EP3222485B1 - Schienenfahrzeugdrehgestell, das eine versetzte primäre federungsvorrichtung umfasst - Google Patents

Schienenfahrzeugdrehgestell, das eine versetzte primäre federungsvorrichtung umfasst Download PDF

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Publication number
EP3222485B1
EP3222485B1 EP17162240.0A EP17162240A EP3222485B1 EP 3222485 B1 EP3222485 B1 EP 3222485B1 EP 17162240 A EP17162240 A EP 17162240A EP 3222485 B1 EP3222485 B1 EP 3222485B1
Authority
EP
European Patent Office
Prior art keywords
axle box
rotation
axis
bogie
stringer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17162240.0A
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English (en)
French (fr)
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EP3222485A1 (de
Inventor
Fabrice COTTIN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Priority to PL17162240T priority Critical patent/PL3222485T3/pl
Publication of EP3222485A1 publication Critical patent/EP3222485A1/de
Application granted granted Critical
Publication of EP3222485B1 publication Critical patent/EP3222485B1/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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes

Definitions

  • the present invention relates to a railway vehicle bogie, of the type comprising a chassis comprising at least one spar extending in a longitudinal direction and at least one wheel, said wheel being mounted on an axle box and being rotatable relative to to said axle box about an axis of rotation substantially perpendicular to the longitudinal direction, said axle box being fixed to the spar by a primary suspension device comprising an elastic member fixed on the one hand to the spar and other part to the axle box and arranged to allow a clearance in a direction of elevation of the chassis relative to the axle box and the wheel, the elevation direction being substantially perpendicular to the longitudinal direction and the rotation axis.
  • each primary suspension generally comprises a resilient element 1, such as a coil spring, extending between a plate 2 disposed on the axle box 4 and a bearing surface 6 s extending under a beam 8 of the chassis.
  • a resilient element 1 such as a coil spring
  • a travel in a direction of elevation substantially vertical when the rail vehicle is traveling, is allowed between the axle and the frame, which allows the desired damping.
  • Such an arrangement is necessary to allow the recovery of the forces applied by the mass of the vehicle extending above the bogie.
  • such a bogie architecture requires that the spar 6 extends above the axle box, which increases the size of the bogie in the direction of elevation.
  • Such a size can be inconvenient, especially for railway vehicles whose cars have two floors, which requires a lower floor.
  • a bogie too bulky it is not possible to have two floors to the right of the bogie without greatly limiting the volume of the passenger compartment, which is uncomfortable for the movement of passengers.
  • Some railway vehicles plan to have only one passage, called the interconnection passage, on a single floor at the bogies' right, which makes it necessary to borrow a stairway to pass from one car to another when a passenger is not at the level at which the interchange passage extends.
  • One of the aims of the invention is to overcome these disadvantages by proposing a bogie whose size, especially in the direction of elevation, is reduced.
  • the invention relates to a bogie of the aforementioned type, in which the primary suspension device comprises at least one power transmission linkage hinged on the one hand to the axle box and on the other hand to a lever articulated on the spar, said lever being further articulated to the elastic element so that the elastic element is fixed to the axle box by means of the lever and the transmission rod.
  • the transmission rod and the lever allow to deport the elastic element to a location in which it does not add to the space above the axle box.
  • this arrangement makes it possible to arrange the elastic element in such a way that it extends in another direction than the direction of elevation.
  • the length of the elastic element can be increased to improve the recovery of forces supported by the elastic element without increasing the bulk in the direction of elevation of the primary suspension device.
  • the term “longitudinal” is defined with respect to the direction of movement of a railway vehicle on rails.
  • the term “transverse” is defined in a direction perpendicular to the longitudinal direction and corresponding to the direction in which the rails are spaced.
  • the term “elevation” is defined in a direction perpendicular to the longitudinal direction and the transverse direction. When the railway vehicle is traveling on horizontal rails, the longitudinal and transverse directions are substantially horizontal and the elevation direction is substantially vertical.
  • the terms “below” and “above” are defined relative to the elevation direction.
  • a bogie 10 comprising a frame 12 and at least one wheel 14 connected to a spar 16 of the frame 12 via an axle box 18 and a primary suspension device 20 is described.
  • the wheel 14 is rotatable relative to the axle box 18 about a substantially transverse axis of rotation A and has a height h, measured in the direction of elevation, equal to the diameter of the wheel 14.
  • the height h is for example substantially between 750 mm and 1250 mm.
  • the spar 16 extends in a longitudinal direction at a height h ', measured in the direction of elevation, less than the height h of the wheel.
  • a height h ' measured in the direction of elevation, less than the height h of the wheel.
  • the spar 16 does not include any portion rising above the axle box 18, as shown in FIG. figure 2 .
  • the height h ' is for example substantially between 475 mm and 725 mm. Such a result can be obtained thanks to the primary suspension device 20 according to the invention as will be described later.
  • a longitudinal end 26 of the spar 16 extends substantially at the same height as the axle box 18 opposite it, as shown in FIG. figure 2 .
  • the primary suspension device 20 comprises at least one elastic element 28 extending between a plate 30 integral with the axle box 18 and a bearing surface 32 integral with the beam 16, extending facing the plate 30.
  • the plate 30 is secured to the axle box 18 via a transmission rod 34 and a lever 36.
  • the transmission rod 34 is articulated at one end 38 to the axle box and at its other end 40 to the lever 36 about axes of articulation substantially parallel to the axis of rotation A.
