EP2905194B1 - Verbindungseinheit zwischen einer Karosserie eines Wagens und einem Fahrgestellrahmen - Google Patents

Verbindungseinheit zwischen einer Karosserie eines Wagens und einem Fahrgestellrahmen Download PDF

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Publication number
EP2905194B1
EP2905194B1 EP14305180.3A EP14305180A EP2905194B1 EP 2905194 B1 EP2905194 B1 EP 2905194B1 EP 14305180 A EP14305180 A EP 14305180A EP 2905194 B1 EP2905194 B1 EP 2905194B1
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EP
European Patent Office
Prior art keywords
lever
connection arrangement
frame
levers
arrangement according
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Active
Application number
EP14305180.3A
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English (en)
French (fr)
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EP2905194A1 (de
Inventor
Alain Rodet
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Priority to EP14305180.3A priority Critical patent/EP2905194B1/de
Publication of EP2905194A1 publication Critical patent/EP2905194A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • 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
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B61F5/20—Centre bearings or other swivel connections between underframes and bolsters or bogies with springs allowing transverse movements

Definitions

  • the present invention relates to a connection assembly between a vehicle body and a bogie chassis, provided in particular for ensuring the vertical suspension of the body with respect to the bogie chassis.
  • connection assembly between a vehicle body and a bogie chassis, the connection assembly comprising pneumatic membrane suspensions for the vertical suspension of the vehicle body with respect to the bogie chassis, and connecting rods arranged between plates of the pneumatic diaphragm suspensions and of the bogie chassis side members for the longitudinal connection of the vehicle body and bogie chassis.
  • One of the aims of the invention is to propose a connection assembly between a vehicle body and a bogie chassis which makes it possible to facilitate access to the vehicle.
  • the invention provides a connection assembly between a vehicle body and a bogie chassis according to claim 1.
  • the linkage assembly includes one or more of the features of claims 2 to 14.
  • the invention also relates to a rail vehicle according to claim 15.
  • Link assembly 2 of the Figure 1 connects and suspends a body 4 of a vehicle 6 to a chassis 8 of a bogie 10 of this vehicle 6.
  • the box 4 is vertically supported on the frame 8 by means of the connection assembly 2 which suspends the box 4 relative to the frame 8.
  • the vehicle 6 is a guided land vehicle, intended to move longitudinally along a track while being guided transversely along the latter by its bogie 10.
  • the vehicle 6 here is more particularly a railway vehicle, intended to move along a railway track (not shown) comprising two parallel rows of rails.
  • the bogie 10 is provided to support the body 4 vertically and to guide it transversely along the track.
  • connection assembly 2 is configured to suspend the body 4 vertically with respect to the bogie 10.
  • the connection assembly 2 is also configured to link the body longitudinally and transversely to the bogie 10.
  • the bogie 10 includes at least one axle, here two axles 12 ( Figure 2 ), supporting the chassis 8, preferably by means of a primary suspension (not shown).
  • axle 12 is not shown in the Figures 1 and 3 .
  • Each axle 12 has a pair of coaxial wheels 14 centered on a transverse axis A, linked in rotation by an axle shaft 15.
  • the axle shaft 15 of each axle 12 is here coaxial with the wheels 14, is linked in rotation to the wheels 14, each wheel 14 being mounted on a respective end of the axle shaft 15.
  • the chassis 8 comprises two longitudinal members 16 connected transversely by two cross members 18 extending transversely between the two longitudinal members 16.
  • Each beam 16 extends longitudinally between the two axles 12 on which it is supported.
  • the two ends of each beam 16 are supported on a respective axle 12, for example by means of axle boxes (not shown).
  • Each cross member 18 extends transversely between the two longitudinal members 16 which it connects.
  • the two crosspieces 18 are spaced apart from each other longitudinally.
  • connection assembly 2 comprises a secondary suspension 20 interposed between the chassis 8 and the body 4 to suspend the body 4 vertically relative to the chassis 8.
