Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
  • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
  • B61F5/46—Adjustment controlled by a sliding axle under the same vehicle underframe

Definitions

• the present invention relates to a railway vehicle with transverse displacement of the bogie pivot of a wagon.
• a railway vehicle comprises a chassis provided at each of its ends with a bogie which is pivotally mounted about an axis and ensures the self-alignment of the railway vehicle on the straight track, because of the fact that interaction of the wheels with the rails.
• the invention aims more particularly at optimizing the use of the track gauge by railway vehicles.
• the term rail vehicle includes wagons for transporting goods, transporting road vehicles or containers, or even passenger wagons, to the extent that they are also subject to compliance templates.
• a railway gauge is defined by an envelope line perpendicular to the axis of the railway, the railway vehicle being bound to remain entirely within that gauge.
• the articulation means described in this document are formed by two pairs of links, arranged at the opposite ends of two neighboring railway vehicles. These rods connect the side edges of a support plate extending from one car to another, a corresponding bogie being pivotally mounted at each end of this plate.
• EP-A-0 749 881 further provides means for damping shocks and pulls occurring in a straight line between two adjacent railway vehicles.
• These means consist of spring systems integrated in the bogie support plate, so as to allow a certain longitudinal movement between the two parts of the plate, each of which is integral with a corresponding rail vehicle.
• the present invention proposes to make a rail vehicle to overcome all the disadvantages of the prior art mentioned above.
• Figure 1 shows two railway vehicles 2, 2 ', or wagons, provided with means according to the invention for articulating the bogie relative to the frame. Only the hinge means of which the vehicle 2 is equipped have been shown in this figure, but it should be understood that similar means equip the vehicle 2 ', as is apparent from Figures 2 to 5.
• the rods 8, 10 are hinged, at their end opposite the vehicle 2 ', to levers designated respectively by the reference 12 and 14.
• the latter are articulated to the rods by a first end 12A, 14A, and are adjacent to one of the other at their second end 12B, 14B.
• These second ends affect a toothed angular sector profile and are likely to mesh with each other when subjected to longitudinal actions of the same direction, with reference to the main axis of the vehicle.
• the hinge means equipping the vehicle 2 also comprise a support member 16 of the bogie 4, whose function will be explained in what follows.
• This member is of triangular shape and is free to pivot relative to an axis 18 integral with the chassis 6 of the railway vehicle 2.
• the bogie 4 is articulated with respect to this support member 16, along an axis 19 located near the a vertex 16A of this organ 16.
• the member 16 is further articulated to the lever 12, 14 at a midpoint 12C, 14C thereof.
• This connection is provided by corresponding axes 20, 22, said medians, which extend between the midpoints 12C, 14C mentioned above and the vicinity of the vertices 16B, 16C of the support member.
• Figure 2 shows the two railway vehicles 2, 2 'in normal operation in a straight line.
• the pivot axis 19 of the bogie 4 is located on the right (D) which materializes the center line of the railway vehicles 2, 2 '.
• the rods 8 and 10 are arranged substantially parallel to this line D, while the levers 12, 14 are perpendicular to it, their respective ends meeting at the middle of the toothed sectors 12B, 14B.
• FIG. 3 represents the two vehicles 2, 2 'of FIG. 2, subjected to traction with respect to the position shown in FIG. 2.
• Such traction may for example be due to start, an acceleration of the train or a coasting of the latter.
• This traction causes a distance between the wagons, which is absorbed mechanically by a not shown traction hook, of known type, and which contributes to exerting traction forces F and F 'on the rods 8, 10.
• These traction forces which are of substantially equal intensities and are exerted in the same longitudinal direction, have the effect of bringing the end 12A, 14A of the levers relative to the vehicle 2 ', so that these levers 12, 14 pivot about their axis respective median 20, 22.
• Their toothed ends 12B, 14B move, by mutual meshing, according to the respective arrows G, G '.
• These toothed sectors are then in contact by their longitudinal ends closest to the axis 19.
• FIG. 4 represents the vehicles 2, 2 'of FIG. 2, brought closer to each other with respect to the normal running position illustrated in this FIG. 2. Such an approximation may be due to braking, to deceleration train or when the latter moves in a difference in level.
• Figure 5 illustrates the two vehicles 2, 2 'inscribed in a curve.
• the rod 8 is subjected to a tensile force exerted along the arrow J while the rod 10 undergoes a compressive force materialized by the arrow J '.
• These forces which are of nearly equal intensity, are exercised in different senses. They have the effect of inducing stresses on the toothed ends 12B, 14B of the levers 12, 14, materialized by the arrows H and H '.
• FIG. 6 represents the articulation means of a bogie of a railway vehicle according to a second embodiment of the invention.
• the articulation means of the bogie 104 comprise two rods 108, 110 hinged at the end of the vehicle 102 ', adjacent to the vehicle 102. It should be noted that the rods 108, 110 have a length significantly less than that of the rods. 8, 10 described with reference to the preceding figures. At these rods 108, 110 are articulated two levers 112, 114, at a first end 112A, 114A thereof. These levers 112, 114 are further connected to each other in the vicinity of their second end 112B, 114B, via a piece 116 forming link.
• the locations of the joints, on this rod 116, of these two ends 112B, 114B are offset longitudinally relative to each other, so that the rod 116 is disposed substantially according to the longitudinal direction of the wagon.
• the median point 116A of the rod 116 constitutes, in certain configurations, a pivot axis of the two levers 112, 114, as will be explained in the following.
