EP2636570B1 - Pendular bogie for a railway vehicle, vehicle and corresponding train - Google Patents

Pendular bogie for a railway vehicle, vehicle and corresponding train Download PDF

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Publication number
EP2636570B1
EP2636570B1 EP13157493.1A EP13157493A EP2636570B1 EP 2636570 B1 EP2636570 B1 EP 2636570B1 EP 13157493 A EP13157493 A EP 13157493A EP 2636570 B1 EP2636570 B1 EP 2636570B1
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EP
European Patent Office
Prior art keywords
bogie
damping
chassis
actuator cylinder
ball
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EP13157493.1A
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German (de)
French (fr)
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EP2636570A1 (en
Inventor
Fabrice COTTIN
Frédéric Liodenot
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

  • the invention relates generally to pendular bogies for a railway vehicle.
  • the invention relates in a first aspect to a pendulum bogie for a railway vehicle, of the type comprising a frame, a structure movable in rotation about a longitudinal axis relative to the chassis and intended to be connected to the vehicle body rail, and at least one device for damping yaw movements of the structure relative to the chassis, the yaw damping device comprising: - a damping cylinder, connected by a first end to the chassis by a first ball joint connection; - A connecting element linking a second end of the damping cylinder to the structure.
  • the second end of the damping cylinder to a foot of the structure via a ball joint.
  • the foot is for example formed on a lateral side of the structure and protrudes downwards.
  • the structure, and in particular the feet, must not interfere with the longitudinal members of the bogie frame.
  • the actuator must not be too large in relation to the longitudinal direction. This makes it possible to avoid the parasitic force components vertically in the device for damping yaw movements, and this also makes it possible not to lose too much efficiency for the longitudinal component of the anti-lock damping force.
  • the invention aims to provide a pendulum bogie whose design meets the above criteria.
  • the kinematics of the damping device is thus considerably modified.
  • this structure, or the elements of the device for damping yaw movements does not exceed the limits of the jig. There is no interference with the bogie frame. It is possible to arrange the various elements of the damping device so that the damping cylinder forms a reduced angle with the longitudinal direction, and whatever the angular position of the structure about the longitudinal axis relative to the chassis, and regardless of the yaw angle of the structure relative to the chassis.
  • yaw movement of the structure relative to the chassis means the rotational movements of the structure relative to the chassis about an axis perpendicular to the rolling plane of the bogie.
  • the longitudinal direction here corresponds to the normal direction of travel of the bogie.
  • the transverse direction corresponds to the direction both perpendicular to the longitudinal direction and parallel to the rolling plane of the bogie.
  • the invention relates to a railway vehicle comprising at least one bogie having the above characteristics, and a box related to the structure of the bogie.
  • the invention relates to a train, comprising a plurality of railway vehicles having the above characteristics.
  • the vehicle 1 represented on the figure 1 is a train car.
  • This vehicle comprises a body 3 and one or more bogie (s) 5 support of the body.
  • the body 3 is typically provided to accommodate passengers or cargo. It rests on the bogie 5 via its bottom 7.
  • the bogie 5 comprises wheels 9, bearings 11 for guiding the wheels in rotation, a chassis 13, a primary suspension 15 through which the chassis 13 is suspended on the bearings 11, a structure 17 movable in rotation around a longitudinal axis relative to the frame 13, a secondary suspension 19 through which the body 3 is suspended on the structure 17, a device 21 for controlling the displacement of the structure 17 in rotation about the longitudinal axis by relative to the frame 13, and several devices 23 for damping yaw movements of the structure 17 relative to the frame 13 (visible on the Figures 2 to 6 ).
  • the wheels 9 roll on the train running rails.
  • the bogie 5 typically has four wheels, spread over two axles, but could have only two wheels or more than four wheels.
  • the bogie frame 13 is a rigid structure, typically comprising two longitudinal longitudinal members 25, connected to each other by two transverse crosspieces 27.
  • the structure 17 comprises a transverse tilting crosspiece 29, shown in detail on the figure 2 . As it appears on figures 2 and 3 , the structure 17 is able to move in rotation relative to the bogie frame 13 in a plane perpendicular to the longitudinal axis.
  • the body 3 is connected to the structure 17, and moves in one piece with the structure 17 around the longitudinal axis. The body 3 is thus likely to move in a pendular manner with respect to the bogie frame.
  • the bogie 5 further comprises an assembly 31 for guiding the displacement of the structure 17 in rotation about the longitudinal axis.
  • This assembly 31 comprises two rollers 33, each connected to a longitudinal member 25 of the bogie frame 13.
  • the rollers 33 cooperate with two rolling surfaces 35 formed at the two lateral ends of the tilting cross member 29.
  • this crosspiece has a U-shape, with a central portion 37 substantially straight and transverse, and two end portions 39 extending the central portion 37 obliquely to the body 3.
  • the rolling surfaces 35 are attached to the end portions oblique 39 and are turned downwards and laterally to the outside of the bogie. They rest on the rollers 33.
  • the structure 17 also comprises a plate 41, rigidly fixed under the bottom 7 of the box.
  • the secondary suspensions 19 are of pneumatic type and are interposed between the two end portions 39 of the tilting cross member 29 and the plate 41.
  • the device 21 for controlling the displacement of the structure in rotation about the longitudinal axis relative to the frame 13 comprises a tilt cylinder 43 disposed in a plane substantially perpendicular to the longitudinal axis.
  • a first end of this jack is fixed to a cross member of the bogie frame 13.
  • a second end of the tilt cylinder 43 is fixed by a pivot connection to a foot 45 integral with the tilting cross member 29.
  • the jack 43 is driven by a calculator 47.
  • This is indicated by a sensor 49, for example by an accelerometer.
  • the sensor 49 is provided to measure the acceleration in a direction transverse to the bogie.
  • the bogie 5 is equipped with two yaw damping devices 23 of the structure 17 with respect to the bogie frame, arranged on two opposite lateral sides of the structure 17. figure 2 one is located on the right and the other on the left of the structure 17.
  • the two damping devices are identical, and only one of these devices will be described here.
  • the bogie 5 is equipped with a single damping device 23, or two damping devices 23 on each side, or more than four devices in total.
  • the damping cylinder 51 is of substantially longitudinal orientation and has a substantially longitudinal axis of compression.
  • the yaw movement damping device is arranged so that the damping cylinder 51 debunks with respect to the longitudinal direction in a cone angle less than 30 °.
  • the first ball joint 55 connects the damping cylinder 51 to an end portion of a spar 25.
  • the cylinder 51 extends from the first ball joint 55 to a longitudinally central portion of the bogie.
  • the lower connecting rod 65 is connected by the fourth ball joint 69 to a longitudinally central portion of the spar 25.
  • the lower rod 65 is for example rectilinear.
  • the upper link 57 has, as visible on the Figures 4 to 6 , two branches 71 and a common lower section 73.
  • the lower section 73 has a lower end 75 connected to the second end 59 of the damping cylinder by the second ball joint 61.
  • the two branches 71 are each integral with the the upper end 77 of the common section 73.
  • Each of the branches 71 extends from the upper end 77 to the plate 41.
  • Each of the branches 71 is connected to the plate 41 by a pivot link 79 which is specific to it.
  • the two pivot links 79 together constitute the pivot link device 63.
  • the respective axes of the two pivot links 79 are aligned and are parallel to the longitudinal direction.
  • the accelerometer 49 When the vehicle is traveling in a straight line, the accelerometer 49 does not detect transverse acceleration.
  • the computer 47 then commands the cylinder 43 to adopt the position illustrated on the figure 2 in which the plate 41 is substantially horizontal.
  • the central portion 37 of the cross member 29 is also horizontal. In this position, the angular displacement of the structure 17 relative to the frame 13 around the longitudinal axis is zero.
  • the upper rods 57 and lower 65 form an L pointing laterally outwardly of the bogie.
  • the third ball joint 67 is shifted transversely to the outside of the bogie with respect to the fourth ball joint 69 and with respect to the pivot links 79.
  • the damping cylinder 51 is slightly inclined relative to the longitudinal direction.
  • the lower link 65 extends in a vertical and transverse plane.
  • the figure 3 illustrates the situation when the vehicle follows a curve whose center of curvature is on the right of the bogie in the representation of the figure 3 .
  • the sensor 49 detects transverse acceleration to the left of the figure 3 . It then commands the cylinder 43 to lengthen, so that the tilting beam 29 is also displaced to the left of the cylinder. figure 3 .
  • the displacement is by rolling surfaces 35 on rollers 33.
  • the figure 3 illustrates the maximum tilt run of crossbar 29 to the left.
  • the body 3 is driven by this pendulum movement and tilts to the right of the figure 3 . This balances the vehicle in its moving along the curve.
  • the rods 57, 65 located on the side of the center of curvature pivot relative to each other around the ball joint 67, in the direction of a closer to each other.
  • the angle formed by the upper and lower links 57, 65 tends to be reduced.
  • the jack 51 does not play, in the absence of yaw movements of the body 3 with respect to the bogie frame 13.
  • the figure 5 illustrates the behavior of the yaw damping device 23 if the pendulum movement of the structure 17 relative to the bogie frame 13 is accompanied by a yaw movement.
  • the figure 5 illustrates the situation of the damping device 23 in the situation of the figure 3 , that is with a maximum tilting stroke to the left of the figure 3 , accompanied by a maximum yaw movement about a vertical axis clockwise in top view of the bogie.
  • the figure 6 illustrates the situation of the device for damping yaw movements 23, for a maximum tilting movement to the right of the yaw figure 3 and a maximum yaw movement in the same direction as on the figure 5 , that is to say clockwise in plan view around a vertical axis. Note that the angle formed by the damping cylinder 51 relative to the longitudinal direction is reduced.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)

