EP3275760B1 - Underframe side sill and railway vehicle comprising such a side sill - Google Patents

Description

Background of the invention

The present invention relates to the railway field, in particular the field of chassis for a railway vehicle. The present invention relates more particularly to frame stretchers.

The design of a rail vehicle requires compliance with safety rules and standards intended to allow the rail vehicle to behave correctly, whatever the running conditions in which it may be required to travel. For example, the rail vehicle must comply with kinematic template constraints, as well as pushback conditions in small radius curves.

Such constraints apply in particular to freight wagons intended to transport containers, for example. The dimension of the wagon thus determines its kinematic gauge and therefore the dimension of the containers that it can transport.

In order to allow the transport of several containers on a single wagon, there are wagons having an articulated structure, in particular in the middle of the wagon. Such wagons conventionally have at least three bogies, the central bogie being mounted at the level of the articulation of the wagon.

However, such articulated wagons are expensive to manufacture and require more regular maintenance. Moreover, they cannot transport a container arranged above the articulation, which requires separating the containers arranged on the wagon into two groups.

One-piece railcars, such as the current ones, capable of carrying several containers, for example having a useful loading length of eighty feet, would facilitate the loading of containers compared to an articulated railcar, and would be less expensive to manufacture.

There are thus wagons with a useful loading length of eighty feet, the frame of which has an arched shape. More precisely, the frame, which is mounted on two bogies, has a standard width at the level of the two bogies, and a smaller width in the middle of the frame: for such a wagon, the stretchers are therefore not straight but curved at both ends. , to allow the bogies to turn between the stretchers without hitting them.

The documents US 3,195,475 A , US 3,577,933 and US 1,922,197 describe wagon frames comprising stretchers.

However, such wagons are restrictive and expensive to manufacture, in particular because the structure of the frame is not the same over the entire length, and in particular because the stretchers are not rectilinear.

Purpose and summary of the invention

The present invention aims to solve the various technical problems mentioned above. In particular, the present invention aims to provide a one-piece wagon having a high useful loading length, and complying with the conditions of kinematic gauge and push-back in small radius curves. The present invention also aims to provide a wagon having a kinematic gauge compatible with the transport of several containers, in particular twenty or forty feet. Finally, the present invention aims to provide a wagon that can be manufactured easily and at a lower cost compared to current wagons.

Thus, according to one aspect, there is proposed a frame for a rail vehicle, in particular a wagon, comprising two stretchers arranged in parallel and aligned horizontally, each stretcher comprising a web whose cross section forms a segment, and in which, when the frame is disposed horizontally , the cross section of the web of each stretcher forms an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction, and in which the two webs converge towards a point located above of the chassis.

The invention thus proposes a rail vehicle frame with stretchers, or side members or beams, the straight section of which has an inclined web. The inclined web of the stretchers makes it possible in particular to laterally offset the soles, or wings, with respect to one another. In this case, in the present case, the core is inclined so as to shift the lower flange or lower part towards the outside of the frame. The webs of the two stretchers of a frame therefore converge upwards, that is to say towards a point located above the frame, for example at a distance of between 1 and 4 meters above the upper flange. stretchers when the stretchers are positioned parallel, side by side, and about 2.4 meters apart.

Indeed, the position of the upper flanges is imposed by the standardized positioning of the containers on the freight wagons. In particular, the positioning and the size of the pins making it possible to hold the containers on the freight wagon are determined by a standard and cannot be freely modified.

The position of the lower flanges or of the lower parts is modified in order to make it possible to obtain a frame capable of respecting the constraints of kinematic size and of rotation of the bogies. Thus, the lower flanges are offset outwards by the inclined web, at the ends, to allow the bogies to rotate freely between the lower flanges or lower parts. In the end, we obtain a frame whose stretchers have a specific section, but which allows rigidity to be maintained over the entire length of the wagon, and to be simple to manufacture.