  • the transmission rod 34 extends substantially in the direction of elevation between the axis of rotation A and the longitudinal end 26 of the beam 16 in the longitudinal direction. More particularly, the end 38 of the transmission rod 34 is articulated to a lower portion 42 of the axle box.
  • lower part is meant a portion extending under the axis of rotation A in the direction of elevation. The lower part 42 is further shifted towards the spar 16 in the longitudinal direction.
  • the lever 36 has a substantially V-shape comprising two branches 44 joining at a hinge point 46 articulated to the spar 16 about an axis of articulation substantially parallel to the axis of rotation A. More particularly, the point d hinge 46 is hinged to an upper portion 48 of the spar 16 projecting from the longitudinal end 26 of the spar 16 to the axle box 18. Upper part means a portion extending over the the axis of rotation A in the direction of elevation.
  • the end 40 of the transmission rod 34 is articulated to the end of one of the legs 44 of the lever 36 about an axis of articulation substantially parallel to the axis of rotation A. More particularly, the end 40 is articulated to a branch 44 which extends substantially in the longitudinal direction towards the axle box 18 from the point of articulation 46.
  • the end of the other leg 44 of the lever 36 is articulated to the plate 30 about an axis of articulation substantially parallel to the axis of rotation A.
  • This branch 44 hinged to the plate 30 extends substantially in the direction of rotation. protruding elevation of the upper portion 48 of the spar 16 from the pivot point 46.
  • the plate 30 extends substantially in a plane containing an elevation direction and a transverse direction.
  • the bearing surface 32 extends substantially parallel to the plate 30 and is articulated to the spar 16 about an axis of articulation substantially parallel to the axis of rotation A. More particularly the bearing surface 32 is articulated to a hinge point 50 projecting from an intermediate portion of the spar 16 disposed in the vicinity of the longitudinal end 26 of the spar.
  • the plate 30 and the bearing surface 32 define between them a space extending substantially in the longitudinal direction to the right and above a longitudinal end portion of the beam 16.
  • the elastic element 28 is disposed in this embodiment. space so that the elastic member 28 extends along a substantially longitudinal axis.
  • the elastic element 28 is for example formed by a helical spring whose axis extends substantially in the longitudinal direction and whose ends bear on the plate 30 on the one hand and on the bearing surface 32 on the other go.
  • the length of the elastic element 28 can be chosen to effectively absorb the forces between the axle and the frame by positioning the hinge point 50 at a distance adapted accordingly to the longitudinal end 26 of the spar 16.
  • the lever 36 forms a return for transforming a movement in the direction of elevation of the transmission rod 34, due to a relative movement of the spar 16 relative to the axle box 18 in the direction of elevation, in one direction. movement in the longitudinal direction applied to the elastic member 28.
  • the elastic member 28 is thus adapted to resume the forces in the direction of elevation between the spar 16 and the axle box 18 and thus fulfill its function of suspension.
  • the primary suspension device further comprises a lower connecting rod 52 and an upper connecting rod 54 each joining the longitudinal end 26 of the spar 16 to the axle box 18.
  • the lower rods 52 and 54 are identical, that is to say they have the same shape and the same length, and extend parallel in substantially longitudinal directions when the primary suspension device is not requested. .
  • Each connecting rod 52, 54 is hinged at one of its ends to the axle box 18 and at its end to the spar 16 about axes of articulation substantially parallel to the axis of rotation. rotation A.
  • the lower link 52 is articulated to the lower portion 42 of the axle box 18 on the one hand and to a lower portion 56 of the spar 16 on the other hand.
  • the lower articulation point 58 between the lower connecting rod 52 and the lower part 42 is shifted longitudinally and in the direction of elevation relative to the axis of rotation A.
  • the lower articulation point 58 is shifted towards the longitudinal member and is arranged under the axis of rotation A in the direction of elevation, as visible on the figure 2 .
  • the upper link 54 is articulated to an upper portion 60 of the axle box on the one hand and to the end of the upper portion 48 of the spar 16 on the other hand.
  • the upper articulation point 62 between the upper link 54 and the upper part 60 is shifted longitudinally and in the direction of elevation relative to the axis of rotation A.
  • the upper articulation point 62 is shifted towards the outside the bogie in the longitudinal direction and is disposed above the axis of rotation A in the direction of elevation, as visible on the figure 2 .
  • the lower articulation point 64 between the lower link 52 and the lower part 56 of the spar and the upper articulation point 66 between the upper link 54 and the upper part 48 of the spar are also offset relative to each other in the longitudinal direction and in the direction of elevation.
  • the articulation points 58, 62, 64, 66 form a deformable parallelogram according to the movement of the connecting rods induced by the movement of the spar 16 relative to the axle box 18.
  • a deformable parallelogram makes it possible to take up the forces applied. between the frame and the rolling part of the bogie according to the elevation direction and resume the torque generated by the cantilevered mounting of the elastic member relative to the axis of rotation A, that is to say the offset mounting in the longitudinal direction and in the direction of elevation of the elastic member 28 relative to the axis of rotation A.
  • the bulk of the frame 12 in the direction of elevation is reduced, since the height h 'at which the spar 16 extends may be smaller than the height h of the wheel, as shown in FIG. has been previously described, while maintaining an effective primary articulation device 20 able to suspend the frame 12 with respect to the axle box 18.
  • the interconnecting passage comprises a lower floor connecting the lower floors of two adjacent cars and an upper floor connecting the upper floors of these two cars, the lower floor passing over the bogie. Since frame members 16 extend at a reduced height, the height of the lower floor of the interconnect passage may also be reduced, thereby increasing the available space in the interconnect passage.

