EP0749881B1 - 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 use gauge of track by rail vehicles, in particularly freight wagons, and more particularly still the wagons intended for transport of road vehicles or containers, in the framework of what is commonly called transport rail-road or even the rail motorway. The invention is however also applicable in the case of transport passenger rail, as far as cars passenger transportation are also subject to respect of the templates defined for the railways.

The general problem is to respect the established gauge of the railway tracks. These templates are conventionally defined by a shape and defined position in relation to the axis of the railway. Vehicles must be designed to remain within the limits of this gauge when traveling on the tracks, and this in all situations, in especially 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 way. The middle of the vehicle body is then offset towards the inside of the curve and its ends, cantilevered to the wheels, are offset towards the outside of the curve, as seen on the Figure 1 of the accompanying drawings, where the curvature of the track has was deliberately exaggerated to illustrate the deportations mentioned above. Note also that the bogies are conventionally mounted to pivot on the chassis, so as to follow the curvature of the track, while the longitudinal axis of the vehicle is intersecting by the curved axis of the track.

To maximize capacity or space interior available transport cars travelers, or to increase the useful volume transportable freight cars, designers of rail vehicles are still looking to use the gauge of existing rail lines as much as possible.

So, for a vehicle of given length, and for get the widest possible vehicle on all its length, we want the offset from the middle of the body towards the inside of the curve and the offset of outward ends of the curve be substantially equal. In other words, the length and the vehicle width are determined so that in all the curves of the lane where the vehicle is going to be brought to circulate, it remains within the limits of contour defined by the template while approaching the more possible from these limits.

This leads to placing the wheels, axles or bogies set back towards the middle of the vehicle, practically at level of the intersection of the axis of the curved track and the center line of the vehicle, the latter being positioned for occupy as much as possible the authorized template. This results in a large overhang between the ends of the vehicle and the wheels, as can be seen in Figures 1 and 2.

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

This then poses a problem in the case of some vehicles where it is wanted maximum use of the available height, for example for cars double-decker passengers or wagons intended for transport of large containers or road vehicles, as part of the highway rail. Indeed, as we will easily understand, an optimal use of the height cannot be done that to the detriment of the usable length, the cantilever ends being unused. Conversely, reduce these overhangs by making a vehicle with wheels or bogies located more towards ends of the vehicle, means no longer using any the width of the template optimally.

The object of the present invention is to resolve these problems and aims in particular to allow a optimization of the use of templates, both in width than height, while offering a length useful, available at a level closest to rails, which is as large as possible. The invention aims in particular to allow the transport by rail of large road vehicles, both in height only in length, using the templates as much as possible available.

With these objectives in view, the object of the invention is a railway vehicle conventionally comprising a chassis which has towards each of its ends a bogie that can pivot relative to the chassis, and means articulation of the bogie relative to the chassis, arranged so that the bogie can rotate relative to the chassis around a fictitious pivot axis, characterized in that the fictitious pivot axis is offset towards the middle of the vehicle, and in that the vehicle includes means for controlling the angular positioning of the bogie relative to the chassis around the 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 supported vehicle by the bogie.

The invention makes it possible in fact to place the bogies or axles as close as possible to the ends of the vehicle, which therefore gives the greatest possible length between bogies of the same vehicle, while retaining the bogie pivot point relative to the chassis noticeably where it needs to be to ensure maximum use of the width of the template. We will understand this better by comparing the drawings of figures 1 and 3, which represent wagons of the same length and width placed on a curved track and using the template optimally; in the case of Figure 1 which corresponds to the prior art, the bogies are located at the intersections of the axis longitudinal of the wagon with the center line of the curved track and have their central pivot axes located at these intersections; in the case of Figure 3 which corresponds in the present invention, the bogies are moved apart maximum of each other, but the wagon remains entered in the template due to the pivoting of the bogies around a fictitious pivot axis offset towards the middle of the wagon and located substantially at the level of the said intersection of the center line of the wagon and the center line of the track.

It is specified that in the present description, the term "bogie" should be understood as meaning not only the classic bogies in which several axles are mounted on the same structure forming the clean chassis of the bogie but also as including equivalent structures with only one axle.

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

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

To avoid such excessive efforts, a solution would then consist in that, in addition to the pivoting around the fictitious offset pivot, the bogie itself is mounted pivoting 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 about the axis taking place offset pivot. 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 track curve, and accordingly non-compliance with the template.