  • the secondary suspension 20 comprises two levers 22.
  • Each lever 22 is pivotally mounted on the body 4 around an axis of rotation B, by means of a hinge 23.
  • the axis of rotation B of each lever 22 is directed longitudinally and horizontally, that is to say along the longitudinal axis X.
  • the axis of rotation B of each lever 22 is located transversely between the two wheels 14 of each axle 12.
  • the axis of rotation B of each lever 22 is here located transversely between the two side members 16.
  • Each lever 22 has its respective axis of rotation B.
  • the axes of rotation B of the two levers 22 are mutually parallel and distinct.
  • Each lever 22 is in vertical support on the chassis 8, here on a respective side member 16 of the chassis 8.
  • the two levers 22 are pivotally mounted on the body 4 so that a vertical downward movement of the body 4 relative to the chassis 8 causes the levers 22 to rotate in opposite directions around their respective axes of rotation B (Arrows F on the Figure 1 ). In other words, under the effect of the weight of the body 4, the levers 22 tend to pivot in opposite directions.
  • Each lever 22 has a first portion 25 of support on the frame 8.
  • the first portion 25 of each lever 22 is here supported on a respective beam 16.
  • the first portion 25 of each lever 22 extending between the axis of rotation B of the lever 22 and a support zone of the lever 22 on the side member 16.
  • Each lever 22 has a second portion 26 urged by an elastic suspension member 28 which is arranged to oppose a rotation of the lever 22 caused by a vertical downward movement of the body 4 relative to the chassis 8.
  • the suspension member 28 is arranged so as to oppose the rotation of each lever 22 under the effect of the weight of the body 4.
  • the first portion 25 and the second portion 26 of each lever 22 form an angle between them.
  • the first portion 25 extends substantially horizontally and transversely, and the second portion 26 extends substantially vertically.
  • the suspension member 28 is arranged so as to exert on each lever 22 a return force directed substantially horizontally and transversely, that is to say along the transverse axis Y.
  • Each lever 22 converts the vertical downward movement of the body 4 relative to the chassis 8 into a horizontal movement against the suspension member 28.
  • the suspension member 28 is interposed between the two levers 22, so that each lever 22 is supported on the other lever 22 via the suspension member 28. More specifically, the suspension member 28 is interposed between the second portions 26 of the two levers 22.
  • the suspension member 28 is interposed between the levers 22, so that the suspension member 28 is compressed by the two levers 22 pivoting in opposite directions during a vertical downward movement of the body 4 relative to the chassis 8.
  • the two levers 22 here convert the downward vertical displacement of the body 4 relative to the chassis 8 into a compression of the suspension member 28 directed horizontally and transversely, that is to say along the transverse axis Y.
  • the suspension member 28 is here a helical spring directed horizontally and transversely, that is to say along the transverse axis Y, and interposed transversely between the second portions 26 of the two levers 22.
  • the suspension member 28 is offset transversely towards the center of the bogie 10 relative to each spar 16.
  • the suspension member 28 is here centered transversely with respect to the bogie 10.
  • the suspension member 28 is also centered longitudinally with respect to bogie 10.
  • the connecting assembly 2 comprises a vertical movement damper 30 disposed between the two levers 22 so as to dampen a relative movement of the levers by dissipating energy.
  • the vertical movement damper 30 here extends between the second portions 26 of the levers 22, substantially horizontally and transversely.
  • the connecting assembly 2 comprises a synchronization mechanism mechanically synchronizing the rotation of the two levers 22 around the respective axes of rotation B.
  • the synchronization mechanism links the two levers 22 so that a rotation of a lever 22 in one direction around its axis of rotation B causes a rotation of the other lever 22 around its axis of rotation B in opposite directions with substantially the same amplitude. This ensures a substantially vertical movement of the body 4 relative to the chassis 8 without uncontrolled tilting of the body 4 by rotation about the longitudinal axis X (rolling movement).
