EP3620344B1 - Railway vehicle comprising an element for adjusting a secondary suspension system - Google Patents

Description

The present invention relates to a railway vehicle comprising a body and at least one bogie carrying the body, the or each bogie comprising a frame; at least one wheel, said wheel being rotatably mounted on an axle box; at least one primary suspension system disposed between the frame and the axle box; at least one secondary suspension system arranged between the frame and the body; a secondary suspension system adjuster, fixed to the body and able to modify the return force of the secondary suspension system as a function of the distance from the body of a reference point; and a control system for the adjuster.

Such a railway vehicle is for example known from the document EP 0 785 122 A1 .

Railway vehicles of the aforementioned type are known. The primary and secondary suspension systems are used there to absorb the shocks and vibrations undergone by the passengers and / or the goods transported by the rail vehicle.

The operation of these suspension systems causes variations in the height of the body relative to the rail. Due to these variations in height, the height of the body may be different from that of the platforms when the rail vehicle is at the station, which complicates the getting on and off of people and / or goods.

Thus, in order to facilitate the ascent and descent of people and / or goods, it is advantageous to be able to adjust the height of the body.

It is known to compensate in height for the deflection of the secondary suspension by means of the adjustment member. The term “arrow” is understood to mean the difference between the height at rest and the active height of the suspension system.

However, since the deflection of the primary suspension is not compensated, the result is uncompensated height differences between the body of the rail vehicle and the station platform.

The document US 5,947,031 describes a railway vehicle of the aforementioned type in which the control system comprises a rigid beam connecting two axle boxes and a rod connecting the reference point to this beam, so that the distance from the reference point to the body is a function of the position of said beam.

However, this system is not satisfactory. Indeed, the addition of the beam leads to an increase in the gauge of the rail vehicle, a significant increase in the unsprung mass of the bogie and a risk linked to the mechanical strength of the system, which is subjected to high acceleration stresses.

Thus, an objective of the invention is to allow the height compensation of both the deflection of the primary suspension and the deflection of the secondary suspension, while minimizing the unsprung masses.

To this end, the invention relates to a railway vehicle according to claim 1.

• les premier et deuxième systèmes de suspension primaire sont disposés à des extrémités du châssis de bogie diagonalement opposées l'une de l'autre ;
• l'asservissement de l'actionneur à l'organe de mesure est un asservissement mécanique ;
• l'organe de réglage comprend un levier portant le point de référence, l'organe de réglage étant propre à augmenter la force de rappel du système de suspension lorsque le point de référence est rapproché de la caisse et l'organe de réglage étant propre à réduire la force de rappel du système de suspension lorsque le point de référence est écarté de la caisse ;
• le système suspension secondaire comprend un système de suspension pneumatique, l'organe de réglage étant propre à commander l'admission de gaz dans le système de suspension pneumatique lorsque le point de référence est rapproché de la caisse et l'extraction de gaz hors du système de suspension pneumatique lorsque le point de référence est écarté de la caisse ;
• chacun des systèmes de suspension primaire et secondaire est agencé pour autoriser un débattement selon une direction d'élévation sensiblement verticale ;
• l'organe de mesure est relié à la boîte d'essieu par une bielle ;
• l'organe de mesure et l'actionneur comprennent chacun un vérin hydraulique comprenant une conduite hydraulique communiquant avec les deux vérins hydrauliques ;
• le système de commande comprend un câble téléforce propre à asservir l'actionneur à l'organe de mesure.

According to particular embodiments of the invention, the rail vehicle also has one or more of the following characteristics, taken in isolation or in any technically possible combination (s):

• the first and second primary suspension systems are arranged at ends of the bogie frame which are diagonally opposed to each other;
• the servo-control of the actuator to the measuring device is a mechanical servo-control;
• the adjustment member comprises a lever carrying the reference point, the adjustment member being suitable for increasing the return force of the suspension system when the reference point is brought closer to the body and the adjustment member being suitable for reduce the return force of the suspension system when the reference point is moved away from the body;
• the secondary suspension system comprises a pneumatic suspension system, the adjusting member being able to control the admission of gas into the pneumatic suspension system when the reference point is brought closer to the body and the extraction of gas out of the system air suspension when the reference point is away from the body;
• each of the primary and secondary suspension systems is arranged to allow movement in a direction of substantially vertical elevation;
• the measuring device is connected to the axle box by a connecting rod;
• the measuring member and the actuator each comprise a hydraulic cylinder comprising a hydraulic line communicating with the two hydraulic cylinders;
• the control system includes a teleforce cable suitable for slaving the actuator to the measuring device.

