EP0749881A1 - Railway vehicles for an optimised use of the clearance gauge of railway tracks - Google Patents

Abstract

The rail vehicle has a chassis (19) which has towards each of its ends a pivoted bogey (11). The bogey pivot comprises two rods (41,42) which are arranged so that the bogie pivots about a fictitious axis (16) moved backwards to the vehicle middle. A control (50) angularly positions the bogey relative to the chassis about the pivot axis as a function of the angle between the vehicle longitudinal axis (17) and the track direction at the vehicle end supported by the bogey. The pivoting rods are located either side the vehicle axis and connect the chassis to a bogey support plate (40). The rods are pivoted on the chassis and on the plate and extend in the respective convergent directions (47,48). The intersection point of these directions is displaced towards the middle of the vehicle.

Description

The present invention is in the field of rail transport and aims to optimize the use of the gauge of the tracks by rail vehicles, in particular freight wagons, and more particularly wagons intended for the transport of road vehicles or containers. , in the context of what is commonly called rail-road transport or the rail motorway. The invention is however also applicable in the case of passenger rail transport, insofar as passenger transport cars are also subject to compliance with the templates defined for railways.

The general problem which arises is to respect the established gauges of the railways. These templates are conventionally defined by an outline of shape and position defined with respect to the axis of the railway. Vehicles must be designed so as to remain within the limits of this gauge when traveling on the tracks, and this in all situations, in particular in the curves of the track.

It is indeed in the curves that the axis of the vehicle moves the most relative to the axis of the track. The middle of the vehicle body is then offset towards the inside of the curve and its ends, cantilevered with respect to the wheels, are offset towards the outside of the curve, as seen in the figure 1 of the accompanying drawings, where the curvature of the track has been deliberately exaggerated to illustrate the offsets mentioned above. It will also be noted that the bogies are conventionally pivotally mounted on the chassis, so as to follow the curvature of the track, while the longitudinal axis of the vehicle intersects the curved axis of the track.

In order to maximize the available interior capacity or space of passenger cars, or to increase the usable transportable volume of freight wagons, rail vehicle designers always seek to make maximum use of the size of existing rail lines .

Thus, for a vehicle of given length, and to obtain the widest possible vehicle over its entire length, it is sought that the offset from the middle of the body towards the inside of the curve and the offset from the ends towards the outside of the curve are substantially equal. In other words, the length and width of the vehicle are determined so that, in all the curves of the lane where the vehicle will be driven, it remains within the limits of the outline defined by the gauge while approaching as many of these limits as possible.

This leads to placing the wheels, axles or bogies back towards the middle of the vehicle, practically at the intersection of one axis of the curved track and the axis of the vehicle, the latter being positioned to occupy at maximum authorized template. This results in a significant overhang between the ends of the vehicle and the wheels, as can be clearly seen in FIGS. 1 and 2.

As the ends of the vehicles must necessarily be located at a level above the wheels, the height available at the said ends is limited and only the central part of the vehicle, between the wheels or bogies, can be used to a maximum height, by lowering the as close as possible to the rails the chassis or floor of this central part. This, in combination with the need to bring the axles or bogies closer to each other to make maximum use of the available width of the template, therefore leads to the fact that the maximum height can only be used on one relatively short length, for example only about two thirds of the total length of the vehicle.

This then poses a problem in the case of certain vehicles where maximum use of the available height is sought, for example for double-decker passenger cars or wagons intended for the transport of large containers or road vehicles, in as part of the rail highway. In fact, as will be readily understood, optimal use of the height can only be achieved at the expense of the usable length, the cantilevered ends being unused. Conversely, reducing these overhangs by making a vehicle with wheels or bogies located more towards the ends of the vehicle, means no longer using the full width of the template optimally.

The present invention aims to solve these problems and aims in particular to allow an optimization of the use of the templates, both in width and in height, while offering a useful length, available at a level located as close as possible to the rails, as large as possible. The invention aims in particular to allow the transport by rail of large road vehicles, both in height and in length, using maximum available templates.

With these objectives in view, the invention relates to a rail vehicle conventionally comprising a chassis which comprises towards each of its ends a bogie which can pivot relative to the chassis and characterized in that it comprises means of articulation of the bogie by relative to the chassis, arranged so that the bogie can pivot relative to the chassis about a fictitious pivot axis offset towards the middle of the vehicle, and means for controlling the angular positioning of the bogie relative to the chassis around said pivot axis offset as a function of the angle between the longitudinal axis of the vehicle and the direction of the track at the end of the vehicle supported by the bogie.