In addition, due to the existence of two axes of pivot (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, it is provided means for controlling the angular positioning of the bogie relative to the chassis around the pivot axis offset according to the curvature of the track, which allow to set the amplitude of the movement of pivot around the offset pivot axis, while authorizing the free alignment of the bogie on the track by pivot around its own central axis.

According to one embodiment of the invention particularly suitable for allowing movement of pivoting indicated above while releasing the most long available length possible between bogies, said means of articulation of the bogie relative to the chassis include two links arranged on the side and across the center line of the vehicle and connecting the chassis to a bogie support plate, said rods being articulated on the chassis and on the said plate support, and extending in respective directions concurrent, the point of intersection of the said directions being shifted towards the middle of the vehicle by compared to the bogie.

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

The rods thus form on the one hand the vehicle chassis and secondly the support plate, a deformable quadrilateral whose vertices are formed by the articulations of the rods 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 the said quadrilateral, and results in a displacement of the bogie, which is connected to said plate, according to a trajectory relative to the chassis, which is substantially a arc of a circle whose center constitutes the pivot axis fictitious shifted towards the middle of the vehicle. This center is appreciably located at the point of competition of the directions rods when the vehicle is in the position traffic on a straight track. This trajectory is not actually exactly circular, but can be there assimilated within the limit of the amplitudes of displacements practically necessary, which remain low given large radii of curvature of railways, and the position of the offset pivot axis therefore remains in these conditions substantially fixed with respect to the chassis.

Consequently, as soon as the said plate support is led to take a direction of orientation specific to the vehicle, due to a curvature of the track, this results in displacement simultaneous transverse of the said plate and the bogie by relative to the vehicle, along the trajectory substantially circular already mentioned, which leads to the deportation of the end of the vehicle towards the outside of the curve formed by the railway, and so in use desired optimal size.

So that said plate is brought to take a such particular direction of guidance that is function of the curvature of the track, the so-called means of bogie angular position control, according to a preferred embodiment, a bar of connection with a second vehicle, this bar being linked rigidly with said support plate. So when both vehicles are in a portion of the track curve, the so-called bar, which is practically parallel to the axis of the track, forms an angle with the direction longitudinal of the first vehicle, and determines the direction of particular orientation of the plate support indicated above.

As we will have understood, it is enough for a reference giving the said support plate a representative indication of the curvature of the track, i.e. practically from a third point of track reference added to the two constituted points 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 himself, instead of a second vehicle, for example by an intermediate axle, mechanically connected to the plates for supporting 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 link bar being linked to said cross member so as to maintain a constant orientation of the direction of the link 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 allows avoid that, following the movement of the bogie pivot by compared to the chassis in a curve of the track, the bogie moves to the middle of the wagon. Because the bar link is linked to the bogie pivot and that the latter is guided transversely on the chassis, the efforts of traction are then essentially supported by said guide means and no longer by the rods.

The guide means can be arranged to so that the transverse displacement of the bogie pivot either straight. Preferably, however, the means bogie pivot guides are arranged so that the transverse movement of the bogie pivot takes place according to an arc having a pivot axis at its center 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 pivot of bogie moves transversely but also towards the end of the wagon, which at least partially compensates the displacement of the bogie towards the middle of the wagon, due to pivoting of the bogie around its pivot.

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

Other features and benefits of the invention will appear in the description which will be made of a wagon according to the invention and of the connection of two such wagons, as well as of several variant 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 schematic representation in top view 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 absorption 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,
• FIG. 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 the conventional type,
• FIG. 13 is a top view of another embodiment of the invention, usable in special train sets 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 FIG. 1, only by its outline, a classic type wagon 1, in a portion of curved track 2, of axis 21, and of which the rails 22 are only partially represented. The plots 31, 32 represent the lateral limits of the template of the way. Each bogie 11 of the wagon is conventionally mounted pivoting around its central axis 12, in a fixed position compared 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 car approach as close as possible to the limit outside 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 found necessarily relatively far from the ends of the wagon, and as seen in Figure 2, if such wagon has a lowered chassis part 15 in its central part, this lowered part cannot have that a length significantly reduced compared to to the total length of the wagon.