• [Fig 1] la figure 1 est une vue schématique de côté d'un véhicule ferroviaire selon l'invention, et
• [Fig 2] la figure 2 est une schématique de dessus d'un bogie du véhicule ferroviaire de la figure 1.

The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended figures, among which:

• [ Fig 1 ] the figure 1 is a schematic side view of a railway vehicle according to the invention, and
• [ Fig 2 ] the figure 2 is a schematic from above of a bogie of the railway vehicle of the figure 1 .

In what follows, the terms “vertical” and “horizontal” are understood in general terms with respect to the usual directions of a railway vehicle traveling on horizontal rails.

The terms “longitudinal” and “transverse” are understood in general terms with respect to the direction of travel of the rail vehicle.

A railway vehicle 10 is shown in the figure 1 .

The rail vehicle 10 is advantageously a tram, a metro or a train.

The rail vehicle 10 comprises at least one body 12 and at least one bogie 14 carrying the body 12.

The body 12 has an interior volume 16 configured to receive passengers and / or goods to be transported. The interior volume 16 is in particular delimited by a lower floor 18, on which the passengers move and / or the goods rest.

On the example of figure 1 , the bogie 14 is arranged in the center of the box 12. Each box 12 is supported by a respective bogie 14.

As a variant, the bogie 14 extends for example at one end of the body 12 and supports two adjacent boxes 12 when the rail vehicle 10 comprises several boxes 12. According to a conventional embodiment, each box 12 is supported by two bogies 14 at each of its ends.

The bogie 14 comprises a frame 20, wheels 22, primary suspension systems 24, secondary suspension systems 26, regulators 28 and control systems 30.

As visible on the figure 2 , the frame 20 comprises two side members 32 extending parallel to one another, in a longitudinal direction. The side members 32 are here connected to each other by a cross member 34. However, this particular structure of the bogie 14 is given only by way of example and other structures could be envisaged.

Each wheel 22 is rotatably mounted on an axle box 36.

As visible on the figure 2 , these wheels 22 are here four in number. They are, in a conventional manner, divided into two pairs, the two wheels 22 of each pair being connected to one another by an axle 38.

Each axle 38 is rotatably mounted on a pair of axle boxes 36.

The wheels 22 are configured to run on rails 40 and thus allow the movement of the rail vehicle 10.

Each primary suspension system 24 is associated with an axle box 36.

Each primary suspension system 24 is arranged between the frame 20 and said axle box 36.

Each primary suspension system 24 is able to pass from a configuration at rest in the absence of external stresses to the primary suspension system 24 to an active configuration in which the primary suspension system 24 is adapted to ensure the suspension between the box. axle 36 and frame 20.

Each primary suspension system 24 is advantageously arranged to allow movement in a direction of substantially vertical elevation.

Advantageously, the bogie 14 comprises a primary suspension system 24 associated with each axle box 36.

Advantageously, each primary suspension system 24 is a spring system.

In particular, the spring system comprises a coil spring with a substantially vertical axis and disposed between the frame 20 and the associated axle box 36.

Each secondary suspension system 26 is arranged between the frame 20 and the body 12.

Each secondary suspension system 26 is able to pass from a configuration at rest in the absence of external stresses to the secondary suspension system 26 to an active configuration. In the active configuration, the control system secondary suspension 26 is suitable for providing both the function of suspension between the body 12 and the bogie 14, by the action of a restoring force, and the positioning function according to the direction of elevation of the body 12 by compared to a station platform when the rail vehicle 10 is at the station.

Advantageously, each secondary suspension system 26 comprises a pneumatic suspension system.

Each secondary suspension system 26 is advantageously arranged to allow movement in a direction of substantially vertical elevation.

Advantageously, as visible on the figure 2 , the bogie 14 comprises at least two secondary suspension systems 26 each arranged between the frame 20 and the body 12, including a first secondary suspension system and a second secondary suspension system.