  • the synchronization mechanism here comprises an anti-roll rod 32 having its two ends each connected to a respective lever 22.
  • the segment connecting the points of articulation of the anti-roll rod 32 on the levers 22 and the segment connecting the axes of rotation B intersect, here substantially in their middle (point M).
  • point M the middle
  • each lever 22 is supported vertically on the frame 8 by means of a link ensuring vertical locking while allowing rotation of the lever 22 about its axis of rotation B as well as a horizontal sliding of the lever 22 relative to the chassis 8.
  • each lever 22 here rests on a spar 16 by means of a sliding shoe 36, or a reader, ensuring such a connection.
  • the shoe 36 achieves for example a point connection (sphere / plane connection) or a rectilinear linear connection (plane cylinder connection) with the chassis 8.
  • the pads 36 of the levers 22 allow transverse sliding of the levers 22 relative to the chassis 8.
  • connection assembly 2 comprises a transverse connection mechanism for limiting the transverse movement of the body 4 relative to the chassis 8.
  • the transverse connection mechanism is configured so as to allow a non-zero but limited transverse clearance.
  • the transverse connection mechanism here comprises a stop 38 associated with each lever 22, and arranged to limit a transverse movement of the lever 22 relative to the beam 16 on which the lever 22 is supported.
  • Each stop 38 limits the transverse movement of the body 4 relative to the chassis 8 in a respective direction.
  • the two stops 38 together limit the transverse movement of the body 4 relative to the chassis 8 in both directions.
  • Each stop 38 is preferably elastic.
  • Each stop 38 is for example provided in the form of an elastomer block.
  • the stop 38 is here arranged on the lever 22 so as to bear on a bearing surface 40 homologous to the spar 16 in the event of movement of the body 4 relative to the chassis 8 transversely on the side of this spar 16.
  • each stop 38 is arranged on a spar 16 so as to bear on a homologous bearing surface provided on the lever 22 associated with this spar 16.
  • the pads 36 of the levers 22 allow a longitudinal sliding of the levers 22 relative to the chassis 8.
  • connection assembly 2 comprises a longitudinal connection mechanism for longitudinally linking the body 4 to the chassis 8.
  • the longitudinal connection mechanism is designed to link the levers 22 longitudinally to the chassis 8, so that the body 4 is linked longitudinally to the chassis 8.
  • the longitudinal connection mechanism comprises connecting rods 42, each connecting rod 42 connecting a lever 22 longitudinally to the chassis 8.
  • Each lever 22 is connected longitudinally to the chassis 8 by a respective connecting rod 42.
  • Each connecting rod 42 here connects a lever 22 to a cross member 18.
  • Each lever 22 is linked to a respective cross member 18.
  • Each connecting rod 42 extends along the longitudinal axis X between the lever 22 and a cross member 18.
  • Each connecting rod 42 is connected to the lever 22 associated between the articulation 23 of this lever 22 and its shoe 36.
  • each lever 22 is flexible around the Z axis so as to allow a slight misalignment between the lever 22 and the body 4.
  • the connecting assembly 2 comprises an alignment mechanism mechanically connecting the levers 22 so as to keep the levers 22 parallel in view along the vertical axis Z ( Figure 2 ).
  • the alignment mechanism comprises two alignment rods 44, each alignment rod 44 having its ends each connected to a respective lever 22, the points of articulation of the alignment rods 44 defining in view along a vertical axis a parallelogram two opposite sides of which are formed by the alignment rods 44.
  • the two sides of the parallelogram defined by the alignment rods 44 extend substantially transversely.
  • connection assembly 2 has an anti-yaw damper 46 extending between the two levers 22 so as to absorb a deformation movement of the parallelogram defined by the alignment rods 44.
  • the anti-yaw damper 46 is connected to the levers 22 so that its length varies in the event of deformation of the parallelogram formed by the alignment rods 44. It here extends along a diagonal of the parallelogram.
  • each lever 22 thus bears on a central part 16A of the associated spar 16, the central part 16A being lowered relative to end parts 16B of the spar 16 which bear on the axles 12.
  • each lever 22 has a shape which tapers towards its free end bearing on the frame 8. The free end is smaller than the opposite end articulated on the body 4.
