EP3275761A1 - Traction assembly for railway coupling and railway vehicle including such an assembly - Google Patents

Traction assembly for railway coupling and railway vehicle including such an assembly Download PDF

Info

Publication number
EP3275761A1
EP3275761A1 EP17183126.6A EP17183126A EP3275761A1 EP 3275761 A1 EP3275761 A1 EP 3275761A1 EP 17183126 A EP17183126 A EP 17183126A EP 3275761 A1 EP3275761 A1 EP 3275761A1
Authority
EP
European Patent Office
Prior art keywords
assembly
traction
damping
equal
hook
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.)
Granted
Application number
EP17183126.6A
Other languages
German (de)
French (fr)
Other versions
EP3275761B1 (en
Inventor
Jean-Michel Ven
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.)
Millet AFR
Original Assignee
Titagarh Wagons Afr
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Titagarh Wagons Afr filed Critical Titagarh Wagons Afr
Publication of EP3275761A1 publication Critical patent/EP3275761A1/en
Application granted granted Critical
Publication of EP3275761B1 publication Critical patent/EP3275761B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/02—Draw-gear and non-integral buffing appliances with combined action or acting on the same spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/045—Draw-gear combined with buffing appliances with only metal springs

Definitions

  • the present invention relates to the railway field, particularly the field of hitches for railway vehicles.
  • the present invention relates more particularly to traction assemblies.
  • the design of a railway vehicle requires the respect of safety rules and standards designed to allow the rail vehicle to behave correctly, whatever the driving conditions in which it may be driven.
  • the rail vehicle must comply with kinematic template constraints, as well as discharge conditions in curves of small radius.
  • wagons having an articulated structure, in particular in the middle of the wagon.
  • Such wagons typically have at least three bogies, the central bogie being mounted at the joint of the wagon.
  • One-piece wagons such as the current ones, which can carry several containers, for example having a useful loading length of eighty feet, would facilitate the loading of the containers with respect to an articulated wagon, and would be less expensive to manufacture.
  • the present invention aims to solve the various technical problems mentioned above.
  • the present invention is intended to provide a one-piece wagon having a high loading length, and respecting the conditions of kinematic gauge and discharge in small radius curves.
  • the present invention also aims to provide a car having a kinematic template compatible with the transport of several containers, in particular twenty or forty feet.
  • the present invention aims to provide a wagon that can be manufactured easily and at a lower cost compared to current wagons.
  • the invention proposes a traction assembly, or traction unit, in which the pivot connection of the traction hook is offset at the damping element, or behind the damping element.
  • the pivot connection makes it possible to connect the rear end of the traction hook to the second portion of the damping assembly.
  • the damping assembly therefore extends, at least in part, together with the pull hook, that is to say side-by-side or one beside the other.
  • Such a structure makes it possible to obtain a longer traction hook without increasing the overhang of the traction assembly. It is then possible to have a rail vehicle with a longer wheelbase, while keeping a kinematic template and a push-back in curves with small radius in accordance with the requirements.
  • the pivot connection has an axis different from the damping direction, preferably perpendicular to the damping direction.
  • the damping direction is chosen parallel to the longitudinal direction of the railway vehicle, that is to say horizontal and oriented to the largest dimension of the wagon, while the pivot connection is preferably chosen in the vertical direction.
  • the traction hook has a front end with a hook, for example with an eye, and a rear end mounted integral with the second portion of the damper assembly by the pivot connection, and the front end of the traction hook is more close to the first portion of the damper assembly than the pivot link.
  • the front end of the traction hook and the pivot connection are positioned on either side of the first portion of the damping assembly.
  • the traction hook extends beyond the damping element that it passes from the second portion to the first portion: the length of the damper is therefore not added to that of the pull hook for get the length of the traction set.
  • the traction hook and the damping assembly both extend on the same portion of the traction assembly, thereby reducing the length thereof and therefore the length of the cantilever.
  • the damping assembly extends entirely together with the towing hook or, in other words, the damping assembly extends between the front end and the rear end of the towing hook.
  • the damping assembly is configured to compress when it damps the displacements in the damping direction, that is to say that the damping assembly is configured to damp the displacements in the damping direction when the second portion is closer to the first portion.
  • a traction force when exerted on the traction hook, it causes a compression of the damping assembly to dampen the displacement created by the pulling force.
  • the damping assembly comprises two longitudinal damping elements mounted parallel between the first portion and the second portion, the traction hook extending longitudinally, at least in part, between the two damping elements.
  • damper assembly in the form of two parallel longitudinal elements makes it possible to reduce the height of the damping assembly, and therefore that of the traction assembly.
  • the traction assembly can then be mounted on a railway vehicle with a lower loading floor, which increases the size of the containers that can be placed on the wagon and respecting the constraints of kinematic template.
  • the damper assembly is configured to deform when subjected to a force: in particular, the first and second portions are substantially flat and parallel to each other, the distance between them may vary when the damper assembly is deformed.
  • the first and second portions are arranged perpendicular to the longitudinal direction of the railway vehicle, so that the deformation of the damping assembly is in the longitudinal direction of the railway vehicle.
  • the traction hook is mounted substantially parallel to the damping elements.
  • the traction hook is disposed, in a plane perpendicular to the axis of the connecting pivot, between the two damping elements.
  • the traction assembly also comprises a base intended in particular to be fixed to a rail vehicle chassis.
  • the base comprises a front portion secured to the first portion of the damper assembly, and a rear portion connected by a slide connection to the second portion of the damper assembly, the rear portion also having a stop limiting the distance between the first portion and the second portion of the damper assembly.
  • the base makes it possible to fix the traction assembly to the railway vehicle.
  • the base is fixed to the first portion of the damper assembly, that is to say to the portion of the damper assembly located closest to the end of the railway vehicle.
  • Such an arrangement allows in particular to fix the base on a side of an end cross member of the railway vehicle, and more particularly on the rear edge of the end cross member, that is to say the edge facing the center of the railway vehicle.
  • the damping assembly comprises an elastomeric means and a protective cover of the elastomeric means, for example a UV protection cover.
  • a protective cover of the elastomeric means for example a UV protection cover.
  • the traction unit dampers for railway vehicles are formed by a succession of plates and elastomeric elements arranged in alternation along the longitudinal direction of the railway vehicle.
  • the protective cover here makes it possible to protect the elastomeric elements, in particular against the UV rays which can degrade them and age prematurely, which would reduce their mechanical properties.
  • the traction hook is of longitudinal shape.
  • the pull hook has a length greater than or equal to 1200 mm, preferably greater than or equal to 1500 mm. So we get a pull hook longer than conventional pull hooks, while allowing to have a reduced cantilever.
  • a rail coupling comprising a traction assembly as described above, and possibly a compression assembly, for example one or more buffers.
  • the rail hitch can have a push-back in the curves with small radius corresponding to the requirements.
  • the traction assembly also comprises a coupling tensioner comprising: a coupling yoke, a crank, a screw with opposite pitch and a movable shackle.
  • a coupling tensioner comprising: a coupling yoke, a crank, a screw with opposite pitch and a movable shackle.
  • a chassis for a railway vehicle in particular a wagon, comprising two stretches arranged in parallel and horizontally aligned, each stretcher comprising a core whose cross-section forms a segment, and in which, when the chassis is arranged horizontally, the straight section of the core 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 situated above frame.
  • the stretchers, or beams or beams, of the railway vehicle chassis thus have an inclined core.
  • the inclined soul of the stretchers allows in particular to offset laterally the soles or wings, relative to each other.
  • the core is inclined so as to shift the bottom flange or lower portion outwardly of the frame.
  • the souls of the two stretches of a frame therefore converge upwards, that is to say towards a point situated 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 to each other, side by side, and about 2.4 meters apart.
  • the position of the upper flanges is imposed by the standardized positioning of the containers on the freight wagons.
  • the positioning and the size of the pins for keeping the containers on the freight car are determined by a standard and can not be freely modified.
  • the position of the lower flanges or the lower parts is modified in order to obtain a frame that can meet the constraints of kinematic gauge and rotation of the bogies.
  • the lower flanges are offset outwardly by the inclined core at the ends, to allow the bogies to rotate freely between the lower flanges or lower parts.
  • a chassis whose stretchers have a specific section, but which keeps rigidity over the entire length of the car, and be simple to manufacture.
  • the core and / or the soles and / or the lower part are rectilinear.
  • the stretcher thanks to the inclination of the soul, it is possible to realize the stretcher in a completely straight way.
  • the rectilinear shape of the stretchers facilitates the automation of the assembly of the frame by welding.
  • the cross section of the lower sole has a length less than that of the upper sole.
  • the upper sole is dimensioned in particular to provide resistance to buckling of the stretcher (resistance to forces exerted in the longitudinal direction of the stretcher), while the geometry of the lower sole is adjusted according to the design constraints and size at the level of bogies especially.
  • 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.
  • the cross section of at least one of the flanges or the lower portion has a thickness greater than that of the core.
  • the thickness of one or more soles or a lower part may be chosen greater than the thickness of the core. This improves the buckling resistance of the stretcher.
  • the point of contact between the core and at least one of the soles, for example the upper sole is not in the middle of the cross section of said sole.
  • the core can be fixed on the outer side of the upper flange, that is to say in the offset direction of the sole lower, which allows to participate, with the inclination of the soul, the offset of the lower sole.
  • the lower part extends substantially vertically.
  • such an embodiment makes it possible to increase even more the space available for the rotation of the bogie, while providing a mechanical strength to the stretcher.
  • the distance between the upper flanges of the stretchers is less than that between the lower flanges or between the lower parts.
  • the positioning of the upper flange is subject to constraints relating to the fixing of containers and is difficult to modify.
  • the inclined core therefore allows above all to shift outwardly the lower sole or the lower part, to gain space available for the rotation of the bogies.
  • a rail vehicle including wagon, comprising a frame and / or one or two rail couplings as described above.
  • the railway vehicle also comprises two bogies or even understands that two bogies.
  • the railway 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.
  • the rail vehicle has an unladen weight, or tare, greater than or equal to 20 tons, preferably greater than or equal to 22 tons, and optionally an empty load height of less than or equal to 1200 mm, preferably less than or equal to 1090mm.
  • Such dimensions allow to load several containers, including twenty feet or forty feet.
  • the railway 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.
  • the railway 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.
  • the coupler or couplers have a door overhang, that is to say a distance between the axis of the bogie adjacent to the hitch and the end of the coupling, greater than or equal to 3m50, preferably greater than or equal to 4m.
  • a chassis for railway vehicle including wagon, comprising two stretchers as described above, the two side rails being arranged parallel and aligned horizontally stretcher for rail vehicle chassis, comprising a core whose cross section form a segment, disposed between a substantially parallel upper flange and a lower flange whose straight sections also form a segment.
  • the cross section of the core forms an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction.
  • the figure 1 schematically illustrates, in perspective, a traction assembly 1 for railway vehicle.
  • the traction assembly 1 comprises a traction hook 2, a damping assembly 4 and a base 6.
  • the traction hook 2 makes it possible to connect the traction unit to another traction assembly, identical or different, comprising, as standard, a coupling tensioner.
  • the traction hook is of longitudinal shape. It comprises a longitudinal body 7 of generally cylindrical shape, with a front end comprising, for example, an eye hook 8.
  • the eye hook 8 allows the coupling of the traction hook 2 with a movable shackle another set of traction.
  • the traction hook 2 also comprises a rear end which is connected to the damping assembly 4 in a manner that is rotatable about a vertical axis, and integrally in horizontal translation.
  • the rear end of the traction hook 2 comprises a through hole making it possible to connect, by a pivot connection 10, the rear end of the traction hook 2 to the damping assembly 4.
  • the traction hook 2 has a length greater than standard, in particular the pull hook 2 may have a length greater than or equal to 1200mm, preferably greater than or equal to 1500mm.
  • the damping assembly 4 is to reduce the intensity of jolts and sudden forces by the traction hook when it pulls another set of traction.
  • the damping assembly 4 comprises at least one longitudinal damping element 12 formed, in the present case, of a succession of plates 14 and elastomeric means 16 arranged alternately in the longitudinal direction, or damping direction, of the damping element 12.
  • the damping element 12 can thus deform under the effect of a stress occurring during jerks or during a tensile force of the traction hook 2, by deformation of the elastomeric means 16 between the metal plates 14. More precisely, the damping element 12 deforms by compression when a traction force is exerted on the towing hook.
  • the longitudinal direction of the damping element 12 is arranged in the longitudinal direction of the rail vehicle on which the traction assembly is mounted, and has a maximum damping effect when the hook of traction 2 is oriented in the longitudinal direction of the damping element 12, that is to say when the two rail vehicles interconnected are aligned.
  • the elastomeric means 16 are deformed by compressing between two metal plates 14.
  • the damping assembly 4 comprises two elements. longitudinal dampers 12, which are arranged with their parallel longitudinal directions, on either side of the traction hook 2.
  • the damping assembly 4 also comprises a first portion 18 and a second portion 20 in the form of longitudinal plates substantially flat and parallel to each other. More particularly, the longitudinal damping elements 12 are positioned between the first portion 18 and the second portion 20, with their longitudinal direction perpendicular to the surface of the first and second portions 18, 20: the longitudinal damping elements 12 are therefore delimited longitudinally by the first and second portions 18, 20 which each form a support for each longitudinal damping element 12. Under the effect of tensile force or jerking, the longitudinal damping elements 12 will compress, which will reduce the distance separating the first and second portions 18, 20. At the end of the tensile force, the first and second portions 18, 20 will again move away from each other under the effect of the longitudinal damping elements that go resume their original form, before compression.
  • the damping assembly 4 comprises at least one lug 22 mounted on the second portion 20 on the side opposite to that defining the amplitude of the longitudinal damping elements 12.
  • the lug 22 and the through hole of the draw hook 2 are centered with respect to one another, so as to insert an axis traction to form the pivot connection 10.
  • the damping assembly 4 may comprise a second ear with a smaller hole and mounted parallel to the lug 22, the through hole of the hook traction 2 coming to be positioned between the two ears, and the axis of traction forming pivot connection 10 having a shoulder at its lower end to be positioned in the hole of the second ear without any time to cross it completely.
  • the second portion 20 is therefore between the damper assembly 4 and the ear 22.
  • the damping assembly 4 has recesses for said pull hook 2 to cross.
  • the first portion 18 comprises a first recess 24 arranged centrally with respect to the longitudinal dimension of the first portion 18, that is to say located between the two zones serving as support for the longitudinal damping elements 12.
  • the first recess 24 is configured to allow the traction hook 2, and more particularly the longitudinal body 7, firstly to pass through the first portion 18 of the damping assembly 4, and secondly to pivot around the link pivot 10.
  • the first recess 24 has a width greater than that of the longitudinal body 7 to allow it to move by rotation about the pivot connection 10.
  • the second portion 20 comprises a second recess 26 centrally disposed with respect to the longitudinal dimension of the second portion 20, that is to say situated between the two zones serving as support for the longitudinal damping elements 12 .
  • the second recess 20 has a width greater than that of the longitudinal body 7 to allow it to move by rotation around the pivot connection 10.
  • the traction hook 2 can thus extend through the damping assembly 4, in particular with the longitudinal body 7 positioned substantially between and parallel to, or jointly with, the two longitudinal damping elements 12.
  • the length of the damping assembly 4 does not add to that of the traction hook 2.
  • the length of the damper assembly 4 is included in that of the traction hook 2, which limits the length of the traction assembly 1.
  • the base 6 makes it possible to fix the traction assembly 1 to the chassis of a railway vehicle.
  • the base 6 thus comprises a plate forming a front portion 28 bearing against the first portion 18, and a rear portion 30 bearing against the second portion 20.
  • the front portion 28 also has a recess 32 substantially identical and aligned with the first recess 24.
  • the front portion 28 is intended to be fixed to the chassis of the railway vehicle.
  • the front portion 28 can be fixed on the rear edge of an end cross, that is to say on the edge facing the rail vehicle.
  • the traction hook 2 also crosses said end cross member which comprises either a central recess or is formed of two parallel plates between which the traction hook 2 moves .
  • the base 6 also makes it possible to limit the amplitude of displacement of the second portion 20 with respect to the first portion 18.
  • the rear portion 30 of the base 6 passes through the second portion 20 to which it can be mounted via a slide connection, and has at its end a stop 33 preventing the second portion 20 from going beyond the end of the rear portion 30.
  • the rear portion 30 can also serve as a guide when moving the second portion 20, the rear portion extending substantially in the direction of damping of the traction assembly.
  • the traction assembly 1 described above makes it possible to benefit from a particularly high length of traction hook 2 , while keeping an overall length of the limited traction assembly.
  • the attachment of the traction assembly 1 on the rear edge of an end crossbar also allows to better integrate such a traction hook 2, while keeping a loading threshold of the rail vehicle is low thanks to the use of two longitudinal damping elements 12 mounted parallel.
  • the traction assembly makes it possible to move the pivot connection 10 between the damping assembly 4 and the traction hook 2 on the rear part of the traction assembly, that is to say at the end of the assembly. 1 which is opposed to that comprising the eye hook 8.
  • the traction assembly 1 may also comprise a protective cover 34 (see FIG. figure 2 ) which prevents the exposure of said elastomeric means 16 to the UV of the sun in particular.
  • the traction assembly 1 may also comprise a coupling tensioner with, for example, a coupling yoke, a crank, a screw with opposite pitch and a movable shackle.
  • the figure 2 represents a railway vehicle 36 including traction assemblies 1 as described above. More specifically, the railway vehicle 36 comprises, at each end, a rail hitch 38 with a traction assembly 1 and a compression assembly comprising two buffers 40.
  • the buffers 40 are preferably chosen with a long stroke, for example greater than or equal to 110 mm, or even greater than or equal to 150 mm. They are preferably chosen with low stiffness. Moreover, the trays of the buffers are advantageously wide, for example with a width greater than or equal to 550 mm, or even greater than or equal to 650 mm.
  • the distance separating the pads 40, and more exactly separating the buffer axes 40 is chosen greater than or equal to 1800 mm, preferably greater than or equal to 1800 mm. equal to 1850mm.
  • the railway vehicle 36 comprises a chassis 42 and two bogies 43 mounted at each end of the chassis 42.
  • the frame 42 comprises two longitudinal stretchers 44 , parallel and kept at a distance by crosspieces 46, for example seven in number on the figure 2 .
  • the two crosspieces 46 at each end of the frame 42 allow the attachment of the traction assemblies 1.
  • the stretchers 44 may each comprise a core.
  • the cross section of the core of each stretcher 44 can form an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction, and both Souls can converge to a point above the chassis.
  • the stretchers 44 may each comprise an upper flange and a lower flange parallel to each other and separated by a core.
  • the cross section of the core can thus form an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction.
  • Such a geometry of the straight section of the stretchers 44 makes it possible to obtain, at the level of the lower soleplate, sufficient space to allow the bogies to pivot freely in the turns, while keeping, in the center of the railway vehicle 36, a kinematic jig respecting the chosen standards.
  • the upper sole remains of standard and standardized geometry, in particular for the positioning and handling of the container attachment pins.
  • the frame 42 may have a useful length greater than or equal to 24 meters, preferably greater than or equal to 24.38 meters. Such a length then allows positioning on the railway vehicle 36 up to two containers of forty feet (or eight containers of twenty feet).
  • the base of the railway vehicle 36 may be greater than or equal to 16 meters, or even 17.80 meters, which leads to a cantilever less than or equal to 4 meters, or even less than or equal to 3.7 meters .
  • the rail vehicle 36 is preferably chosen with a curb weight, or tare, greater than or equal to 20 tons, or even greater than or equal to 22 tons.
  • the empty loading height is preferably less than or equal to 1200mm, or even less than or equal to 1090mm.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