The invention in fact makes it possible to place the bogies or axles as close as possible to the ends of the vehicle, which therefore releases the greatest possible length between the bogies of the same vehicle, while retaining the pivot point of the bogie relative to to the chassis substantially where it should be to ensure maximum use of the width of the template. This will be better understood by comparing the drawings in FIGS. 1 and 3, which represent wagons of the same length and width placed on a curved track and using the gauge optimally; in the case of FIG. 1 which corresponds to the prior art, the bogies are located at the intersections of the longitudinal axis of the wagon with the axis of the curved track and have their central pivot axes located at these intersections ; in the case of FIG. 3 which corresponds to the present invention, the bogies are separated as much as possible from one another, but the wagon remains however inscribed in the gauge due to the pivoting of the bogies around a pivot axis fictitious shifted towards the middle of the wagon and situated substantially at the level of said intersections of the axis of the wagon and the axis of the track.

It is specified that in the present description, the term "bogie" must be understood as designating not only the conventional bogies in which several axles are mounted on the same structure forming the own chassis of the bogie, but also as encompassing equivalent structures which would not include only one axle.

In bogie vehicles of known type, the bogies are mounted pivoting about a central axis, which allows their self-alignment on the track by the only interaction of the wheels with the rails, which creates a torque on the bogie having the effect of rotating it relative to the chassis of the vehicle when the latter is on a portion of a curved track. In this case, the torque required to pivot the bogie is low because the pivot axis is located in the center of the bogie and therefore the axles and the wheels are symmetrical with respect to this axis.

In the case of the present invention, the self-alignment of the bogie on the track could theoretically also be obtained, by pivoting around the geometric axis of the fictitious pivot. However, as the pivot axis is offset from the center of the bogie, there is then no symmetry of the wheels with respect to this axis, and the necessary pivot torque would lead to the wheels exerting on the rails very large transverse forces, unacceptable under normal traffic conditions, all the more so since, at the level of the bogie, the direction of the track is not exactly that determined by the straight line passing through the center of the bogie and the pivot axis, as will be seen better in the following description.

To avoid such excessive efforts, a solution would then consist in that, in addition to the pivoting around the offset fictitious pivot, the bogie itself is pivotally mounted around its central axis, as in the prior art. But then in a curve, the bogie could pivot around its own central axis without the required pivoting occurring around the offset pivot axis. We would then find ourselves in the situation of a pivot axis located at the very end of the vehicle, with a large offset from the middle of the vehicle towards the center of the curve of the track, and consequently non-compliance with the gauge.

In addition, due to the existence of two pivot axes (the offset pivot axis and the central pivot axis of the bogie), the positioning of the chassis relative to the track could no longer be guaranteed even in a straight line.

This is why, in accordance with the invention, means are provided for controlling the angular positioning of the bogie relative to the chassis around the pivot axis offset as a function of the curvature of the track, which make it possible to fix the amplitude of the pivoting movement around the offset pivot axis, while allowing the free alignment of the bogie on the track by pivoting around its own central axis.

According to an embodiment of the invention particularly suitable for allowing the pivoting movements indicated above while freeing the greatest possible length possible between the bogies, the said means of articulation of the bogie relative to the chassis comprise two rods arranged on either side of the vehicle axis and connecting the chassis to a bogie support plate, the said links being articulated on the chassis and on the said support plate, and extending in respective concurrent directions, the point of intersection of said directions being offset towards the middle of the vehicle with respect to the bogie.

In the classic case where the vehicle is substantially symmetrical with respect to its vertical longitudinal plane, said point of intersection is located on the median axis of the vehicle when the bogie is itself centered on said median axis, so that the offsets of the ends of the vehicles towards the outside of the curve are identical regardless of the direction of the curvature of the track. However, in the case of a non-symmetrical vehicle, the offsets of the ends or of the central part would not lead to equivalent overall dimensions depending on whether the vehicle is traveling on a curved track to the right or to the left, an optimization of the use of the template may be obtained by arranging the links so that the point of intersection of their directions is offset laterally relative to the median axis of the vehicle.

The links thus form, on the one hand, the chassis of the vehicle and, on the other hand, the support plate, a deformable quadrilateral whose vertices are formed by the articulations of the links on the chassis and on the support plate.

Any movement of the support plate relative to the chassis, in a horizontal plane, is therefore controlled by the limited possibilities of deformation of said quadrilateral, and results in a displacement of the bogie, which is connected to said plate, according to a relative trajectory with respect to the chassis, which is substantially an arc of a circle whose center constitutes the fictitious pivot axis offset towards the middle of the vehicle. This center is substantially located at the point of intersection of the directions of the links when the vehicle is in the traffic position on a straight track. This trajectory is not in fact exactly circular, but can be assimilated to it within the limit of the amplitudes of displacement practically necessary, which remain small taking into account the large radii of curvature of the railways, and the position of the pivot axis offset therefore remains in these conditions substantially fixed relative to the chassis.