Landscapes

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

Claims (10)

  1. Schienfahrzeugdrehgestell (10), umfassend ein Chassis (12), das umfasst mindestens einen Stringer (16), der sich in Längsrichtung erstreckt, und mindestens ein Rad (14), wobei das Rad (14) auf einem Achslager (18) montiert ist und relativ zum Achslager (18) um eine Rotationsachse (A) rotierbar ist, die im Wesentlichen senkrecht zur Längsrichtung verläuft, wobei das Achslager (18) am Stringer (16) befestigt ist durch eine primäre Federungsvorrichtung (20), die ein elastisches Element (28) umfasst, das einerseits am Stringer und andererseits am Achslager befestigt ist und derart angeordnet ist, das es einen Federweg in Höhenrichtung des Chassis (12) relativ zum Achslager (18) und dem Rad (14) zulässt, wobei die Höhenrichtung im Wesentlichen senkrecht zur Längsrichtung und der Rotationsachse (A) verläuft, dadurch gekennzeichnet, dass die primäre Federungsvorrichtung (20) mindestens eine Getriebestange (34) Kräfteübertragung, die einerseits mit dem Achslager (18) und andererseits mit einem mit dem Stringer (16) gelenkig verbundenen Hebel (36) gelenkig verbunden ist, wobei der Hebel (36) ferner gelenkig verbunden ist mit dem elastischen Element (28), sodass das elastische Element (28) unter Zwischenschaltung des Hebels (36) und der Getriebestange (34) am Achslager (18) befestigt ist.
  2. Drehgestell nach Anspruch 1, wobei die Getriebestange (34) und der Hebel (36) derart angeordnet sind, dass das elastische Element (28) sich im Wesentlichen in Längsrichtung an einem länglichen Endteil des Stringers (16) erstreckt.
  3. Drehgestell nach Anspruch 1 oder 2, wobei die Getriebestange (34) sich im Wesentlichen in Höhenrichtung erstreckt.
  4. Drehgestell nach einem der Ansprüche 1 - 3, wobei die Getriebestange (34) zwischen der Rotationsachse (A) und einem länglichen Ende (26) des Stringers (16) in Längsrichtung angeordnet ist.
  5. Drehgestell nach einem der Ansprüche 1 - 4, wobei die Gelenksachsen der Getriebestange (34) und des Hebels (36) parallel zur Rotationsachse (A) verlaufen.
  6. Drehgestell nach einem der Ansprüche 1 - 5, wobei die primäre Federungsvorrichtung (20) ferner umfasst eine untere Stange (52), die einerseits mit einem unteren Gelenkpunkt (64) des Stringers (16) und andererseits mit einem unteren Gelenkpunkt (58) des Achslagers (18) gelenkig verbunden ist, und eine obere Stange (54), die einerseits mit einem oberen Gelenkpunkt (66) des Stringers (16) und andererseits mit einem oberen Gelenkpunkt (62) des Achslagers (18) gelenkig verbunden ist, wobei der untere Gelenkpunkt (64, 58) und der obere Gelenkpunkt (66, 62) des Stringers (16) bzw. des Achslagers (18) sich in Höhenrichtung übereinander erstrecken.
  7. Drehgestell nach Anspruch 6, wobei der untere Gelenkpunkt (58) und der obere Gelenkpunkt (62) des Achslagers (18) beiderseits der Rotationsachse (A) in Höhenrichtung angeordnet sind.
  8. Drehgestell nach Anspruch 6 oder 7, wobei der untere Gelenkpunkt (58) und der obere Gelenkpunkt (62) des Achslagers (18) beiderseits der Rotationsachse (A) in Längsrichtung angeordnet sind.
  9. Drehgestell nach einem der Ansprüche 6 - 8, wobei die untere Stange (52) und die obere Stange (54) die gleiche Länge aufweisen.
  10. Drehgestell nach einem der Ansprüche 1 - 9, wobei der Stringer (16) sich auf einer in Höhenrichtung gemessenen Höhe (h') erstreckt, die tiefer liegt als die Höhe (h) des Rads (14).
EP17162240.0A 2016-03-25 2017-03-22 Schienenfahrzeugdrehgestell, das eine versetzte primäre federungsvorrichtung umfasst Active EP3222485B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17162240T PL3222485T3 (pl) 2016-03-25 2017-03-22 Wózek wagonowy pojazdu kolejowego, zawierający urządzenie przesuniętego usprężynowania pierwotnego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1652639A FR3049254B1 (fr) 2016-03-25 2016-03-25 Bogie de vehicule ferroviaire comprenant un dispositif de suspension primaire decale