Description

Bogie pendulaire pour véhicule ferroviaire, véhicule et train correspondant L'invention concerne en général les bogies pendulaires pour véhicule ferroviaire.The invention relates generally to pendular bogies for a railway vehicle.

Plus précisément, l'invention concerne selon un premier aspect un bogie pendulaire pour un véhicule ferroviaire, du type comprenant un châssis, une structure mobile en rotation autour d'un axe longitudinal par rapport au châssis et destiné à être lié à la caisse du véhicule ferroviaire, et au moins un dispositif d'amortissement des mouvements de lacet de la structure par rapport au châssis, le dispositif d'amortissement des mouvements de lacet comprenant :- un vérin d'amortissement, relié par une première extrémité au châssis par une première liaison rotule ; - un élément de liaison liant une seconde extrémité du vérin d'amortissement à la structure.More specifically, the invention relates in a first aspect to a pendulum bogie for a railway vehicle, of the type comprising a frame, a structure movable in rotation about a longitudinal axis relative to the chassis and intended to be connected to the vehicle body rail, and at least one device for damping yaw movements of the structure relative to the chassis, the yaw damping device comprising: - a damping cylinder, connected by a first end to the chassis by a first ball joint connection; - A connecting element linking a second end of the damping cylinder to the structure.

Un tel bogie est connu du document US-A-4440093 .Such a bogie is known from the document US Patent 4440093 .

Il est possible de lier la seconde extrémité du vérin d'amortissement à un pied de la structure par l'intermédiaire d'une liaison rotule. Le pied est par exemple formé sur un côté latéral de la structure et fait saillie vers le bas.It is possible to bind the second end of the damping cylinder to a foot of the structure via a ball joint. The foot is for example formed on a lateral side of the structure and protrudes downwards.