As visible on the figure 2 , the two secondary suspension systems 26 are here arranged transversely on the same cross member 34.

In a variant not shown, the two secondary suspension systems 26 are disposed longitudinally along an axis parallel to the cross members 34.

In a variant not shown, the bogie 14 comprises four secondary suspension systems 26, located at the four corners of the frame 20.

In a variant not shown, the bogie 14 comprises a secondary suspension system 26 disposed at the center of the bogie.

Each adjustment member 28 is fixed on the body 12.

Each adjuster 28 is associated with a respective secondary suspension system 26.

Each adjustment member 28 is able to modify the return force of the associated secondary suspension system 26 as a function of the distance from the body 12 from a reference point P.

In particular, each adjustment member 28 comprises a lever 41 carrying the reference point P.

The lever 41 comprises a first end which is fixed relative to the body 12 and a second end capable of moving in rotation around the first end.

The second end advantageously defines the reference point P.

The adjustment member 28 is able to increase the return force of the suspension system 26 when the reference point P is brought closer to the body 12.

The adjusting member 28 is, moreover, suitable for reducing the return force of the suspension system 26 when the reference point P is moved away from the body 12.

In the embodiment in which each secondary suspension system 26 is an air suspension system, the adjustment member 28 is constituted by a leveling valve capable of controlling the admission of gas into the air suspension system when the point reference point P is brought closer to the body 12, and able to control the extraction of gas from the pneumatic suspension system when the reference point P is moved away from the body 12.

In particular, a first adjustment member 28 is associated with the first secondary suspension system 26.

The first adjustment member 28 is able to modify the return force of the first secondary suspension system 26 as a function of the distance to the body 12 from a first reference point.

A second adjustment member 28 is associated with the second secondary suspension system 26.

The second adjustment member 28 is able to modify the return force of the second secondary suspension system 26 as a function of the distance from the body 12 from a second reference point.

Each control system 30 is associated with a respective adjustment member 28.

Each control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 26 associated with said adjustment member 28, and of the arrow of the primary suspension system 24 associated with a gearbox. axle 36 associated with said control system 30.

The term “arrow of the primary suspension system” is understood to mean the variation in height between the axle box 36 and the chassis 20 between the configuration at rest and the active configuration of said primary suspension 24.

The term “arrow of the secondary suspension system” is understood to mean the variation in height between the body 12 and the chassis 20 between the configuration at rest and the active configuration of said secondary suspension 26.

In particular, the bogie 14 comprises a first control system 30 associated with the first adjustment member 28 and with a first of the axle boxes 36.

This first control system 30 is arranged between the first adjustment member 28 and a first primary suspension system 24 associated with said first axle box 36.

The first control system 30 is able to influence the position of the first reference point P relative to the body 12 as a function of the deflection of the first secondary suspension system 26 and the deflection of the first primary suspension system 24.

The bogie 14 further comprises a second control system 30 associated with the second adjustment member 28 and with a second of the axle boxes 36.

This second control system 30 is arranged between the second adjustment member 28 and a second primary suspension system 24 associated with said second axle box 36.

The second control system 30 is able to influence the position of the second reference point P relative to the body 12 as a function of the deflection of the second secondary suspension system 26 and of the second primary suspension system 24.

In particular, as illustrated on figure 2 , the first and second primary suspension systems 24 are arranged at ends of the frame 20 of the bogie 14 diagonally opposite from each other.

Each control system 30 is then connected to an axle box 36 connected to an axle 38 different from the axle 38 to which is connected the axle box 36 to which the other control system 30 is connected.

The two control systems 30 are arranged on either side of the bogie 14, symmetrically with respect to a longitudinal axis.

Each control system 30 comprises a measuring member 42, an actuator 44 and, advantageously, a transmission member 46.

The measuring device 42 is connected to the axle box 36 associated with said control system 30.

Advantageously, the measuring member 42 is connected to said axle box 36 by a connecting rod 48.

The measuring member 42 is suitable for measuring the deflection of the associated primary suspension system 24.

Advantageously, as visible on the figure 1 , the measuring member 42 comprises a hydraulic cylinder 50.

Advantageously, the hydraulic cylinder 50 extends in a substantially vertical direction.

