EP3838706B1 - Fahrgestell eines schienenfahrzeugs - Google Patents

Fahrgestell eines schienenfahrzeugs Download PDF

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Publication number
EP3838706B1
EP3838706B1 EP20214408.5A EP20214408A EP3838706B1 EP 3838706 B1 EP3838706 B1 EP 3838706B1 EP 20214408 A EP20214408 A EP 20214408A EP 3838706 B1 EP3838706 B1 EP 3838706B1
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EP
European Patent Office
Prior art keywords
wheel
bogie
detection part
wear detection
pivot link
Prior art date
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Application number
EP20214408.5A
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English (en)
French (fr)
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EP3838706A1 (de
Inventor
Luis Camilo SUZZARINI RUIZ
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/50—Other details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims

Definitions

  • a railway vehicle typically comprises at least one car mounted on a bogie, the bogie possibly being arranged entirely under the car or between two adjacent cars, and in some cases at least one passenger transport car.
  • Passenger transport cars typically include at least one room equipped with seats for accommodating passengers, and a platform separate from the room leading to a door for getting in and out of the car from or to a platform.
  • An increase in the load of the railway vehicle that is to say the mass carried by the vehicle, as well as the wear of the wheels modify the height of the floor of the cars, and thus the vertical distance according to a direction of elevation between the floor of the car and a dock.
  • US 5,947,031 describes a bogie of the aforementioned type, comprising a leveling valve on each longitudinal side of the bogie, connected to the secondary suspensions by means of rods fixed to the axle boxes.
  • the rods make it possible to inflate or deflate the suspensions according to the load applied to the bogie.
  • the bogie described in US 5,947,031 does not make it possible to compensate for the variations in height of the cars due to the wear of the wheels.
  • One of the aims of the invention is to remedy these deficiencies by proposing a bogie improving the comfort of the passengers when getting on and off the cars, taking account of the variations in load and the wear of the wheels.
  • the invention relates to a bogie according to claim 1.
  • the invention makes it possible, thanks to the wear detection part, to the mechanical connecting part and to their arrangement with the wheels and the leveling valve, to reduce the distance in the direction of elevation between the floor of the car and the platform reliably, taking into account the wear of at least one wheel, while allowing the regulation of this distance according to the load of the car, thus improving passenger comfort.
  • the invention also relates to a railway vehicle coach comprising at least one bogie according to the invention.
  • FIG. 1 is a side schematic representation of a bogie according to the invention.
  • top In the remainder of the description, the terms “top”, “bottom” are understood to be along a conventional direction of elevation Z of a railway vehicle. On horizontal ground, the direction of elevation Z is thus substantially vertical.
  • the bogie 10 includes two pairs of wheels 12.
  • axle structure 14 comprising, for each wheel 12 of the corresponding pair, an axle box 16.
  • the bogie 10 comprises a frame 18.
  • the frame is for example an articulated frame 18.
  • Primary suspension means 20 include, for example, coil springs or air springs.
  • the primary suspension means 20 typically comprise one or two springs per wheel 12.
  • the primary suspension means 20 comprise one helical spring per wheel 12.
  • the helical spring extends in the direction of elevation Z.
  • the primary suspension means 20 attenuate the oscillations in the direction of elevation Z of the frame 18 of the bogie 10 relative to the wheels 12.
  • the bogie 10 comprises secondary suspension means 22 carried by the frame 18.
  • the secondary suspension means 22 comprise, for example, coil springs or pneumatic springs.
  • the secondary suspension means 22 extend between the bogie 10 and a car body 23 of the railway vehicle (shown in dotted lines on the Figure 1 ).
  • the bogie 10 has two longitudinal sides 24 extending in a longitudinal direction L.
  • Each longitudinal side 24 includes one wheel 12 of each pair.
  • the secondary suspension means 22 typically comprise one or two springs per longitudinal side 24.
  • the secondary suspension means 22 comprise one pneumatic spring per longitudinal side 24, substantially halfway between the axes X of rotation of the wheels 12 located on this longitudinal side 24.
  • the air spring extends in the elevation direction Z.
  • the secondary suspension means 22 attenuate the oscillations, relative to the bogie 10, of the body 23 of the car in the elevation direction Z.
  • the secondary suspension means 22 comprise at least one leveling valve 26 on each longitudinal side 24 of the bogie 10.
  • the leveling valve 26 on a longitudinal side 24 is connected on the one hand to a pressurized fluid reservoir (not shown) and on the other hand to the secondary suspension means 22 of the same longitudinal side 24.
  • the pressurized fluid is for example air.
  • Leveling valve 26 includes a lever 28.
  • Lever 28 is movable between a first extreme position and a second extreme position. The displacement of the lever 28 towards the first extreme position causes the inflation of the secondary suspension means 22 located on the longitudinal side 24 of the leveling valve 26.
  • the inflation of the secondary suspension means 22 causes an upward movement in the direction of elevation Z of the floor of a car resting on the bogie 10.
  • the deflation of the secondary suspension means 22 causes a downward movement in the elevation direction Z of the floor of a car resting on the bogie 10.