Un tel bogie doit respecter différentes contraintes. Quand la structure est en bout de course de rotation autour de l'axe longitudinal par rapport au châssis, la structure, et notamment les pieds de fixation, ne doivent pas enfreindre le gabarit, et notamment le gabarit d'encombrement transversal.Such a bogie must respect different constraints. When the structure is at the end of the rotational stroke about the longitudinal axis relative to the chassis, the structure, and in particular the fixing feet, must not violate the template, and in particular the transverse clearance template.

Par ailleurs, la structure, et notamment les pieds, ne doivent pas interférer avec les longerons du châssis de bogie.In addition, the structure, and in particular the feet, must not interfere with the longitudinal members of the bogie frame.

Par ailleurs, quel que soit l'angle de roulis, c'est-à-dire l'angle de la structure mobile par rapport au châssis autour de l'axe longitudinal, et quel que soit l'angle de lacet, le vérin d'amortissement ne doit pas adopter un angle trop important par rapport à la direction longitudinale. Ceci permet d'éviter les composantes d'efforts parasites en vertical dans le dispositif d'amortissement des mouvements de lacet, et ceci permet également de ne pas perdre trop d'efficacité pour la composante longitudinale de l'effort d'amortissement antilacet.Furthermore, regardless of the roll angle, that is to say the angle of the movable structure relative to the frame about the longitudinal axis, and regardless of the yaw angle, the actuator The damping must not be too large in relation to the longitudinal direction. This makes it possible to avoid the parasitic force components vertically in the device for damping yaw movements, and this also makes it possible not to lose too much efficiency for the longitudinal component of the anti-lock damping force.

Dans le bogie décrit ci-dessus, il est difficile de respecter ces différentes contraintes.In the bogie described above, it is difficult to respect these various constraints.

Dans ce contexte, l'invention vise à proposer un bogie pendulaire dont la conception permet de satisfaire les critères ci-dessus.In this context, the invention aims to provide a pendulum bogie whose design meets the above criteria.

A cette fin, l'invention porte sur un bogie pendulaire du type précité, caractérisé en ce que l'élément de liaison comprend :

  • une bielle supérieure, liée d'une part à la seconde extrémité du vérin par une seconde liaison rotule et d'autre part à la structure par un dispositif de liaison pivot autour d'un axe de pivotement longitudinal ;
  • une bielle inférieure, liée d'une part à la bielle supérieure et/ou à la deuxième extrémité du vérin d'amortissement par une troisième liaison rotule, et d'autre part au châssis par une quatrième liaison rotule.
To this end, the invention relates to a pendulum bogie of the aforementioned type, characterized in that the connecting element comprises:
  • an upper link, connected on the one hand to the second end of the cylinder by a second ball joint and on the other hand to the structure by a pivot connecting device about a longitudinal pivot axis;
  • a lower link, connected firstly to the upper link and / or the second end of the damping cylinder by a third ball joint, and secondly to the chassis by a fourth ball joint.

La cinématique du dispositif d'amortissement est ainsi considérablement modifiée. Quand la structure mobile est en bout de course de rotation autour de l'axe longitudinal par rapport au châssis, cette structure, ou les éléments du dispositif d'amortissement des mouvements de lacet, ne dépasse(nt) pas les limites du gabarit. Il n'y a pas d'interférence avec le châssis de bogie. Il est possible d'agencer les différents éléments du dispositif d'amortissement de manière à ce que le vérin d'amortissement forme un angle réduit avec la direction longitudinale, et ce quelle que soit la position angulaire de la structure autour de l'axe longitudinal par rapport au châssis, et quel que soit l'angle de lacet de la structure par rapport au châssis.The kinematics of the damping device is thus considerably modified. When the movable structure is at the end of the rotational stroke about the longitudinal axis relative to the frame, this structure, or the elements of the device for damping yaw movements, does not exceed the limits of the jig. There is no interference with the bogie frame. It is possible to arrange the various elements of the damping device so that the damping cylinder forms a reduced angle with the longitudinal direction, and whatever the angular position of the structure about the longitudinal axis relative to the chassis, and regardless of the yaw angle of the structure relative to the chassis.

On entend ici par mouvement de lacet de la structure par rapport au châssis les mouvements de rotation de la structure par rapport au châssis autour d'un axe perpendiculaire au plan de roulement du bogie. La direction longitudinale correspond ici à la direction de déplacement normal du bogie. La direction transversale correspond à la direction à la fois perpendiculaire à la direction longitudinale et parallèle au plan de roulement du bogie.Here yaw movement of the structure relative to the chassis means the rotational movements of the structure relative to the chassis about an axis perpendicular to the rolling plane of the bogie. The longitudinal direction here corresponds to the normal direction of travel of the bogie. The transverse direction corresponds to the direction both perpendicular to the longitudinal direction and parallel to the rolling plane of the bogie.

Le bogie peut également présenter une ou plusieurs des caractéristiques ci-dessous, considérés individuellement ou selon toutes les combinaisons techniquement possibles :

  • la bielle supérieure comprend deux branches, chaque branche étant liée à la seconde extrémité du vérin par la seconde liaison rotule, le dispositif de liaison pivot comprenant deux liaisons pivots autour de l'axe de pivotement liant chacun une des deux branches à la structure ;
  • la bielle supérieure comprend un tronçon inférieur commun, dont une extrémité inférieure est liée à la seconde extrémité du vérin par la seconde liaison rotule, les deux branches étant solidaire d'une extrémité supérieure du tronçon inférieur commun opposée à l'extrémité inférieure ;
  • le dispositif d'amortissement est agencé pour que le vérin d'amortissement débatte par rapport à la direction longitudinal dans un cône d'angle inférieur à 30° ;
  • le vérin d'amortissement est relié par sa première extrémité à un longeron du châssis ;
  • la bielle inférieure est liée par la quatrième liaison rotule à un longeron du châssis ;
  • le bogie comprend deux dispositifs d'amortissement des mouvements de lacet de la structure par rapport au châssis, disposés de deux côtés latéraux opposés de la structure ;
  • le bogie comprend un dispositif à vérin de commande du déplacement de la structure en rotation autour de l'axe longitudinal par rapport au châssis.
The bogie may also have one or more of the following characteristics, considered individually or in any technically feasible combination:
  • the upper link comprises two branches, each branch being connected to the second end of the cylinder by the second ball joint, the pivot connecting device comprising two pivot links around the pivot axis each linking one of the two branches to the structure;
  • the upper link comprises a common lower section, a lower end is connected to the second end of the cylinder by the second ball joint, the two branches being secured to an upper end of the common lower section opposite the lower end;
  • the damping device is arranged so that the damping cylinder debates relative to the longitudinal direction in an angle cone less than 30 °;
  • the damping cylinder is connected at its first end to a frame spar;
  • the lower link is connected by the fourth ball joint connection to a chassis spar;
  • the bogie comprises two devices for damping yaw movements of the structure relative to the frame, arranged on two opposite lateral sides of the structure;
  • the bogie comprises a cylinder device for controlling the displacement of the structure in rotation about the longitudinal axis relative to the chassis.