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

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

The drawing in Figure 5 shows a first mode of connection between two wagons 10, 10 ' according to the invention. Each bogie 11 is mounted pivoting on a support plate 40 by means of a pivot classic type, axis 12. Two rods 41, 42 connect the side edges of the support plate 40 to the chassis 19 of wagon 10, being respectively articulated on said plate and the chassis by joints 43, 44, 45, 46. The directions longitudinal 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 link bar 50.

As can be seen in FIG. 9, the links 41, 42 extend substantially horizontally, and means load transmission, symbolically represented on Figure 9 by the references 81 and 82, are placed between on the one hand the support plate 40 and possibly the said connecting bar 50, and on the other hand the chassis 19 of the wagon to partially support the weight of it while allowing a relative horizontal displacement between the chassis and the support plate. Such means of load transmission are known, and in particular can be sliding elements such as plates of friction or smoothers of the type used in conventional rail vehicles between the bogies and the chassis of these vehicles. Such smoothers, not represented, are also used so between the bogie chassis and the wagon chassis, to support most of the wagon weight. We can also use elements of load transmission fixed on said plate of wagon support and chassis and deformable elastically horizontally, such as blocks rubber sandwich, or suspensions pneumatic or curved running slides or all other equivalent devices allowing horizontal displacement of sufficient amplitude between the support plate and wagon.

To illustrate the fictitious pivot effect obtained thanks to to the rod system which has just been described, we have shown in Figure 6 the link system in the position it takes when the wagons 10, 10 'are find on a portion of curved track.

It is specified that the track curvatures represented on this figure 6, as on the other attached drawings illustrating situations occurring curved track, have been deliberately exaggerated to make the drawings easier to read and understand the kinematics of the pivoting movements; in the practical, the position of the fictitious pivot axis 16 remains, in the different possible curvatures of the tracks, substantially at the same point relative to the chassis of the wagon, due to the actual travel of the bogie relative to in the wagon, which is significantly weaker than what is shown in these drawings.

As seen in Figure 6, when the wagons form an angle between them due to the curvature of the track, the link bar remains substantially oriented according to the direction of the track at the junction between the wagons, and this direction forms an angle β with axis 17 of the wagon. It follows that the quadrilateral formed by the joints 43, 44, 45, 46 deforms, the support plate 40 moves laterally relative to to the wagon, driving the central pivot axis 12 of the bogie along a trajectory substantially in an arc of angle "α" having for center the fictitious pivot axis 16. The relative lateral displacement of the wagon relative to the support plate causes the offset of the angle 13 of the wagon towards the outside of the curve, which allows to make maximum use of the available template, as has previously explained.

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

In a first embodiment, represented Figure 7, each part 51, 52 of the bar 50 is formed of a piece with the support plate of a wagon and comprises a rod 53 forming a piston sliding 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 move towards or away from each other.

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

The drawings of Figures 10 and 11 illustrate a mode of a particular embodiment intended to couple a wagon 10 according to the invention with a second 10 "wagon, by example a short wagon with an 11 "swivel bogie around its own central pivot having a fixed 12 "axis compared to the second car. The 50 "link bar, which is linked as previously indicated to the support plate 40 of the first wagon 10, is also articulated directly, by its opposite end 51 ", on the said 12 "central pivot of the 11" bogie of the second vehicle. In a track curve, as shown in FIG. 11, the effect of the tie bar on the first car 10 is identical to what has been described previously, and the second 10 "wagon will behave like a classic wagon.

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

It is easy to understand that, insofar as the coupling means 61 provide a connection sufficiently rigid from the intermediate plate 62 with the 10 "wagon, this variant is functionally similar to the system shown in Figures 10 and 11, the secondary links 63, 64 for reconstituting a fictitious pivot for the bar 50, equivalent to the 12 "pivot in Figure 10, without the need to change the 10 "wagon.

Figures 13 to 15 illustrate another mode of embodiment of the invention, in which the ends of two adjacent wagons 70, 71 are supported by the same bogie 72. As seen in Figure 13, the plates support 73, 74, which are connected by the connecting rods 75 with the two wagons, form with the connecting bar 76 a bogie 72 support assembly, the latter being mounted pivoting on said support assembly about its axis central 77. Because of this central pivot, combined with articulated links of the links 75, this set of support would have some freedom of movement from rotation, which would not guarantee its alignment on the axis of the way. This is why the two wagons have by elsewhere their respective ends connected by a horizontal cross link system 78 (see figure 14) prohibiting this freedom of rotation of the whole 73, 74, 75 and therefore preventing displacement relative of the ends of the wagons transversely to the track, while authorizing their simultaneous deportation in a same direction, towards the outside of the curve, when the cars are on a portion of curved track.

