EP2142412A1

EP2142412A1 - Bogie for railway vehicle

Info

Publication number: EP2142412A1
Application number: EP08788001A
Authority: EP
Inventors: Alain Rodet; Christophe Eche; Yves Longueville
Original assignee: Alstom Transport SA
Current assignee: Alstom Transport Technologies SAS
Priority date: 2007-04-05
Filing date: 2008-03-14
Publication date: 2010-01-13
Anticipated expiration: 2028-03-14
Also published as: CA2683119A1; KR20100016242A; US20100132585A1; EP2142411B1; US8381659B2; EP2132080B1; US8371234B2; CN101678841B; US20100186620A1; CN101678843B; KR101456595B1; EP2142412B1; CN101678843A; CA2683119C; ES2547491T3; KR101465146B1; FR2914609A1; PL2132080T3; WO2008132361A1; CN101678842B

Abstract

A railway vehicle including a plurality of bogies is provided. Each bogie includes a chassis, two front wheels and two rear wheels. For each front wheel and each rear wheel, a guidance device is provided for guiding the wheel in rotation and a primary suspension device of the chassis is provided on the guidance device. At least the primary suspension devices associated with the front and rear wheels are arranged on the same first lateral side of the bogie. The primary suspension devices each include two longitudinal connecting rods, each connected by a first connection point to the chassis and by a second connection point to the corresponding guidance device and at least one resilient component inserted between the two connecting rods to define at least the vertical stiffness of the primary suspension device, the two connecting rods being offset longitudinally relative to one another. Each of the bogies also includes a pivot connection device for connecting the bogie to the railway vehicle.

Description

Bogie for railway vehicle

The invention generally relates to rail vehicles, including trams.

More precisely, the invention relates, in a first aspect, to a bogie for a railway vehicle, the bogie being of the type comprising: a chassis;

- two front wheels and two rear wheels;

- For each front wheel and for each rear wheel, a rotational guide member of said wheel and a primary suspension device of the frame on said guide member. Such a bogie is known from document WO-00/64721 which describes a trolley comprising a body and at least one motorized bogie of this type. The longitudinal members of the bogie frame are placed immediately inside the wheels, the drive motors of the wheels being placed outside the bogie with respect to the wheels. Such a bogie has the advantage of allowing the development of a central low corridor in the chassis of the body, allowing a stepless access to the entire tram. The low center aisle passes between the longitudinal members of the bogie frame.

This bogie can not be easily mounted by pivot connection means under the body. Indeed, it would then be necessary to reduce the width of the central duct so as to create spaces between said low central aisle and the longitudinal members, in order to allow the movement of the bogie relative to the body. The corridor would become so narrow that it would no longer be possible to pass a disabled wheelchair or a stroller.

In this context, the invention aims to provide a bogie for arranging in the frame of the body a low aisle wide, regardless of the connection mode between the body and the bogie.

To this end, the invention relates to a bogie of the aforementioned type, characterized in that at least the primary suspension devices associated with the front and rear wheels arranged on the same first lateral side of the bogie each comprise: two longitudinal rods each connected by a first connection point to the frame, and by a second point of connection to the corresponding guide member, at least one elastic member interposed between the two connecting rods in order to define at least the vertical stiffness of the primary suspension device, the two rods being offset longitudinally with respect to each other.

The bogie may also have one or more of the following characteristics, considered individually or in any technically feasible combination:

- Each of said primary suspension devices, the two connecting rods are substantially parallel to each other and have between their respective first and second connection points substantially the same length longitudinally; in each of said primary suspension devices, the or each elastic member is a sandwich comprising a plurality of layers of an elastic material and a plurality of metal plates interposed between the layers of elastic material and adherent to the elastic layers;

in each of said primary suspension devices, the or each elastic member has a compression axis forming an angle β between

0 ° and 90 ° with respect to an axis passing through the first connection points of the two connecting rods;

in each of said primary suspension devices, each of the two connecting rods is connected to the guide member corresponding to its second connection point by a cylindrical elastic articulation, and to the frame at its first point of connection also by a cylindrical elastic articulation;

- The two connecting rods of each of said primary suspension devices are disposed at a lower vertical level at the top of the corresponding guide member; - Each primary suspension device is disposed towards the inside of the bogie relative to the associated wheel;

the chassis comprises two longitudinal longitudinal members arranged towards the inside of the bogie with respect to the wheels;

- The longitudinal members and the wheel guide members are arranged substantially in the same plane parallel to the rolling plane of the bogie;

each spar extends between two guide members, said spar having front and rear end portions aligned with and stopping at a distance longitudinally from the two guide members; - The bogie comprises at least one motor and a device adapted to couple in rotation at least one wheel of the truck to the engine, the or each motor and the coupling device being disposed towards the outside of the bogie relative to the wheels; the bogie comprises two motors and two devices each capable of coupling a pair of wheels of the bogie in rotation to a motor, one of the two motors and one of the two coupling devices being arranged towards the outside of the bogie by to the wheels on the first lateral side of the bogie, the other of the two engines and the other of the two coupling devices being arranged towards the outside of the bogie with respect to the wheels situated opposite the first lateral side of the bogie ;

one of the two motors is coupled to the two front wheels and the other of the two motors is coupled to the two rear wheels;

the bogie comprises at least one engine, means for coupling the front wheels to the engine, and means for coupling the rear wheels to the engine, the or each engine and the front coupling means and being disposed between, on the one hand, a median longitudinal plane of the two front and middle wheels of the two rear wheels and, on the other hand, a longitudinal plane passing through the front wheel and the rear wheel located on the second lateral side of the bogie. ;

- The front and rear coupling means are arranged in positions symmetrical to one another relative to a median transverse plane of the front and rear wheels;

the bogie comprises a single drive motor aligned longitudinally between the front and rear coupling means;

the bogie comprises braking members of the front and rear wheels and secondary suspension members capable of suspending a box of the railway vehicle from the bogie frame, the braking members and the secondary suspension members being placed towards the outside of the bogie relative to the wheels; - the spar located on the second lateral side of the bogie comprises a central part extending along the engine and two end parts located, with respect to the rolling plane of the bogie, at a level higher than the central part, the parts end portion extending above the rotational guiding members wheels located on the second lateral side of the bogie, the engine being situated at a level lower than that of the end parts with respect to the rolling plane of the bogie;

the spar located on the first lateral side of the bogie and the wheel guiding members located on the first lateral side of the bogie extend substantially in the same plane parallel to the rolling plane of the bogie; and

the bogie comprises pivot connection means able to link the bogie to the body of the railway vehicle.