Selon un second aspect, l'invention porte sur un véhicule ferroviaire comprenant au moins un bogie ayant les caractéristiques ci-dessus, et une caisse liée à la structure du bogie.According to a second aspect, the invention relates to a railway vehicle comprising at least one bogie having the above characteristics, and a box related to the structure of the bogie.

Selon un troisième aspect, l'invention porte sur un train, comprenant une pluralité de véhicules ferroviaires ayant les caractéristiques ci-dessus.According to a third aspect, the invention relates to a train, comprising a plurality of railway vehicles having the above characteristics.

D'autres caractéristiques et avantages de l'invention ressortiront de la description détaillée qui en est donnée ci-dessous, à titre indicatif et nullement limitatif, en référence aux figures annexées, parmi lesquelles :

  • la figure 1 est une vue en élévation, schématique, d'un véhicule ferroviaire conforme à l'invention ;
  • la figure 2 est une représentation plus détaillée de la structure mobile et du dispositif de commande du déplacement de la structure en rotation autour de l'axe longitudinal, le dispositif d'amortissement des mouvements de lacet étant représenté de manière schématique, le bogie étant représenté dans une situation où la structure mobile n'est pas décalée angulairement autour de l'axe longitudinal ;
  • la figure 3 est une vue similaire à celle de la figure 2, dans une situation où la structure mobile est en bout de course de rotation autour de l'axe longitudinal, d'un premier côté latéral du bogie ;
  • la figure 4 est une vue de côté du bogie de la figure 1, la structure n'étant pas décalée angulairement autour de l'axe longitudinal par rapport au châssis, l'angle de lacet étant nul;
  • la figure 5 est une vue similaire à celle de la figure 4, la structure mobile étant représentée dans une position où sa course angulaire d'un premier côté latéral autour de l'axe longitudinal par rapport au châssis est maximum, et où l'angle de lacet est maximal également ;
  • la figure 6 est une vue similaire à celle de la figure 5, le déplacement angulaire de la structure autour de l'axe longitudinal vers le second côté latéral du châssis étant maximal, et l'angle de lacet étant lui aussi maximal.
Other features and advantages of the invention will become apparent from the detailed description given below, for information only and in no way limitative, with reference to the appended figures, among which:
  • the figure 1 is a schematic elevational view of a railway vehicle according to the invention;
  • the figure 2 is a more detailed representation of the movable structure and the device for controlling the displacement of the structure in rotation about the longitudinal axis, the yaw damping device being shown schematically, the bogie being represented in a situation where the movable structure is not angularly offset about the longitudinal axis;
  • the figure 3 is a view similar to that of the figure 2 in a situation where the movable structure is at the end of rotation stroke about the longitudinal axis, a first lateral side of the bogie;
  • the figure 4 is a side view of the bogie from the figure 1 , the structure not being angularly offset about the longitudinal axis relative to the frame, the yaw angle being zero;
  • the figure 5 is a view similar to that of the figure 4 the movable structure being shown in a position where its angular stroke of a first lateral side about the longitudinal axis with respect to the frame is maximum, and where the yaw angle is also maximum;
  • the figure 6 is a view similar to that of the figure 5 the angular displacement of the structure about the longitudinal axis towards the second lateral side of the frame being maximal, and the yaw angle being also maximum.

Le véhicule 1 représenté sur la figure 1 est une voiture de train. Ce véhicule comporte une caisse 3 et un ou plusieurs bogie(s) 5 de support de la caisse. La caisse 3 est prévue typiquement pour loger des passagers ou du fret. Elle repose sur le bogie 5 par l'intermédiaire de son fond 7.The vehicle 1 represented on the figure 1 is a train car. This vehicle comprises a body 3 and one or more bogie (s) 5 support of the body. The body 3 is typically provided to accommodate passengers or cargo. It rests on the bogie 5 via its bottom 7.

Le bogie 5 comporte des roues 9, des paliers 11 de guidage en rotation des roues, un châssis 13, une suspension primaire 15 par l'intermédiaire de laquelle le châssis 13 est suspendu sur les paliers 11, une structure 17 mobile en rotation autour d'un axe longitudinal par rapport au châssis 13, une suspension secondaire 19 par l'intermédiaire de laquelle la caisse 3 est suspendue sur la structure 17, un dispositif 21 de commande du déplacement de la structure 17 en rotation autour de l'axe longitudinal par rapport au châssis 13, et plusieurs dispositifs 23 d'amortissement des mouvements de lacet de la structure 17 par rapport au châssis 13 (visibles sur les figures 2 à 6).The bogie 5 comprises wheels 9, bearings 11 for guiding the wheels in rotation, a chassis 13, a primary suspension 15 through which the chassis 13 is suspended on the bearings 11, a structure 17 movable in rotation around a longitudinal axis relative to the frame 13, a secondary suspension 19 through which the body 3 is suspended on the structure 17, a device 21 for controlling the displacement of the structure 17 in rotation about the longitudinal axis by relative to the frame 13, and several devices 23 for damping yaw movements of the structure 17 relative to the frame 13 (visible on the Figures 2 to 6 ).