In the variant of Figure 15, maintaining the said support assembly aligned on the east lane simply ensured by joining the bogie to the said support assembly, the alignment then resulting from centering of the bogie axles between the rails. In such a variant, said support assembly 79 constitutes actually the bogie's own chassis.

The drawings of Figures 16 to 18 further illustrate another alternative embodiment of the invention, particularly intended to allow a gain in length loading available, without increasing the length total of the wagon. Indeed, in the example shown Figures 5 and 6, the two links 41, 42 allow define the transverse position of the vehicle chassis 10, 10 'depending on the angle β between the bar link 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 whole bogie, towards the fictitious pivot, and therefore towards the middle of the wagon. This displacement, combined with the rotation of the bogie around its pivot axis 12, requires providing a clearance relatively large between the bogie, when in its traffic position on a straight lane, and the lowered part 89 of the chassis. The variant of the figures 16 to 18 eliminates these disadvantages 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 curved track, preventing such displacements towards the center of the wagon. Furthermore, as we will see, the tensile forces undergone by links 41, 42 are considerably reduced.

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

Smoothers (not shown) are used, classic way in bogie wagons, between chassis wagon bogies and chassis to support the major part of the weight of the wagon and its load. The part remaining charge is first transmitted to the frame 90 by sliding shoes 100, 101 arranged respectively on said frame 90 and under the chassis of the wagon, then from frame 90 to the link bar via a on the other hand pin 94 and bearing 95 and on the other hand elastic elements 102, and said connecting bar to the bogie by the classic bogie pivot. The elements elastic 102 can for example be placed between the edges of frame 90 and legs 103 extending laterally from the tie rod 96, and be made of rubber sandwich blocks or elements similar charge transmission allowing a horizontal displacement of sufficient amplitude between the said frame and said link bar. We will note by elsewhere that these elastic elements allow a relative pivoting of the connecting rod 96 relative to to the frame 90 around the horizontal axis of the cross member 93, thus allowing a certain amount of travel of the bar link in a vertical plane, to allow the vehicle to cross the bumps or hollows in the profile along the track.

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

When the wagon is on a section of track curve, as illustrated in figure 18, the bogie turns around its axis pivot 12, which would tend to bring one side of the bogie (the angle 104 indicated on the Figure 18) of the lowered part 89 of the chassis. Through elsewhere, the connecting bar 96 then forms an angle with the longitudinal direction of the wagon and due to the guiding of part 97 of bar 96 in the crossmember 99, transversely offset the pivot axis 12. As the bogie pivot 12 is also forced to move in an arc with the axis as center pivot 91 fixed on the chassis, the bogie pivot is then moves to the end of the wagon. This displacement therefore at least partially compensates for the displacement, mentioned above, from the bogie to the lowered part of the chassis, so that the clearance between the bogie and the so-called lowered part can be minimized, which at constant total length of the wagon, leaves all the more of space for the lowered area.

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

Other means of performing these functions could be used, in particular to ensure a transverse guide of the bogie pivot preventing it from moves to the middle of the wagon and even preferentially forcing him to move towards the end of the wagon during its lateral offset by relation to the median plane. For example, this guidance may be made, in place of the third link swivel, by one or more transverse slides straight or curvilinear.

Note also that the link bar preferably comprises, between the two wagons that it connects, means 105 for guiding in rotation around its longitudinal axis, allowing pivoting relative of the two parts 96, 96 'of the connected bar respectively to each wagon, to avoid torsional stresses in this link bar. These guide means are made so as to ensure the necessary alignment of the two parts of the bar, and can also authorize a relative displacement of the two say parts in the axial direction and have elastic means acting as shock absorbing pads.