The hydraulic cylinder 50 comprises a cylinder 51 fixed to the frame 20 and a piston 52 capable of sliding in the cylinder 51.

The cylinder 51 comprises a fluid, in particular oil.

The free end of the piston 52, located opposite the cylinder 50, is connected to the axle box 36, advantageously via the connecting rod 48.

The piston 52 is therefore able to slide in the cylinder 51 as a function of the variations in height between the axle box 36 and the frame 20.

The position of the piston 52 thus makes it possible to measure the deflection of the primary suspension system 24.

The measuring member 42 advantageously comprises an additional reservoir 54 of oil making it possible to compensate for the variations in volume of oil in the hydraulic cylinder 50 during movements of the piston 52.

The actuator 44 is fixed to the frame 20.

The actuator 44 is connected to the adjustment member 28 associated with said control system 30.

In particular, the actuator 44 is connected to the lever 41 of the adjustment member 28. The actuator 44 is thus able to move the lever 41 in order to move aside or bring closer the reference point P of the body 12.

The actuator 44 is able to adjust the distance from the reference point P to the frame 20.

For a fixed distance from the reference point P to the frame 20, the distance from said reference point P to the body 12 depends exclusively on the deflection of the secondary suspension system 26.

The actuator 44 is slaved to the measuring device 42 so that the distance from the reference point P to the frame 20 depends on the deflection of the primary suspension system 24.

Advantageously, the distance from the reference point P to the frame 20 as a function of the deflection of the primary suspension system 24 is an affine function having a director coefficient equal to 1.

Any variation in the deflection of the primary suspension system 24 therefore results in a variation in the distance from the reference point P to the frame 20 of the same value.

Thus, the control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 24 and of the arrow of the associated primary suspension system 26.

Advantageously, the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control.

The actuator 44 is particularly suitable for moving the reference point P of the body 12 apart when the distance between the associated axlebox 36 and the body 12 increases, and for bringing the reference point P of the body 12 closer when the distance between the associated axle box 36 and the body 12 decreases.

In the embodiment of the figure 1 , the actuator 44 comprises a hydraulic cylinder 50 similar to the cylinder of the measuring member 42.

Advantageously, the hydraulic cylinder 50 of the actuator 44 extends in a substantially vertical direction.

The cylinder 51 is fixed to the frame 20 and the free end of the piston 52 is fixed to the adjustment member 28.

In particular, the free end of the piston 52 is fixed to the lever 41 of said adjustment member 28.

The transmission member 46 is fixed to the frame 20 and connects the measuring member 42 to the actuator 44.

The transmission member 46 is suitable for transmitting to the actuator 44 information which is a function of the deflection measured by the measuring member 42.

When the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control, this information is transmitted by a mechanical action. The term “mechanical action” is understood to mean a phenomenon causing movement or deformation of at least one element in the transmission member 46.

In particular, in the embodiment illustrated in figure 1 , where the measuring member 42 and the actuator 44 comprise hydraulic cylinders 50, the transmission member 46 comprises a hydraulic pipe communicating with the two hydraulic cylinders 50.

The mechanical action is then the displacement of the fluid included in the hydraulic pipe.

The hydraulic pipe is suitable for conducting fluid between the two cylinders 51 of the measuring member 42 and of the actuator 44 as a function of the movement of the piston 52 in the cylinder 51 of the measuring member 42.

In a variant not shown, the transmission member 46 is constituted by a teleforce cable.

Such a cable is well known to those skilled in the art. A teleforce cable is described in particular in document FR1234220A . The teleforce cable thus comprises an outer sheath fixed to the frame 20 and an internal cable connected to the two rods 52 and able to slide in the outer sheath.

In this embodiment, the servo-control of the actuator 44 to the measuring member 42 is achieved by moving the internal cable in the outer sheath.

In another variant not shown, the servo-control of the actuator 44 to the measuring member 42 is an electrical servo-control. The information function of the deflection measured by the measuring device 42 is transmitted by an electrical signal to the actuator 44. The transmission device 46 is then able to transmit an analog or digital electrical signal. The electrical signal is transmitted with or without wires.

It will then be understood that the present invention has a certain number of advantages.

The control system 30 makes it possible to adjust the height of the body 12, in order to adapt it to that of the platform when the rail vehicle 10 is at the station, taking into account both the deflection of the secondary suspension system 26 and of the system. primary suspension 24.