Les roues 9 roulent sur des rails de circulation du train. Le bogie 5 comporte typiquement quatre roues, réparties sur deux essieux, mais pourrait comporter seulement deux roues ou plus de quatre roues.The wheels 9 roll on the train running rails. The bogie 5 typically has four wheels, spread over two axles, but could have only two wheels or more than four wheels.

Le châssis de bogie 13 est une structure rigide, comportant typiquement deux longerons longitudinaux 25, raccordés l'un à l'autre par deux traverses transversales 27.The bogie frame 13 is a rigid structure, typically comprising two longitudinal longitudinal members 25, connected to each other by two transverse crosspieces 27.

La structure 17 comporte une traverse de pendulation transversale 29, représentée de manière détaillée sur la figure 2. Comme il apparaît sur les figures 2 et 3, la structure 17 est susceptible de se déplacer en rotation par rapport au châssis de bogie 13 dans un plan perpendiculaire à l'axe longitudinal. La caisse 3 est liée à la structure 17, et se déplace d'une pièce avec la structure 17 autour de l'axe longitudinal. La caisse 3 est ainsi susceptible de se déplacer de manière pendulaire par rapport au châssis de bogie.The structure 17 comprises a transverse tilting crosspiece 29, shown in detail on the figure 2 . As it appears on figures 2 and 3 , the structure 17 is able to move in rotation relative to the bogie frame 13 in a plane perpendicular to the longitudinal axis. The body 3 is connected to the structure 17, and moves in one piece with the structure 17 around the longitudinal axis. The body 3 is thus likely to move in a pendular manner with respect to the bogie frame.

Le bogie 5 comporte encore un ensemble 31 destiné à guider le déplacement de la structure 17 en rotation autour de l'axe longitudinal. Cet ensemble 31 comporte deux galets 33, chacun lié à un longeron 25 du châssis de bogie 13. Les galets 33 coopèrent avec deux surfaces de roulement 35 ménagées aux deux extrémités latérales de la traverse de pendulation 29.The bogie 5 further comprises an assembly 31 for guiding the displacement of the structure 17 in rotation about the longitudinal axis. This assembly 31 comprises two rollers 33, each connected to a longitudinal member 25 of the bogie frame 13. The rollers 33 cooperate with two rolling surfaces 35 formed at the two lateral ends of the tilting cross member 29.

Comme visible sur la figure 2, cette traverse présente une forme en U, avec une partie centrale 37 sensiblement rectiligne et transversale, et deux parties d'extrémité 39 prolongeant la partie centrale 37 en oblique vers la caisse 3. Les surfaces de roulement 35 sont fixés aux parties d'extrémité obliques 39 et sont tournées vers le bas et latéralement vers l'extérieur du bogie. Elles reposent sur les galets 33.As visible on the figure 2 this crosspiece has a U-shape, with a central portion 37 substantially straight and transverse, and two end portions 39 extending the central portion 37 obliquely to the body 3. The rolling surfaces 35 are attached to the end portions oblique 39 and are turned downwards and laterally to the outside of the bogie. They rest on the rollers 33.

Comme visible sur la figure 2, la structure 17 comporte encore un plateau 41, rigidement fixé sous le fond 7 de la caisse.As visible on the figure 2 , the structure 17 also comprises a plate 41, rigidly fixed under the bottom 7 of the box.

Dans l'exemple représenté, les suspensions secondaires 19 sont de type pneumatique et sont interposées entre les deux parties d'extrémité 39 de la traverse de pendulation 29 et le plateau 41.In the example shown, the secondary suspensions 19 are of pneumatic type and are interposed between the two end portions 39 of the tilting cross member 29 and the plate 41.

Le dispositif 21 de commande du déplacement de la structure en rotation autour de l'axe longitudinal par rapport au châssis 13 comporte un vérin de pendulation 43 disposé dans un plan sensiblement perpendiculaire à l'axe longitudinal. Une première extrémité de ce vérin est fixée à une traverse du châssis de bogie 13. Une seconde extrémité du vérin de pendulation 43 est fixée par une liaison pivot à un pied 45 solidaire de la traverse de pendulation 29. Le vérin 43 est piloté par un calculateur 47. Celui-ci est renseigné par un capteur 49, par exemple par un accéléromètre. Le capteur 49 est prévu pour mesurer l'accélération suivant une direction transversale au niveau du bogie.The device 21 for controlling the displacement of the structure in rotation about the longitudinal axis relative to the frame 13 comprises a tilt cylinder 43 disposed in a plane substantially perpendicular to the longitudinal axis. A first end of this jack is fixed to a cross member of the bogie frame 13. A second end of the tilt cylinder 43 is fixed by a pivot connection to a foot 45 integral with the tilting cross member 29. The jack 43 is driven by a calculator 47. This is indicated by a sensor 49, for example by an accelerometer. The sensor 49 is provided to measure the acceleration in a direction transverse to the bogie.

Le bogie 5 est équipé de deux dispositifs 23 d'amortissement des mouvements de lacet de la structure 17 par rapport au châssis de bogie, disposés de deux côtés latéraux opposés de la structure 17. Sur la figure 2, l'un est situé à droite et l'autre situé à gauche de la structure 17. Les deux dispositifs d'amortissement sont identiques, et un seul de ces dispositifs sera donc décrit ici.The bogie 5 is equipped with two yaw damping devices 23 of the structure 17 with respect to the bogie frame, arranged on two opposite lateral sides of the structure 17. figure 2 one is located on the right and the other on the left of the structure 17. The two damping devices are identical, and only one of these devices will be described here.

En variante, le bogie 5 est équipé d'un seul dispositif d'amortissement 23, ou de deux dispositifs d'amortissement 23 de chaque côté, ou de plus de quatre dispositifs au total.Alternatively, the bogie 5 is equipped with a single damping device 23, or two damping devices 23 on each side, or more than four devices in total.