According to a second aspect, the invention relates to a railway vehicle comprising at least one bogie as described above.

Other characteristics and advantages of the invention will emerge from the description which is given below, for information only and in no way limitative, with reference to the appended figures among which:

FIG. 1 is a cross-sectional view of a tramway bogie, motorized, pivoted, according to a first embodiment of the invention, the trolley body being also shown, the elements of the body and the bogie being cut according to different plans for clarity;

- Figure 2 is a partial longitudinal sectional view of the bogie and the body of Figure 1; - Figure 3 is a perspective view of the bogie of Figure 1, the reducers are not shown for clarity;

- Figure 4 is a perspective view similar to that of Figure 3, for a non-motorized variant of the bogie of Figures 1 to 3;

- Figure 5 is a perspective view similar to that of Figure 3, for a non-pivoting variant of the bogie of Figures 1 to 3;

- Figure 6 is a cross-sectional view similar to that of Figure 1, for the bogie of Figure 5;

- Figures 7, 8 and 9 are views similar to those of Figures 1 to 3, for a second embodiment of the invention, the bogie shown in Figures 7 to 9 being non-pivoting, the section of the Figure 8 being made along a broken line;

- Figure 10 is a perspective view similar to that of Figure 9, for a pivotal variant of the second embodiment of the invention; - Figure 11 is a cross-sectional view similar to that of Figure 7, for the pivoting truck of Figure 10;

- Figure 12 is a side view of a front portion of the bogie of Figure 1, showing in detail the constitution of a lower primary suspension member of the bogie, the two connecting rods of the suspension member being shown in solid lines at rest and being represented in phantom lines displaced under the effect of a vertical bias from the bottom upwards applied to the wheel; and

- Figure 13 is a sectional view of a hinge of the upper link of Figure 11, considered according to the incidence of arrows XII. In the following description, the right and the left, the front and the back will be heard relative to the normal direction of travel of the tramway.

The tramway 10 partially shown in Figures 1 and 2 comprises a body 12 provided with a body frame 14, and for example two bogies 16, each connected to the body 12 and disposed under the frame 14. The body 12 is shaped lying down in a main direction. It comprises an interior passenger space 18, bounded downwards by the frame 14, and seats 20 fixed to the frame 14. The seats 20 are typically arranged in several rows extending perpendicularly to the main direction. The seats are oriented so that the passengers sitting on the seats look in the main direction.

The bogies 16 are able to support and guide the body 12 when the tramway moves along a path.

In a first embodiment of the invention, each bogie comprises, as shown in Figure 3: - a bogie frame 22;

two front wheels 24 and two rear wheels 26;

a motor 28 for driving the front wheels 24 and means 29 able to couple the motor 28 to the front wheels 24;

a motor 30 for driving the rear wheels 26 and means 31 able to couple the motor 30 to the rear wheels 26;

for each front wheel 24 and rear wheel 26, an axle box 32 and a primary suspension device 33 of the chassis 22 on said axle box; pivot connecting means 34 able to bind the bogie 16 to the body 12;

- front and rear brakes 35.

The front wheels 24 are coaxial, spaced transversely from one another, and are connected to the frame 22. Likewise, the rear wheels 26 are coaxial, spaced transversely from one another, and connected to the frame 22. The front wheels 24 are spaced longitudinally from the rear wheels 26.

The front coupling means 29 comprise, for example, a front axle 36 linking the front wheels 24 in rotation with each other, a front reduction gearbox 38 and a front coupling 40 interposed between the front engine 28 and the front gearbox 38.

The gearbox 38 has an input rotatably connected to the motor shaft 28 via the coupling 40, and an output directly fixed to a front wheel 24. The motor shaft 28 extends longitudinally, the coupling 40 typically comprising a longitudinally-oriented transmission shaft rotatably connected by gimbals with the motor shaft and with the inlet of the gearbox 38.

The rear coupling means 31 are of the same type as the front transmission means 29, and also comprise a rear axle 46 linking the two rear wheels 26 in rotation with each other, a rear reduction gear 48 and a rear coupling 50 interposed between the engine. 30 and the gearbox 48. Each of the axles 36 and 46 is guided in rotation by two axle boxes 32, arranged immediately inside the wheels associated with the axle, and extending only over a fraction of the length. transversal axle. Each axle passes through the two axle boxes 32 and is guided in rotation inside them by bearings, for example ball bearings. The frame 22 comprises two longitudinal longitudinal members 52 substantially parallel to each other, and at least two cross members 54 substantially parallel to each other, solidarisant the two longitudinal members to one another.

The longitudinal longitudinal members 52 and the axle boxes 32 are substantially arranged in the same plane parallel to the running plane. Each lanyard extends longitudinally between two axle boxes 32 associated with the front wheel and the rear wheel located on the same side of the bogie. Each spar 52 has front and rear end portions, respectively 56 and 58, aligned with and stopping at a distance longitudinally from the two axle boxes. 32. These front and rear end portions 56 and 58 are connected to the axle boxes 32 by the primary suspension devices 33.

