EP4019366A1 - Aufhängung für schienenfahrzeug mit tragachsen von orientierbaren rädern - Google Patents

Aufhängung für schienenfahrzeug mit tragachsen von orientierbaren rädern Download PDF

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Publication number
EP4019366A1
EP4019366A1 EP21215925.5A EP21215925A EP4019366A1 EP 4019366 A1 EP4019366 A1 EP 4019366A1 EP 21215925 A EP21215925 A EP 21215925A EP 4019366 A1 EP4019366 A1 EP 4019366A1
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EP
European Patent Office
Prior art keywords
suspension
axle
vehicle
chassis
assembly
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.)
Pending
Application number
EP21215925.5A
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English (en)
French (fr)
Inventor
Jean-Luc Andre
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.)
Lohr Industrie SA
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Lohr Industrie SA
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Filing date
Publication date
Application filed by Lohr Industrie SA filed Critical Lohr Industrie SA
Publication of EP4019366A1 publication Critical patent/EP4019366A1/de
Pending legal-status Critical Current

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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
    • B61F3/00—Types of bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
    • 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated

Definitions

  • the present invention relates to the field of light rail vehicles with two axles or four semi-axles.
  • the invention relates more particularly to an assembly comprising an axle or two semi-axles and a connecting device provided for connecting said axle or said semi-axles to the chassis of a railway vehicle, which assembly is suitable for causing this vehicle to travel on very degraded, winding railway tracks and/or with sharp curves.
  • the suspension of this vehicle was conventionally made with leaf springs such as those used for two-axle freight wagons.
  • the new set for rail vehicles must provide interior comfort equivalent to that experienced in modern trams, while being robust, simple, inexpensive and reliable.
  • the rolling profile of the wheels is slightly conical in shape with a concave connection towards the flange. It is the shape of each wheel within a railway axle, by the difference of the right-left, inside-outside rolling radii, which allows the axle to self-center on the track when it turns. deports laterally, without the action of external organs.
  • This mechanical control allows the axle of a railway vehicle to take wide curves without wearing out its flange, which is called the “bicone effect”.
  • the conicity, ie the average angle at the wheel-rail contact, is specific to each “wheel profile / rail profile” pair.
  • a strong taper is characterized by a contact able to self-orient the axle well, but it tends to make the axle, and therefore the vehicle, unstable.
  • the bicone effect is generally sufficient to let the axle orient itself correctly and the lateral forces at the flanges remain low, which preserves the track and the wheels.
  • the new assembly must allow lateral deflections in order to filter the lateral stresses generated by rolling and track defects. Similarly, this new assembly must allow parallelism of the axles, in particular in a straight line. Poorly controlled parallelism is likely to cause a permanent axle drift angle and cause premature wear of the wheels or tracks, or even derailment of the vehicle.
  • the new assembly must also allow individually adjustable stiffness along the vertical axis for each of the two wheels of the same axle, such a pendular assembly advantageously making it possible to ensure a natural frequency independent of their strong variation in load.
  • the new assembly must also make it possible to vertically and actively move at least one wheel of the axle relative to the frame of the rail vehicle in order to tilt the rail vehicle in bends for greater passenger comfort.
  • covers of the new assembly could advantageously be positioned outside the wheels to improve roll holding.
  • Such an ideal suspension assembly should also be able to be adapted to a railway vehicle equipped with two semi-axles each carrying an independent wheel, instead of a two-wheel axle.
  • the object of the present invention therefore aims to overcome the disadvantages of the prior art by proposing a new light rail vehicle, for example of the railcar type, which can be carried by two axles or four half-axles, and not by bogies.
  • This vehicle of 25 tons maximum load is considered light when compared to conventional railway vehicles carried by only two bogies, and generally weighing nearly 50 tons.
  • the control actuator via the control rod, advantageously makes it possible to force the yaw orientation of the wheel support axle, or even to force the lateral inclination of the chassis relative to the track.