Chaque dispositif 23 d'amortissement des mouvements de lacet comprend, comme visible sur la figure 4 :

  • un vérin d'amortissement 51, relié par une première extrémité 53 au châssis de bogie 13 par une première liaison rotule 55 ;
  • une bielle supérieure 57, liée d'une part à une seconde extrémité 59 du vérin d'amortissement par une seconde liaison rotule 61 et d'autre part à la structure 17 par un dispositif de liaison pivot 63 ayant un axe de pivotement longitudinal ;
  • une bielle inférieure 65, liée d'une part à la bielle supérieure 57 et/ou à la deuxième extrémité 59 du vérin d'amortissement 51 par une troisième liaison rotule 67, et d'autre part au châssis de bogie 13 par une quatrième liaison rotule 69.
Each device 23 for damping the yaw movements comprises, as visible on the figure 4 :
  • a damping cylinder 51, connected by a first end 53 to the bogie frame 13 by a first ball joint 55;
  • an upper connecting rod 57, connected on the one hand to a second end 59 of the damping cylinder by a second ball joint 61 and on the other hand to the structure 17 by a pivot connection device 63 having a longitudinal pivot axis;
  • a lower connecting rod 65, connected on the one hand to the upper link 57 and / or the second end 59 of the damping cylinder 51 by a third ball joint 67, and on the other hand to the bogie frame 13 by a fourth link ball 69.

Le vérin d'amortissement 51 est d'orientation sensiblement longitudinale et présente un axe de compression également sensiblement longitudinal. Le dispositif d'amortissement des mouvements de lacet est agencé pour que le vérin d'amortissement 51 débatte par rapport à la direction longitudinale dans un cône d'angle inférieur à 30 °.The damping cylinder 51 is of substantially longitudinal orientation and has a substantially longitudinal axis of compression. The yaw movement damping device is arranged so that the damping cylinder 51 debunks with respect to the longitudinal direction in a cone angle less than 30 °.

La première liaison rotule 55 lie le vérin d'amortissement 51 à une partie d'extrémité d'un longeron 25. Le vérin 51 s'étend à partir de la première liaison rotule 55 vers une partie longitudinalement centrale du bogie. Au contraire, la bielle inférieure 65 est liée par la quatrième liaison rotule 69 à une partie longitudinalement centrale du longeron 25.The first ball joint 55 connects the damping cylinder 51 to an end portion of a spar 25. The cylinder 51 extends from the first ball joint 55 to a longitudinally central portion of the bogie. On the contrary, the lower connecting rod 65 is connected by the fourth ball joint 69 to a longitudinally central portion of the spar 25.

La bielle inférieure 65 est par exemple rectiligne. En revanche, la bielle supérieure 57 comporte, comme visible sur les figures 4 à 6, deux branches 71 et un tronçon inférieur commun 73. Le tronçon inférieur 73 présente une extrémité inférieure 75 liée à la seconde extrémité 59 du vérin d'amortissement par la seconde liaison rotule 61. Les deux branches 71 sont quant à elles chacune solidaire de l'extrémité supérieure 77 du tronçon commun 73. Chacune des branches 71 s'étend à partir de l'extrémité supérieure 77 jusqu'au plateau 41. Chacune des branches 71 est liée au plateau 41 par une liaison pivot 79 qui lui est propre. Les deux liaisons pivot 79 constituent ensemble le dispositif de liaison pivot 63. Les axes respectifs des deux liaisons pivot 79 sont alignés et sont parallèles à la direction longitudinale.The lower rod 65 is for example rectilinear. In contrast, the upper link 57 has, as visible on the Figures 4 to 6 , two branches 71 and a common lower section 73. The lower section 73 has a lower end 75 connected to the second end 59 of the damping cylinder by the second ball joint 61. The two branches 71 are each integral with the the upper end 77 of the common section 73. Each of the branches 71 extends from the upper end 77 to the plate 41. Each of the branches 71 is connected to the plate 41 by a pivot link 79 which is specific to it. The two pivot links 79 together constitute the pivot link device 63. The respective axes of the two pivot links 79 are aligned and are parallel to the longitudinal direction.

Le fonctionnement des dispositifs d'amortissement des mouvements de lacet et du dispositif de commande 21 du déplacement pendulaire de la structure en rotation autour de l'axe longitudinal va maintenant être détaillé.The operation of the damping devices of the yaw movements and the control device 21 of the pendular displacement of the structure in rotation about the longitudinal axis will now be detailed.

Quand le véhicule se déplace en ligne droite, l'accéléromètre 49 ne détecte pas d'accélération transversale. Le calculateur 47 commande alors au vérin 43 d'adopter la position illustrée sur la figure 2, dans laquelle le plateau 41 est sensiblement horizontal. La partie centrale 37 de la traverse 29 est également horizontale. Dans cette position, le déplacement angulaire de la structure 17 par rapport au châssis 13 autour de l'axe longitudinal est nul. Considérées suivant la direction longitudinale, comme sur la figure 2, les bielles supérieure 57 et inférieure 65 forment un L pointant latéralement vers l'extérieur du bogie. La troisième liaison rotule 67 est décalée transversalement vers l'extérieur du bogie par rapport à la quatrième liaison rotule 69 et par rapport aux liaisons pivot 79.When the vehicle is traveling in a straight line, the accelerometer 49 does not detect transverse acceleration. The computer 47 then commands the cylinder 43 to adopt the position illustrated on the figure 2 in which the plate 41 is substantially horizontal. The central portion 37 of the cross member 29 is also horizontal. In this position, the angular displacement of the structure 17 relative to the frame 13 around the longitudinal axis is zero. Considered in the longitudinal direction, as on the figure 2 , the upper rods 57 and lower 65 form an L pointing laterally outwardly of the bogie. The third ball joint 67 is shifted transversely to the outside of the bogie with respect to the fourth ball joint 69 and with respect to the pivot links 79.