Consequently, as soon as said support plate is brought to take a particular direction of orientation relative to the vehicle, due to a curvature of the track, this results in a simultaneous transverse displacement of said plate and bogie with respect to the vehicle, according to the substantially circular trajectory already mentioned, which leads to the offset of the end of the vehicle towards the outside of the curve formed by the railway, and thus to the desired optimal use of the gauge.

So that said plate is brought to take a as a particular direction of orientation which is a function of the curvature of the track, said means for controlling the angular position of the bogie comprise, according to a preferred embodiment, a connecting bar with a second vehicle, this bar being rigidly connected with the said support plate. Thus, when the two vehicles are in a portion of a curved track, the said bar, which is practically parallel to the axis of the track, forms an angle with the longitudinal direction of the first vehicle, and determines the direction of particular orientation. of the support plate indicated above.

As will be understood, a reference is therefore sufficient giving the said support plate an indication representative of the curvature of the track, that is to say practically of a third reference point of the track being added at the two points formed by the two bogies of the vehicle. This third point giving an indication of the curvature of the track could also be formed by an element of the vehicle itself, instead of a second vehicle, for example by an intermediate axle, mechanically connected to the support plates of the end bogies. .

• des moyens de guidage pour guider un déplacement du pivot de bogie par rapport au châssis, transversalement à la direction de l'axe longitudinal,
• deux biellettes disposées de part et d'autre de l'axe du véhicule et reliant le châssis à une traverse de positionnement angulaire, les dites biellettes étant articulées sur le châssis et sur la dite traverse et s'étendant selon des directions respectives concourantes, le point d'intersection des dites directions étant décalé vers le milieu du véhicule par rapport au bogie,
• une barre de liaison avec un second véhicule, cette barre de liaison étant liée à la dite traverse de manière à conserver une orientation constante de la direction de la barre de liaison par rapport à la dite traverse, et étant par ailleurs liée au pivot de bogie de manière à provoquer un déplacement transversal du bogie par rapport au châssis en fonction de la position angulaire de la barre de liaison par rapport à l'axe longitudinal du véhicule.

According to an alternative embodiment, the rail vehicle comprises:

• guide means for guiding a movement of the bogie pivot relative to the chassis, transverse to the direction of the longitudinal axis,
• two rods arranged on either side of the vehicle axis and connecting the chassis to an angular positioning crossmember, the said rods being articulated on the chassis and on the said crossmember and extending in respective concurrent directions, the point of intersection of said directions being offset towards the middle of the vehicle with respect to the bogie,
• a link bar with a second vehicle, this connecting bar being linked to said cross member so as to maintain a constant orientation of the direction of the connecting bar relative to said cross member, and being moreover linked to the bogie pivot so as to cause a transverse displacement of the bogie relative to the chassis as a function of the angular position of the connecting rod relative to the longitudinal axis of the vehicle.

As will be better understood in the description which will be made later, this variant makes it possible to avoid that, following the movement of the bogie pivot relative to the chassis in a curve of the track, the bogie moves towards the middle of the wagon. Because the connecting bar is linked to the bogie pivot and that the latter is guided transversely on the chassis, the tensile forces are then essentially supported by said guide means and no longer by the rods.

The guide means can be arranged so that the transverse movement of the bogie pivot is rectilinear. Preferably, however, the means for guiding the bogie pivot are arranged so that the transverse displacement of the bogie pivot takes place in an arc having a pivot axis located on the longitudinal axis of the vehicle, between the pivot bogie and the end of the vehicle.

In the latter case, in a curved track, the bogie pivot moves transversely but also towards the end of the wagon, which at least partly compensates for the displacement of the bogie towards the middle of the wagon, due to the pivoting of the bogie around its pivot.

According to yet another arrangement of this variant, the said means for guiding the bogie pivot comprise a third link pivoting around the pivot axis, the bogie pivot is fixed on the link bar, and the link bar is mounted swivel on the third link around the bogie pivot and guided in translation relative to said crosspiece.

Other characteristics and advantages of the invention will appear in the description which will be given of a wagon in accordance with the invention and of the system for connecting two such wagons, as well as of several alternative embodiments.