La présente invention concerne un ensemble de traction (1) pour attelage ferroviaire, comportant : - un ensemble amortisseur (4) comportant une première portion (18) destinée notamment à être solidaire avec un châssis de véhicule ferroviaire, et une deuxième portion (20), la deuxième portion étant configurée pour se déplacer selon une direction d'amortissement par rapport à la première portion (18) lorsque l'ensemble amortisseur (4) est soumis à une force, et - un crochet de traction (2) monté, par une liaison pivot (10), solidaire en translation selon la direction d'amortissement avec la deuxième portion (20) de l'ensemble amortisseur (4). Selon la direction d'amortissement, la liaison pivot (10) se situe entre la première portion (18) et la deuxième portion (20) de l'ensemble amortisseur (4) ou au-delà de la deuxième portion (20) de l'ensemble amortisseur. L'invention concerne également un attelage ferroviaire et un véhicule ferroviaire comportant un tel ensemble de traction (1).The present invention relates to a traction assembly (1) for a railway coupling comprising: a damping assembly (4) comprising a first portion (18) intended in particular to be integral with a railway vehicle chassis, and a second portion (20), the second portion being configured to move in a damping direction relative to at the first portion (18) when the damper assembly (4) is subjected to a force, and - A traction hook (2) mounted by a pivot connection (10), integral in translation in the damping direction with the second portion (20) of the damping assembly (4). In the damping direction, the pivot connection (10) is located between the first portion (18) and the second portion (20) of the damping assembly (4) or beyond the second portion (20) of the damper assembly. The invention also relates to a rail coupling and a railway vehicle comprising such a traction assembly (1).

Description

Arrière-plan de l'inventionBackground of the invention

La présente invention concerne le domaine ferroviaire, notamment le domaine des attelages pour véhicule ferroviaire. La présente invention concerne plus particulièrement les ensembles de traction.The present invention relates to the railway field, particularly the field of hitches for railway vehicles. The present invention relates more particularly to traction assemblies.

La conception d'un véhicule ferroviaire nécessite le respect de règles de sécurité et de normes destinées à permettre un comportement correct du véhicule ferroviaire, quelles que soient les conditions de roulage dans lesquelles il peut être amené à circuler. Par exemple, le véhicule ferroviaire doit respecter des contraintes de gabarit cinématique, ainsi que des conditions de refoulement en courbes de faible rayon.The design of a railway vehicle requires the respect of safety rules and standards designed to allow the rail vehicle to behave correctly, whatever the driving conditions in which it may be driven. For example, the rail vehicle must comply with kinematic template constraints, as well as discharge conditions in curves of small radius.

