EP3254924B1 - Véhicule ferroviaire pourvu d'un nivellement et procédé de circulation associé - Google Patents

Véhicule ferroviaire pourvu d'un nivellement et procédé de circulation associé Download PDF

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Publication number
EP3254924B1
EP3254924B1 EP17175265.2A EP17175265A EP3254924B1 EP 3254924 B1 EP3254924 B1 EP 3254924B1 EP 17175265 A EP17175265 A EP 17175265A EP 3254924 B1 EP3254924 B1 EP 3254924B1
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EP
European Patent Office
Prior art keywords
actuator
cylinder
car
piston
stop
Prior art date
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Active
Application number
EP17175265.2A
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German (de)
English (en)
French (fr)
Other versions
EP3254924A1 (fr
Inventor
Sacheen Dausoa
Yves Longueville
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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Publication of EP3254924A1 publication Critical patent/EP3254924A1/fr
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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
    • 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/06—Bolster supports or mountings 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
    • 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
    • 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 document US 2015021445 describes a railway vehicle comprising a car and a bogie, a suspension spring extending between the car and the bogie.
  • a piston is able to raise or lower the low point of the spring connected to the bogie.
  • the height of the car is variable. This in particular reduces the vertical distance between the floor of the car and a dock.
  • the invention is intended to overcome this disadvantage by providing a leveling system easy to implement.
  • the invention particularly relates to a railway vehicle of the aforementioned type, wherein the secondary suspension system comprises a jack, provided with a piston extending at least partially between a high abutment integral with the car and a low abutment secured to the frame, and a cylinder supply device, the cylinder supply device being adapted to supply the cylinder so that the distance between the upper and lower stops is kept constant by the cylinder.
  • the cylinder thus keeps the frame and the car at a constant distance in the vertical direction, without depending in particular on the load of the vehicle.
  • the distance is, for example, chosen so that the height of the floor of the car stationary in a station is substantially equal to the height of the platform of this station.
  • a railway vehicle 10 stationary at a station is represented at the figure 1 .
  • the station comprises at least one platform 12, such that the railway vehicle 10 is stopped along the platform 12.
  • the railway vehicle 10 comprises at least one car 14 and at least one bogie 16 carrying the car 14.
  • the bogie 16 extends for example to one end of the car 14 and supports two adjacent cars.
  • the car 14 is supported by two bogies 16 at each of its ends.
  • the car 14 has an empty interior volume 18 configured to accommodate persons or goods to be transported.
  • the interior volume communicates with the outside by at least one door 19.
  • the interior volume 18 is defined in particular by a lower floor 20, on which people and / or goods evolve.
  • the bogie 16 comprises a frame 22 and a secondary suspension system 24 between the frame 22 and the car 14.
  • the secondary suspension system 24 makes it possible to take up the vertical deflections between the car 14 and the bogie 16.
  • the secondary suspension system makes it possible in particular to ensure both the suspension function between the car 14 and the bogie 16 and the function of the car. vertical positioning of the car 14 with respect to the station platform 12.
  • the secondary suspension system 24, shown in FIG. figure 2 comprises a spring assembly 26 mounted between the frame 22 and the car 14 and providing the suspension function and a jack 28 providing a vertical positioning function of the car 14 with respect to the station platform 12.
  • the secondary suspension system 24 further comprises a feed device 30 for the jack 28, an upper stop 32 secured to the car 14 and a lower stop 34 secured to the frame 22.
  • the upper stop 32 and the lower stop 34 are intended to limit the vertical movement of the jack 28.
  • the secondary suspension system 24 extends along a main axis X.
  • the main axis X is vertical.
  • the spring assembly 26 extends along the main axis X.
  • the spring assembly 26 comprises an internal spring 36 and an external spring 38.
  • the inner spring 36 and the outer spring 38 are helical and coaxial springs, the central axis being the main axis X.
  • the diameter of the inner spring 36 is smaller than the diameter of the outer spring 38, so that the inner spring 36 extends into the inner volume of the outer spring 38.
  • the inner spring 36 and the outer spring 38 have opposite winding directions.
  • the inner spring 36 and the outer spring 38 have, for example, a vertically defined height of between 270 mm and 275 mm.
  • the diameter of the inner spring 36 is substantially equal to 140 mm.
  • the diameter of the outer spring 38 is substantially equal to 270 mm.
  • the flexibility of the spring assembly 26 is approximately equal to 21 mm per 1000 daN, the flexibility being defined as the loss of height per unit of load.
  • the spring assembly 26 allows relative movement between the frame 22 and the car 14.