The motors 28 and 30 are rigidly fixed to the frame 22 of the bogie. The drive motor of the front wheels 28 is disposed on a right lateral side of the bogie. The motor 28, the gearbox 38 and the coupling 40 are arranged towards the outside of the bogie relative to the front wheels 24 and rear 26 straight. The motor 28 is substantially equidistant from the front and rear axles 36 and 46. The front gearbox 38 is disposed in the transverse extension of the front axle 36.

In a symmetrical manner, the rear wheel drive motor 30, the rear gear 48 and the rear coupling 50 are arranged on a left side of the bogie towards the outside of the bogie relative to the left front and rear wheels. The motor 30 is also equidistant from the front and rear axles 36 and

46. The rear gearbox 48 is placed in the extension of the rear axle 46.

The pivot connection means 34 between the bogie and the body comprise a bolster 60, a ring gear 62 interposed between the body frame 14 and the bolster 60, and secondary suspension members 64 of the bolster 60 on the frame of the bolster 60. 22. The bolster 60 extends transversely, substantially equidistant from the axles 36 and 46. It comprises a lowered central portion 66 carrying the ring 62, two raised end portions 68 and two inclined arms 70 connecting the part. The crown 62 forms a ball bearing and comprises for example an inner ring 72 fixed to the bolster 60 and an outer ring 74 fixed to the body frame and rotatable with respect to the ring. internal. The parts 68 of the bolster are located in line with the median portions 76 of the longitudinal members, and are connected to these longitudinal members by the secondary suspension members 64.

Each secondary suspension member 64 comprises two elastic rubber / metal sandwiches arranged in chevrons on either side of the corresponding plate 68. The sandwiches are of the type described in FR-1,536,401. Each sandwich 78 comprises a plurality of layers of an elastic material such as rubber parallel to each other, a plurality of intermediate metal plates interposed between the layers of elastic material and plates end metal disposed at the base and the top of the sandwich. The intermediate plates and the end plates are parallel to each other and are parallel to the rubber layers. Each layer of rubber is thus disposed between two metal plates and adheres to these plates. The end plates are rigidly fixed one to the plate 68 and the other to the spar 52.

The front and rear brakes 35 are disc brakes. The bogie includes a brake for each axle. The front brake 35 is disposed towards the outside of the bogie with respect to the left front wheel, in a position substantially symmetrical with that of the front gearbox 38. It comprises a disc 80 integral in rotation with the front axle 36 and with less a stirrup 82 mounted on the frame 22 and likely to pinch the disc 80.

The rear brake 35 is located towards the outside of the bogie relative to the rear right wheel 26, in the extension of the rear axle 46. It also includes a brake disc 80 integral with the rear axle 46 and a stirrup 82. The bogie also comprises two vertical dampers 84 interposed between the median portions 76 of the longitudinal members and the plates 68 of the bolster and two transverse dampers 85 interposed between the bogie frame 22 and the bolster 60. The bogie also comprises a bar anti-roll 86 (Figure 2) substantially transverse connecting the two longitudinal members 52 to one another, and two vertical levers 87 connecting the anti-roll bar 86 to the two trays 68 of the cross bolster. The anti-roll bar 86 is engaged in transverse bearings 88 fixed to the longitudinal members 52. Moreover, rigid bars 89 (visible in FIGS. 4 and 5) connect the mechanism 90 for controlling the brake calipers 82 to the bogie frame 22. As can be seen in FIGS. 2 and 12, the primary suspension devices 33 located on both lateral sides of the bogie are so-called "low" devices. Each primary suspension device 33 comprises:

two connecting rods 91 and 92, linked by first respective connection points 94 and 96 to a spar 52, and by second respective connection points 98 and 100 to the axle box 32;

- An elastic member 102 interposed between the two connecting rods 91 and 92 to define at least the vertical stiffness of the primary suspension member 33. The two rods 91 and 92 are placed in the same vertical plane, that is to say in the same plane perpendicular to the rolling plane of the bogie, the rod 91, located above the connecting rod 92, being called in the description that will follow the upper link, and the rod 92, the lower link. At rest, the two connecting rods 91 and 92 are substantially parallel to each other and extend in a longitudinal direction substantially corresponding to the direction of the longitudinal members of the frame 22. They are thus perpendicular to the axles 36 and 46. The connecting rods 91 and 92 have between their first and second respective connection points substantially the same longitudinal length. As shown in FIG. 12, the two connecting rods 91 and 92 are offset longitudinally relative to one another when the primary suspension device is at rest and also when under load. Thus, as shown in FIG. 12, the upper link 91 is shifted to the right of FIG. 12, that is to say towards the spar 52 with respect to the lower link 92. In order to distribute the load between the two connecting rods 91 and 92, the second connection points 98 and 100 of the upper and lower links 91 and 92 are longitudinally offset symmetrically on either side of the axis of the axle 36 or 46. Thus, the connecting point 98 of the upper link is offset relative to the transverse central axis of the axle by a distance d towards the spar 52. Symmetrically, the connection point 100 of the lower link 92 is offset relative to the central axis of the axle of the same distance d in the longitudinal direction, opposite the spar 52. With this arrangement, there is equal distribution of the load between the two connecting rods 91 and 92 when the elastic member 102 is centered between the points of connection 94 and 96, it is that is, when the center of the resilient member 102 is equidistant from the points 94 and 96 on the straight line passing through the two points 94 and 96.

The primary suspension device 33 is said to be "low" because, at rest under load, the connecting rods 91 and 92 are entirely located at a lower vertical level than the top 104 of the axle box 32. The top 104 of the box axle is the point of this envelope located highest relative to the rolling plane of the bogie. This point 104 moves in the vertical direction with the axle box 32 according to the position of the connecting rods 91 and 92.