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

Claims (15)

1. Railway vehicle (10) comprising a chassis (19) which has, towards one of its ends, a bogie (11) which can pivot with respect to the chassis, and means (41, 42) of articulating the bogie with respect to the chassis, arranged so that the bogie can pivot with respect to the chassis about a notional pivot axis (16), characterised in that the notional pivot axis is offset towards the middle of the vehicle with respect to the centre of symmetry of the bogie, and in that the vehicle has means (50) of controlling the angular positioning (α) of the bogie with respect to the chassis about the 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 the said bogie.
2. Railway vehicle according to Claim 1, characterised in that the said means of articulating the bogie with respect to the chassis comprise two links (41, 42) disposed on each side of the axis of the vehicle and connecting the chassis to a plate (40) supporting the bogie, the said links being articulated on the chassis and on the said support plate and extending in respective converging directions (47, 48), the point of intersection of the said directions being offset towards the middle of the vehicle with respect to the bogie.
3. Railway vehicle according to Claim 2, characterised in that the said point of intersection of the directions of the links is situated on the longitudinal median axis (17) of the vehicle when the bogie is itself centred on the said median axis.
4. Railway vehicle according to one of Claims 2 or 3, characterised in that it has sliding elements (81, 82) disposed between the said support plate and the chassis.
5. Railway vehicle according to one of Claims 2 or 3, characterised in that the said support plate (40) and the chassis (19) are connected by load transmission elements (81, 82) which are elastically deformable horizontally.
6. Railway vehicle according to one of Claims 2 or 3, characterised in that the said means of controlling the angular position of the bogie include a bar (50) for connection with a second vehicle (10'), this bar being connected rigidly with the said support plate (40).
7. Railway vehicle according to Claim 6, characterised in that it has an adapter (60) enabling it to be coupled to a second railway vehicle (10"') having a bogie pivoting about its own central pivot with an axis (12"') which is fixed with respect to the said second vehicle, the said adapter comprising an intermediate plate (62) connected by two secondary links (63, 64) to the end (65) of the connecting bar opposite to the support plate (40), the said intermediate plate also having means (61) for coupling to the second vehicle, and the secondary links extending respectively in directions converging substantially on the pivot axis (12"') of the bogie of the second vehicle.
8. System for connecting two railway vehicles according to Claim 6, characterised in that the said support plates (73, 74) of the two vehicles and the said connecting bar (76) form an assembly supporting a bogie (72) common to the two vehicles.
9. Connecting system according to Claim 8, characterised 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 also connected by their ends by means of a system of crossed links (78).
10. Connecting system according to Claim 8, characterised in that the bogie is fixed to the said support assembly (79).
11. System for connecting a railway vehicle (10) according to Claim 6 to a second railway vehicle (10") having a bogie (11") pivoting about its own central pivot with an axis (12") which is fixed with respect to the said second vehicle, characterised in that the said connecting bar (50") is articulated, towards its end (51") opposite to the support plate, on the said central pivot of the bogie of the second vehicle.
12. System for connecting a railway vehicle according to Claim 6 to a second railway vehicle, characterised in that the said connecting bar (50) is formed by two parts (51, 52) movable with respect to each other solely in the longitudinal direction of the connecting bar, and has means (54, 55) for elastic connection of the said two parts.
13. Railway vehicle according to Claim 1, characterised in that it has:

    guidance means (90, 91, 93) for guiding a movement of the bogie pivot (12) with respect to the chassis, transversely to the direction of the longitudinal axis (17),

    two links (41, 42) disposed on each side of the axis of the vehicle and connecting the chassis to an angular-positioning crossmember (99), the said links being articulated on the chassis and on the said crossmember (99) and extending in respective converging directions (47, 48), the point of intersection of the said directions being offset towards the middle of the vehicle with respect to the bogie,

    a bar (96) for connection with a second vehicle, this connecting bar being connected to the said crossmember (99) so as to preserve a constant orientation of the direction of the connecting bar with respect to the said crossmember, and also being connected to the bogie pivot so as to cause a transverse movement of the bogie with respect to the chassis according to the angular position of the connecting bar with respect to the longitudinal axis of the vehicle.
14. Railway vehicle according to Claim 13, characterised in that the bogie pivot guidance means are arranged so that the transverse movement of the bogie pivot takes place along an arc of a circle having as its centre a pivot axis (91) situated on the longitudinal axis (17), between the bogie pivot (12) and the end of the vehicle.
15. Vehicle according to Claim 14, characterised in chat the said bogie pivot guidance means comprise a third link (90) pivoting about the pivot axis (91), the bogie pivot is fixed to the connecting bar, and the connecting bar is mounted so as to pivot on the third link about the pivot axis of the bogie (12) and guided in translation with respect to the said crossmember.

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