De telles contraintes s'appliquent notamment aux wagons de fret destinés à transporter des conteneurs par exemples. La dimension du wagon détermine ainsi son gabarit cinématique et donc la dimension des conteneurs qu'il peut transporter.Such constraints apply in particular to freight wagons intended to transport containers for example. The size of the wagon thus determines its kinematic gauge and therefore the size of the containers it can carry.

Afin de permettre un transport de plusieurs conteneurs sur un seul et même wagon, il existe des wagons présentant une structure articulée, notamment au milieu du wagon. De tels wagons présentent classiquement au moins trois bogies, le bogie central étant monté au niveau de l'articulation du wagon.In order to allow a transport of several containers on one and the same wagon, there are wagons having an articulated structure, in particular in the middle of the wagon. Such wagons typically have at least three bogies, the central bogie being mounted at the joint of the wagon.

Cependant, de tels wagons articulés sont chers à fabriquer et nécessitent un entretien plus régulier. Par ailleurs, ils ne peuvent pas transporter de conteneur disposé au-dessus de l'articulation, ce qui nécessite de séparer en deux groupes les conteneurs disposés sur le wagon.However, such articulated wagons are expensive to manufacture and require more regular maintenance. Furthermore, they can not carry container disposed above the joint, which requires to separate into two groups the containers on the wagon.

Des wagons monoblocs, tels que ceux actuels, pouvant transporter plusieurs conteneurs, par exemple présentant une longueur de chargement utile de quatre-vingts pieds, faciliteraient le chargement des conteneurs par rapport à un wagon articulé, et seraient moins onéreux à fabriquer.One-piece wagons, such as the current ones, which can carry several containers, for example having a useful loading length of eighty feet, would facilitate the loading of the containers with respect to an articulated wagon, and would be less expensive to manufacture.

Cependant, de tels wagons ne permettent pas actuellement de remplir les différentes conditions de gabarit ou de refoulement en courbes de faible rayon.However, such wagons do not currently make it possible to fulfill the different jogging or discharge conditions in small radius curves.

Objet et résumé de l'inventionObject and summary of the invention

La présente invention vise à résoudre les différents problèmes techniques énoncés précédemment. En particulier, la présente invention vise à fournir un wagon monobloc présentant une longueur utile de chargement élevée, et respectant les conditions de gabarit cinématique et de refoulement en courbes de faible rayon. La présente invention vise également à fournir un wagon présentant un gabarit cinématique compatible avec le transport de plusieurs conteneurs, notamment de vingt ou quarante pieds. La présente invention vise enfin à fournir un wagon pouvant être fabriqué facilement et à moindre coût par rapport aux wagons actuels.The present invention aims to solve the various technical problems mentioned above. In particular, the present invention is intended to provide a one-piece wagon having a high loading length, and respecting the conditions of kinematic gauge and discharge in small radius curves. The present invention also aims to provide a car having a kinematic template 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.

Ainsi, selon un aspect, il est proposé un ensemble de traction pour attelage ferroviaire, comportant :

  • un ensemble amortisseur comportant une première portion destinée notamment à être solidaire avec un châssis de véhicule ferroviaire, et une deuxième portion, la deuxième portion étant configurée pour se déplacer selon une direction d'amortissement par rapport à la première portion lorsque l'ensemble amortisseur est soumis à une force, et
  • un crochet de traction monté, par une liaison pivot, solidaire en translation selon la direction d'amortissement avec la deuxième portion de l'ensemble amortisseur.
Selon la direction d'amortissement, la liaison pivot se situe entre la première portion et la deuxième portion de l'ensemble amortisseur ou au-delà de la deuxième portion de l'ensemble amortisseur.Thus, in one aspect, there is provided a traction assembly for a rail coupling, comprising:
  • a damper assembly comprising a first portion intended in particular to be integral with a rail vehicle chassis, and a second portion, the second portion being configured to move in a damping direction relative to the first portion when the damper assembly is subjected to force, and
  • a traction hook mounted by a pivot connection, integral in translation in the damping direction with the second portion of the damper assembly.
According to the damping direction, the pivot connection is between the first portion and the second portion of the damping assembly or beyond the second portion of the damping assembly.

Ainsi, l'invention propose un ensemble de traction, ou bloc de traction, dans lequel la liaison pivot du crochet de traction est déportée au niveau de l'élément amortisseur, ou derrière l'élément amortisseur. La liaison pivot permet de relier l'extrémité arrière du crochet de traction à la deuxième portion de l'ensemble amortisseur. L'ensemble amortisseur s'étend donc, au moins en partie, conjointement au crochet de traction, c'est-à-dire côte-à-côte ou l'un à côté de l'autre. Une telle structure permet en effet d'obtenir un crochet de traction plus long sans augmenter le porte-à-faux de l'ensemble de traction. Il est alors possible d'avoir un véhicule ferroviaire présentant un empattement plus important, tout en gardant un gabarit cinématique et un refoulement dans les courbes à faible rayon conformes aux exigences.Thus, the invention proposes a traction assembly, or traction unit, in which the pivot connection of the traction hook is offset at the damping element, or behind the damping element. The pivot connection makes it possible to connect the rear end of the traction hook to the second portion of the damping assembly. The damping assembly therefore extends, at least in part, together with the pull hook, that is to say side-by-side or one beside the other. Such a structure makes it possible to obtain a longer traction hook without increasing the overhang of the traction assembly. It is then possible to have a rail vehicle with a longer wheelbase, while keeping a kinematic template and a push-back in curves with small radius in accordance with the requirements.

Préférentiellement, la liaison pivot présente un axe différent de la direction d'amortissement, de préférence perpendiculaire à la direction d'amortissement. La direction d'amortissement est choisie parallèle à la direction longitudinale du véhicule ferroviaire, c'est-à-dire horizontale et orientée selon la plus grande dimension du wagon, tandis que la liaison pivot est choisie de préférence selon la direction verticale.Preferably, the pivot connection has an axis different from the damping direction, preferably perpendicular to the damping direction. The damping direction is chosen parallel to the longitudinal direction of the railway vehicle, that is to say horizontal and oriented to the largest dimension of the wagon, while the pivot connection is preferably chosen in the vertical direction.

Préférentiellement, le crochet de traction présente une extrémité avant avec un crochet, par exemple à oeil, et une extrémité arrière montée solidaire avec la deuxième portion de l'ensemble amortisseur par la liaison pivot, et l'extrémité avant du crochet de traction est plus proche de la première portion de l'ensemble amortisseur que de la liaison pivot.Preferably, the traction hook has a front end with a hook, for example with an eye, and a rear end mounted integral with the second portion of the damper assembly by the pivot connection, and the front end of the traction hook is more close to the first portion of the damper assembly than the pivot link.

Dit autrement, l'extrémité avant du crochet de traction et la liaison pivot sont positionnées de part et d'autre de la première portion de l'ensemble amortisseur. Ainsi, le crochet de traction s'étend au-delà de l'élément amortisseur qu'il traverse de la deuxième portion à la première portion : la longueur de l'amortisseur ne vient donc pas s'ajouter à celle du crochet de traction pour obtenir la longueur de l'ensemble de traction. Au contraire, le crochet de traction et l'ensemble amortisseur s'étendent tous les deux sur une même portion de l'ensemble de traction, réduisant ainsi la longueur de celui-ci et donc la longueur du porte-à-faux. Ainsi, l'ensemble amortisseur s'étend entièrement conjointement au crochet de traction ou, dit autrement, l'ensemble amortisseur s'étend entre l'extrémité avant et l'extrémité arrière du crochet de traction.In other words, the front end of the traction hook and the pivot connection are positioned on either side of the first portion of the damping assembly. Thus, the traction hook extends beyond the damping element that it passes from the second portion to the first portion: the length of the damper is therefore not added to that of the pull hook for get the length of the traction set. On the contrary, the traction hook and the damping assembly both extend on the same portion of the traction assembly, thereby reducing the length thereof and therefore the length of the cantilever. Thus, the damping assembly extends entirely together with the towing hook or, in other words, the damping assembly extends between the front end and the rear end of the towing hook.

Préférentiellement, l'ensemble amortisseur est configuré pour se comprimer lorsqu'il amortit les déplacements selon la direction d'amortissement, c'est-à-dire que l'ensemble amortisseur est configuré pour amortir les déplacements selon la direction d'amortissement lorsque la deuxième portion se rapproche de la première portion. Dit autrement, lorsqu'une force de traction est exercée sur le crochet de traction, celle-ci entraîne une compression de l'ensemble amortisseur afin d'amortir le déplacement créé par la force de traction.Preferably, the damping assembly is configured to compress when it damps the displacements in the damping direction, that is to say that the damping assembly is configured to damp the displacements in the damping direction when the second portion is closer to the first portion. In other words, when a traction force is exerted on the traction hook, it causes a compression of the damping assembly to dampen the displacement created by the pulling force.

Préférentiellement, l'ensemble amortisseur comporte deux éléments amortisseurs longitudinaux montés parallèles entre la première portion et la deuxième portion, le crochet de traction s'étendant longitudinalement, au moins en partie, entre les deux éléments amortisseurs.Preferably, the damping assembly comprises two longitudinal damping elements mounted parallel between the first portion and the second portion, the traction hook extending longitudinally, at least in part, between the two damping elements.

Une telle configuration de l'ensemble amortisseur sous forme de deux éléments longitudinaux parallèles permet de réduire la hauteur de l'ensemble amortisseur, et donc celle de l'ensemble de traction. L'ensemble de traction peut alors être monté sur un véhicule ferroviaire présentant un plancher de chargement plus bas, ce qui augmente la dimension des conteneurs pouvant être disposés sur le wagon et respectant les contraintes de gabarit cinématique.Such a configuration of the damper assembly in the form of two parallel longitudinal elements makes it possible to reduce the height of the damping assembly, and therefore that of the traction assembly. The traction assembly can then be mounted on a railway vehicle with a lower loading floor, which increases the size of the containers that can be placed on the wagon and respecting the constraints of kinematic template.

L'ensemble amortisseur est configuré pour se déformer lorsqu'il est soumis à une force : en particulier, les première et deuxième portions sont sensiblement planes et parallèles entre elles, la distance entre elles pouvant varier lorsque l'ensemble amortisseur se déforme. En particulier, les première et deuxième portions sont disposées perpendiculairement à la direction longitudinale du véhicule ferroviaire, de manière à ce que la déformation de l'ensemble amortisseur se fasse selon la direction longitudinale du véhicule ferroviaire.The damper assembly is configured to deform when subjected to a force: in particular, the first and second portions are substantially flat and parallel to each other, the distance between them may vary when the damper assembly is deformed. In particular, the first and second portions are arranged perpendicular to the longitudinal direction of the railway vehicle, so that the deformation of the damping assembly is in the longitudinal direction of the railway vehicle.

Préférentiellement, le crochet de traction est monté sensiblement parallèle aux éléments amortisseurs. Le crochet de traction est disposé, dans un plan perpendiculaire à l'axe du pivot de liaison, entre les deux éléments amortisseurs.Preferably, the traction hook is mounted substantially parallel to the damping elements. The traction hook is disposed, in a plane perpendicular to the axis of the connecting pivot, between the two damping elements.