Considéré suivant la direction transversale, comme sur la figure 4, le vérin d'amortissement 51 est légèrement incliné par rapport à la direction longitudinale. La bielle inférieure 65 s'étend dans un plan vertical et transversal.Considered in the transverse direction, as on the figure 4 , the damping cylinder 51 is slightly inclined relative to the longitudinal direction. The lower link 65 extends in a vertical and transverse plane.

La figure 3 illustre la situation quand le véhicule suit une courbe dont le centre de courbure se trouve sur la droite du bogie dans la représentation de la figure 3. Le capteur 49 détecte alors une accélération transversale vers la gauche de la figure 3. Il commande alors au vérin 43 de s'allonger, de telle sorte que la traverse de pendulation 29 est déplacée elle aussi vers la gauche de la figure 3. Le déplacement se fait par roulement des surfaces 35 sur des galets 33. La figure 3 illustre la course de pendulation maximum de la traverse 29 vers la gauche. La caisse 3 est entraînée par ce mouvement pendulaire et s'incline vers la droite de la figure 3. Ceci permet d'équilibrer le véhicule dans son déplacement le long de la courbe. Les bielles 57, 65 situées du côté du centre de courbure pivotent l'une par rapport à l'autre autour de la liaison rotule 67, dans le sens d'un rapprochement l'une de l'autre. L'angle formé par les bielles supérieure et inférieure 57, 65 a tendance à se réduire. Le vérin 51 ne joue pas, en l'absence de mouvements de lacet de la caisse 3 par rapport au châssis de bogie 13.The figure 3 illustrates the situation when the vehicle follows a curve whose center of curvature is on the right of the bogie in the representation of the figure 3 . The sensor 49 then detects transverse acceleration to the left of the figure 3 . It then commands the cylinder 43 to lengthen, so that the tilting beam 29 is also displaced to the left of the cylinder. figure 3 . The displacement is by rolling surfaces 35 on rollers 33. The figure 3 illustrates the maximum tilt run of crossbar 29 to the left. The body 3 is driven by this pendulum movement and tilts to the right of the figure 3 . This balances the vehicle in its moving along the curve. The rods 57, 65 located on the side of the center of curvature pivot relative to each other around the ball joint 67, in the direction of a closer to each other. The angle formed by the upper and lower links 57, 65 tends to be reduced. The jack 51 does not play, in the absence of yaw movements of the body 3 with respect to the bogie frame 13.

Au contraire, les bielles supérieure et inférieure 57, 65 situées à l'opposé du centre de courbure, ont tendance à s'écarter l'une de l'autre, l'angle formé par les deux bielles ayant tendance à augmenter.In contrast, the upper and lower rods 57, 65 located opposite the center of curvature, tend to deviate from each other, the angle formed by the two rods tend to increase.

Bien entendu, les mouvements sont inversés si le centre de courbure est à gauche de la figure 3.Of course, the movements are reversed if the center of curvature is to the left of the figure 3 .

La figure 5 illustre le comportement du dispositif d'amortissement des mouvements de lacet 23 si le mouvement pendulaire de la structure 17 par rapport au châssis de bogie 13 s'accompagne d'un mouvement de lacet. La figure 5 illustre la situation du dispositif d'amortissement 23 dans la situation de la figure 3, c'est-à-dire avec une course de pendulation maximum vers la gauche de la figure 3, accompagnée d'un mouvement de lacet maximum autour d'un axe vertical en sens horaire en vue de dessus du bogie.The figure 5 illustrates the behavior of the yaw damping device 23 if the pendulum movement of the structure 17 relative to the bogie frame 13 is accompanied by a yaw movement. The figure 5 illustrates the situation of the damping device 23 in the situation of the figure 3 , that is with a maximum tilting stroke to the left of the figure 3 , accompanied by a maximum yaw movement about a vertical axis clockwise in top view of the bogie.

Ce mouvement tend à comprimer le vérin 51, du fait du déplacement de la liaison rotule 67 vers la gauche de la figure 5. La bielle inférieure 65 est également déportée vers la gauche.This movement tends to compress the jack 51, because of the displacement of the ball joint 67 to the left of the figure 5 . The lower link 65 is also deported to the left.

La figure 6 illustre la situation du dispositif d'amortissement des mouvements de lacet 23, pour un mouvement de pendulation maximum vers la droite de la figure 3 et un mouvement de lacet maximum dans le même sens que sur la figure 5, c'est-à-dire en sens horaire en vue de dessus autour d'un axe vertical. On note que l'angle formé par le vérin d'amortissement 51 par rapport à la direction longitudinale est réduit.The figure 6 illustrates the situation of the device for damping yaw movements 23, for a maximum tilting movement to the right of the yaw figure 3 and a maximum yaw movement in the same direction as on the figure 5 , that is to say clockwise in plan view around a vertical axis. Note that the angle formed by the damping cylinder 51 relative to the longitudinal direction is reduced.

Comme visible sur les figures 2 et 3, il n'y a aucune interférence entre les bielles inférieure et supérieure et les longerons du châssis de bogie, ou entre le vérin 51 et les longerons du châssis de bogie. Le gabarit G, illustré sur les figures 2 et 3, n'est jamais dépassé. Par ailleurs, l'inclinaison du vérin d'amortissement 51 par rapport à la direction longitudinale reste faible, de telle sorte que ce vérin fonctionne dans des conditions d'efficacité satisfaisantes.As visible on figures 2 and 3 there is no interference between the lower and upper links and the longitudinal members of the bogie frame, or between the cylinder 51 and the longitudinal members of the bogie frame. Template G, illustrated on figures 2 and 3 , is never exceeded. Furthermore, the inclination of the damping cylinder 51 relative to the longitudinal direction remains low, so that the cylinder operates under satisfactory conditions of efficiency.