The elastic member 102 is a rubber-metal sandwich of the type described in the patent application FR-1 536 401. The elastic member 102 comprises a plurality of rubber layers 106 parallel to each other, one or more metal plates 108 interposed between the rubber layers 106, and end metal plates 110 disposed at the base and the top of the sandwich. The plates 108 and 110 are parallel to each other and are parallel to the rubber layers 106. Each rubber layer 106 is thus disposed between two metal plates 108 and / or 110 and adheres to these plates.

The compression axis of such an elastic member is perpendicular to the plates 108 and 110 and to the rubber layers 106.

Such a sandwich has a stiffness defined both in compression and in shear, that is to say respectively in response to a force exerted in a direction perpendicular to the plane of the plates 108, 110 and layers 106, and parallel to the plane of these plates and layers.

The upper and lower connecting rods 91 and 92 each comprise a lateral extension respectively 112 and 114, defining bearing surfaces facing each other respectively 116 and 118, for the elastic member 102. The elastic member 102 is between the surfaces 116 and 118. These surfaces 116 and 118 are parallel to each other, the end plates 110 being pressed onto the bearing surfaces and rigidly fixed thereto.

The bearing surfaces 116 and 118 are oriented such that the axis of compression of the elastic member 102 forms, in the reference position, an angle β of between 0 ° and 90 ° with respect to the axis passing through the first connection points 94 and 96 of the two connecting rods. Preferably, the angle β is between 20 ° and 50 ° and is typically 30 °.

The two connecting rods 91 and 92 are connected to the axle box 32 of the bogie by their respective second connection points 98 and 100 via cylindrical elastic joints. The two connecting rods are connected to the spar 52 at their respective first connection points 94 and 96 also by cylindrical elastic joints.

The rods 91 and 92 comprise at each of the connection points 94, 96, 98 and 100 a cross-axis end 120 engaged in a cylindrical orifice 122 provided, as the case may be, either in the axle box 32 or in the spar 52 (see Figure 13). An elastic sleeve 124, for example made of natural or synthetic rubber, of cylindrical shape, is interposed between the end of axis 120 and the peripheral wall. The end of the axis 120, the orifice 122 and the sleeve 124 are coaxial, of transverse axis. The sleeve 124 adheres by an inner face to the end of axis 120 and by an outer face to the peripheral wall of the orifice 122.

Each primary suspension device 33 is located, at rest as well as under load, entirely under a level above the running surface of the bogie of between 200 mm and 400 mm, preferably between 250 mm and 350 mm and being typically 300 mm. for wheels having their diameters at nine

590 mm.

The operation of the above primary suspension device will now be briefly described in conjunction with FIG.

Under the effect of a load or a track fault which causes the wheel 24 to rise, the connecting rods 91 and 92 drive the axle box 32 in a vertical movement.

The assembly consisting of the spar 52, the two links 91 and 92 and the axle box 32, linked by the connection points 94, 96, 98 and 100 constitutes a deformable parallelogram.

When the wheel undergoes a vertical force F from bottom to top, in the case of a defect of track for example, the connecting rods 91 and 92 each take up a fraction of the effort F at their second respective connection points 98 and 100, since these first connection points are placed symmetrically with respect to the beam. The distribution of the force F between the two connecting rods 91 and 92 is a function of the position of the elastic block between the points 94 and 96.

Under the effect of this force, the connecting rods 91 and 92 pivot upwardly relative to the spar 52 around the first connection points 94 and 96, that is to say in the clockwise direction in FIG. As a result of these pivoting, the bearing surfaces 116 and 118 tend to get closer. In the embodiment of Figure 12, for which the angle β is about 30 ° the pivoting of the connecting rods 91 and 92 leads to exert on the elastic member 102 both a compressive force and a shear force. For an angle β of 90 ° the elastic member works in pure compression. For an angle β of 0 ° the elastic member works in pure shear.

Meanwhile, the rods 91 and 92 pivot relative to the axle box 32 about the second connection points 98 and 100, which move vertically upwards as shown in Figure 12 in phantom. Of course, the axle box 32 and its top 104 also undergo a vertical upward movement, but which is not shown in Figure 12. The rods 91 and 92 are rotated clockwise in Figure 12 relative to the box. axle 32 and remain at a level below the top 104 of the axle box, which has moved upwards.

The pivoting of the connecting rods 91 and 92 causes torsion, for each connecting rod, elastic sleeves 124 of the first point of connection and also the second point of connection.

In order to allow the connecting rods 91 and 92 to be mounted on the frame, the front and rear end portions 56 and 58 of each spar are shaped as forks. Each of these end portions is divided into two flanges 125 arranged vis-à-vis (Figure 3). The flanges 125 are substantially perpendicular to the transverse direction. The rods 91 and 92 are mounted by their respective connection points 94 and 96 between the flanges 125. As shown in Figure 1, the body frame 14 has a first raised portion 126 to the right of the front and rear wheels straight, a second raised portion 128 to the right of the left front and rear wheels, and a lower portion 130 between the first and second raised portions 126 and 128. The raised portions 126 and 128 extend, parallel to the main direction, the entire length of the bogie . Perpendicular to the main direction, the portion 126 has a width sufficient to cover the front engine 28, the front gearbox 38, the front coupling 40, the rear brake 35, the front wheels 24 and rear 26 straight. The raised portion 126 also covers a large portion of the right spar 52. The raised portion 128 has the same width as the portion 126 and, symmetrically, covers the rear engine 30, the rear gear 48, the rear coupling 50, the front brake 35, front wheels 24 and rear 26 left and a large part of left spar 52.