Préférentiellement, l'ensemble de traction comprend également une embase destinée notamment à être fixée à un châssis de véhicule ferroviaire. L'embase comporte une portion avant solidaire de la première portion de l'ensemble amortisseur, et une portion arrière liée, par une liaison glissière, à la deuxième portion de l'ensemble amortisseur, la portion arrière comportant également une butée limitant la distance séparant la première portion et la deuxième portion de l'ensemble amortisseur.Preferably, the traction assembly also comprises a base intended in particular to be fixed to a rail vehicle chassis. The base comprises a front portion secured to the first portion of the damper assembly, and a rear portion connected by a slide connection to the second portion of the damper assembly, the rear portion also having a stop limiting the distance between the first portion and the second portion of the damper assembly.

Préférentiellement, l'embase permet de fixer l'ensemble de traction au véhicule ferroviaire. En particulier, l'embase est fixée à la première portion de l'ensemble amortisseur, c'est-à-dire à la portion de l'ensemble amortisseur située le plus près de l'extrémité du véhicule ferroviaire. Un tel agencement permet notamment de fixer l'embase sur un chant d'une traverse d'extrémité du véhicule ferroviaire, et plus particulièrement sur le chant arrière de la traverse d'extrémité, c'est-à-dire le chant orienté vers le centre du véhicule ferroviaire.Preferably, the base makes it possible to fix the traction assembly to the railway vehicle. In particular, the base is fixed to the first portion of the damper assembly, that is to say to the portion of the damper assembly located closest to the end of the railway vehicle. Such an arrangement allows in particular to fix the base on a side of an end cross member of the railway vehicle, and more particularly on the rear edge of the end cross member, that is to say the edge facing the center of the railway vehicle.

Préférentiellement, l'ensemble amortisseur comporte un moyen élastomérique et un capot de protection du moyen élastomérique, par exemple un capot de protection contre les UV. Classiquement, les amortisseurs d'ensemble de traction pour véhicule ferroviaire sont formés par une succession de plaques et d'éléments élastomériques disposés en alternance le long de la direction longitudinale du véhicule ferroviaire. Le capot de protection permet ici de protéger les éléments élastomériques, notamment contre les rayonnements UV qui peuvent venir les dégrader et vieillir prématurément, ce qui diminuerait leurs propriétés mécaniques.Preferably, the damping assembly comprises an elastomeric means and a protective cover of the elastomeric means, for example a UV protection cover. Conventionally, the traction unit dampers for railway vehicles are formed by a succession of plates and elastomeric elements arranged in alternation along the longitudinal direction of the railway vehicle. The protective cover here makes it possible to protect the elastomeric elements, in particular against the UV rays which can degrade them and age prematurely, which would reduce their mechanical properties.

Préférentiellement, le crochet de traction est de forme longitudinale.Preferably, the traction hook is of longitudinal shape.

Préférentiellement, le crochet de traction présente une longueur supérieure ou égale à 1200mm, de préférence supérieure ou égale à 1500mm. On obtient donc bien un crochet de traction plus long que les crochets de traction classiques, tout en permettant d'avoir un porte-à-faux réduit.Preferably, the pull hook has a length greater than or equal to 1200 mm, preferably greater than or equal to 1500 mm. So we get a pull hook longer than conventional pull hooks, while allowing to have a reduced cantilever.

Préférentiellement, l'extrémité arrière du crochet de traction présente un trou traversant, et la deuxième extrémité de l'ensemble amortisseur comporte au moins une oreille, l'ensemble de traction comportant également un axe de traction monté dans ladite au moins une oreille de l'ensemble amortisseur et dans le trou traversant de crochet de traction afin de former la liaison pivot.Preferably, the rear end of the traction hook has a through-hole, and the second end of the damping assembly comprises at least one lug, the traction assembly also comprising a traction axle mounted in said at least one lug of the lug. damper assembly and in the through hole of traction hook to form the pivot connection.

Selon un autre aspect, il est également proposé un attelage ferroviaire comportant un ensemble de traction tel que décrit précédemment, et éventuellement un ensemble de compression, par exemple un ou plusieurs tampons.In another aspect, it is also proposed a rail coupling comprising a traction assembly as described above, and possibly a compression assembly, for example one or more buffers.

Grâce aux caractéristiques détaillées précédemment, l'attelage ferroviaire peut présenter un refoulement dans les courbes à faible rayon conforme aux exigences.Thanks to the characteristics detailed above, the rail hitch can have a push-back in the curves with small radius corresponding to the requirements.

L'ensemble de compression présente préférentiellement :

  • une course, c'est-à-dire un déplacement maximal selon la direction longitudinale, comprise entre 110 et 150mm ;
  • une raideur plus faible ;
  • une largeur de plateau élevée, par exemple comprise entre 550mm et 650mm ; et
  • un entraxe latéral, c'est-à-dire une distance entre les axes des deux plateaux, de 1850mm.
The compression assembly preferably has:
  • a stroke, that is to say a maximum displacement in the longitudinal direction, between 110 and 150mm;
  • lower stiffness;
  • a high plateau width, for example between 550mm and 650mm; and
  • a lateral spacing, that is to say a distance between the axes of the two trays, 1850mm.

De telles caractéristiques permettent de garantir un contact suffisant entre plateaux lors des virages en courbe à faible rayon, ainsi qu'une manutention plus aisée pour un opérateur devant accrocher ou décrocher l'ensemble de traction.Such characteristics make it possible to guarantee sufficient contact between trays during curves with a small radius, as well as easier handling for an operator who has to hook or unhook the traction assembly.

Préférentiellement, l'ensemble de traction comporte également un tendeur d'attelage comprenant : une chape d'attelage, une manivelle, une vis à pas contraire et une manille mobile.Preferably, the traction assembly also comprises a coupling tensioner comprising: a coupling yoke, a crank, a screw with opposite pitch and a movable shackle.

Selon un aspect, il est également proposé un châssis pour véhicule ferroviaire, notamment wagon, comportant deux brancards disposés parallèlement et alignés horizontalement, chaque brancard comportant une âme dont la section droite forme un segment, et dans lequel, lorsque le châssis est disposé horizontalement, la section droite de l'âme de chaque brancard forme un angle compris entre 20° et 40°, de préférence entre 25° et 35°, avec la direction verticale, et dans lequel les deux âmes convergent vers un point situé au-dessus du châssis.According to one aspect, there is also provided a chassis for a railway vehicle, in particular a wagon, comprising two stretches arranged in parallel and horizontally aligned, each stretcher comprising a core whose cross-section forms a segment, and in which, when the chassis is arranged horizontally, the straight section of the core 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 situated above frame.

Les brancards, ou longerons ou poutrelles, du châssis de véhicule ferroviaire, présentent ainsi une âme inclinée. L'âme inclinée des brancards permet notamment de décaler latéralement les semelles, ou ailes, l'une par rapport à l'autre. En l'occurrence, dans le cas présent, l'âme est inclinée de manière à décaler la semelle inférieure ou partie inférieure vers l'extérieur du châssis. Les âmes des deux brancards d'un châssis convergent donc vers le haut, c'est-à-dire vers un point situé au-dessus du châssis, par exemple à une distance comprise entre 1 et 4 mètres au-dessus de la semelle supérieure des brancards lorsque les brancards sont positionnés parallèlement, côte à côte, et distants d'environ 2,4 mètres.The stretchers, or beams or beams, of the railway vehicle chassis, thus have an inclined core. The inclined soul of the stretchers allows in particular to offset laterally the soles or wings, relative to each other. In this case, in this case, the core is inclined so as to shift the bottom flange or lower portion outwardly of the frame. The souls of the two stretches of a frame therefore converge upwards, that is to say towards a point situated 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 to each other, side by side, and about 2.4 meters apart.

En effet, la position des semelles supérieures est imposée par le positionnement normalisé des conteneurs sur les wagons de fret. En particulier, le positionnement et la taille des pions permettant de maintenir les conteneurs sur le wagon de fret sont déterminés par une norme et ne peuvent pas être modifiés librement.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 for keeping the containers on the freight car are determined by a standard and can not be freely modified.

La position des semelles inférieures ou des parties inférieures est modifiée afin de permettre d'obtenir un châssis pouvant respecter les contraintes de gabarit cinématique et de rotation des bogies. Ainsi, les semelles inférieures sont décalées vers l'extérieur par l'âme inclinée, aux extrémités, pour permettre aux bogies de tourner librement entre les semelles inférieures ou parties inférieures. Au final, on obtient un châssis dont les brancards présentent une section spécifique, mais qui permet de garder une rigidité sur toute la longueur du wagon, et d'être simple à fabriquer.The position of the lower flanges or the lower parts is modified in order to obtain a frame that can meet the constraints of kinematic gauge and rotation of the bogies. Thus, the lower flanges are offset outwardly by the inclined core at the ends, to allow the bogies to rotate freely between the lower flanges or lower parts. In the end, we obtain a chassis whose stretchers have a specific section, but which keeps rigidity over the entire length of the car, and be simple to manufacture.

Préférentiellement, l'âme et/ou les semelles et/ou la partie inférieure sont rectilignes. En effet, grâce à l'inclinaison de l'âme, il est possible de réaliser le brancard de manière entièrement rectiligne. En particulier, la forme rectiligne des brancards facilite l'automatisation de l'assemblage du châssis par soudage.Preferably, the core and / or the soles and / or the lower part are rectilinear. Indeed, thanks to the inclination of the soul, it is possible to realize the stretcher in a completely straight way. In particular, the rectilinear shape of the stretchers facilitates the automation of the assembly of the frame by welding.

Préférentiellement, la semelle inférieure et la semelle supérieure sont sensiblement parallèles.Preferably, the lower sole and the upper sole are substantially parallel.

Préférentiellement, la section droite de la semelle inférieure présente une longueur inférieure à celle de la semelle supérieure. La semelle supérieure est dimensionnée notamment pour apporter une résistance au flambage du brancard (résistance aux forces exercées selon la direction longitudinale du brancard), tandis que la géométrie de la semelle inférieure est ajustée en fonction des contraintes de dimensionnement et de taille au niveau des bogies notamment.Preferably, the cross section of the lower sole has a length less than that of the upper sole. The upper sole is dimensioned in particular to provide resistance to buckling of the stretcher (resistance to forces exerted in the longitudinal direction of the stretcher), while the geometry of the lower sole is adjusted according to the design constraints and size at the level of bogies especially.

Il est ainsi possible de diminuer la longueur, en section droite, d'une des semelles, en particulier de la semelle inférieure, notamment au niveau des bogies. En effet, pour donner encore plus d'espace pour la rotation des bogies, les semelles inférieures des brancards peuvent être réduites depuis leur extrémité intérieure, c'est-à-dire depuis leur extrémité tournée vers le bogie, de manière à éviter un éventuel contact. Alternativement, comme indiqué ci-dessous, il est également possible de prévoir une partie inférieure à la place de la semelle inférieure, la partie inférieure présentant, en section droite, un segment sensiblement vertical.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 level of 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 indicated below, it is also possible to provide a lower portion instead of the lower sole, the lower portion having, in cross section, a substantially vertical segment.

Préférentiellement, la section droite d'au moins une des semelles ou de la partie inférieure présente une épaisseur supérieure à celle de l'âme. Pour des raisons de résistances mécaniques, l'épaisseur d'une ou des semelles ou d'une partie inférieure peut être choisie plus grande que l'épaisseur de l'âme. On améliore ainsi la résistance au flambage du brancard.Preferably, the cross section of at least one of the flanges or the lower portion has a thickness greater than that of the core. For reasons of mechanical strength, the thickness of one or more soles or a lower part may be chosen greater than the thickness of the core. This improves the buckling resistance of the stretcher.