• la figure 1 est une représentation schématique en vue de dessus d'un wagon selon l'art antérieur, dans une portion de voie courbe,
• la figure 2 est une vue latérale d'un tel wagon comportant un plancher surbaissé dans sa partie centrale,
• la figure 3 est une représentation schématique en vue de dessus d'un wagon conforme à la présente invention, situé dans une portion de voie de même courbure que celle représentée figure 1,
• la figure 4 est une vue latérale du wagon de la figure 3,
• la figure 5 est une vue de dessus du système de liaison de deux wagons conformes à l'invention, lorsqu'ils sont situés sur une portion de voie rectiligne,
• la figure 6 est une vue de dessus du système, lorsque les wagons se trouvent sur une portion de voie courbe,
• la figure 7 est une vue de dessus partielle du système de liaison comportant des moyens d'amortissement de chocs, dans un premier mode de réalisation,
• la figure 8 est une vue partielle d'une variante de réalisation des moyens d'amortissement de chocs, utilisable dans un système de liaison conforme à l'invention,
• la figure 9 est une vue latérale d'une extrémité d'un wagon selon l'invention,
• la figure 10 est une vue de dessus d'une première variante du système de liaison, dans le cas d'une liaison entre un wagon conforme à l'invention et un autre wagon, tous deux situés dans une portion de voie rectiligne,
• la figure 11 est une vue de dessus de cette première variante lorsque les wagons sont situés dans une portion de voie courbe,
• la figure 12 est une vue de dessus d'une deuxième variante du système de liaison, dans le cas d'une liaison entre un wagon conforme à l'invention et un autre wagon de type classique,
• la figure 13 est une vue de dessus d'un autre mode de réalisation de l'invention, utilisable dans des rames de wagons spéciaux comportant des bogies communs à deux wagons adjacents,
• la figure 14 est une vue de dessus montrant la liaison supplémentaire des wagons utilisée dans le mode de réalisation de la figure 13,
• la figure 15 est une vue d'une variante, également adaptée pour des rames de wagons comportant des bogies communs à deux wagons adjacents,
• la figure 16 est une vue latérale schématique d'une extrémité d'un wagon dans une troisième variante de réalisation,
• la figure 17 est une vue de dessus, considérée au niveau du plan P-P de la figure 16, lorsque les wagons se trouvent sur une portion de voie rectiligne,
• la figure 18 est une vue similaire, dans une portion de voie courbe.

Reference is made to the appended drawings in which:

• FIG. 1 is a diagrammatic view from above of a wagon according to the prior art, in a portion of a curved track,
• FIG. 2 is a side view of such a wagon comprising a lowered floor in its central part,
• FIG. 3 is a schematic representation in top view of a wagon in accordance with the present invention, located in a portion of track of the same curvature as that shown in FIG. 1,
• FIG. 4 is a side view of the wagon of FIG. 3,
• FIG. 5 is a top view of the system for connecting two wagons according to the invention, when they are located on a portion of straight track,
• FIG. 6 is a top view of the system, when the wagons are on a portion of curved track,
• FIG. 7 is a partial top view of the connection system comprising shock absorption means, in a first embodiment,
• FIG. 8 is a partial view of an alternative embodiment of the shock absorbing means, usable in a connection system according to the invention,
• FIG. 9 is a side view of one end of a wagon according to the invention,
• Figure 10 is a top view of a first variant of the connection system, in the case of a connection between a wagon according to the invention and another wagon, both located in a portion of straight track,
• FIG. 11 is a top view of this first variant when the wagons are located in a portion of a curved track,
• FIG. 12 is a top view of a second variant of the connection system, in the case of a connection between a wagon according to the invention and another wagon of conventional type,
• FIG. 13 is a top view of another embodiment of the invention, usable in the sets of special wagons comprising bogies common to two adjacent wagons,
• FIG. 14 is a top view showing the additional connection of the wagons used in the embodiment of FIG. 13,
• FIG. 15 is a view of a variant, also suitable for trainsets of wagons comprising bogies common to two adjacent wagons,
• FIG. 16 is a schematic side view of one end of a wagon in a third alternative embodiment,
• FIG. 17 is a top view, seen at the level of the plane PP of FIG. 16, when the wagons are on a portion of straight track,
• Figure 18 is a similar view, in a portion of a curved track.

In Figure 1, there is shown, only by its outline, a wagon 1 of the conventional type, in a portion of curved track 2, of axis 21, and whose rails 22 are only partially shown. The plots 31, 32 represent the lateral limits of the gauge of the track. Each bogie 11 of the wagon is conventionally mounted pivoting about its central axis 12, in a fixed position relative to the wagon. To make the best use of the template available in such a curve, the dimensions of the wagon are conventionally determined so that the angles 13 of the wagon approach as close as possible to the outer limit 31 of the template, while the blank of the wagon in its central part 14 is flush with the internal limit 32 of this template. Therefore, the bogies 11 are necessarily relatively distant from the ends of the wagon, and as seen in Figure 2, if such a wagon has a lowered chassis part 15 in its central part, this lowered part can only have '' a length significantly reduced compared to the total length of the wagon.