  • the box 4 has two arms 48 integral with a floor 50 of the box 4.
  • the two arms 48 extend vertically downward from the floor 50.
  • Each lever 22 is articulated on a respective arm by means of its articulation 23. Only the lower ends of the arms 48 are visible on the Figure 2 .
  • the floor 50 has, above the bogie 10, a central zone 52 and lateral zones 54 located on either side of the central zone 52.
  • the lateral zones 54 extend between the central zone 52 and lateral faces 56 of the box 4.
  • the body 4 has an access door 58 opening onto a lateral area 54 of the floor 50 which is lowered relative to the central area 52.
  • the access door 58 has a lowered threshold 60 relative to the central area 52.
  • the two lateral zones 54 are here lowered with respect to the central zone 52.
  • the arms 48 are connected to the central zone 52.
  • the central zone 52 is located above the elastic suspension member 28 and the lateral zones 54 are located on either side of the elastic suspension member 28.
  • the second portions 26 of the levers 22 are housed under the central zone 52 and the first portions 25 of the levers 22 extend under the lateral zones 54.
  • the elastic suspension member 28 can be offset towards the inside of the bogie 10 relative to the side members 16, and in particular centered transversely relative to the bogie 10.
  • the levers 22 allow a resumption of support on the longitudinal members 16, here by means of the first portions 25, with a space limited vertically.
  • the vertically bulky part of the secondary suspension 20, here the elastic suspension member 28 and the second portions 26, is arranged in the center of the bogie 10. This makes it possible to lower the lateral zones 54 of the floor 50 and thus to lower a threshold 60 of a door 58 for access to limit landing at the quay and facilitate access to the interior of the vehicle.
  • the connecting assembly 2 ensures the vertical suspension of the body 4 relative to the bogie 10, as well as the longitudinal connection and the transverse connection of the body 4 with the bogie 10, while allowing a transverse movement of the body 4 relative to to the bogie 10 and a yaw movement of the body 4 relative to the bogie 10, to allow the vehicle to be registered in the curves of the track.
  • the various connections are provided in a simple and compact manner which limits the size of the connection assembly 2 and facilitates its installation and the design of the body 4, in particular the placement of the door 58.
  • connection set of Figures 3 and 4 differs from that of Figures 1 and 2 in that the levers 22 are pivotally mounted on the chassis 8 of the bogie 10, the body 4 being in vertical support on the levers 22.
  • each lever 22 is pivotally mounted on a suspension shaft 62 provided on the chassis 8.
  • Each suspension shaft 62 extends longitudinally between the two cross members 18 of the chassis 8 along the axis of the corresponding articulation 23.
  • the box 4 is supported vertically on the free ends of the first portions 25 of the levers 22.
  • the box 4 has support feet 64 by means of which it is supported on the first portions of the levers 22.
  • the support feet 64 are located vertically to the right of the side members 16.
  • the support feet 64 extend vertically downwards from the floor 50.
  • the body 4 is supported on the levers 22 by means of sliding pads 36, or sideboards, with the possibility of horizontal sliding, longitudinally and transversely.
  • the transverse connection mechanism comprises stops 38 each disposed on the levers 22 so as to come to bear on a homologous bearing surface 40 provided on the body 4, here on the feet 64.
  • each stop 38 is arranged on the body 4 so as to come to bear on a homologous bearing surface of the lever 22.
  • the suspension member 28 is interposed between the levers 22 so as to oppose a rotation of the levers 22 due to a vertical downward movement of the body 4 relative to the chassis 8.
  • the suspension member 28 is here stressed in traction by a downward movement of the body 4 relative to the chassis 8, and not in compression.
  • each lever 22 is linked longitudinally to the chassis 8 by its articulation 23 and by sliding support on the body 4.
  • Each connecting rod 42 of the longitudinal connection mechanism here connects a lever 22 to the body 4, and not to the chassis 8 , to connect the body 4 to the chassis 8 longitudinally.
  • This embodiment operates in a similar manner and offers the same advantages as that of Figures 1 and 2 .