The lower part 130 forms a circulation corridor inside the box, this corridor being substantially parallel to the main direction. The corridor 130, considered in a plane perpendicular to the main direction, extends in the middle of the body, that is to say halfway between the two side walls of the body. The floor 132 of the traffic corridor is located at a level of substantially 480 mm with respect to the rolling plane of the bogie, considering that the wheels of the truck have their diameter to nine. As can be seen in FIG. 1, the chassis, the axles, the axle boxes, the primary suspension members, the bolster and the secondary suspension members are all entirely located at a level lower than that of the floor 132. This result is obtained through the use of low primary suspension devices as described above.

The corridor 130 has a width, perpendicular to the main direction, of about 800 mm. It covers slightly the two side members 52. However, a significant gap is provided between the side walls 134 of the lower part 130 and the wheels 24 and 26, so as to allow the rotational movement of the bogie relative to the body.

As shown in Figure 2, each of the raised portions 126 and 128 includes, considered from front to back, areas of different levels. More specifically, each part comprises first a medium level zone 138, then a higher level zone 140 than the zone 138, then a lower level zone 142 than the zone 138, then a zone 144 of the same level as the zone 140 and finally a zone 146 of the same level as the zone 138. The zone 142 extends in line with a plate 68 of the bolster and one of the engines. It is located at an intermediate level between that of the plate 68 and the top of the wheels 24 and 26.

On the contrary, the zones 138, 140, 144 and 146 are all located at a level higher than that of the top of the wheels. As can be understood by considering FIGS. 1 and 2, two seats 20 are fixed side by side in each of the zones 138, 140, 144 and 146. The seats of the zones 140 and 144 face each other, the zone 142 allowing the seated passengers on these seats to lay their feet. The seats of the zones 138 and 140 are arranged back to back, as well as the seats of the zones 144 and 146. The ring 62 is fixed under the floor 132 of the corridor. The face 148 of the floor 132 facing the ground present, considered perpendicular to the main direction, a profile substantially following that of the sleeper cross. Figure 4 illustrates a first non-motorized embodiment of the bogie of Figures 1 to 3. Only the differences with the bogie described above will be specified here. Identical elements, or performing the same function, will be designated by the same reference numbers. This bogie does not include the front and rear engines 28 and 30, nor the front and rear gearboxes 38 and 48, nor the couplings 40 and 50. It has, however, two additional brakes 35, arranged instead of the front and rear reducers 38 and 48. The bogie therefore has, for each axle, two brakes 35 disposed towards the outside of the bogie with respect to the wheels. The level of the traffic corridor, its width, and the arrangement of the seats

20 to the bogie right in the box are identical for this variant to what has been described above with reference to the embodiment of Figures 1 to 3.

FIGS. 5 and 6 illustrate a second variant of non-pivoting embodiment of the bogie of FIGS. 1 to 3. Only the differences with respect to the bogie of FIGS. 1 to 3 will be detailed here, the identical elements, or providing the same function, being designated by the same references.

The bogie 16 has no bolster 60 and a crown 62. The connection means 34 between the bogie and the body instead comprise support plates 149 rigidly fixed to the body frame 14 and interposed between the secondary suspension members 64 and 14. The bogie is thus non-pivoting, in the sense that its connection means to the body allow only a very limited pivoting about an axis perpendicular to the running surface, generally less than 2 °.

Due to the very small amplitude of the possible travel between the bogie and the body, the side walls 134 of the circulation lane can be arranged much closer to the wheels than in the embodiment of Figures 1 to 3, corresponding to a pivoting bogie . In this case, the lowered portion 130 of the body frame covers a large portion of the longitudinal members 52, and has a width, perpendicular to the main direction, of substantially one meter. The floor 132 is again located at a level of 480 mm with respect to the running surface of the bogie, for wheels having their diameter to nine.

A second embodiment of the invention will now be described with reference to FIGS. 7 to 9. The elements that are identical or that perform the same function as in the first embodiment will be designated by the same that in the first embodiment will be designated by the same reference numbers.

Only the points by which the second embodiment differs from the first will be detailed below. Each bogie 16 comprises a single engine 150 able to drive both the front wheels and rear wheels. The forward gearbox 38 is coupled to the single motor shaft 150 through the front coupling 40, the rear gearbox 48 being coupled to the motor shaft 150 through the rear coupling 50. The 150, the reducers 38 and 48 and the couplings 40 and 50 are arranged between, on the one hand, a median longitudinal plane P1 of the front wheels 24 and median of the rear wheels 26 and, on the other hand, a plane P2 passing through the front and rear right wheels 24 and 26 (see Figure 7). Thus, the motor 150, the reducers 38 and 48 and the couplings 40 and 50 are all arranged on the right side of the bogie, towards the inside of the bogie with respect to the wheels. The reducers 38 and 48 are respectively placed immediately inside the front wheels 24 and rear 26.

As shown in Figure 9, the gearboxes 38 and 48 act as axle boxes and comprise means for respectively rotating the front and rear axles 36 and 46, such as ball bearings. The output of the gearbox 38 is fixed directly to the right front wheel 24 or to the front axle 36. Likewise, the output of the rear gearbox 48 is fixed directly to the rear wheel 26 or to the rear axle 46.

Gearheads 38 and 48, couplings 40 and 50, and motor 150 are aligned longitudinally. The motor 150 is placed longitudinally between the gearboxes 38 and 48, the couplings 40 and 50 being respectively interposed between the gearbox 38 and the motor 150 and between the rear gearbox 48 and the motor

150.

Couplings 40 and 50 each comprise a longitudinally oriented transmission shaft, rotatably connected by gimbals to the motor shaft 150 and to the inlet of the gearbox 38 or 48.