Préférentiellement, le point de contact entre l'âme et au moins une des semelles, par exemple la semelle supérieure, ne se situe pas au milieu de la section droite de ladite semelle. Une telle caractéristique, en plus de l'inclinaison de l'âme, permet de décaler encore plus une semelle par rapport à l'autre. Ainsi, l'âme peut être fixée du côté extérieur de la semelle supérieure, c'est-à-dire dans la direction de décalage de la semelle inférieure, ce qui permet de participer, avec l'inclinaison de l'âme, au décalage de la semelle inférieure.Preferably, the point of contact between the core and at least one of the soles, for example the upper sole, is not in the middle of the cross section of said sole. Such a feature, in addition to the inclination of the soul, allows to shift even more one sole 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 offset direction of the sole lower, which allows to participate, with the inclination of the soul, the offset of the lower sole.

Préférentiellement, la partie inférieure s'étend sensiblement verticalement. Comme indiqué plus haut, un tel mode de réalisation permet d'augmenter encore plus l'espace disponible pour la rotation du bogie, tout en apportant une tenue mécanique au brancard.Preferably, the lower part extends substantially vertically. As indicated above, such an embodiment makes it possible to increase even more the space available for the rotation of the bogie, while providing a mechanical strength to the stretcher.

Préférentiellement, la distance entre les semelles supérieures des brancards est inférieure à celle entre les semelles inférieures ou entre les parties inférieures. Comme indiqué précédemment, le positionnement de la semelle supérieure est soumis à des contraintes relatives à la fixation de conteneurs et est difficile de modifier. L'âme inclinée permet donc avant tout de décaler vers l'extérieur la semelle inférieure ou la partie inférieure, afin de gagner en espace disponible pour la rotation des bogies.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 fixing of containers and is difficult to modify. The inclined core therefore allows above all to shift outwardly the lower sole or the lower part, to gain space available for the rotation of the bogies.

Selon un autre aspect, il est également proposé un véhicule ferroviaire, notamment wagon, comportant un châssis et/ou un ou deux attelages ferroviaires tels que décrits précédemment.According to another aspect, it is also proposed a rail vehicle, including wagon, comprising a frame and / or one or two rail couplings as described above.

Préférentiellement, le véhicule ferroviaire comprend également deux bogies, voire comprend que deux bogies.Preferably, the railway vehicle also comprises two bogies or even understands that two bogies.

Préférentiellement, le véhicule ferroviaire, et plus précisément le châssis, présente une longueur utile supérieure ou égale à 24 mètres, de préférence supérieure ou égale à 24,38 mètres.Preferably, the railway 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.

Préférentiellement, le véhicule ferroviaire présente un poids à vide, ou tare, supérieur ou égal à 20 tonnes, de préférence supérieur ou égal à 22 tonnes, et éventuellement une hauteur de chargement à vide inférieure ou égale à 1200mm, de préférence inférieure ou égale à 1090mm.Preferably, the rail vehicle has an unladen weight, or tare, greater than or equal to 20 tons, preferably greater than or equal to 22 tons, and optionally an empty load height of less than or equal to 1200 mm, preferably less than or equal to 1090mm.

De telles dimensions permettent de charger plusieurs conteneurs, notamment de vingt pieds ou quarante pieds.Such dimensions allow to load several containers, including twenty feet or forty feet.

Plus généralement, le véhicule ferroviaire présente une longueur utile supérieure ou égale à huit fois sa largeur utile, de préférence supérieure ou égale à dix fois sa largeur utile.More generally, the railway 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.

Préférentiellement, le véhicule ferroviaire comporte deux bogies séparées par une distance supérieure ou égale à 12 mètres, de préférence supérieure ou égale à 16 mètres, et plus préférentiellement supérieure ou égale à 17,80 mètres.Preferably, the railway 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.

Préférentiellement, le ou les attelages présentent un porte-à-faux, c'est-à-dire une distance entre l'axe du bogie voisin de l'attelage et l'extrémité de l'attelage, supérieur ou égal à 3m50, de préférence supérieur ou égal à 4m.Preferably, the coupler or couplers have a door overhang, that is to say a distance between the axis of the bogie adjacent to the hitch and the end of the coupling, greater than or equal to 3m50, preferably greater than or equal to 4m.

Selon un autre aspect, il est également proposé un châssis pour véhicule ferroviaire, notamment wagon, comportant deux brancards tels que décrits précédemment, les deux brancards étant disposés parallèlement et alignés horizontalement brancard pour châssis de véhicule ferroviaire, comportant une âme dont la section droite forme un segment, disposée entre une semelle supérieure et une semelle inférieure sensiblement parallèles dont les sections droites forment également un segment. Lorsque les semelles sont disposées horizontalement, la section droite de l'âme forme un angle compris entre 20° et 40°, de préférence entre 25° et 35°, avec la direction verticale.According to another aspect, it is also proposed a chassis for railway vehicle, including wagon, comprising two stretchers as described above, the two side rails being arranged parallel and aligned horizontally stretcher for rail vehicle chassis, comprising a core whose cross section form a segment, disposed between a substantially parallel upper flange and a lower flange whose straight sections 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.

Brève description des dessinsBrief description of the drawings

L'invention et ses avantages seront mieux compris à la lecture de la description détaillée d'un mode de réalisation particulier, pris à titre d'exemple nullement limitatif et illustré par les dessins annexés sur lesquels :

  • la figure 1 est une vue schématique en perspective d'un ensemble de traction selon l'invention, et
  • la figure 2 est une vue schématique en perspective d'un véhicule ferroviaire comportant un ensemble de traction tel qu'illustré à la figure 1 .
The invention and its advantages will be better understood on reading the detailed description of a particular embodiment, taken by way of nonlimiting example and illustrated by the appended drawings in which:
  • the figure 1 is a schematic perspective view of a traction assembly according to the invention, and
  • the figure 2 is a schematic perspective view of a railway vehicle comprising a traction assembly as illustrated in FIG. figure 1 .

Description détaillée de l'inventionDetailed description of the invention

La figure 1 illustre de manière schématique, en perspective, un ensemble de traction 1 pour véhicule ferroviaire.The figure 1 schematically illustrates, in perspective, a traction assembly 1 for railway vehicle.

L'ensemble de traction 1 comporte un crochet de traction 2, un ensemble amortisseur 4 et une embase 6. The traction assembly 1 comprises a traction hook 2, a damping assembly 4 and a base 6.

Le crochet de traction 2 permet de relier l'ensemble de traction à un autre ensemble de traction, identique ou différent, comportant de manière standard un tendeur d'attelage.The traction hook 2 makes it possible to connect the traction unit to another traction assembly, identical or different, comprising, as standard, a coupling tensioner.

Le crochet de traction est de forme longitudinale. Il comporte un corps longitudinal 7 de forme générale cylindrique, avec une extrémité avant comportant, par exemple, un crochet à oeil 8. Le crochet à oeil 8 permet l'accouplement du crochet de traction 2 avec une manille mobile d'un autre ensemble de traction. Le crochet de traction 2 comporte également une extrémité arrière qui est reliée à l'ensemble amortisseur 4 de manière mobile en rotation autour d'un axe vertical, et de manière solidaire en translation horizontale. Dans le cas présent, l'extrémité arrière du crochet de traction 2 comporte un trou traversant permettant de relier, par une liaison pivot 10, l'extrémité arrière du crochet de traction 2 à l'ensemble amortisseur 4. The traction hook is of longitudinal shape. It comprises a longitudinal body 7 of generally cylindrical shape, with a front end comprising, for example, an eye hook 8. The eye hook 8 allows the coupling of the traction hook 2 with a movable shackle another set of traction. The traction hook 2 also comprises a rear end which is connected to the damping assembly 4 in a manner that is rotatable about a vertical axis, and integrally in horizontal translation. In the present case, the rear end of the traction hook 2 comprises a through hole making it possible to connect, by a pivot connection 10, the rear end of the traction hook 2 to the damping assembly 4.

Selon l'invention, le crochet de traction 2 présente une longueur supérieure à celles standards, en particulier le crochet de traction 2 peut présenter une longueur supérieure ou égale à 1200mm, de préférence supérieure ou égale à 1500mm.According to the invention, the traction hook 2 has a length greater than standard, in particular the pull hook 2 may have a length greater than or equal to 1200mm, preferably greater than or equal to 1500mm.

L'ensemble amortisseur 4 a pour but de diminuer l'intensité des à-coups et des efforts subits par le crochet de traction lorsque celui-ci tracte un autre ensemble de traction. A cet effet, l'ensemble amortisseur 4 comporte au moins un élément amortisseur longitudinal 12 formé, dans le cas présent, d'une succession de plaques 14 et de moyens élastomériques 16 disposés alternativement selon la direction longitudinale, ou direction d'amortissement, de l'élément amortisseur 12. L'élément amortisseur 12 peut ainsi se déformer sous l'effet d'une contrainte apparaissant lors d'à-coups ou lors d'un effort de traction du crochet de traction 2, par déformation des moyens élastomériques 16 entre les plaques métalliques 14. Plus précisément, l'élément amortisseur 12 se déforme par compression lorsqu'une force de traction est exercée sur le crochet de traction. Afin de maximiser l'effet d'amortissement, la direction longitudinale de l'élément amortisseur 12 est disposée selon la direction longitudinale du véhicule ferroviaire sur lequel est monté l'ensemble de traction, et présente un effet d'amortissement maximum lorsque le crochet de traction 2 est orienté selon la direction longitudinale de l'élément amortisseur 12, c'est-à-dire lorsque les deux véhicules ferroviaires reliés entre eux sont alignés. Lors d'un effort ou d'un à-coup, les moyens élastomériques 16 se déforment en se comprimant entre deux plaques métalliques 14. The purpose of the damping assembly 4 is to reduce the intensity of jolts and sudden forces by the traction hook when it pulls another set of traction. For this purpose, the damping assembly 4 comprises at least one longitudinal damping element 12 formed, in the present case, of a succession of plates 14 and elastomeric means 16 arranged alternately in the longitudinal direction, or damping direction, of the damping element 12. The damping element 12 can thus deform under the effect of a stress occurring during jerks or during a tensile force of the traction hook 2, by deformation of the elastomeric means 16 between the metal plates 14. More precisely, the damping element 12 deforms by compression when a traction force is exerted on the towing hook. In order to maximize the damping effect, the longitudinal direction of the damping element 12 is arranged in the longitudinal direction of the rail vehicle on which the traction assembly is mounted, and has a maximum damping effect when the hook of traction 2 is oriented in the longitudinal direction of the damping element 12, that is to say when the two rail vehicles interconnected are aligned. During an effort or a jerk, the elastomeric means 16 are deformed by compressing between two metal plates 14.

Afin de réduire la hauteur de l'ensemble de traction 1, et permettre notamment d'obtenir un véhicule ferroviaire avec un plancher de chargement bas, l'ensemble amortisseur 4 comporte deux éléments amortisseurs longitudinaux 12, qui sont disposés avec leurs directions longitudinales parallèles, de part et d'autre du crochet de traction 2. In order to reduce the height of the traction assembly 1, and in particular to make it possible to obtain a railway vehicle with a low loading floor, the damping assembly 4 comprises two elements. longitudinal dampers 12, which are arranged with their parallel longitudinal directions, on either side of the traction hook 2.