  • the leveling valves 26 are two in number and are symmetrical with respect to a central longitudinal axis of the frame 18 parallel to the longitudinal sides 24 and at mid-distance therefrom.
  • the bogie 10 comprises, for each wheel 12, a wear detection part 30 of the wheel 12 articulated around a first pivot connection 32 with the wheel 12 and a mechanical connection part 34 between the leveling valve 26 and the wear detection part 30 of wheel 12.
  • the first pivot connection 32 between the wear detection part 30 and the wheel 12 is formed by a wheel with a diameter of between 2% and 20% of the diameter of the wheel 12 on which it rests.
  • the first pivot link 32 is placed above the wheel 12 in the elevation direction Z and in contact with the latter.
  • the wear detection part 30 of the wheel 12 is articulated to the frame 18 by a sliding connection 36.
  • a sliding connection 36 allows a movement of the wear detection part 30 and advantageously of the first pivot connection 32 in translation along the elevation direction Z, but does not allow movement of the wear detection part 30 and advantageously of the first pivot link 32 along the longitudinal direction L.
  • the wear detection part 30 of the wheel 12 is preferably devoid of electronic elements.
  • the mechanical connecting piece 34 is articulated on the one hand around a second pivot connection 38 with the leveling valve 26, and on the other hand around a third movable pivot connection 40 and a fourth rigid pivot connection 42 with the wear detection part 30 of the wheel 12.
  • the mechanical connecting piece 34 substantially forms a "Z" whose end branches lead on the one hand to the second pivot connection 38 with the leveling valve 26, and on the other hand to the third movable pivot connection 40 with the wear detection part 30.
  • the mechanical link part 34 is rotatable around the rigid pivot link 42 and around an axis perpendicular to the longitudinal L and elevation Z directions.
  • the wear detection part 30 of the wheel 12 comprises a coil spring 44 between the first pivot link 32 or the wear detection part 30 and the fourth pivot link 42 rigid.
  • Coil spring 44 extends in elevation direction Z.
  • the wear detection part 30 of the wheel 12 is movable only in translation in the elevation direction Z by moving the sliding link 36, and the fourth rigid pivot link 42 remains at a constant distance D from the axis X of rotation of the wheel 12 above which it is located.
  • the wear detection parts 30 and the mechanical connection parts 34 on the same longitudinal side 24 are symmetrical with respect to a central vertical axis of the frame 18 perpendicular to the longitudinal sides 24 and halfway between the axes X rotation of the wheels 12 of the corresponding longitudinal side 24.
  • Each leveling valve 26 is articulated around a fifth pivot connection 46 to an arm 48 extending between two longitudinal ends 50, 52.
  • the fifth pivot connection 46 between the leveling valve 26 and the arm 48 is disposed substantially at an equal distance from each second pivot connection 38 articulating the arm 48 to each mechanical connection part 34 of the same longitudinal side 24 of the bogie 10.
  • This arrangement of the fifth pivot link 46 makes it possible to compensate for the average wear of the wheels 12 on a longitudinal side 24.
  • the arm 48 is articulated at each of its longitudinal ends 50, 52 around the second pivot connection 38 to the mechanical connection part 34 of the corresponding wheel 12.
  • Arm 48 is preferably telescopic. This allows a slight longitudinal relative movement between the axle boxes 16 which can occur during rolling.
  • a regulation distance a is defined between the second pivot link 38 and the axis X of rotation of the corresponding wheel 12 taken in the elevation direction Z.
  • the regulation distance a varies according to the diameter of the wheel 12, and by consequently depending on the wear of the wheel 12.
  • the first pivot link 32 moves in the elevation direction Z downwards.
  • the wear detection part 30 of the corresponding wheel 12 is driven in translation in the direction of elevation Z downwards by moving the sliding link 36, and by lengthening the helical spring 44 so that the fourth pivot link 42 rigid remains at a constant distance D from the axis X of rotation of the wheel 12 above which it is located.
  • the movement of the first pivot link 32 downwards in the direction of elevation Z causes the movement of the mechanical link part 34 in rotation around the fourth pivot link 42 which is rigid.
  • the control distance a is increased. Moving the corresponding second pivot link 38 upwards causes the arm 48 to tilt.
  • the inclination of the arm 48 in turn causes the movement of the fifth pivot link 46 in the elevation direction Z upwards, which causes the movement of the lever 28 of the leveling valve 26 upwards.
  • the floor of the car resting on the bogie 10 will then be raised to compensate for the loss of height due to wheel wear, thus allowing easy boarding and alighting of passengers, in particular persons with reduced mobility on board the car. .
  • the car load variations are also compensated by the leveling valve 26 which, preferably via the movement of the lever 28 controls an increase in the pressure prevailing in the suspension means 22 by injecting the pressurized fluid towards the suspension means 22 when the load increases, or a decrease in the pressure in the suspension means 22 by sucking the pressurized fluid from the suspension means 22 when the load decreases.
  • the bogie 10 according to the invention also makes it possible to reduce the maintenance costs due to the wear of the wheels 12 and does not require wedging.
  • the wheel wear detection part 12, the mechanical connecting part 34 and the arm 48 are entirely mechanical, the regulation of the secondary suspension height does not require electronic elements and therefore no power supply. .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (9)