  • the low stop 34 extends along the main axis X between a first end 70, integral with the frame 22, and a second end 72, facing the upper stop 32.
  • the bottom stop 34 extends radially around the main axis X and at least partially in the internal volume of the internal spring 36.
  • the second end 72 has a support 74 of low stop.
  • the jack 28 extends between the car 14 and the bogie16.
  • the jack 28 is located inside the spring assembly 26 along the main axis X.
  • the jack 28 extends at least partially in the internal volume of the internal spring 36.
  • the cylinder 28 is, for example, hydraulic.
  • the jack 28 comprises, in a conventional manner, a cylinder 40 and a piston 42.
  • the cylinder 40 extends between a first end 44, integral with the car, and a second end 46, facing the bottom stop 34, along the main axis X.
  • the cylinder 40 is closed by the car 14 at its first end 44.
  • the upper stop 32 is here present at the second end 46 of the cylinder 40.
  • the upper stop 32 extends radially around the main axis X.
  • the upper stop 32 has an inner surface 62 partially closing the cylinder 40 and an outer surface 64 facing the bottom stop 34.
  • the upper stop 32 defines a passage hole 61, more particularly in its center.
  • the piston 42 is movable in the cylinder 40 and comprises a head 48 and a rod 50 integral with the head 48.
  • the piston 42 extends partially between the upper stop 32 and the lower stop 34.
  • the head 48 is slidable in the cylinder 40.
  • the head 48 separates the cylinder 40 into two isolated chambers, namely an upper chamber 52 and a lower chamber 54.
  • the lower chamber 54 is partially delimited by the upper stop 32.
  • the head 48 comprises an upper end 56 facing the first end 44 and a lower end 58 facing the second end 46.
  • the lower end 58 is able to abut against the upper stop 32.
  • the rod 50 is adapted to pass through the upper stop 32 along the main axis X at the passage orifice 61 and comprises a free end 60 capable of being in contact with the lower stop 34.
  • the jack 28 is adapted to be deployed in a position of maximum vertical movement via the feeder 30, in which the lower end 58 comes into contact with the upper stop 32 and the free end 60 is in contact with the stop lower 34, more particularly at the level of the support 74 of low stop.
  • the upper stop 32 is provided, at the inner surface 62, with means 65 for damping the contacts between the lower end 58 and the upper stop 32, in particular when the piston 42 is in the deflection position. vertical maximum of the cylinder 28.
  • the head 48 is provided with means for damping the contacts between the lower end 58 and the upper stop 32, in particular when the jack 28 is in the vertical deflection position. maximum.
  • the outer surface 64 is provided with a damping device 66 configured to damp the contacts between the outer surface 64 and the lower stop 34.
  • the damping device 66 is elastic.
  • the vertical compression stiffness of the damping device 66 is for example approximately 70 to 100 daN / mm.
  • the damping device 66 and the abutment support 74 are aligned vertically, more particularly along the main axis X, and face each other, that is to say they delimit between them a space extending according to X.
  • the feed device 30 is capable of supplying the jack 28 with fluid, for example oil, having a pressure of between 50 bar and 150 bar.
  • the feeder 30 is configured to control the movement of the piston 42 in the cylinder 40.
  • the feed device 30 is in particular configured to control the displacement of the piston 42 in the maximum vertical displacement position of the jack 28 by creating a pressure difference between the upper chamber 52 and the lower chamber 54 to move the piston 42 so that it comes into contact with the lower stop 34 and the upper stop 32.
  • the supply device 30 comprises, for example, a tank (not shown) positioned at the car 14 and a supply duct 68 configured to supply fluid to the upper chamber 52 and the lower chamber 54.
  • the duct 68 connects the tank and the high rooms 52 and low 54.
  • the upper stop 32 and the lower stop 34 are rigid. They are for example made of steel.
  • the high stop 32 limits the vertical movement of the cylinder 28 when the piston is moved to the maximum vertical displacement position.
  • the upper stop 32 limits the movement of the cylinder 40 and the car 14 upwards, that is to say opposite to the lower stop 34.
  • the bottom stop 34 limits the vertical movement of the cylinder 28 when the piston is moved to the maximum vertical displacement position.
  • the low stop 34 limits the movement of the piston 42 downwards, that is to say the opposite of the car 14.
  • the railway vehicle 10 travels on a track 78 and away from the platform 12, for example more than 1 kilometer from the platform 12.
  • the feed device 30 allows relative movement between the frame 22 and the car 14 and the springs 36, 38 are free to play their suspension function.
  • the feed device 30 then feeds, for example, not the jack 28.
  • the piston 42 is, for example, substantially fully retracted inside the cylinder 40 and the distance between the car 14 and the chassis 22 varies, for example, according to the movements of the railway vehicle 10, that is to say of the set of springs 26, or according to possible contacts of the cylinder 28 with the lower stop 34.
  • the upper stop 32 more particularly the damping device 66, is able to come into contact with the lower stop support 74 following the movements of the car 14 relative to the frame 22.