L'ensemble amortisseur 4 comporte également une première portion 18 et une deuxième portion 20 sous forme de plaques longitudinales sensiblement planes et parallèles entre elles. Plus particulièrement, les éléments amortisseurs longitudinaux 12 sont positionnés entre la première portion 18 et la deuxième portion 20, avec leur direction longitudinale perpendiculaire à la surface des première et deuxième portions 18, 20 : les éléments amortisseurs longitudinaux 12 sont donc délimités longitudinalement par les première et deuxième portions 18, 20 qui forment chacune un appui pour chaque élément amortisseur longitudinal 12. Sous l'effet d'effort de traction ou d'à-coups, les éléments amortisseurs longitudinaux 12 vont se comprimer, ce qui va diminuer la distance séparant les première et deuxième portions 18, 20. A la fin de l'effort de traction, les première et deuxième portions 18, 20 vont de nouveau s'éloigner l'une de l'autre sous l'effet des éléments amortisseurs longitudinaux qui vont reprendre leur forme initiale, avant compression.The damping assembly 4 also comprises a first portion 18 and a second portion 20 in the form of longitudinal plates substantially flat and parallel to each other. More particularly, the longitudinal damping elements 12 are positioned between the first portion 18 and the second portion 20, with their longitudinal direction perpendicular to the surface of the first and second portions 18, 20: the longitudinal damping elements 12 are therefore delimited longitudinally by the first and second portions 18, 20 which each form a support for each longitudinal damping element 12. Under the effect of tensile force or jerking, the longitudinal damping elements 12 will compress, which will reduce the distance separating the first and second portions 18, 20. At the end of the tensile force, the first and second portions 18, 20 will again move away from each other under the effect of the longitudinal damping elements that go resume their original form, before compression.

Comme indiqué précédemment, l'extrémité arrière du crochet de traction 2 est reliée, par une liaison pivot 10, à l'ensemble amortisseur 4. Pour ce faire, l'ensemble amortisseur 4 comporte au moins une oreille 22 montée sur la deuxième portion 20, sur le côté opposé à celui délimitant l'amplitude des éléments amortisseurs longitudinaux 12. L'oreille 22 et le trou traversant du crochet de traction 2 sont centrés l'un par rapport à l'autre, de manière à pouvoir y insérer un axe de traction afin de former la liaison pivot 10. Par ailleurs, et afin de maintenir la liaison pivot, l'ensemble amortisseur 4 peut comprendre une deuxième oreille avec un trou plus petit et montée parallèle à l'oreille 22, le trou traversant du crochet de traction 2 venant se positionner entre les deux oreilles, et l'axe de traction formant liaison pivot 10 présentant un épaulement à son extrémité inférieure afin de venir se positionner dans le trou de la deuxième oreille sans toutefois pouvoir le traverser complètement.As indicated above, the rear end of the traction hook 2 is connected, by a pivot connection 10, to the damping assembly 4. To do this, the damping assembly 4 comprises at least one lug 22 mounted on the second portion 20 on the side opposite to that defining the amplitude of the longitudinal damping elements 12. the lug 22 and the through hole of the draw hook 2 are centered with respect to one another, so as to insert an axis traction to form the pivot connection 10. in addition, and in order to maintain the pivot link, the damping assembly 4 may comprise a second ear with a smaller hole and mounted parallel to the lug 22, the through hole of the hook traction 2 coming to be positioned between the two ears, and the axis of traction forming pivot connection 10 having a shoulder at its lower end to be positioned in the hole of the second ear without any time to cross it completely.

La deuxième portion 20 se situe donc entre l'ensemble amortisseur 4 et l'oreille 22. The second portion 20 is therefore between the damper assembly 4 and the ear 22.

Pour garder un ensemble de traction 1 avec une longueur réduite, tout en ayant un crochet de traction 2 allongé, l'ensemble amortisseur 4 comporte des évidements permettant audit crochet de traction 2 de le traverser. Ainsi, la première portion 18 comporte un premier évidement 24 disposé de manière centrée par rapport à la dimension longitudinale de la première portion 18, c'est-à-dire situé entre les deux zones servant d'appui pour les éléments amortisseurs longitudinaux 12. Le premier évidement 24 est configuré pour permettre au crochet de traction 2, et plus particulièrement au corps longitudinal 7, d'une part de traverser la première portion 18 de l'ensemble amortisseur 4, et d'autre part de pivoter autour de la liaison pivot 10. Autrement dit, le premier évidement 24 présente une largeur supérieure à celle du corps longitudinal 7 afin de permettre à celui-ci de bouger par rotation autour de la liaison pivot 10. To keep a traction assembly 1 with a reduced length, while having an elongated traction hook 2 , the damping assembly 4 has recesses for said pull hook 2 to cross. Thus, the first portion 18 comprises a first recess 24 arranged centrally with respect to the longitudinal dimension of the first portion 18, that is to say located between the two zones serving as support for the longitudinal damping elements 12. The first recess 24 is configured to allow the traction hook 2, and more particularly the longitudinal body 7, firstly to pass through the first portion 18 of the damping assembly 4, and secondly to pivot around the link pivot 10. In other words, the first recess 24 has a width greater than that of the longitudinal body 7 to allow it to move by rotation about the pivot connection 10.

De même, la deuxième portion 20 comporte un deuxième évidement 26 disposé de manière centrée par rapport à la dimension longitudinale de la deuxième portion 20, c'est-à-dire situé entre les deux zones servant d'appui pour les éléments amortisseurs longitudinaux 12. De même, le deuxième évidement 20 présente une largeur supérieure à celle du corps longitudinal 7 afin de permettre à celui-ci de bouger par rotation autour de la liaison pivot 10. Similarly, the second portion 20 comprises a second recess 26 centrally disposed with respect to the longitudinal dimension of the second portion 20, that is to say situated between the two zones serving as support for the longitudinal damping elements 12 . Similarly, the second recess 20 has a width greater than that of the longitudinal body 7 to allow it to move by rotation around the pivot connection 10.

Le crochet de traction 2 peut ainsi s'étendre à travers l'ensemble amortisseur 4, notamment avec le corps longitudinal 7 positionné sensiblement entre et parallèle, ou conjointement, aux deux éléments amortisseurs longitudinaux 12. Ainsi, la longueur de l'ensemble amortisseur 4 ne vient pas s'ajouter à celle du crochet de traction 2. Au contraire, la longueur de l'ensemble amortisseur 4 vient s'inscrire dans celle du crochet de traction 2, ce qui permet de limiter la longueur de l'ensemble de traction 1. The traction hook 2 can thus extend through the damping assembly 4, in particular with the longitudinal body 7 positioned substantially between and parallel to, or jointly with, the two longitudinal damping elements 12. Thus, the length of the damping assembly 4 does not add to that of the traction hook 2. On the contrary, the length of the damper assembly 4 is included in that of the traction hook 2, which limits the length of the traction assembly 1.

L'embase 6 permet de fixer l'ensemble de traction 1 au châssis d'un véhicule ferroviaire. L'embase 6 comprend ainsi une plaque formant portion avant 28 en appui contre la première portion 18, ainsi qu'une portion arrière 30 venant en appui contre la deuxième portion 20. La portion avant 28 comporte également un évidement 32 sensiblement identique et aligné avec le premier évidement 24. La portion avant 28 est destinée à être fixée au châssis du véhicule ferroviaire. Par exemple, et comme illustré sur la figure 2 , la portion avant 28 peut venir se fixer sur le chant arrière d'une traverse d'extrémité, c'est-à-dire sur le chant tourné vers le véhicule ferroviaire. On comprend alors que le crochet de traction 2 vient traverser également ladite traverse d'extrémité qui comporte soit un évidement central, soit est formée de deux plaques parallèles entre lesquelles vient se déplacer le crochet de traction 2. The base 6 makes it possible to fix the traction assembly 1 to the chassis of a railway vehicle. The base 6 thus comprises a plate forming a front portion 28 bearing against the first portion 18, and a rear portion 30 bearing against the second portion 20. The front portion 28 also has a recess 32 substantially identical and aligned with the first recess 24. The front portion 28 is intended to be fixed to the chassis of the railway vehicle. For example, and as illustrated on the figure 2 , the front portion 28 can be fixed on the rear edge of an end cross, that is to say on the edge facing the rail vehicle. We then understand that the traction hook 2 also crosses said end cross member which comprises either a central recess or is formed of two parallel plates between which the traction hook 2 moves .

De plus, l'embase 6 permet également de limiter l'amplitude de déplacement de la deuxième portion 20 par rapport à la première portion 18. En effet, la portion arrière 30 de l'embase 6 vient traverser la deuxième portion 20 à laquelle elle peut être montée via une liaison glissière, et comporte, à son extrémité, une butée 33 empêchant la deuxième portion 20 d'aller au-delà de l'extrémité de la portion arrière 30. De plus, la portion arrière 30 peut également servir de guide lors du déplacement de la deuxième portion 20, la portion arrière s'étendant sensiblement selon la direction d'amortissement de l'ensemble de traction.In addition, the base 6 also makes it possible to limit the amplitude of displacement of the second portion 20 with respect to the first portion 18. Indeed, the rear portion 30 of the base 6 passes through the second portion 20 to which it can be mounted via a slide connection, and has at its end a stop 33 preventing the second portion 20 from going beyond the end of the rear portion 30. In addition, the rear portion 30 can also serve as a guide when moving the second portion 20, the rear portion extending substantially in the direction of damping of the traction assembly.

Ainsi, comme on peut le constater, l'ensemble de traction 1 décrit précédemment permet de bénéficier d'une longueur de crochet de traction 2 particulièrement élevée, tout en gardant une longueur globale de l'ensemble de traction limitée. De plus, la fixation de l'ensemble de traction 1 sur le chant arrière d'une traverse d'extrémité permet également d'intégrer au mieux un tel crochet de traction 2, tout en gardant un seuil de chargement du véhicule ferroviaire qui est bas grâce à l'utilisation de deux éléments amortisseurs longitudinaux 12 montés parallèlement. L'ensemble de traction permet de déporter la liaison pivot 10 entre l'ensemble amortisseur 4 et le crochet de traction 2 sur la partie arrière de l'ensemble de traction, c'est-à-dire à l'extrémité de l'ensemble de traction 1 qui est opposée à celle comportant le crochet à oeil 8. Thus, as can be seen, the traction assembly 1 described above makes it possible to benefit from a particularly high length of traction hook 2 , while keeping an overall length of the limited traction assembly. In addition, the attachment of the traction assembly 1 on the rear edge of an end crossbar also allows to better integrate such a traction hook 2, while keeping a loading threshold of the rail vehicle is low thanks to the use of two longitudinal damping elements 12 mounted parallel. The traction assembly makes it possible to move the pivot connection 10 between the damping assembly 4 and the traction hook 2 on the rear part of the traction assembly, that is to say at the end of the assembly. 1 which is opposed to that comprising the eye hook 8.