The drawing of FIG. 3 represents, on the same portion of curved track, a wagon 10 according to the invention, having the same external dimensions as wagon 1. Each bogie 11 is located very close to the end of wagon 10 and pivots around a geometric axis 16 offset towards the middle of the wagon with respect to its own central axis 12. It will be noted that the axes 16 are situated with respect to the wagon in a position substantially identical to that where the axes of the bogies of the wagon 1, that is to say substantially at the intersection of the longitudinal axis 17 of the wagon and the curved axis 21 of the track.

The drawing in FIG. 4 shows that, thanks to the distance of the bogies from each other, the lowered central part 18 of such a wagon can have a length considerably greater than in the case of a wagon 1 of the classic type.

The drawing of Figure 5 shows a first embodiment of a connection between two wagons 10, 10 'according to the invention. Each bogie 11 is pivotally mounted on a support plate 40 by means of a pivot of conventional type, of axis 12. Two connecting rods 41, 42 connect the lateral edges of the support plate 40 to the chassis 19 of the wagon 10, in being respectively articulated on said plate and the chassis by joints 43, 44, 45, 46. The longitudinal directions 47, 48 of the links 41, 42 are concurrent on the axis 17 of the wagon at a point corresponding to the position of the geometric axis 16 constituting the fictitious pivot axis, when, as shown in Figure 5, the two cars 10, 10 'are aligned on a portion of straight track.

The support plate 40 of the wagon 10 is connected to a corresponding support plate 40 'of the wagon 10' by a connecting bar 50.

As seen in Figure 9 the links 41, 42 extend substantially horizontally, and load transmission means, symbolically represented in Figure 9 by the references 81 and 82, are placed between the one hand the plate support 40 and possibly said connecting bar 50, and on the other hand the chassis 19 of the wagon to partially support the weight of the latter while allowing a horizontal relative movement between the chassis and the support plate. Such load transmission means are known, and in particular may be sliding elements such as friction plates or smoothers of the type used in conventional rail vehicles between the bogies and the chassis of these vehicles. Such smoothers, not shown, are also used in a conventional manner directly between the bogie chassis and the wagon chassis, to support most of the weight of the wagon. It will also be possible to use load transmission elements fixed on said support plate and the chassis of the wagon and elastically deformable horizontally, such as rubber sandwich blocks, or even pneumatic suspensions or curved sliding runners or any other devices. equivalents allowing a horizontal movement of sufficient amplitude between the support plate and the wagon.

To illustrate the fictitious pivot effect obtained by means of the link system which has just been described, FIG. 6 shows the connection system in the position it takes when the wagons 10, 10 'are on a portion of curved track.

It is specified that the track curvatures shown in this FIG. 6, as in the other appended drawings illustrating situations occurring in curved track, have been deliberately exaggerated to facilitate the readability of the drawings and the understanding of the kinematics of the pivoting movements; in practice, the position of the fictitious pivot axis 16 remains, in the various possible curvatures of the tracks, substantially at the same point relative to the chassis of the wagon, due to the actual deflection of the bogie relative to the wagon, which is clearly weaker than what is shown in these drawings.

As can be seen in FIG. 6, when the wagons form an angle between them due to the curvature of the track, the connecting bar remains substantially oriented in the direction of the track at the junction between the wagons, and this direction forms an angle β with the axis 17 of the wagon. It follows that the quadrilateral formed by the joints 43, 44, 45, 46 is deformed, the support plate 40 moves laterally relative to the wagon, driving the central pivot axis 12 of the bogie along a substantially arcuate path of a circle of angle "a" having for center the fictitious pivot axis 16. The relative lateral displacement of the wagon relative to the support plate causes the angle 13 of the wagon to shift towards the outside of the curve, which allows maximum use of the available template, as explained above.

As will be understood, it is necessary, to ensure the movements explained above, that the connection between the support plates of the two wagons is rigid, since it is in fact the position of the second wagon relative to the first which determines the pivoting angle of the bogie around the axis 16. It is however preferable, to ensure shock absorption at the level of the connection between wagons, to provide means acting in the manner of buffers used in conventional wagons. For this, the connecting bar 50 is formed of two parts movable with respect to each other in only the longitudinal direction of the bar, and comprises means for elastic connection of these two parts.

In a first embodiment, represented in FIG. 7, each part 51, 52 of the bar 50 is formed in one piece with the support plate of a wagon and comprises a rod 53 forming a sliding piston in a bore 54 of the 'other part, and elastic elements, such as the springs 55, 56 are arranged on the rod 53 so as to ensure the transmission of forces between the two parts 51, 52 when the two wagons tend to approach or move away one of the other.