  • the damping device 66 then allows in particular to limit the mechanical wear of the secondary suspension system 24.
  • the piston 42 is not held in abutment against the high and low stops.
  • it is distant from the high and low stops along the X axis.
  • the feed device 30 feeds the jack 28 to maintain the piston 42 in a minimum vertical displacement position of the cylinder, also called the rest position, in which the piston 42 is substantially fully retracted. inside the cylinder 40.
  • the railway vehicle 10 stops at a station along a platform 12.
  • the jack 28 is then fed by the feeder 30, so as to keep the distance between the frame 22 and the car 14 constant and to prevent the movement of the springs 36, 38.
  • the jack 28 is pressurized so as to maintain the distance between the high stops 32 and low 34 constant and prevent the free movement of the set of springs 26.
  • the distance between the upper stops 32 and lower 34 is maintained substantially equal to the height of the rod 50 and is, for example, between 20 cm and 40 cm, preferably equal to 30 cm.
  • the feed device 30 feeds the jack 28, so as to move and maintain the piston 42 in the maximum vertical displacement position.
  • the piston is then moved downwards in the direction of the lower stop, so that the free end 60 comes into contact with the second end 72 of the lower stop, more particularly with the abutment support 74. Then, the cylinder 40 moves upwards, along the rod 50, until the upper stop 32 bears against the lower end 58 of the head 48 of the piston 42.
  • the cylinder 28 is then in the maximum vertical displacement position.
  • the head 48 is held in abutment against the upper stop 32 and the rod 50 is held in abutment against the lower stop 34.
  • the height between the car 14 and the frame 22 is then fixed and corresponds to the maximum vertical displacement of the jack 28.
  • the distance between the car 14 and the frame 22 is, for example, such that the floor height of the floor 20 of the car 14 is substantially equal to the height of the floor 12 of the platform, that is to say that the floor 20 and the platform 12 extend in the same horizontal plane.
  • the railway vehicle 10 starts from the station and the jack 28 is then powered by the feed device 30 or not, so as to allow a relative movement between the frame 22 and the car 14 and that the springs 36, 38 be free to play their suspension function.
  • the supply of the cylinder 28 by the feeder 30 begins before stopping the rail vehicle 10, so that at the end of the railway vehicle 10 the floor is already at dock height.
  • the upper stop 32 and / or the lower stop 34 are respectively part of the car 14 and / or the chassis 22.
  • the piston 42 of the cylinder 28 is integral with the lower stop 34 and comes into contact with the upper stop 32 when the cylinder 28 is supplied by the supply device 30.
  • the mounting of the jack is reversed and the cylinder 40 is for example integral with the frame, while the piston 42 moves towards the car 14 when it is powered by the feeder 30.
  • the cylinder 40 forms for example the low stop while the high stop is positioned at the level of the car 14 opposite the rod 50.
  • the upper stop 32 is formed by a part integral with the car 14 and is advantageously positioned inside the cylinder 40.
  • the piston 42 extends between the upper stop 32 and the lower stop 34.
  • a second embodiment of the invention is shown in figure 3 and will be described below.
  • a secondary suspension system 124 different from the secondary suspension system 24 shown above is used.
  • the secondary suspension system 124 is broadly similar to the secondary suspension system 24 and differs simply in that it comprises a different feed device 130 and a return spring 133 positioned within the lower chamber 54.
  • the power supply device 130 is configured to supply only one of the high and low chambers, namely the upper chamber 52 in the example shown in FIG. figure 3 .
  • the feed device 130 comprises a feed duct 68 configured to supply only the upper chamber 52.
  • the return spring 133 is configured to return the piston 42 to the minimum vertical displacement position, inside the cylinder 40, when the jack is not powered by the feeder 30.
  • the return spring 133 is positioned in the lower chamber between the second end 46 and the lower end 58.
  • the return spring when the feed device is configured to feed the lower chamber, the return spring is positioned in the upper chamber between the first end 44 and the upper end 56.
  • the return spring 133 makes it possible, for example, to keep the jack 28 in the position of minimum vertical displacement in which the piston 42 is substantially fully retracted inside the cylinder 40.
  • the upper stop 32, the lower stop 34 and the jack 28 when powered to be in its maximum deflection configuration, make it possible to ensure that the car is easily accessible. accessible from the wharf. This favors the movement of people with reduced mobility or the loading of bulky and / or heavy goods.
  • the secondary suspension systems 24, 124 provide a leveling system that is easy to implement and does not require feedback of the height of the floor of the car.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP17175265.2A 2016-06-09 2017-06-09 Véhicule ferroviaire pourvu d'un nivellement et procédé de circulation associé Active EP3254924B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1655285A FR3052423B1 (fr) 2016-06-09 2016-06-09 Vehicule ferroviaire pourvu d'un nivellement et procede de circulation associe