Enfin, et afin de diminuer le vieillissement des moyens élastomériques 16 de l'ensemble amortisseur 4, l'ensemble de traction 1 peut également comprendre un capot de protection 34 (voir figure 2 ) qui empêche l'exposition desdits moyens élastomériques 16 aux UV du soleil notamment. L'ensemble de traction 1 peut également comporter un tendeur d'attelage avec, par exemple, une chape d'attelage, une manivelle, une vis à pas contraire et une manille mobile.Finally, and in order to reduce the aging of the elastomeric means 16 of the damping assembly 4, the traction assembly 1 may also comprise a protective cover 34 (see FIG. figure 2 ) which prevents the exposure of said elastomeric means 16 to the UV of the sun in particular. The traction assembly 1 may also comprise a coupling tensioner with, for example, a coupling yoke, a crank, a screw with opposite pitch and a movable shackle.

La figure 2 représente un véhicule ferroviaire 36 comportant notamment des ensembles de traction 1 tels que décrits précédemment. Plus précisément, le véhicule ferroviaire 36 comprend, à chaque extrémité, un attelage ferroviaire 38 avec un ensemble de traction 1 et un ensemble de compression comportant deux tampons 40. The figure 2 represents a railway vehicle 36 including traction assemblies 1 as described above. More specifically, the railway vehicle 36 comprises, at each end, a rail hitch 38 with a traction assembly 1 and a compression assembly comprising two buffers 40.

Les tampons 40 sont choisis de préférence avec une course longue, par exemple supérieure ou égale à 110mm, voire supérieure ou égale à 150mm. Ils sont choisis de préférence avec une raideur faible. Par ailleurs, les plateaux des tampons sont avantageusement larges, par exemple avec une largeur supérieure ou égale à 550mm, voire supérieure ou égale à 650mm.The buffers 40 are preferably chosen with a long stroke, for example greater than or equal to 110 mm, or even greater than or equal to 150 mm. They are preferably chosen with low stiffness. Moreover, the trays of the buffers are advantageously wide, for example with a width greater than or equal to 550 mm, or even greater than or equal to 650 mm.

Enfin, et afin de permettre à un opérateur d'intervenir entre des attelages ferroviaires de manière plus confortable, la distance séparant les tampons 40, et plus exactement séparant les axes de tampons 40, est choisie supérieure ou égale à 1800mm, de préférence supérieure ou égale à 1850mm.Finally, and in order to allow an operator to intervene between rail couplings in a more comfortable manner, the distance separating the pads 40, and more exactly separating the buffer axes 40, is chosen greater than or equal to 1800 mm, preferably greater than or equal to 1800 mm. equal to 1850mm.

Le véhicule ferroviaire 36 comporte un châssis 42 et deux bogies 43 montés à chaque extrémité du châssis 42. The railway vehicle 36 comprises a chassis 42 and two bogies 43 mounted at each end of the chassis 42.

Le châssis 42 comprend deux brancards 44 longitudinaux, parallèlement et maintenus à distance par des traverses 46, par exemple au nombre de sept sur la figure 2 . En particulier, les deux traverses 46 à chaque extrémité du châssis 42 permettent la fixation des ensembles de traction 1. The frame 42 comprises two longitudinal stretchers 44 , parallel and kept at a distance by crosspieces 46, for example seven in number on the figure 2 . In particular, the two crosspieces 46 at each end of the frame 42 allow the attachment of the traction assemblies 1.

Les brancards 44 peuvent comporter chacun une âme. En particulier, lorsque le châssis est disposé horizontalement, la section droite de l'âme de chaque brancard 44 peut former un angle compris entre 20° et 40°, de préférence entre 25° et 35°, avec la direction verticale, et les deux âmes peuvent converger vers un point situé au-dessus du châssis.The stretchers 44 may each comprise a core. In particular, when the frame is disposed horizontally, the cross section of the core of each stretcher 44 can form an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction, and both Souls can converge to a point above the chassis.

Par exemple, les brancards 44 peuvent comporter chacun une semelle supérieure et une semelle inférieure parallèles entre elles et séparées par une âme. En particulier, lorsque les semelles sont disposées horizontalement, la section droite de l'âme peut ainsi former un angle compris entre 20° et 40°, de préférence entre 25° et 35°, avec la direction verticale. Une telle géométrie de la section droite des brancards 44 permet d'obtenir, au niveau de la semelle inférieure, un espace suffisant pour permettre aux bogies de pivoter librement dans les virages, tout en gardant, au centre du véhicule ferroviaire 36, un gabarit cinématique respectant les normes choisies.For example, the stretchers 44 may each comprise an upper flange and a lower flange parallel to each other and separated by a core. In particular, when the flanges are arranged horizontally, the cross section of the core can thus form an angle of between 20 ° and 40 °, preferably between 25 ° and 35 °, with the vertical direction. Such a geometry of the straight section of the stretchers 44 makes it possible to obtain, at the level of the lower soleplate, sufficient space to allow the bogies to pivot freely in the turns, while keeping, in the center of the railway vehicle 36, a kinematic jig respecting the chosen standards.

Par ailleurs, la semelle supérieure reste de géométrie standard et normalisée, notamment pour le positionnement et la manipulation des pions de fixation de conteneurs.In addition, the upper sole remains of standard and standardized geometry, in particular for the positioning and handling of the container attachment pins.

L'utilisation des ensembles de traction 1 tels que décrits précédemment, et de brancards 44 décrit ci-dessus, permet de réaliser un véhicule ferroviaire particulièrement long. Ainsi, le châssis 42 peut présenter une longueur utile supérieure ou égale à 24 mètres, de préférence supérieure ou égale à 24,38 mètres. Une telle longueur permet alors de positionnement sur le véhicule ferroviaire 36 jusqu'à deux conteneurs de quarante pieds (ou huit conteneurs de vingt pieds). Par ailleurs, le piètement du véhicule ferroviaire 36 peut être supérieur ou égal à 16 mètres, voire 17,80 mètres, ce qui conduit à un porte-à-faux inférieur ou égal à 4 mètres, voire inférieur ou égal à 3,7 mètres.The use of traction assemblies 1 as described above, and stretchers 44 described above, allows for a particularly long railway vehicle. Thus, the frame 42 may have a useful length greater than or equal to 24 meters, preferably greater than or equal to 24.38 meters. Such a length then allows positioning on the railway vehicle 36 up to two containers of forty feet (or eight containers of twenty feet). Furthermore, the base of the railway vehicle 36 may be greater than or equal to 16 meters, or even 17.80 meters, which leads to a cantilever less than or equal to 4 meters, or even less than or equal to 3.7 meters .

Le véhicule ferroviaire 36 est de préférence choisi avec un poids à vide, ou tare, supérieur ou égal à 20 tonnes, voire supérieur ou égal à 22 tonnes. De plus, la hauteur de chargement vide est avantageusement inférieure ou égale à 1200mm, voire inférieure ou égale à 1090mm.The rail vehicle 36 is preferably chosen with a curb weight, or tare, greater than or equal to 20 tons, or even greater than or equal to 22 tons. In addition, the empty loading height is preferably less than or equal to 1200mm, or even less than or equal to 1090mm.

Grâce aux caractéristiques des ensembles de traction et des brancards, il est ainsi possible d'obtenir un véhicule ferroviaire, et plus particulièrement un wagon pour le transport de fret, pouvant transporter jusqu'à deux conteneurs de quarante pieds, tout en gardant des brancards longitudinaux droits, et en respectant les contraintes de sécurité et de normes pour circuler en tant que véhicule de fret.Thanks to the characteristics of the traction assemblies and the stretchers, it is thus possible to obtain a railway vehicle, and more particularly a wagon for the transport of freight, which can carry up to two containers of forty feet, while keeping longitudinal stretchers. rights, and respecting the safety and standards requirements to operate as a freight vehicle.

Claims (12)

Ensemble de traction (1) pour attelage ferroviaire (38), comportant : - un ensemble amortisseur (4) comportant une première portion (18) destinée notamment à être solidaire avec un châssis (42) de véhicule ferroviaire (36), et une deuxième portion (20), la deuxième portion (20) étant configurée pour se déplacer selon une direction d'amortissement par rapport à la première portion (18) lorsque l'ensemble amortisseur (4) est soumis à une force, et - un crochet de traction (2) monté, par une liaison pivot (10), solidaire en translation selon la direction d'amortissement avec la deuxième portion (20) de l'ensemble amortisseur (4), caractérisé en ce que, selon la direction d'amortissement, la liaison pivot (10) se situe entre la première portion (18) et la deuxième portion (20) de l'ensemble amortisseur (4) ou au-delà de la deuxième portion (20) de l'ensemble amortisseur (4),
en ce que le crochet de traction (2) présente une extrémité avant avec un crochet et une extrémité arrière montée solidaire avec la deuxième portion (20) de l'ensemble amortisseur (4) par la liaison pivot (10), et en ce que l'extrémité avant du crochet de traction (2) est plus proche de la première portion (18) de l'ensemble amortisseur que de la liaison pivot (10).Traction assembly (1) for a rail coupling (38), comprising: a damping assembly (4) comprising a first portion (18) intended in particular to be integral with a chassis (42) of a railway vehicle (36), and a second portion (20), the second portion (20) being configured to moving in a damping direction relative to the first portion (18) when the damper assembly (4) is subjected to a force, and - a traction hook (2) mounted, by a pivot connection (10), integral in translation in the damping direction with the second portion (20) of the damping assembly (4), characterized in that , in the damping direction, the pivot connection (10) is between the first portion (18) and the second portion (20) of the damping assembly (4) or beyond the second portion (20) of the damper assembly (4),
in that the traction hook (2) has a front end with a hook and a rear end mounted integral with the second portion (20) of the damping assembly (4) by the pivot connection (10), and in that the front end of the traction hook (2) is closer to the first portion (18) of the damping assembly than to the pivot connection (10). Ensemble de traction (1) selon la revendication 1, dans lequel la liaison pivot (10) présente un axe différent de la direction d'amortissement, de préférence perpendiculaire à la direction d'amortissement.Traction assembly (1) according to claim 1, wherein the pivot connection (10) has an axis different from the damping direction, preferably perpendicular to the damping direction. Ensemble de traction (1) selon la revendication 1 ou 2, dans lequel le crochet de traction (2) présente une extrémité avant avec un crochet à oeil (8).Traction assembly (1) according to claim 1 or 2, wherein the pull hook (2) has a front end with an eye hook (8). Ensemble de traction (1) selon l'une quelconque des revendications précédentes, dans lequel l'ensemble amortisseur (4) comporte deux éléments amortisseurs longitudinaux (12) montés parallèles entre la première portion (18) et la deuxième portion (20), le crochet de traction (2) s'étendant longitudinalement, au moins en partie, entre les deux éléments amortisseurs (12).Traction assembly (1) according to any one of the preceding claims, wherein the damping assembly (4) comprises two longitudinal damping elements (12) mounted parallel between the first portion (18) and the second portion (20), the traction hook (2) extending longitudinally, at least in part, between the two damping elements (12). Ensemble de traction (1) selon l'une quelconque des revendications précédentes, comprenant également une embase (6) destinée notamment à être fixée à un châssis (42) de véhicule ferroviaire (36), et dans lequel l'embase (6) comporte une portion avant (28) solidaire de la première portion (18) de l'ensemble amortisseur (4), et un portion arrière (30) liée, par une liaison glissière, à la deuxième portion (20) de l'ensemble amortisseur (4), la portion arrière (20) comportant également une butée (33) limitant la distance séparant la première portion (18) et la deuxième portion (20) de l'ensemble amortisseur (4).Traction assembly (1) according to any one of the preceding claims, also comprising a base (6) intended in particular to be fixed to a chassis (42) of a railway vehicle (36), and in which the base (6) comprises a front portion (28) secured to the first portion (18) of the damping assembly (4), and a rear portion (30) connected, by a sliding connection, to the second portion (20) of the damping assembly ( 4), the rear portion (20) also having an abutment (33) limiting the distance separating the first portion (18) and the second portion (20) of the damping assembly (4). Ensemble de traction (1) selon l'une quelconque des revendications précédentes, dans lequel l'ensemble amortisseur (4) comporte un moyen élastomérique (16) et un capot de protection (34) du moyen élastomérique, par exemple un capot de protection contre les UV.Traction assembly (1) according to any one of the preceding claims, wherein the damping assembly (4) comprises an elastomeric means (16) and a protective cover (34) of the elastomeric means, for example a protective cover against UV. Ensemble de traction (1) selon l'une quelconque des revendications précédentes, dans lequel le crochet de traction (2) est de forme longitudinale et présente une longueur supérieure ou égale à 1200mm, de préférence supérieure ou égale à 1500mm.Traction assembly (1) according to any preceding claim, wherein the pull hook (2) is of longitudinal shape and has a length greater than or equal to 1200mm, preferably greater than or equal to 1500mm. Attelage ferroviaire (38) comportant un ensemble de traction (1) tel que revendiqué dans l'une quelconque des revendications précédentes, et éventuellement un ensemble de compression, par exemple un ou plusieurs tampons (40).A railway coupling (38) comprising a traction assembly (1) as claimed in any one of the preceding claims, and optionally a compression assembly, for example one or more buffers (40). Attelage ferroviaire (38) selon la revendication précédente, dans lequel l'ensemble de traction (1) comporte également un tendeur d'attelage comprenant : une chape d'attelage, une manivelle, une vis à pas contraire et une manille mobile.Railway coupling (38) according to the preceding claim, wherein the traction assembly (1) also comprises a coupling tensioner comprising: a coupling yoke, a crank, a screw with opposite pitch and a movable shackle. Véhicule ferroviaire (36), notamment wagon, comportant un ou deux attelages ferroviaires (38) tels que revendiqués aux revendications 8 ou 9.Railway vehicle (36), in particular a wagon, comprising one or two rail couplings (38) as claimed in claims 8 or 9. Véhicule ferroviaire (36) selon la revendication précédente, présentant une longueur utile supérieure ou égale à 24 mètres, de préférence supérieure ou égale à 24,38 mètres, éventuellement un poids à vide supérieur ou égal à 20 tonnes, de préférence supérieur ou égal à 22 tonnes, et éventuellement une hauteur de chargement à vide inférieure ou égale à 1200mm, de préférence inférieure ou égale à 1090mm.Railway vehicle (36) according to the preceding claim, having a useful length greater than or equal to 24 meters, preferably greater than or equal to 24.38 meters, possibly a curb weight greater than or equal to 20 tons, preferably greater than or equal to 22 tons, and possibly a vacuum loading height less than or equal to 1200mm, preferably less than or equal to 1090mm. Véhicule ferroviaire (36) selon la revendication 10 ou 11, comportant deux bogies séparés par une distance supérieure ou égale à 16 mètres, de préférence supérieure à 17,80 mètres.Railway vehicle (36) according to claim 10 or 11, comprising two bogies separated by a distance greater than or equal to 16 meters, preferably greater than 17.80 meters.
EP17183126.6A 2016-07-29 2017-07-25 Traction assembly for railway coupling and railway vehicle including such an assembly Active EP3275761B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1657383A FR3054516B1 (en) 2016-07-29 2016-07-29 TRACTION ASSEMBLY FOR RAIL COUPLING AND RAILWAY VEHICLE COMPRISING SUCH AN ASSEMBLY