In a second embodiment shown in FIG. 8, each of the two parts of the bar is produced in the form of a system of spring cylinders 56, the respective rods of which are connected to a coupling plate 57, and the said plates of couplings of the two wagons are rigidly linked to each other, by removable connection means 58, so as to ensure in service the maintenance in rectilinear alignment of the two parts during the movements of said systems with jacks, while allowing the uncoupling of the wagons.

The drawings of FIGS. 10 and 11 illustrate a particular embodiment intended to couple a wagon 10 according to the invention with a second wagon 10 ", for example a short wagon, comprising a bogie 11" pivoting around its own central pivot having an axis 12 "fixed relative to the second wagon. The connecting bar 50", which is linked as indicated above to the support plate 40 of the first wagon 10, is moreover articulated directly, by its opposite end 51 ", on said central pivot 12" of the bogie 11 "of the second vehicle. In a track curve, as shown in FIG. 11, the effect of the connecting bar on the first wagon 10 is identical to that which has been described previously, and the second wagon 10 "will behave like a conventional wagon.

This latter embodiment however requires an adaptation of the second 10 "wagon to ensure the attachment of the connecting bar. To avoid this problem and allow the coupling of a wagon according to the invention to any other type of wagon conventional, another particular embodiment, shown in FIG. 12, is used, in which case the wagon 10 includes an adapter 60 allowing it to be hitched, by common coupling means 61 with hook, to a second rail vehicle 10 "' conventionally comprising a bogie 11 pivoting around its own central pivot having a fixed axis on the second vehicle. The adapter 60 comprises an intermediate plate 62 connected by two secondary links 63, 64 to the end 65 of the connecting bar opposite the support plate 40. Said intermediate plate 62 also carries the means 61 for coupling to the second vehicle and conventional buffers. The secondary links 63, 64 extend respectively in concurrent directions substantially on the axis 12 "'of pivot of the bogie of the second vehicle.

It will easily be understood that, insofar as the coupling means 61 ensure a sufficiently rigid connection of the intermediate plate 62 with the wagon 10 "', this variant is functionally similar to the system shown in FIGS. 10 and 11, the secondary links 63, 64 used to reconstruct a fictitious pivot for the bar 50, equivalent to the 12 "pivot of figure 10, without the need to modify the wagon 10 "'.

FIGS. 13 to 15 illustrate another embodiment of the invention, in which the ends of two adjacent wagons 70, 71 are supported by the same bogie 72. As can be seen in FIG. 13, the support plates 73, 74, which are connected by the links 75 to the two wagons, form with the connecting bar 76 a support assembly for the bogie 72, the latter being pivotally mounted on the said support assembly about its central axis 77. Because of this central pivot, combined with the articulated connections of the connecting rods 75, this support assembly would have a certain freedom of rotational movement, which would not guarantee its alignment on the axis of the track. This is why the two wagons also have their respective ends connected by a system of horizontal crossed rods 78 (see FIG. 14) preventing this freedom of rotation of the assembly 73, 74, 75 and therefore preventing relative movement of the ends of the wagons transverse to the track, while allowing their simultaneous offset in the same direction, towards the outside of the curve, when the wagons are on a portion of curved track.

In the variant of FIG. 15, the maintenance of said support assembly allocated on the track is simply ensured by securing the bogie to said support assembly, the alignment then resulting from the centering of the axles of the bogie between the rails. In such a variant, said support assembly 79 in fact constitutes the own chassis of the bogie.

The drawings of FIGS. 16 to 18 illustrate yet another alternative embodiment of the invention, particularly intended to allow a gain in available loading length, without increasing the total length of the wagon. Indeed, in the example shown in Figures 5 and 6, the two links 41, 42 allow to define the transverse position of the chassis of the vehicle 10, 10 ′ as a function of the angle β between the connecting bar 50 and the longitudinal direction of the wagon, but they can lead to a longitudinal displacement of the pivot 12 of the bogie, and therefore of the 'the whole bogie, towards the fictitious pivot, and therefore towards the middle of the wagon. This movement, combined with the rotation of the bogie about its pivot axis 12, requires providing a relatively large clearance between the bogie, when it is in its running position on a straight track, and the lowered part 89 of the chassis. The variant of Figures 16 to 18 eliminates these drawbacks by reducing the so-called longitudinal displacements of the bogie relative to the chassis of the wagon when the latter is on a portion of a curved track, by preventing such displacements towards the center of the wagon. In addition, as will be seen, the tensile forces undergone by the links 41, 42 are considerably reduced.