Claims (11)

  1. A pendular bogie (5) for a railway vehicle (1), comprising a chassis (13), a structure (17) mobile in rotation around a longitudinal axis relatively to the chassis (13) and intended to be bound to the body (3) of the railway vehicle (1), and at least one device (23) for damping the yaw movements of the structure (17) relatively to the chassis (13), the device (23) for damping the yaw movements comprising:
    - a damping actuator cylinder (51) connected through a first end (53) to the chassis (13) through a first ball-joint connection (55);
    - a connecting element binding a second end (59) of the damping actuator cylinder (51) to the structure (17);
    characterized in that the connecting element comprises:
    - an upper connecting rod (57), bound to the second end (59) of the actuator cylinder (51) through a second ball-joint connection (61) on the one hand and to the structure (17) by a pivoting connecting device (63) around a longitudinal pivot axis on the other hand;
    - a lower connecting rod (65), bound to the upper connecting rod (57) and/or to the second end (59) of the damping actuator cylinder (51) through a third ball-joint connection (67) on the one hand and to the chassis (13) through a fourth ball-joint connection (69) on the other hand.
  2. The bogie according to claim 1, characterized in that the upper connecting rod (57) comprises two branches (71), each branch (71) being bound to the second end (59) of the actuator cylinder through the second ball-joint connection (61), the pivoting connecting device (63) comprising two pivoting connections (79) around the pivot axis binding each of the two branches (71) to the structure (17).
  3. The bogie according to claim 2, characterized in that the upper connecting rod (57) comprises a common lower segment (73), a lower end (75) of which is bound to the second end (59) of the actuator cylinder (51) through the second ball-joint connection (61), both branches (71) being firmly secured to an upper end (77) of the common lower segment (73) opposite to the lower end (75).
  4. The bogie according to any of the preceding claims, characterized in that the damping actuator cylinder (51) is of a substantially longitudinal orientation and has a substantially longitudinal compression axis, the damping device (23) being laid out so that the damping actuator cylinder (51) is displaced relatively to the longitudinal direction in a cone with an angle of less than 30°.
  5. The bogie according to any of the preceding claims, characterized in that the damping actuator cylinder (51) is connected through its first end (53) to a side member (25) of the chassis (13).
  6. The bogie according to any of the preceding claims, characterized in that the lower connecting rod (65) is bound through the fourth ball-joint connection (69) to a side-member (25) of the chassis (13).
  7. The bogie according to any of the preceding claims, characterized in that it comprises two devices (23) for damping the yaw movements of the structure (17) relatively to the chassis (13), positioned on two opposite lateral sides of the structure (17).
  8. The bogie according to any of the preceding claims, characterized in that it comprises an actuator cylinder device (21) for controlling the displacement of the structure (17) in rotation around the longitudinal axis relatively to the chassis (13).
  9. The bogie according to any of the preceding claims, characterized in that the upper connecting rod (57) is directly bound to the second end of the damping actuator cylinder (51) through the second ball-joint connection (61).
  10. A railway vehicle (1) comprising at least one bogie (5) according to any of the preceding claims, and a body (3) bound to the structure (17) of the bogie (5).
  11. A train, comprising a plurality of railway vehicles (1) according to claim 10.
EP13157493.1A 2012-03-05 2013-03-01 Pendular bogie for a railway vehicle, vehicle and corresponding train Active EP2636570B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1251994A FR2987590B1 (en) 2012-03-05 2012-03-05 BOGIE PENDULAIRE FOR RAILWAY VEHICLE, VEHICLE AND CORRESPONDING TRAIN

Publications (2)

Publication Number Publication Date
EP2636570A1 EP2636570A1 (en) 2013-09-11
EP2636570B1 true EP2636570B1 (en) 2015-08-19

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Application Number Title Priority Date Filing Date
EP13157493.1A Active EP2636570B1 (en) 2012-03-05 2013-03-01 Pendular bogie for a railway vehicle, vehicle and corresponding train

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EP (1) EP2636570B1 (en)
CN (1) CN103303330B (en)
ES (1) ES2550950T3 (en)
FR (1) FR2987590B1 (en)
RU (1) RU2617228C2 (en)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1549466A (en) * 1967-10-30 1968-12-13
DE2042458C3 (en) * 1970-08-27 1975-02-06 Wegmann & Co, 3500 Kassel Bogie for rail vehicles, in particular for high-speed rail vehicles with wear profiles on the wheel sets
US3845724A (en) * 1971-01-13 1974-11-05 British Railways Board Railway car centrifugal force stabilizing device
KR850000777B1 (en) * 1980-06-23 1985-05-31 가부시기 가이샤 히다찌 세이사꾸쇼 Vehicle tilt control apparatus
US4596194A (en) * 1985-02-08 1986-06-24 Paton H N Yaw damper for swivelable railcar trucks
DE19618747C1 (en) * 1996-05-09 1997-12-11 Siemens Ag Pantograph
FR2836443A1 (en) * 2002-02-28 2003-08-29 Lohr Ind Floating lateral support for two successive wagon structures comprises suspension unit on which support is mounted by means of support bearing plate with articulation providing displacement between plate and end toes
DE10316497A1 (en) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Chassis for a rail vehicle with improved transverse suspension
CN201068149Y (en) * 2007-06-14 2008-06-04 中国南车集团株洲车辆厂 High speed truck bogie for railroad vehicle
CN101070070A (en) * 2007-06-14 2007-11-14 中国南车集团株洲车辆厂 Steering-rack combining method and device for railway cargo vehicles

Also Published As

Publication number Publication date
RU2617228C2 (en) 2017-04-24
RU2013109432A (en) 2014-09-10
CN103303330A (en) 2013-09-18
ES2550950T3 (en) 2015-11-13
FR2987590B1 (en) 2014-11-28
FR2987590A1 (en) 2013-09-06
CN103303330B (en) 2017-03-01
EP2636570A1 (en) 2013-09-11

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