The motor 150 is equidistant from the axles 36 and 46. Furthermore, the positions of the front and rear gearboxes 38 and 48 are symmetrical to one another by relative to a transverse plane P3, median of the front and rear wheels 24 and 26. As shown in Figure 8, the plane P3 is equidistant from the axles 36 and 46. Similarly, the positions of the couplings 40 and 50 are symmetrical one on the other with respect to plane P3. The front and rear reducers 38 and 48 are different from each other and are chosen so as to drive the front and rear wheels in the same direction of rotation.

The bogie 16 is asymmetrical, the right spar 52 being different from the left spar 52, and the primary suspension devices 33 associated with the right wheels being different from the primary suspension devices 33 associated with the left wheels.

As shown in FIGS. 8 and 9, the right spar 52 has a low central portion 152 extending along the engine 150, and two raised end portions 154 and 156. The left spar 52, the cross members 54 and the portion lower 152 of the right spar are arranged in the same plane substantially parallel to the rolling plane of the bogie. The portion 152 is disposed outwardly of the bogie relative to the engine 150. It extends longitudinally from a cross member 54 to the other. The motor 150 is rigidly attached to the portion 152. Its drive shaft is located at the axis of the axles 36 and 46, at an intermediate level between the portion 152 and the end portions 154 and 156.

The raised end portions 154 and 156 of the right spar extend longitudinally, respectively above the front gearbox 38 and the rear gearbox 48. The portions 154 and 156 are rigidly secured to the central portion 152 by feet 158.

The primary suspension devices 33 associated with the front and rear right wheels each comprise two primary suspension members 160 of the rubber / metal sandwich type (FIGS. 8 and 9). Such sandwiches are described in FR-1,536,401. Each member comprises a plurality of layers of an elastic material such as rubber, and a plurality of metal plates interposed between the layers of elastic material and adhering to these layers. Each of the members 160 is shaped in chevrons. The members 160 of the primary suspension device associated with the right rear wheel are interposed between the rear raised portion 156 of the right spar and the rear reduction gear 48. One of the members 160 is located at the front of the axle 46, and the other at the rear of the axle 46. Similarly, in the primary suspension device associated with the front right wheel, the members 160 are interposed between the raised portion before 154 of the right spar and the front reduction gear 38. L one of the primary suspension members is located at the front of the axle 36 and the other at the rear of the axle 36.

The left spar 52 of the chassis is similar to the longitudinal members of the frame of the first embodiment of the invention. The primary suspension devices 33 associated with the left front and rear wheels are low devices identical to the primary suspension devices of the first embodiment of the invention. They are interposed between the end portions 56 and 58 of the left spar and the axle boxes 32 of the left wheels, as previously described. Each lower device 33 is located at rest entirely below a level above the running surface of the bogie between 200 mm and 400 mm, preferably between 250 mm and 350 mm, and typically equal to 300 mm, for wheels having their new diameters of 590 mm.

The bogie typically comprises four secondary suspension members 162 each comprising a helical spring interposed between the bogie frame 22 and the body frame 14. The four secondary suspension members 162 are arranged symmetrically with respect to the longitudinal plane P1 and relative to each other. on plane P3. Two members 162 are placed on the right side of the bogie towards the outside of the bogie relative to the right wheels 24 and 26. The two other coil springs are arranged on the left side of the bogie toward the outside of this bogie with respect to the left wheels. and 26. The secondary suspension members 162 are located longitudinally between the front wheels 24 and the rear wheels 26. They have substantially the same vertical dimensions as the engine 150 and are situated at the same level as the latter with respect to the running surface. (see Figure 7).

The front and rear brakes 35 are disc brakes of the same type as those described with respect to the first embodiment of the invention. These brakes are arranged on the left side of the bogie, towards the outside of the bogie relative to the left front and rear wheels 24 and 26. They are arranged in the transverse extension of the front and rear axles 36 and 46.

The bogie comprises a transverse damper 164 and two vertical dampers 166, all interposed between the bogie frame 22 and the body frame 14. It also comprises a rigid longitudinal rod 168 capable of transmitting the forces between the bogie frame and the chassis of the truck. checkout. Furthermore, the mechanism 90 for actuating the brake calipers is connected to the bogie frame by means of the connecting rods 174. As shown in FIG. 7, the right elevated portion 126 of the body frame covers the secondary suspension members 162. , the front and rear right wheels, the engine 150, the front and rear gearboxes 38 and 48 and the front and rear couplings 40 and 50.

The raised left portion 128 covers only the secondary suspension members 162, the left front and rear wheels and the front and rear brakes 35.

Considered perpendicular to the transverse direction, the first raised portion 126 is relatively wider than the second raised portion

128. The circulation corridor 130 is thus shifted transversely to the left elevated portion 128 relative to the median plane P4 of the body 12 and extending parallel to the main direction.

The floor 132 of the traffic corridor is located at a level of about 480 mm with respect to the running surface of the bogie, considering the diameter at nine wheels. The circulation corridor 130 extends substantially, considered in a plane perpendicular to the main direction of the body, since the reducers

38 and 48 to the left wheels. It has a width of about 900 mm.

As in the first embodiment of the invention, each of the raised parts of the body frame comprises zones 138 to 146 of different levels, to arrange sixteen seats to the right of the bogie. FIG. 10 illustrates a pivotal variant embodiment of the bogie of FIGS. 7 to 9. Only the differences with the bogie of FIGS. 7 to 9 will be specified here. Identical elements, or performing the same function, will be designated by the same reference numbers. The bogie 16 comprises pivot connection means 176 capable of binding the bogie to the body 12. The means 176 comprise a cross bolster transverse

178 and a pivot 180 interposed between the cross member 178 and the body frame 14. The pivot 180 has an axis of rotation substantially perpendicular to the rolling plane of the bogie.

The cross member 178 has a lullaby shape similar to that of the cross member 60 of the first embodiment. The raised end portions 182 of the bolster are shaped as a tray. The secondary suspension members 162 are interposed between the plates 182 and the frame 22. The pivot 180 is connected to the lower central portion 184 of the bolster.