• the articulation means of the bogie 104 also comprise a rudder 118, of elongated shape and free to pivot relative to the frame 106, along an axis 120 passing through the middle of the rudder 118.
• the latter is also articulated, at both ends , at the two levers 112, 114, about axes 122, 124 passing through a central zone 112C, 114C of these levers.
• These axes 122, 124 will be referred to in the following median axes.
• a connecting member 126 is provided at a distance from the rudder 118, opposite the neighboring vehicle 102 '. This member 126 is free to pivot relative to the frame 106, about an axis 128.
• the bogie 104 is itself hinged relative to the connecting member 126, about an axis 130. The latter is arranged at a distance of the axis 128, towards the adjacent rail vehicle 102 '.
• the support member 126 and the spreader 118 are further connected to each other by means of two bars 132, 134. The latter are articulated, at a first end, at the axes 122, 124 of FIG. articulation of the levers relative to the rudder and at their other end, on either side of the axis 128.
• the rudder is said synchronized in rotation with the support member, since the pivoting of the rudder about its axis 120 causes a pivoting, in the same direction, of the member 126 about its axis 128.
• the rods 108, 110 extend substantially parallel to the straight line D 'which materializes the median axis of this vehicle 102.
• the rudder 118 extends perpendicularly to this line D ', and the pivot axis 130 of the bogie 104 relative to the chassis 106 is located on this line D'.
• FIG. 8 illustrates the bringing together of the two adjacent vehicles 102, 102 ', in a manner similar to that described with respect to the previous embodiment with reference to FIG. 4.
• the rods 108, 110 are subjected, under the effect a such approximation, compression forces represented by arrows F, F 'of substantially identical intensities and acting in the same direction. This helps to rotate each of the levers 112, 114 about its respective median axis 122, 124.
• the ends 112B, 114B of the levers 112, 114 are then forced to move along the arrows G, G ', on a circle whose center corresponds to the trace of the median axes 122, 124 on the levers 112, 114.
• the rod 116 articulated to the two levers 112, 114, is therefore constrained to follow the movement of the ends 112B, 114B of these levers. Since the distance between these ends 112B, 114B is not constant, it is necessary to provide slight functional clearances at the articulation between the link and these levers 112, 114.
• the mutual approximation of the two vehicles 102, 102 ' induces a slight pivoting of this link 116 around its midpoint 116A along arrow H.
• FIG. 9 represents a traction phase between the two wagons 102, 102 'from the position illustrated in FIG. 7.
• Two traction forces represented by the arrows I and I', are exerted on the rods 108, 110 These forces are substantially identical in their intensity and are exercised in the same direction. They help to rotate the levers 112, 114 around their respective median axes 122, 124, according to the arrows J, J '.
• the link 116 is constrained to follow the movement described by the ends 112B, 114B levers 112, 114.
• This rod 116 rotates so slightly around its midpoint 116A, according to the arrow K.
• a traction between the two vehicles 102, 102 ' generally has no effect on the position of the rudder 118 and on that of the bars 132, 134 and the support member 126.
• the axis 130 of pivoting of the bogie 104 relative to this member 126 therefore remains substantially on the right D '.
• Figure 10 shows the railway vehicles 102, 102 'enrolled in a curve.
• the rods 108, 110 are subjected to respective compression forces L and traction L ', of substantially identical intensities but acting in two opposite directions.
• the levers 112, 114 are in theory free to pivot about the central axis 122, 124, the presence of these forces L, L 'theoretically tends to move the ends 112B, 114B of the levers according to respective arrows N, NOT'.
• N and N ' are representative of substantially identical forces and acting in opposite directions, so that the rotation of the levers 112, 114 about the central axes 122, 124 is prevented by the presence of the rod 116.
• the rudder 118 which is articulated at both ends to the levers 112, 114 is also constrained to pivot about its axis 120 connecting it to the frame 106.
• the pivoting of the rudder 118 induces respective actions on the bars 132, 134, materialized by the arrows O and O '. These actions, which are practiced substantially in two opposite directions, are at the origin of a couple tending to rotate the support member 126 about the pivot axis 130 of the bogie 104, according to the arrow P. This contributes to shift the median longitudinal axis of the vehicle, materialized by the line D ', towards the outside of the curve with respect to the axis 130.
• the invention makes it possible to achieve the objectives mentioned above. Indeed, the means of articulation of the bogie that it implements, while reliably ensuring the offset of the axis of the vehicle towards the outside of a curve, ensure a satisfactory damping of the shocks and pulls occurring between two neighboring vehicles, whether the latter are in a curve or in a straight line.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)
• Handcart (AREA)
• Vibration Dampers (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Intermediate Stations On Conveyors (AREA)
• Refinement Of Pig-Iron, Manufacture Of Cast Iron, And Steel Manufacture Other Than In Revolving Furnaces (AREA)
• Automatic Cycles, And Cycles In General (AREA)
• Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
• Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
• Character Spaces And Line Spaces In Printers (AREA)

Applications Claiming Priority (2)

Publications (2)

Family

ID=9527973

Family Applications (1)

Country Status (7)

Family Cites Families (5)

• 1998
  • 1998-06-29 FR FR9808206A patent/FR2780374B1/fr not_active Expired - Lifetime
• 1999
  • 1999-06-28 AT AT99420146T patent/ATE265346T1/de active
  • 1999-06-28 DE DE69916710T patent/DE69916710T2/de not_active Expired - Lifetime
  • 1999-06-28 ES ES99420146T patent/ES2216472T3/es not_active Expired - Lifetime
  • 1999-06-28 DK DK99420146T patent/DK0968899T3/da active
  • 1999-06-28 PT PT99420146T patent/PT968899E/pt unknown
  • 1999-06-28 EP EP99420146A patent/EP0968899B1/fr not_active Expired - Lifetime

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