In this variant, a third link 90 is provided which connects the bogie pivot (axis 12) to a vertical pivot axis 91, situated towards the end of the wagon in its longitudinal median plane. This rod is constituted, in the example shown, of a kind of generally rectangular frame and comprising an arm 92 extending from one side of this frame and carrying at its end the said pivot axis 91. A spacer bar 93 and pivotally mounted on the frame 90 about a horizontal transverse axis 93 'and comprises a vertical pin 94 having as axis the axis 12 of the bogie pivot, this pin being mounted in a journalled manner in a bearing 95 of the bar link 96 which, as in the previous variants, carries the bogie pivot. A part 97 of the connecting bar, located towards the center of the wagon with respect to the axis 12 of the bogie pivot, is slidably mounted in the longitudinal direction of said bar in a guide 98 linked to a cross member of angular positioning 99 on which the two links 41, 42 are articulated, in a similar manner to the variants previously described. Thus, the orientation of the connecting bar 96 relative to the cross member 99 remains constant, and a variation of the angular position of the connecting bar relative to the longitudinal axis of the chassis causes a transverse displacement of the bogie pivot.

Smoothers (not shown) are used, conventionally in bogie wagons, between bogie chassis and wagon chassis to support most of the weight of the wagon and its load. The remaining part of the load is transmitted first to the frame 90 by sliding shoes 100, 101 fitted respectively on the said frame 90 and under the chassis of the wagon, then from the frame 90 to the link bar via on the one hand the spindle 94 and the bearing 95 and on the other hand elastic elements 102, and said bogie connecting bar by the conventional bogie pivot. The elastic elements 102 can for example be placed between the edges of the frame 90 and the legs 103 extending laterally from the connecting bar 96, and be made of rubber sandwich blocks or similar load transmission elements allowing a horizontal displacement of sufficient amplitude between said frame and said connecting bar. It will also be noted that these elastic elements allow relative pivoting of the connecting bar 96 relative to the frame 90 about the horizontal axis of the cross member 93, thus allowing a certain clearance of the connecting bar in a vertical plane, for allow the vehicle to cross the bumps or hollows in the profile along the track.

When the wagon is on a straight track portion, as shown in Figure 17, the connecting bar 96 extends in the longitudinal direction of the track. The tensile forces are transmitted from said connecting bar to the frame 90 by the pin 94 and the spacer bar 93, and from the frame 90 to the wagon chassis by the pivot axis 91, therefore without passing through the links 41, 42 .

When the wagon is on a curved track portion, as illustrated in Figure 18, the bogie rotates around its pivot axis 12, which would tend to bring one side of the bogie (the angle 104 indicated in the figure 18) of the lowered part 89 of the chassis. Furthermore, the connecting bar 96 then forms an angle with the longitudinal direction of the wagon and due to the guiding of the part 97 of the bar 96 in the cross member 99, transversely offset the pivot axis 12. Like the bogie pivot 12 is moreover constrained to move in an arc having as a center the pivot axis 91 fixed on the chassis, the bogie pivot then moves towards the end of the wagon. This displacement therefore at least partially compensates for the displacement, mentioned above, of the bogie towards the lowered part of the chassis, so that the clearance between the bogie and said lowered part can be reduced to a minimum, which, at constant total length of the wagon, leaves all the more room for the lowered area.

In this variant, the two links 41, 42 ensure, as in the preceding variants, the control of the angular position allowing the lateral offset of the end of the wagon relative to the track, and the third connecting rod (the frame 90) ensures the control of the longitudinal position of the bogie pivot.

Other means of achieving these functions may be used, in particular for ensuring transverse guidance of the bogie pivot preventing it from moving towards the middle of the wagon and even preferentially forcing it to move towards the end of the wagon during its lateral offset by relation to the median plane. For example, this guidance can be achieved, in place of the third pivoting link, by one or more rectilinear or curvilinear transverse slides.

It will also be noted that the connecting bar preferably comprises, between the two wagons which it connects, means 105 for guiding in rotation about its longitudinal axis, allowing relative pivoting of the two parts 96, 96 'of the bar connected respectively to each wagon, to avoid torsional stresses in this connecting bar. These guide means are produced so as to ensure the necessary alignment of the two parts of the bar, and can moreover allow relative movement of the two said parts in the axial direction and include elastic means acting as damping buffers.

The invention is particularly applicable to wagons for transporting containers or large road vehicles, such as those usable for the rail motorway, comprising between the bogies a lowered central platform. It can also apply to any other type of railway vehicle for which an optimization of the use of the gauge of the railway tracks is sought, both in width and in height, for example for passenger transport cars at two levels.