Publications (2)

Publication Number Publication Date
EP3254924A1 EP3254924A1 (fr) 2017-12-13
EP3254924B1 true EP3254924B1 (fr) 2019-02-06

Family

ID=56842869

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17175265.2A Active EP3254924B1 (fr) 2016-06-09 2017-06-09 Véhicule ferroviaire pourvu d'un nivellement et procédé de circulation associé

Country Status (6)

Country Link
US (1) US10543857B2 (es)
EP (1) EP3254924B1 (es)
CN (1) CN107487336B (es)
CA (1) CA2969403A1 (es)
ES (1) ES2724501T3 (es)
FR (1) FR3052423B1 (es)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3707052A1 (de) * 2017-11-09 2020-09-16 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Niveauregelsystem zur einstellung des niveaus eines fahrzeugs, insbesondere schienenfahrzeugs
CN108545093A (zh) * 2018-04-11 2018-09-18 中车株洲电力机车有限公司 一种轨道列车及其液压悬挂系统
FR3080077B1 (fr) * 2018-04-17 2020-09-18 Alstom Transp Tech Vehicule ferroviaire et procede de circulation associe
CN113799829B (zh) * 2020-08-14 2023-04-28 中车唐山机车车辆有限公司 一种转向架的二系悬挂装置

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
CN2473339Y (zh) * 2001-04-14 2002-01-23 青岛大学 内燃式流体活塞泵
US20040016361A1 (en) * 2002-04-26 2004-01-29 Martin Teichmann Level control for a rail-mounted vehicle
US6637348B1 (en) * 2002-07-02 2003-10-28 Siemens Sgp Verkehrstechnik Gmbh Level-adjustable main spring and actively biased emergency spring with fail-safe behavior
DE10238059B4 (de) 2002-08-20 2014-02-13 Liebherr-Aerospace Lindenberg Gmbh Federelement
DE10360517B4 (de) 2003-12-22 2006-08-31 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug mit einem aktiven Federelement
DE102005018945A1 (de) * 2005-04-22 2006-10-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung zur Sekundärfederung eines Wagenkastens bei einem Schienenfahrzeug
CA2827898C (en) 2011-02-22 2018-01-16 Tec Tran Brake Corp. Leveling railway vehicle and related systems and methods
CN204201362U (zh) * 2014-10-08 2015-03-11 重庆中节能三峰能源有限公司 一种燃气管道自动保护系统
DE102015016024B4 (de) * 2014-12-17 2023-12-21 Liebherr-Aerospace Lindenberg Gmbh Federsystem eines Schienenfahrzeuges

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
CN107487336A (zh) 2017-12-19
ES2724501T3 (es) 2019-09-11
FR3052423B1 (fr) 2018-07-06
US20170355386A1 (en) 2017-12-14
CN107487336B (zh) 2021-08-27
EP3254924A1 (fr) 2017-12-13
US10543857B2 (en) 2020-01-28
FR3052423A1 (fr) 2017-12-15
CA2969403A1 (fr) 2017-12-09

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