The floor 132 of the corridor 130 is located at a level of about 520 mm above the rolling plane of the bogie, considering the diameter at nine wheels. The corridor 130 has a width of only about 660 mm, perpendicular to the main direction of the body, so as to leave between the side walls 134 of the corridor and the bogie organs a free space allowing the rotational movement of the bogie relative to the box.

The bogies described above have multiple advantages. The use of a low primary suspension makes it possible to arrange in the body frame a low, particularly wide traffic corridor, even when the bogie is mounted by pivot connection means under the body.

Since the gearboxes have outlets fixed directly to the wheels, the front and rear couplings are arranged longitudinally between the motors and gearboxes. The transverse size of the transmissions from the engine to the wheels is reduced. In addition, the output shafts of the motors are longitudinal, which reduces gear gearboxes compared to the case where the motors have transverse output shafts.

Because the primary suspensions are placed inside the bogie relative to the wheels, it is possible to lower the side walls of the body substantially to the axis of the wheels, or lower, while giving them a curved. As shown in Figures 1 and 7, the walls are not flat but, on the contrary, are slightly curved towards the outside of the box. In addition their, this arrangement of the primary suspensions facilitates access to the wheels and brake discs, for their maintenance or replacement.

In the first embodiment of the invention, the fact that the motors and gearboxes are placed towards the outside of the bogie relative to the wheels, and the fact that the frame and the axle boxes are arranged in the same plane substantially parallel to the running surface of the bogie, further facilitate the development of a low and wide circulation corridor in the body frame.

Furthermore, the fact that the motors are placed towards the outside of the bogie, vertically at the level of the bogie frame, and the fact that the secondary suspensions are placed inside the bogie with respect to the wheels, at the same level that the engines, allows to create in the body frame two low side areas between the front and rear wheels of the truck. It becomes possible to have sixteen seats in the box above each bogie. Indeed, two seats can be arranged at the front of each low area, and two others at the rear of said low area, vis-à-vis the front seats. The low areas are used to house the legs of passengers sitting on the four seats vis-à-vis. The second embodiment of the invention also has multiple advantages.

The fact that the engine and gearboxes are assembled on one lateral side of the bogie, in contrast to the low primary suspension members, further facilitates the arrangement of a low and wide circulation lane in the chassis of the truck. checkout.

The symmetrical disposition of the motor (s) and reducers with respect to the median transverse plane of the wheels also goes in this direction. The drive motor of the bogie can advantageously be aligned longitudinally between the two gear units. The or each motor and the gear units have substantially the same dimensions transversely, so that there remains a large free space between the engine and the gearboxes, on the one hand, and the wheels on the opposite side of the bogie, on the other hand on the other hand, to let the cash circulation corridor pass.

Because the reducers are assembled on one side of the bogie, the traffic corridor is offset from the median plane of the body and parallel to the main direction of the body. In this case, the brakes and the secondary suspension springs of the bogie are placed towards the outside of the bogie with respect to the wheels, so as not to impede the passage of the traffic corridor of the box.

The fact that the engine is placed along a low central part of the right lanyard, towards the outside of the bogie, and the fact that the engine is placed at a level lower than that of the raised end portions of the spar right allows to create in the body frame two low side areas between the front and rear wheels of the bogie.

It thus becomes possible to have up to four rows of three seats without too much encroaching on the corridor for a narrow box (less than 2400 mm wide), ie twelve seats above the bogie. Two seats of each row are in this case arranged above the raised portion 126, the widest, and only one above the raised portion 128, the narrowest. In the case of a wider body (more than 2400 mm wide), it is possible to have four rows of four seats above the bogie without too much encroaching on the corridor, ie sixteen seats in total. Two seats of each row are then placed above the raised portion 126 and two others above the raised portion 128. The seats of the central rows are arranged vis-à-vis front and rear low areas, the passengers can thus house their legs in low areas.

The architecture of the truck makes it possible to mount this bogie on the body either pivoting about a pivot substantially perpendicular to the running surface of the vehicle, or non-pivoting, that is to say with an angular displacement of less than or equal to 2 ° compared to the cashier. The bogies described above can have multiple variants.

The bogie can be a bogie carrier, that is to say without engine. The truck can be pivotable or non-pivoting, the width of the traffic corridor in the chassis frame above the bogie can be increased in the latter case. The front and rear axles may be of the coupled type, as described in EP-O 911 239 or of the decoupled type, as described in the patent application bearing the filing number FR 06 00834. In both cases, it is possible to lower the height of the traffic corridor below 480 mm. The secondary suspension members may be of any type, and include rubber / steel herringbone sandwiches or helical springs. The bogie may comprise two or four secondary suspension members.

The brakes are not necessarily disc brakes, but may be of any type, for example drum brakes.

The bolster can be connected to the body frame by a ring, a pivot or a similar member.

In the first embodiment, the bogie may be equipped with lower primary suspensions only one side, right or left. It can include only one engine. In this case, the two reducers are arranged on the same side of the bogie, towards the outside of the bogie relative to the trains, the engine being coupled to the two reducers.

In the second embodiment, the bogie may comprise two motors, each driving the two wheels associated with the same axle. In this case, the two motors are aligned longitudinally between the gear units.

Claims

Bogie (16) for a railway vehicle, the bogie comprising:

- a frame (22);

- two front wheels (24) and two rear wheels (26); for each front wheel (24) and each rear wheel (26), a member (32,

38, 48) for guiding said wheel in rotation and a primary chassis suspension device (33) (22) on said guide member (32, 38, 48); characterized in that at least the primary suspension devices (33) associated with the front and rear wheels (24, 26) arranged on the same first lateral side of the bogie (16) each comprise:

- two longitudinal connecting rods (91, 92), each connected by a first connection point (94, 96) to the frame (22), and by a second connection point (98, 100) to the guide member (32) corresponding,

- At least one resilient member (102) interposed between the two links (91, 92) to define at least the vertical stiffness of the primary suspension device (33), the two connecting rods (90, 91) being longitudinally offset one compared to the other.