  1. Fahrgestell (10) eines Schienenfahrzeugs, umfassend:
    a) zwei Paar Räder (12), wobei die Räder (12) jedes Paars durch eine Achsstruktur (14) miteinander verbunden sind,
    b) einen gelenkigen Rahmen (18), wobei jede Achsstruktur (14) mit dem Rahmen (18) mit Hilfe von primären Aufhängungsmitteln (20) verbunden ist, und
    c) sekundäre Aufhängungsmittel (22), die vom Rahmen (18) getragen werden, wobei die sekundären Aufhängungsmittel (22) mindestens ein Niveauregelventil (26) umfassen, und
    - bei mindestens einem der Räder (12) ein Stück zum Nachweis der Abnutzung (30) des Rads (12) und ein Stück zur mechanischen Verbindung (34) zwischen dem Niveauregelventil (26) und dem Stück zum Nachweis der Abnutzung (30) des Rads (12), wobei das Stück zur mechanischen Verbindung geeignet ist, um an das Nivellierungsventil eine Verschiebung des Stücks zum Nachweis der Abnutzung zu übertragen, um die Erhöhung oder die Verringerung des Drucks zu steuern, die in den sekundären Aufhängungsmittel (22) herrscht,
    dadurch gekennzeichnet, dass
    jedes Stück zum Nachweis der Abnutzung um eine erste Schwenkverbindung (32) mit dem entsprechenden Rad (12) gelenkig verbunden ist und das Stück zur mechanischen Verbindung (34) einerseits um eine zweite Schwenkverbindung (38) mit dem Niveauregelventil (26) und andererseits um eine dritte bewegliche Schwenkverbindung (40) und eine vierte starre Schwenkverbindung (42) mit dem Stück zum Nachweis der Abnutzung (30) des Rads (12) gelenkig verbunden ist.
  2. Fahrgestell (10) nach Anspruch 1, wobei das Fahrgestell (10) zwei Längsseiten (24) aufweist, wobei jede Längsseite (24) ein Rad (12) jedes Paars umfasst, wobei die sekundären Aufhängungsmittel (22) mindestens ein Niveauregelventil (26) jeder Längsseite (24) des Fahrgestells (10) umfassen, wobei das Fahrgestell für jedes Rad ein Stück zum Nachweis der Abnutzung und ein Stück zur mechanischen Verbindung (34) zwischen dem Niveauregelventil (26) und dem Stück zum Nachweis der Abnutzung (30) des Rads (12) umfasst, wobei das Stück zur mechanischen Verbindung geeignet ist, um an das Nivellierungsventil eine Verschiebung des Stücks zum Nachweis der Abnutzung zu übertragen, um die Erhöhung oder die Verringerung des Drucks zu steuern, der in den sekundären Aufhängungsmitteln (22) herrscht.
  3. Fahrgestell (10) nach Anspruch 1 oder 2, wobei jedes Rad (12) in Rotation um eine Achse (X) beweglich ist, und wobei das Stück zum Nachweis der Abnutzung (30) des Rads (12) eine Abnutzung des Rads (12) durch die Verringerung des Durchmessers des Rads (12) nachweist, die die Verschiebung der ersten Schwenkverbindung (32) des Stücks zum Nachweis der Abnutzung des Rads hin zur Rotationsachse (X) des Rads (12) verursacht.
  4. Fahrgestell (10) nach einem der Ansprüche 1 bis 3, wobei das Niveauregelventil (26) um eine fünfte Schwenkachse (46) mit einem Arm (48) gelenkig verbunden ist, der sich zwischen zwei Längsenden (50, 52) erstreckt, wobei der Arm (48) an jedem seiner Längsenden (50, 52) um die zweite Schwenkverbindung (38) mit dem Stück zur mechanischen Verbindung (34) des entsprechenden Rads (12) gelenkig verbunden ist.
