 6) is slightly variable in order that it may be increased on the curves.
8. Vehicle in accordance with any one of claims 1 to 7, characterised in that the two fixed vertical axes (9) are positioned towards the end of the rail vehicle relative to the first fixed vertical axis (8).
9. Rail vehicle in accordance with any one of claims 1 to 7, characterised in that the second fixed vertical axes (9) are positioned towards the mid point of the vehicle relative to the corresponding first fixed vertical axis (8).
EP88400078A 1987-01-16 1988-01-15 Rail vehicle having its load distributed among the four axles which are rotatable relative to the superstructure Expired - Lifetime EP0277059B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88400078T ATE66650T1 (en) 1987-01-16 1988-01-15 RAIL VEHICLE WITH LOAD DISTRIBUTION ON THE FOUR AXLES, ADJUSTABLE WITH RESPECT TO THE BODY.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8700479A FR2609677B1 (en) 1987-01-16 1987-01-16 RAIL VEHICLE WITH FOUR AXLES ORIENTED TO THE BODY
FR8700479 1987-01-16

Publications (2)

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EP0277059A1 EP0277059A1 (en) 1988-08-03
EP0277059B1 true EP0277059B1 (en) 1991-08-28

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EP88400078A Expired - Lifetime EP0277059B1 (en) 1987-01-16 1988-01-15 Rail vehicle having its load distributed among the four axles which are rotatable relative to the superstructure

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EP (1) EP0277059B1 (en)
JP (1) JPH078647B2 (en)
AT (1) ATE66650T1 (en)
CA (1) CA1311966C (en)
DE (1) DE3864409D1 (en)
ES (1) ES2025296B3 (en)
FR (1) FR2609677B1 (en)
GR (1) GR3002709T3 (en)
ZA (1) ZA88301B (en)

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US5191841A (en) * 1992-02-18 1993-03-09 Harsco Corporation Railroad bogie and rail grinder using the bogie
US5199359A (en) * 1992-05-20 1993-04-06 Innotermodal Inc. Steerable rail-bogie
WO2007051250A1 (en) * 2005-11-03 2007-05-10 Accu-Trakka Pty Ltd Improvements in rail wagon and road trailer arrangements
FR2921326B1 (en) * 2007-09-24 2009-11-13 Henri Guillemaut RAILWAY BOGGY WITH ORIENTABLE WHEELS ACCORDING TO THE CURVATURE OF THE WAY
WO2013061641A1 (en) * 2011-10-26 2013-05-02 新日鐵住金株式会社 Method and device for steering bogie of railway vehicle, and bogie
KR101352047B1 (en) * 2012-11-13 2014-01-22 한국철도기술연구원 Driving stabilization device for bogie of the transcontinental railway vecles

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Publication number Publication date
US4986191A (en) 1991-01-22
GR3002709T3 (en) 1993-01-25
FR2609677B1 (en) 1991-12-27
JPS63279967A (en) 1988-11-17
ATE66650T1 (en) 1991-09-15
FR2609677A1 (en) 1988-07-22
ES2025296B3 (en) 1992-03-16
EP0277059A1 (en) 1988-08-03
CA1311966C (en) 1992-12-29
DE3864409D1 (en) 1991-10-02
ZA88301B (en) 1988-09-28
JPH078647B2 (en) 1995-02-01

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