2. Bogie according to claim 1, characterized in that, in each of said primary suspension devices (33), the two connecting rods (90, 92) are substantially parallel to one another and present between their first and second second connection points (94, 98; 96, 100) respectively substantially the same length longitudinally.

Bogie according to claim 1 or 2, characterized in that, in each of said primary suspension devices (33), the or each elastic member

(102) is a sandwich comprising a plurality of layers (106) of elastic material and a plurality of metal plates (108, 110) interposed between the layers (106) of elastic material and adherent to the elastic layers (106).

4. Bogie according to any one of claims 1 to 3, characterized in that, in each of said primary suspension devices (33), the or each elastic member (102) has a compression axis forming an angle (β) included between 0 ° and 90 ° relative to an axis passan t by the first connection points (94, 96) of the two connecting rods (91, 92).

Bogie according to any one of claims 1 to 4, characterized in that, in each of said primary suspension devices (33), each of the two links (90, 92) is connected to the guide member (32). corresponding to its second connection point (98, 100) by a cylindrical elastic articulation, and to the frame (22) at its first connection point (94, 96) also by a cylindrical elastic articulation.

Bogie according to any one of claims 1 to 5, characterized in that the two connecting rods (91, 92) of each of said primary suspension devices (33) are arranged at a lower vertical level at the top (104) of the corresponding guide member (32).

Bogie according to one of the preceding claims, characterized in that each primary suspension device (33) is disposed towards the inside of the bogie (16) relative to the associated wheel (24, 26).

8. Bogie according to any one of the preceding claims, characterized in that the frame (22) comprises two longitudinal longitudinal members (52) arranged towards the inside of the bogie (16) with respect to the wheels (24, 26).

9. Bogie according to claim 8, characterized in that the longitudinal members (52) and the members (32) for guiding the wheels (24, 26) are disposed substantially in the same plane parallel to the rolling plane of the bogie (16).

Bogie according to claim 9, characterized in that each spar

(52) extends between two guide members (32), said spar (52) having front and rear end portions (56, 58) aligned with and stopping at a distance longitudinally from the two guide members (32). ).

11. Bogie according to any one of claims 9 or 10, characterized in that it comprises at least one motor (28, 30) and a device (29, 31) adapted to couple in rotation at least one wheel (24, 26) of the bogie (16) to the motor (28, 30), the or each motor (28, 30) and the coupling device (29, 31) being arranged towards the outside of the bogie (16) with respect to the wheels (24, 26).

12. Bogie according to any one of claims 9 or 10, characterized in that it comprises two motors (28, 30) and two devices (29, 31) each adapted to couple in rotation a pair of wheels (24, 26). ) of the bogie (16) to a motor (28, 30), one of the two motors (30) and one of the two coupling devices (31) being arranged towards the outside of the bogie (16) relative to on wheels (24, 26) located on the first lateral side of the bogie, the other of the two engines (28) and the other of the two coupling devices (29) being arranged towards the outside of the bogie with respect to the wheels (24, 26) located at the opposite the first lateral side of the bogie.

13. Bogie according to claim 12, characterized in that one of the two motors (28) is coupled to the two front wheels (24) and the other of the two motors (30) is coupled to the two rear wheels (26).

14. Bogie according to claim 8, characterized in that it comprises at least one motor (150), coupling means (29) of the front wheels (24) to or a motor (150), and means of coupling (31) the rear wheels (26) to or to a motor (150), the or each motor (150) and the front and rear coupling means (29, 31) being arranged between, on the one hand, a median longitudinal plane (P1) of the two front (24) and median wheels of the two rear wheels (26) and, secondly, a longitudinal plane (P2) passing through the front wheel (24) and the rear wheel (26). ) located on the second lateral side of the bogie (16).

Bogie according to claim 14, characterized in that the front and rear coupling means (29, 31) are arranged in positions that are symmetrical to one another with respect to a median transverse plane (P3) of the wheels. front and rear (24, 26).

16. Bogie according to claim 14 or 15, characterized in that it comprises a single drive motor (150) aligned longitudinally between the front and rear coupling means (29, 31).

17. Bogie according to any one of claims 14 to 16, characterized in that it comprises braking members (35) of the front and rear wheels (24, 26) and secondary suspension members (162) able to suspend a box (12) of the railway vehicle to the bogie frame (22), the braking members (35) and the secondary suspension members (162) being placed towards the outside of the bogie (16) with respect to the wheels (24, 26).

Bogie according to one of claims 14 to 17, characterized in that the spar (52) situated on the second lateral side of the bogie comprises a central part (152) extending along the engine (150) and two parts end portions (156, 158) located at a higher level than the central portion (152) relative to the rolling plane of the bogie, the end portions (156, 158) extending above the members for guiding in rotation the wheels (24, 26) located in the second lateral side of the bogie, the motor (150) being located at a level lower than that of the end portions (154, 156) relative to the rolling plane of the bogie.

Bogie according to claim 18, characterized in that the spar (52) located on the first lateral side of the bogie and the wheel guiding members (32) (24, 26) situated on the first lateral side of the bogie extend substantially in the same plane parallel to the rolling plane of the bogie (16).

20. Bogie according to any one of the preceding claims, characterized in that it comprises pivot connection means (34) capable of linking the bogie (16) to the body (12) of the railway vehicle.

21. Railway vehicle comprising at least one bogie according to any one of the preceding claims.