Preferably, the core and / or the soles and / or the lower part are rectilinear. In fact, thanks to the inclination of the core, it is possible to make the stretcher entirely rectilinear. In particular, the rectilinear shape of the stretchers facilitates the automation of the assembly of the frame by welding.

Preferably, the lower sole and the upper sole are substantially parallel.

Preferably, the straight section of the lower sole has a length less than that of the upper sole. The upper flange is dimensioned in particular to provide resistance to the stretcher buckling (resistance to the forces exerted in the longitudinal direction of the stretcher), while the geometry of the lower flange is adjusted as a function of the sizing and size constraints at the bogies. especially.

It is thus possible to reduce the length, in cross section, of one of the flanges, in particular of the lower flange, in particular at the bogies. Indeed, to give even more space for the rotation of the bogies, the lower flanges of the stretchers can be reduced from their inner end, that is to say from their end facing the bogie, so as to avoid a possible contact. Alternatively, as shown below, it is also possible to provide a lower part in place of the lower sole, the lower part having, in cross section, a substantially vertical segment.

Preferably, the cross section of at least one of the flanges or of the lower part has a thickness greater than that of the core. For reasons of mechanical strength, the thickness of one or more flanges or of a lower part can be chosen greater than the thickness of the core. This improves the resistance to buckling of the stretcher.

Preferably, the point of contact between the core and at least one of the soles, for example the upper sole, is not located in the middle of the cross section of said sole. Such a feature, in addition to the inclination of the core, allows one sole to be offset even more with respect to the other. Thus, the core can be fixed on the outer side of the upper flange, that is to say in the direction of offset of the lower flange, which makes it possible to participate, with the inclination of the web, in the offset. of the lower sole.

Preferably, the lower part extends substantially vertically. As indicated above, such an embodiment makes it possible to further increase the space available for the rotation of the bogie, while providing mechanical strength to the stretcher.

Preferably, the distance between the upper flanges of the stretchers is less than that between the lower flanges or between the lower parts. As indicated above, the positioning of the upper flange is subject to constraints relating to the attachment of containers and is difficult to modify. The inclined web therefore makes it possible above all to shift the lower flange or the lower part outwards, in order to save space available for the rotation of the bogies.

According to another aspect, there is also proposed a railway vehicle comprising a frame as described above.

Preferably, the rail vehicle also comprises two bogies, or even comprises only two bogies.

Preferably, the rail vehicle, and more precisely the chassis, has a useful length greater than or equal to 24 meters, preferably greater than or equal to 24.38 meters.

Preferably, the rail vehicle has an empty weight, or tare, greater than or equal to 20 tonnes, preferably greater than or equal to 22 tons, and possibly an empty loading height less than or equal to 1200mm, preferably less than or equal to 1090mm.

Such dimensions make it possible to load several containers, in particular twenty feet or forty feet.

More generally, the rail vehicle has a useful length greater than or equal to eight times its useful width, preferably greater than or equal to ten times its useful width.

Preferably, the rail vehicle comprises two bogies separated by a distance greater than or equal to 12 meters, preferably greater than or equal to 16 meters, and more preferably greater than or equal to 17.80 meters.

Preferably, the railway vehicle comprises a railway coupling at each end, and the coupling or couplings have an overhang, that is to say a distance between the axis of the bogie adjacent to the coupling and the end. of the coupling, greater than or equal to 3.50 meters, preferably greater than or equal to 4 meters.

According to another aspect, there is also proposed a frame for a rail vehicle, in particular a wagon, comprising two stretchers as described above, the two stretchers being arranged in parallel and horizontally aligned. Stretcher for the chassis of a railway vehicle, comprising a core whose straight section forms a segment, disposed between an upper flange and a substantially parallel bottom flange, the straight sections of which also form a segment. When the flanges are arranged horizontally, the cross section of the core forms an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction.