Thus, the system 30 also makes it possible to take into account a possible creep of the primary suspension 24.

In addition, the control system 30 is compact, light and flexible.

Indeed, the control system 30 can easily be integrated into an already existing bogie 14 and does not require any external energy input.

In addition, the control system 30 does not pose a problem of mechanical strength despite the strong acceleration constraints applying to the rail vehicle 10.

Finally, the arrangement of two diagonally opposed control systems 30 makes it possible to counteract the so-called bogie galloping effect (or "Truck hunting" in English) encountered in particular during the acceleration and braking phases of the rail vehicle.

Claims (8)

1. Railway vehicle (10) comprising at least one body (12) and at least one bogie (14) carrying the body (12), the or each bogie (14) comprising:

   - a chassis (20);

   - two pairs of wheels (22) connected by an axle (38), each axle (38) being rotatably mounted on a pair of axle boxes (36);

   - a primary suspension system (24) associated with each axle box (36) and arranged between the chassis (20) and said axle box (36);

   - at least two secondary suspension systems (26) each arranged between the chassis (20) and the body (12), including a first secondary suspension system (26) and a second secondary suspension system (26);

   - a first adjusting member (28) associated with said first secondary suspension system (26) and capable of modifying the restoring force of said first secondary suspension system (26) as a function of the distance to the body (12) from a first reference point (P);

   - a second adjusting member (28) associated with said second secondary suspension system (26) and capable of modifying the restoring force of said second secondary suspension system (26) as a function of the distance to the body (12) from a second reference point (P);

   - a first control system (30) for the first adjusting member (28), capable of influencing the position of the first reference point (P) relative to the body (12) as a function of the deflection of the first secondary suspension system (26) and of the deflection of a respective primary suspension system (24) constituted by a first primary suspension system;

   - a second control system (30) for the second adjusting member (28), capable of influencing the position of the second reference point (P) relative to the body (12) as a function of the deflection of the second secondary suspension system (26) and of the deflection of a respective primary suspension system (24) constituted by a second primary suspension system;

   each control system (30) comprising:

   - a measuring member (42) capable of measuring the deflection of the respective primary suspension system (24); and

   - an actuator (44) fixed to the chassis (20) and capable of adjusting the distance from the reference point (P) to the chassis (20), said actuator (44) being enslaved to the measuring member (42) so that the distance from the reference point (P) to the chassis (20) is a function of the deflection of said respective primary suspension system (24),
   characterised in that the measuring member (42) and the actuator (44) each comprise a hydraulic jack (50) comprising a hydraulic pipe communicating with the two hydraulic jacks (50).
2. Railway vehicle (10) according to claim 1, wherein the first and second primary suspension systems are arranged at ends of the chassis (20) of the bogie (14) that are diagonally opposite one another.
3. Railway vehicle (10) according to any one of the preceding claims, wherein the enslaving of the actuator (44) to the measuring member (42) is mechanical enslaving.
4. Railway vehicle (10) according to any one of the preceding claims, wherein the adjusting member (28) comprises a lever (41) carrying the reference point (P), the adjusting member (28) being capable of increasing the restoring force of the suspension system (26) when the reference point (P) is close to the body (12), and the adjusting member (28) being capable of reducing the restoring force of the suspension system (26) when the reference point (P) is spaced apart from the body (12).
5. Railway vehicle (10) according to claim 4, wherein the secondary suspension system (26) comprises a pneumatic suspension system, the adjusting member (28) being capable of controlling the admission of gas into the pneumatic suspension system when the reference point (P) is close to the body (12) and the extraction of gas from the pneumatic suspension system when the reference point (P) is spaced apart from the body (12).
6. Railway vehicle (10) according to any one of the preceding claims, wherein each of the primary (24) and secondary (26) suspension systems is arranged to permit a displacement in a substantially vertical elevation direction.
7. Railway vehicle (10) according to any one of the preceding claims, wherein the measuring member (42) is connected to the axle box (36) by a rod (48).
8. Railway vehicle (10) according to any one of the preceding claims, wherein the control system (30) comprises a teleforce cable capable of enslaving the actuator (44) to the measuring member (42).

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