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

Claims (15)

  1. Verbindungseinheit zwischen einer Karosserie (4) eines Fahrzeugs (6) und einem Rahmen (8) eines Drehgestells (10), wobei die Verbindungseinheit eine sekundäre Aufhängung (20) für die vertikale Aufhängung der Karosserie (4) in Bezug auf den Rahmen (8) umfasst, wobei die sekundäre Aufhängung (20) zwei Hebel (22) umfasst, die zur schwenkenden Montage auf einem von dem Rahmen (8) und der Karosserie (4) um parallele Rotationsachsen (B) vorgesehen sind, wobei jeder Hebel (22) zur Abstützung auf dem anderen von dem Rahmen (8) und der Karosserie (4) vorgesehen ist, und mindestens ein elastisches Aufhängungsorgan (28), das eingerichtet ist, um einem Schwenken jedes Hebels (22) entgegenzuwirken, das von einer absinkenden vertikalen Verlagerung der Karosserie (4) in Bezug auf den Rahmen (8) verursacht wird, wobei das elastische Aufhängungsorgan (28) derart eingerichtet ist, dass auf jeden Hebel (22) eine etwa horizontal gerichtete Kraft ausgeübt wird.
  2. Verbindungseinheit nach Anspruch 1, wobei das elastische Aufhängungsorgan (28) derart eingerichtet ist, dass auf jeden Hebel (22) eine etwa quer gerichtete Kraft ausgeübt wird.
  3. Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei das elastische Aufhängungsorgan (28) zwischen den zwei Hebeln (22) derart angeordnet ist, dass sich jeder Hebel (22) über das elastische Aufhängungsorgan (28) auf dem anderen Hebel (22) abstützt.
  4. Sekundäre Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei die zwei Hebel (22) derart angebracht sind, dass sie bei der absinkenden vertikalen Verlagerung der Karosserie (4) in Bezug auf den Rahmen (8) in entgegengesetzte Richtungen um ihre jeweiligen Rotationsachsen schwenken.
  5. Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei das Aufhängungsorgan (28) zwischen den zwei Hebeln (22) derart angeordnet ist, dass es einer Rotation in die entgegengesetzte Richtung der zwei Hebel (22) entgegenwirkt.
  6. Verbindungseinheit nach einem der vorangehenden Ansprüche, umfassend mindestens eine Synchronisierungspleuelstange, die die Hebel (22) derart verbindet, dass eine Rotation eines Hebels in eine Richtung die Rotation des anderen Hebels in die entgegengesetzte Richtung bewirkt.
  7. Verbindungseinheit nach einem der vorangehenden Ansprüche, umfassend mindestens einen Dämpfer, der zwischen den zwei Hebeln (22) angeordnet ist, um eine relative Rotationsbewegung der zwei Hebel (22) zu dämpfen.
  8. Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei der Rahmen (8) zwei Längsträger (16) umfasst.
  9. Verbindungseinheit nach Anspruch 8, wobei sich die Schwenkachse jedes Hebels (22) quer zwischen den zwei Längsträgern befindet, wobei jeder Hebel (22) einen Stützabschnitt (25) besitzt, der sich zwischen der Rotationsachse des Hebels (22) und einer Stützzone des Hebels (22) auf dem Längsträger (16) oder auf der Karosserie, vertikal senkrecht zum Längsträger (16), erstreckt.
  10. Verbindungseinheit nach Anspruch 8 oder 9, wobei sich jeder Hebel (22) auf einem jeweiligen Längsträger (16) oder auf einer Stützzone der Karosserie abstützt, die sich vertikal senkrecht zum Längsträger (16) befindet.
  11. Verbindungseinheit nach einem der vorangehenden Ansprüche, umfassend einen Ausrichtungsmechanismus, aufweisend zwei Ausrichtungspleuelstangen (44), die jeweils die zwei Hebel (22) verbinden, indem sie ein Parallelogramm bilden, deren Ausrichtungspleuelstangen (44) zwei gegenüberliegende Seiten bilden.
  12. Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei sich jeder Hebel (22) vertikal auf dem anderen von dem Rahmen (8) und der Karosserie (4) mit der Möglichkeit des horizontalen, länglichen und/oder transversalen Gleitens abstützt.
  13. Verbindungseinheit nach einem der vorangehenden Ansprüche, umfassend einen Querverbindungsmechanismus der Karosserie (4) und des Rahmens (8), umfassend mindestens einen Anschlag (38), der angeordnet ist, um eine transversale Verlagerung eines Hebels (22) in Bezug auf den anderen von dem Rahmen (8) und der Karosserie (4) zu begrenzen.
  14. Verbindungseinheit nach einem der vorangehenden Ansprüche, umfassend einen Längsverbindungsmechanismus der Karosserie (4) und des Rahmens (8), umfassend mindestens eine Verbindungspleuelstange (42), die einen Hebel (22) mit dem anderen von dem Rahmen (8) und der Karosserie (4) verbindet.
  15. Schienenfahrzeug, umfassend eine Karosserie, ein Drehgestell mit einem Rahmen und eine Verbindungseinheit nach einem der vorangehenden Ansprüche, wobei die Karosserie über die Verbindungseinheit auf dem Rahmen aufgehängt ist.
EP14305180.3A 2014-02-11 2014-02-11 Verbindungseinheit zwischen einer Karosserie eines Wagens und einem Fahrgestellrahmen Active EP2905194B1 (de)

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EP14305180.3A EP2905194B1 (de) 2014-02-11 2014-02-11 Verbindungseinheit zwischen einer Karosserie eines Wagens und einem Fahrgestellrahmen

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EP14305180.3A EP2905194B1 (de) 2014-02-11 2014-02-11 Verbindungseinheit zwischen einer Karosserie eines Wagens und einem Fahrgestellrahmen

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EP2905194B1 true EP2905194B1 (de) 2020-06-03

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Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL264966A (de) * 1960-05-24
CH554251A (de) * 1972-07-26 1974-09-30 Schweizerische Lokomotiv Schienenfahrzeug mit einer vorrichtung zum lastausgleich angetriebener achsen der drehgestelle.
DE2604769C3 (de) * 1976-02-07 1981-07-23 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Einrichtung zur Führung eines Schienenfahrzeug-Drehgestelles am Untergestell des Wagenkastens
AU532155B2 (en) * 1980-04-29 1983-09-22 Bsc Acquisition, Inc. Three bogie locomotive
AT414230B (de) * 2003-08-01 2006-10-15 Siemens Sgp Verkehrstech Gmbh Federelement und vorrichtung zur erhöhung der quersteifigkeit eines fahrzeuges bei ausfall einer luftfeder
FR2914609B1 (fr) * 2007-04-05 2009-07-10 Alstom Transport Sa Bogie pour vehicule ferroviaire

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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