Brief description of the drawings

• la figure 1 est une coupe à plans parallèles d'un véhicule ferroviaire selon un premier mode de réalisation de l'invention,
• la figure 2 est une vue schématique en perspective du châssis illustré à la figure 1 ,
• la figure 3 est une vue schématique en perspective du véhicule ferroviaire tel qu'illustré à la figure 1 , et
• la figure 4 est une coupe à plans parallèles d'un véhicule ferroviaire selon un deuxième mode de réalisation de l'invention.

The invention and its advantages will be better understood on reading the detailed description of two particular embodiments, taken by way of non-limiting examples and illustrated by the appended drawings in which:

• the figure 1 is a section in parallel planes of a railway vehicle according to a first embodiment of the invention,
• the figure 2 is a schematic perspective view of the chassis shown in figure 1 ,
• the figure 3 is a schematic perspective view of the railway vehicle as illustrated on figure 1 , and
• the figure 4 is a section in parallel planes of a railway vehicle according to a second embodiment of the invention.

Detailed description of the invention

The figure 1 shows a sectional view in parallel planes of a railway vehicle 1 according to a first embodiment of the invention. The cuts of the figure 1 are carried out in particular on the one hand at the level of a bogie 3, and on the other hand at the level of the middle of the rail vehicle 1.

The rail vehicle 1 thus comprises two straight and parallel stretchers 2 . The two stretchers 2 each have a core 4, a lower flange 6 and an upper flange 8. As shown in the figures. figures 1 to 3 , the stretchers 2 are rectilinear and therefore have soles and a core which are also rectilinear.

The cuts of the figure 1 illustrate a straight section of each stretcher 2. The core 4, the lower sole 6 and the upper sole 8 are thus each represented by a segment formed in the plane perpendicular to the longitudinal direction of the stretchers 2. The lower sole 6 and the sole upper 8 form substantially horizontal segments, and parallel to each other.

The upper flanges 8 are dimensioned and positioned so as to meet the standards in particular relating to the transport of containers. Thus, the upper flanges 8 are positioned in a conventional manner, and comprise pivoting pins 10 making it possible to secure one or more containers 9 to the loading surface of the vehicle 1.

However, and as can be seen on the left side of the figure 1 , the upper sole 8 may come in part above the wheels of a bogie 3, in particular when cornering, which prevents the lower sole 6 from being produced by simple translation of the upper sole 8 downwards. On the contrary, the lower flanges 6 must be separated from each other in order to be able to accommodate the bogie 3 between them, including during turns, when the bogie 3 pivots about its axis of rotation.

Thus, the core 4 forms a segment which is not arranged perpendicular to the segments of the flanges 6 , 8 : the segment of the core 4 is not oriented vertically but has an angle with respect to the vertical, between 20 ° and 40 °, preferably between 25 ° and 35 °. In the case of stretcher 2 located on the left of the figure 1 , the angle formed by the segment of the core 4 with the vertical is between 20 ° and 40 °, preferably between 25 ° and 35 °, by turning clockwise (clockwise), while for stretcher 2 located to the right of figure 1 , the angle formed by the segment of the core 4 with the vertical is between 20 ° and 40 °, preferably between 25 ° and 35 °, by turning counterclockwise (counterclockwise) .

Thanks to the inclination of the webs 4 of the two stretchers 2, it is then possible to shift the lower sole 6 relative to the upper sole 8, and more particularly to offset the lower sole 6 towards the outside of the rail vehicle 1. Thus , the distance separating the lower flanges 6 of the rail vehicle 1 is greater than the distance between the upper flanges 8. In other words, the webs 4 of the stretchers 2 converge towards a point located above the rail vehicle 1.

Furthermore, the point of contact between the web 4 and the flanges 6, 8 is not centered with respect to the segments formed by the flanges 6, 8, but is also chosen specifically to improve the space available for the bogie 3. . Thus, in cross section, the point of contact 12 between the core 4 and the lower flange 6 is selected close to the center of the segment of the bottom plate 6, while the contact point 14 between the core 4 and the sole upper 8 is chosen near the outer end of the segment of the upper sole 8, that is to say near the end of the upper sole 8 which is turned towards the outside of the rail vehicle 1.