Publications (2)

Publication Number Publication Date
EP3275761A1 true EP3275761A1 (en) 2018-01-31
EP3275761B1 EP3275761B1 (en) 2020-12-30

Family

ID=57045179

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17183126.6A Active EP3275761B1 (en) 2016-07-29 2017-07-25 Traction assembly for railway coupling and railway vehicle including such an assembly

Country Status (2)

Country Link
EP (1) EP3275761B1 (en)
FR (1) FR3054516B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114475688A (en) * 2022-02-23 2022-05-13 常州工业职业技术学院 Rail transit vehicle traction connecting frame

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US922708A (en) * 1907-09-11 1909-05-25 Mcconway & Torley Co Draft-gear for railway-cars.
US1056863A (en) * 1909-11-22 1913-03-25 James Milton Waugh Platform-buffer.
GB191220698A (en) * 1912-09-11 1913-05-29 Thomas Lee Improvements in or connected with Automatic Couplings for the "Rolling Stock" of Railways.
US1070446A (en) * 1910-08-08 1913-08-19 Forsyth Brothers Company Draft and buffing mechanism for railway-cars.
GB799928A (en) * 1954-04-23 1958-08-13 George Spencer Moulton & Co Improvements in and relating to central buffing and draw gear
FR1387307A (en) * 1963-12-20 1965-01-29 D Epluches Atel Const Traction device for railway car
BE662083A (en) * 1964-04-03 1965-08-02
CH396969A (en) * 1962-05-23 1965-08-15 Ringfeder Gmbh Tie rod arrangement for central buffer couplings of rail vehicles
DE1605202A1 (en) * 1966-06-16 1971-01-07 Ringfeder Gmbh Pulling and pushing device for large-capacity conveyors
DE2929658A1 (en) * 1979-07-21 1981-01-29 Ringfeder Gmbh Railway vehicle push and pull mechanism - has screw coupling hanger base extension on monolithic hook frame and guide
EP0578115A1 (en) * 1992-07-04 1994-01-12 ABB HENSCHEL WAGGON UNION GmbH Draw gear for rail vehicle
DE29610606U1 (en) * 1996-06-17 1996-08-29 ETH Eisenbahntechnik GmbH & Co. Halberstadt KG, 38820 Halberstadt Traction device for rail vehicles

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US922708A (en) * 1907-09-11 1909-05-25 Mcconway & Torley Co Draft-gear for railway-cars.
US1056863A (en) * 1909-11-22 1913-03-25 James Milton Waugh Platform-buffer.
US1070446A (en) * 1910-08-08 1913-08-19 Forsyth Brothers Company Draft and buffing mechanism for railway-cars.
GB191220698A (en) * 1912-09-11 1913-05-29 Thomas Lee Improvements in or connected with Automatic Couplings for the "Rolling Stock" of Railways.
GB799928A (en) * 1954-04-23 1958-08-13 George Spencer Moulton & Co Improvements in and relating to central buffing and draw gear
CH396969A (en) * 1962-05-23 1965-08-15 Ringfeder Gmbh Tie rod arrangement for central buffer couplings of rail vehicles
FR1387307A (en) * 1963-12-20 1965-01-29 D Epluches Atel Const Traction device for railway car
BE662083A (en) * 1964-04-03 1965-08-02
DE1605202A1 (en) * 1966-06-16 1971-01-07 Ringfeder Gmbh Pulling and pushing device for large-capacity conveyors
DE2929658A1 (en) * 1979-07-21 1981-01-29 Ringfeder Gmbh Railway vehicle push and pull mechanism - has screw coupling hanger base extension on monolithic hook frame and guide
EP0578115A1 (en) * 1992-07-04 1994-01-12 ABB HENSCHEL WAGGON UNION GmbH Draw gear for rail vehicle
DE29610606U1 (en) * 1996-06-17 1996-08-29 ETH Eisenbahntechnik GmbH & Co. Halberstadt KG, 38820 Halberstadt Traction device for rail vehicles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114475688A (en) * 2022-02-23 2022-05-13 常州工业职业技术学院 Rail transit vehicle traction connecting frame
CN114475688B (en) * 2022-02-23 2023-03-21 常州工业职业技术学院 Rail transit vehicle traction connecting frame

Also Published As

Publication number Publication date
FR3054516B1 (en) 2019-07-26
EP3275761B1 (en) 2020-12-30
FR3054516A1 (en) 2018-02-02

Similar Documents

Publication Publication Date Title
CA2682931C (en) Bogie for railway vehicle
EP1914142B1 (en) Structural assembly for the end of a railway vehicle body
EP3060450B1 (en) Truck for a railway vehicle and method for manufacturing such a truck
EP3275761B1 (en) Traction assembly for railway coupling and railway vehicle including such an assembly
EP0035443A1 (en) Chassis suspension on at least two axles of a railway vehicle, and chassis provided with this suspension
CA3034944A1 (en) Support and guidance device for a tractor cable in a vehicle for a transportation installation, joint with such a device and fabrication process of the device
FR3054515B1 (en) STACK FOR CHASSIS, AND RAILWAY VEHICLE COMPRISING SUCH A BRANCARD
EP0277059B1 (en) Rail vehicle having its load distributed among the four axles which are rotatable relative to the superstructure
EP3650301B1 (en) Cable guide device for urban or peri-urban cableway installation
EP2394881B1 (en) Tilting bed base and secondary suspension comprising same
FR2526386A1 (en) PRIMARY SUSPENSION FOR RAILWAY VEHICLE AND LONGITUDINAL REACTION DEVICE
FR2913654A1 (en) Bogie for maintaining good transporting wagon, has pivoted bolster comprising friction arms for connecting upper and lower plates, where friction arms are fixed on large sides of rectangular plates by welding
FR3106557A1 (en) Bogie for independent wheel vehicle and associated vehicle
WO2009053598A2 (en) Multi-articulated wagon
FR3049551B1 (en) CONNECTION ASSEMBLY BETWEEN A VEHICLE BODY AND A BOGIE CHASSIS AND RAILWAY VEHICLE COMPRISING SUCH A LINK ASSEMBLY
FR3025227A1 (en) STRUCTURAL BEAM ADAPTED TO SUPPORT EQUIPMENT
EP3521129B1 (en) Bogie and associated railway vehicle
FR2975066A3 (en) Arrangement for adjusting height of railway car, has compensating elements whose thickness is set to reduce diameter of wheels, and for balancing the wheels during overturning of wheels
FR2828457A1 (en) Rail transport vehicle comprises variable level platforms each end of which rests on railway wagons, lateral supports and wheel accessories engage fixed ramps to give access to raised support platform
CA1151951A (en) Double bogie
EP3589534B1 (en) Absorption device for the central beam of rear vehicle chassis
FR3138640A1 (en) WAGON STRUCTURE FOR CONTAINER TRANSPORT
EP4316940A1 (en) Wagon structure for transporting containers
FR3102388A1 (en) INSTALLATION OF CHASSIS ASSEMBLY TO VEHICLE BOXES, WITH VERTICALLY MOVABLE CLAMPS
FR3044638A1 (en) DEVICE FOR LATERAL MOVEMENT OF AN AIRCRAFT ON THE GROUND

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20180629

RAX Requested extension states of the european patent have changed

Extension state: ME

Payment date: 20180629

Extension state: BA

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200513

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: ME

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1349659

Country of ref document: AT

Kind code of ref document: T

Effective date: 20210115

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602017030329

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: MILLET A.F.R.

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210331

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210330

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1349659

Country of ref document: AT

Kind code of ref document: T

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210330

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210430

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210430

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602017030329

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

26N No opposition filed

Effective date: 20211001

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602017030329

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20210725

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210725

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220201

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210430

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210725

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210725

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20170725

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201230

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201230