Publications (2)

Publication Number Publication Date
EP3222485A1 EP3222485A1 (de) 2017-09-27
EP3222485B1 true EP3222485B1 (de) 2018-11-21

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EP17162240.0A Active EP3222485B1 (de) 2016-03-25 2017-03-22 Schienenfahrzeugdrehgestell, das eine versetzte primäre federungsvorrichtung umfasst

Country Status (5)

Country Link
EP (1) EP3222485B1 (de)
ES (1) ES2712125T3 (de)
FR (1) FR3049254B1 (de)
PL (1) PL3222485T3 (de)
RU (1) RU2724567C2 (de)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108909748A (zh) * 2018-09-18 2018-11-30 成都市新筑路桥机械股份有限公司 悬挂式单轨车辆转向架的偏心式一系悬挂及转臂定位结构
CN112644548B (zh) * 2019-10-10 2022-07-26 中车唐山机车车辆有限公司 一种转向架的构架
CN112356866B (zh) * 2020-12-07 2024-07-23 西南交通大学 一种用于轨道车辆转向架的一系悬挂装置
CN114312889B (zh) * 2021-11-22 2023-07-07 中车株洲电力机车有限公司 一种转向架
CN114750800B (zh) * 2022-05-25 2023-12-15 中铁磁浮交通投资建设有限公司 一种磁动力走行机构及中短途磁动力物料运输工程车

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Publication number Priority date Publication date Assignee Title
CH348980A (de) * 1957-02-23 1960-09-30 Inventio Ag Drehgestell an Schienenfahrzeugen
FR1253350A (fr) * 1959-12-30 1961-02-10 Const Du Ct Atel Bogie perfectionné
FR2626540B1 (fr) * 1988-01-28 1990-05-18 Alsthom Creusot Rail Suspension primaire de bogie
RU2301754C1 (ru) * 2005-12-19 2007-06-27 Николай Иванович Никифоров Вагон пассажирский железнодорожного транспорта (варианты)
FR2914609B1 (fr) * 2007-04-05 2009-07-10 Alstom Transport Sa Bogie pour vehicule ferroviaire
FR2970457B1 (fr) * 2011-01-17 2013-02-15 Alstom Transport Sa Bogie de vehicule ferroviaire suspendu
FR2991956B1 (fr) * 2012-06-18 2014-07-04 Alstom Transport Sa Bogie de vehicule ferroviaire a suspensions perfectionnees, notamment pour un tramway a plancher bas
RU2573100C1 (ru) * 2014-07-18 2016-01-20 Акционерное общество "Центральное конструкторское бюро транспортного машиностроения" (АО "ЦКБ ТМ") Тележка железнодорожного транспортного средства

Non-Patent Citations (1)

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Title
None *

Also Published As

Publication number Publication date
EP3222485A1 (de) 2017-09-27
PL3222485T3 (pl) 2019-05-31
FR3049254A1 (fr) 2017-09-29
ES2712125T3 (es) 2019-05-09
RU2017109680A (ru) 2018-09-24
FR3049254B1 (fr) 2018-04-20
RU2724567C2 (ru) 2020-06-23
RU2017109680A3 (de) 2020-05-13

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