An offset of the lower flange 6 is then obtained with respect to the upper flange 8 which is due not only to the inclination of the web 4 but also to the offset of the point of contact 14 with respect to the center of the upper flange 8.

Such an offset could have been increased by providing a point of contact 12 between the web 4 and the lower sole 6 near the inner end of the segment of the lower sole 6, that is to say near the 'end of the lower sole 6 which is turned towards the interior of the railway vehicle 1. In this case, the point of contact 12 was chosen near the center of the lower flange 12. However, and in order to increase the space available for the rotation of the bogie 3, the cross section of the lower flange 6 is reduced at the level of the bogie 3, by decrease in the segment portion between the contact point 12 and the inner end of the lower sole 2 . This is a local modification of the stretcher 2 making it possible to increase the space available for the rotation of the bogie 3 : as can be seen on the figure 1 , the outer lateral end of the bogie 3 comes close to the lower flange 6 and the web 4 , the geometry of which allows such rotation of the bogie 3.

The distance separating the inner ends of the two lower flanges 6 is therefore greater at the bogies 3 than in the middle of the rail vehicle 1.

The position of the inner end of the lower sole 6 is therefore determined by the movements authorized by the bogie 3, while the outer end of the lower sole 6 is determined by the kinematic template desired for the rail vehicle 1.

However, such a geometry of the cross section of the stretchers 2 makes it possible to keep the stretchers 2 rectilinear while having a significant length of the rail vehicle 1 with a limited kinematic gauge, which is compatible in particular with the transport of two forty-foot containers for example. .

The figure 2 shows a frame 16 comprising two stretchers 2 as described above, parallel and kept at a distance by cross members 18, seven in number on the figure 2 . In particular, the two crosspieces 18 at each end of the frame 16 allow the attachment of traction assemblies.

The figure 3 represents a railway vehicle 1 comprising in particular stretchers 2 as described above. More precisely, the railway vehicle 1 comprises, at each end, a railway coupling 2 with a traction assembly 22 and a compression assembly comprising two buffers 24.

The rail vehicle 1 comprises a frame 16 and two bogies 3 mounted at each end of the frame 16.

It is thus possible to obtain a frame 16 having a useful length greater than or equal to 24 meters, preferably greater than or equal to 24.38 meters. Such a length then makes it possible to position on the rail vehicle 1 up to two forty-foot containers (or eight twenty-foot containers). Furthermore, the base of the rail vehicle 1 may be greater than or equal to 16 meters, or even 17.80 meters, which leads to an overhang less than or equal to 4 meters, or even less than or equal to 3.7 meters. .

The rail vehicle 1 is preferably chosen with an empty weight, or tare, greater than or equal to 20 tonnes, or even greater than or equal to 22 tonnes. In addition, the empty loading height is advantageously less than or equal to 1200mm, or even less than or equal to 1090mm.

The figure 4 shows a sectional view in parallel planes of a railway vehicle 100 according to a second embodiment of the invention. The sections in FIG. 100 are made in particular on the one hand at the level of a bogie 300, and on the other hand at the level of the middle of the rail vehicle 100.

The rail vehicle 100 thus comprises two stretchers 200 rectilinear and parallel. The two stretchers 200 each have a core 4, a lower part 600 and an upper flange 8. As shown in the figure. figure 4 , the stretchers 200 are rectilinear and therefore have an upper flange 8, a lower part 600 and a core 4 which are also rectilinear.

The cuts of the figure 4 illustrate a straight section of each stretcher 200. The core 4, the lower part 600 and the upper flange 8 are thus each represented by a segment formed in the plane perpendicular to the longitudinal direction of the stretchers 200. The lower part 600 forms a segment substantially vertical, and the upper flange 8 forms a substantially horizontal segment.