  5. Fahrgestell (10) nach einem der Ansprüche 1 bis 4, wobei ein Abstand (D) zwischen der vierten starren Schwenkverbindung (42) und einer Rotationsachse (X) des Rads (12), gesehen gemäß einer Elevationsrichtung (Z), im Wesentlichen konstant ist, unabhängig von der Abnutzung des Rads (12).
  6. Fahrgestell (10) nach einem der Ansprüche 1 bis 5, wobei ein Einstellungsabstand (a) zwischen der zweiten Schwenkverbindung (38) und einer Rotationsachse (X) des Rads (12), gesehen gemäß der Elevationsrichtung, gemäß der Abnutzung des Rads (12) variiert.
  7. Fahrgestell (10) nach einem der Ansprüche 1 bis 6, wobei das Stück zum Nachweis der Abnutzung (30) des Rads (12) mit dem Rahmen (18) durch eine Gleitverbindung (36) gelenkig verbunden ist und ein Federsystem (44) zwischen der ersten Schwenkverbindung und der vierten starren (42) umfasst, so dass das Stück zum Nachweis der Abnutzung (30) des Rads (12) nur in Translation in einer Elevationsrichtung (Z) beweglich ist, und dadurch, dass das Stück zur mechanischen Verbindung (34) in Rotation um die vierte starre Schwenkverbindung (42) beweglich ist.
  8. Fahrgestell (10) nach einem der vorhergehenden Ansprüche, wobei das Niveauregelventil konfiguriert ist, um die Lastvariationen eines Schienenfahrzeugs, das mit dem Fahrgestell assoziiert ist, zu kompensieren, indem eine Erhöhung des Drucks, der in den sekundären Aufhängungsmitteln herrscht, wenn sich die Last erhöht, oder eine Verringerung des Drucks, der in den sekundären Aufhängungsmitteln herrscht, wenn sich die Last verringert, zu steuern.
  9. Schienenfahrzeug, dadurch gekennzeichnet, dass es mindestens ein Fahrgestell (10) nach einem der Ansprüche 1 bis 8 umfasst.
EP20214408.5A 2019-12-17 2020-12-16 Fahrgestell eines schienenfahrzeugs Active EP3838706B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1914569A FR3104525B1 (fr) 2019-12-17 2019-12-17 Bogie de véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3838706A1 EP3838706A1 (de) 2021-06-23
EP3838706B1 true EP3838706B1 (de) 2022-03-09

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ID=70613929

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20214408.5A Active EP3838706B1 (de) 2019-12-17 2020-12-16 Fahrgestell eines schienenfahrzeugs

Country Status (5)

Country Link
EP (1) EP3838706B1 (de)
JP (1) JP2021095129A (de)
CN (1) CN112977519A (de)
ES (1) ES2914889T3 (de)
FR (1) FR3104525B1 (de)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5947031A (en) 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
EP2487087B8 (de) * 2011-02-09 2016-06-22 Kockums Engineering AB Anordnung für den Höhenausgleich eines Eisenbahnwaggons
JP6081340B2 (ja) * 2013-10-16 2017-02-15 川崎重工業株式会社 空気ばね及び鉄道車両

Also Published As

Publication number Publication date
JP2021095129A (ja) 2021-06-24
ES2914889T3 (es) 2022-06-17
FR3104525B1 (fr) 2022-05-06
FR3104525A1 (fr) 2021-06-18
CN112977519A (zh) 2021-06-18
EP3838706A1 (de) 2021-06-23

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