Claims (15)

Railway vehicle (10) comprising a chassis (19) which comprises towards each of its ends a bogie (11) which can pivot relative to the chassis, characterized in that it comprises articulation means 41, 42) of the bogie with respect to to the chassis, arranged so that the bogie can pivot relative to the chassis about a fictitious pivot axis (16) offset towards the middle of the vehicle, and means (50) for controlling the angular positioning (a) of the bogie by relation to the chassis around said pivot axis (16) as a function of the angle (β) between the longitudinal axis (17) of the vehicle and the direction of the track at the end of the vehicle supported by said bogie . Railway vehicle according to claim 1, characterized in that said means of articulation of the bogie relative to the chassis comprise two links (41, 42) arranged on either side of the vehicle axis and connecting the chassis to a bogie support plate (40), the said links being articulated on the chassis and on the said support plate, and extending in respective directions (47, 48) which are concurrent, the point of intersection of the said directions being offset towards the middle of the vehicle with respect to the bogie. Railway vehicle according to claim 2, characterized in that the said point of intersection of the directions of the links is located on the longitudinal median axis (17) of the vehicle when the bogie is itself centered on the said median axis. Railway vehicle according to one of claims 2 or 3, characterized in that it comprises sliding elements (81, 82) disposed between said support plate and the chassis. Rail vehicle according to one of Claims 2 or 3, characterized in that the said support plate (40) and the chassis (19) are connected by load transmission elements (81, 82) which are elastically deformable horizontally. Railway vehicle according to one of claims 2 or 3, characterized in that said means for controlling the angular position of the bogie comprise a bar (50) connecting with a second vehicle (10 '), this bar being rigidly connected with the said support plate (40). Railway vehicle according to claim 6, characterized in that it comprises an adapter (60) allowing its coupling to a second railway vehicle (10 "') comprising a bogie pivoting around its own central pivot having an axis (12"') fixed relative to said second vehicle, said adapter comprising an intermediate plate (62) connected by two secondary links (63, 64) at the end (65) of the connecting bar opposite the support plate (40), said intermediate plate also comprising means (61) for coupling to the second vehicle, and the secondary links extending respectively in concurrent directions substantially on the pivot axis (12 "') of the bogie of the second vehicle. System for connecting two railway vehicles according to Claim 6, characterized in that the said support plates (73, 74) of the two vehicles and the said connecting bar (76) form a support assembly for a bogie (72) common to both vehicles. Connection system according to claim 8, characterized in that the common bogie (72) is mounted, pivoting about its own central pivot axis (77), on the said support assembly and the two vehicles are moreover connected by their ends by a system of crossed rods (78). Connection system according to claim 8, characterized in that the bogie is integral with said support assembly (79). System for connecting a rail vehicle (10) according to claim 6 to a second rail vehicle (10 "), comprising an 11" bogie, pivoting around its own central pivot having an axis (12 ") fixed relative to said second vehicle, characterized in that said connecting bar (50 ") is articulated, towards its end (51") opposite to the support plate, on said central pivot of the bogie of the second vehicle. System for connecting a rail vehicle according to claim 6 to a second rail vehicle, characterized in that said connecting bar (50) is formed by two parts (51, 52) movable relative to each other in only the longitudinal direction of the connecting bar, and comprises means (54, 55) for elastic connection of the two said parts. Rail vehicle according to claim 1, characterized in that it comprises: - guide means (90, 91, 93) for guiding a movement of the bogie pivot (12) relative to the chassis, transversely to the direction of the longitudinal axis (17) - two rods (41, 42) arranged on either side of the vehicle axis and connecting the chassis to an angular positioning crossmember (99), the said rods being articulated on the chassis and on the said crossmember (99 ) and extending in respective directions (47, 48) which are concurrent, the point of intersection of said directions being offset towards the middle of the vehicle with respect to the bogie, - A bar (96) connecting with a second vehicle, this connecting bar being linked to said cross-member (99) so as to maintain an orientation constant of the direction of the connecting rod relative to said cross member, and being moreover linked to the bogie pivot so as to cause a transverse displacement of the bogie relative to the chassis as a function of the angular position of the connecting bar by relative to the longitudinal axis of the vehicle. Rail vehicle according to claim 13, characterized in that the means for guiding the bogie pivot are arranged so that the transverse movement of the bogie pivot takes place in an arc of circle having a pivot axis (91) located at its center. on the longitudinal axis (17), between the bogie pivot (12) and the end of the vehicle. Vehicle according to Claim 14, characterized in that the said means for guiding the bogie pivot comprise a third link (90) pivoting around the pivot axis (91), the bogie pivot is fixed on the connecting bar, and the connecting bar is pivotally mounted on the third link around the axis of the bogie pivot (12) and guided in translation relative to said cross member.

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