As shown on the figure 4 , the stretchers 200 do not include a lower flange extending horizontally, but a lower part 600 extending vertically. The lower part 600 makes it possible to minimize the size of the stretchers at the bogies 300, in order to leave them more space to turn. Furthermore, the presence of a lower part 600 makes it possible, despite the absence of a horizontal lower sole, to provide strength and mechanical reinforcement to the stretcher 200.

However, and in order to increase the space available for the rotation of the bogie 300, the cross section of the lower part 600 is reduced to the level of the bogie 300, by reducing its length (vertical). This is a local modification of the stretcher 200 making it possible to increase the space available for the rotation of the bogie 300 : as can be seen on the figure 4 , the outer lateral end of the bogie 300 is positioned below the lower part 600 and the web 4, the geometry of which allows such rotation of the bogie 300. On the contrary, the lower part may have a longer (vertical) length. important elsewhere than at the level of the bogies 300, in order to provide mechanical strength to the stretcher 600.

The lower part 600 therefore extends in the extension of the core 4, while having an inclination (corresponding to the inclination of the core relative to the vertical) with respect to the core 4. Thus, the point contact 120 between the core 4 and the lower part 600 corresponds substantially to the apex of an obtuse angle. In particular, the lower part 600 is not necessarily attached to the core 4, but the core 4 and the lower part 600 can on the contrary be formed by a single flat part bent at the level of the contact point 120 to delimit d 'on the one hand the web 4 and on the other hand the lower part 600 of the stretcher 200.

Thanks to the characteristics of the stretchers, it is thus possible to obtain a rail vehicle, and more particularly a freight transport wagon, capable of transporting up to two forty-foot containers, while keeping straight longitudinal stretchers, and respecting the safety and standard constraints for traveling as a freight vehicle.

Claims (10)

1. A chassis (16) for a railway vehicle (1, 100), in particular a wagon, including two side sills (2, 200) disposed in parallel and aligned horizontally, each side sill (2, 200) including a core (4) whose cross section forms a segment, the core (4) being disposed between an upper flange (8) and a lower flange (6) or between an upper flange (8) and a lower part (8), characterized in that, when the chassis is disposed horizontally, the cross section of the core (4) of each side sill forms an angle between 20° and 40°, preferably between 25° and 35°, with the vertical direction, and in that the two cores (4) converge towards a point located above the chassis so as to space the lower flanges (6) or lower parts (600) apart from each other in order to house a bogie therebetween.
2. The chassis (16) according to claim 1, wherein the cross sections of the upper flange (8), of the lower flange (6) and/or of the lower part (600) form a preferably rectilinear segment.
3. The chassis (16) according to claim 2, wherein the cross section of the lower flange (6) has a length smaller than that of the upper flange (8), and wherein the lower flange (6) and the upper flange (8) are preferably substantially parallel.
4. The chassis (16) according to claim 2 or 3, wherein the cross section of at least one of the flanges (6, 8) or of the lower part (600) has a thickness greater than that of the core (4).
5. The chassis (16) according to any one of claims 2 to 4, wherein the point of contact (12, 14) between the core (4) and at least one of the flanges (6, 8), for example the upper flange (8), is not located in the middle of the cross section of said flange (6, 8).
6. The chassis (16) according to any one of claims 2 to 5, wherein the lower part (600) extends substantially vertically.
7. The chassis (16) according to any one of claims 2 to 6, wherein the distance between the upper flanges (8) of the side sills is smaller than the one between the lower flanges (6) or between the lower parts (600).
8. A railway vehicle (1, 100) including a chassis (16) according to any one of claims 1 to 7.
9. The railway vehicle (1, 100) according to the preceding claim, also comprising two bogies (3, 300).
10. The railway vehicle (1, 100) according to claim 8 or 9, having an unladen weight greater than or equal to 20 tons, preferably greater than or equal to 22 tons, and possibly an unladen loading height less than or equal to 1,200 mm, preferably less than or equal to 1,090 mm.

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