  • the control actuator modifies the drift angle between the wheel support axle and the chassis by moving the point of articulation of the suspension arm relative to the chassis or relative to the wheel support axle.
  • the translational movement of the moving part of the actuator makes pivoting the control rod in a substantially vertical plane so as to drive the articulation of the suspension arm forwards or backwards in the general longitudinal direction of the vehicle, which advantageously leads to a yaw movement of the wheel support axle.
  • the displacement of the movable part of the actuator also causes the control rod to pivot in a substantially vertical plane so as to drive the articulation of the suspension arm upwards or downwards, which tilts laterally the chassis of the vehicle in relation to the axle and makes it possible to give the chassis some heel in curves and to compensate for centrifugal effects.
  • the suspension device dampens the vertical displacement of the frame relative to the wheel support axis and provides vertical comfort. It also makes it possible to locally compensate the state of charge of the vehicle in order to adjust the height of the chassis of the vehicle relative to the wheel support axis.
  • the wheel support axle is an axle equipped with two wheels
  • the connecting device according to the invention causes the orientation in yaw of one of the ends of the axle on one side of the vehicle in one direction
  • the other end of the axle which is on the other side of the vehicle is simultaneously and automatically oriented in yaw in the other direction
  • the axle pivoting relative to the chassis around a vertical axis and serving mechanical coupling link between the two wheels.
  • the assembly may comprise two wheel support axles in the form of two half-axles each equipped with a wheel, and further comprise a device for coupling the pivoting of the half- axles, which, when one of the half-axles pivots with respect to the chassis around a vertical axis, causes an identical pivoting but in the opposite direction of the other half-axle.
  • This pairing device can be of any kind. It may be for example a pairing of the two control actuators, for example by a hydraulic servo, when an assembly according to the invention is provided on each side of the vehicle. Alternatively, it may in particular be a mechanical connection between the two half-axles.
  • the articulation of the suspension arm is an elastic articulation provided to allow, with a determined stiffness, vertical deflections, lateral deflections and roll deflections of the chassis of the vehicle with respect to the suspension arm, and to allow yaw orientation of the wheel support axle in curves.
  • the articulation of the suspension arm comprises an elastomer part, preferably of the rubber type or composite of the rubber-metal type, and preferably heterogeneous to obtain different stiffnesses in x, y and z.
  • the amplitude of the vertical, lateral and roll movements authorized by the articulation of the suspension arm are less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
  • the stiffness of the articulation of the suspension arm in x, y and z is preferably between 2 ⁇ 10 5 N/m and 2 ⁇ 10 7 N/m, more preferably between between 7 ⁇ 10 5 N/m and 7 ⁇ 10 6 N/m and even more preferably between 1 ⁇ 10 6 N/m and 5 ⁇ 10 6 N/m.
  • the articulation of the control rod on the chassis is an elastic articulation provided to allow, with a determined stiffness, at least lateral movements of the control rod with respect to the frame.
  • the suspension arm extends substantially horizontally along the longitudinal axis of the rail vehicle so that, when the connecting rod is pivoted by the control actuator and exerts a force on the suspension arm at the joint, the kinematics of this connecting rod generates a vertical and inclined effort component laterally the chassis of the railway vehicle.
  • the suspension arm is provided under the chassis and on the outer side of the wheel associated with it. Indeed, the fact of separating the suspensions as much as possible improves the rolling behavior of the railway vehicle.
  • control rod extends substantially vertically so that, when the control rod is pivoted by the control actuator and exerts a force on the suspension arm at of the articulation, the kinematics of this connecting rod generates a horizontal force component and orients the axle in yaw.
  • control actuator extends substantially horizontally along the longitudinal axis of the rail vehicle so as to cause the control rod to pivot in a vertical plane when the movable part of said actuator order is moved.
  • the articulation of the suspension arm is preferably provided between the two articulations of the control rod, and more preferably in the substantially median part of the control rod, so that the point of application of the forces exerted by the control actuator on the control rod at the level of the first articulation thereof is remote from said first end of the suspension arm.
  • the stroke of the actuator is amplified, which simplifies its control and the force of the forces exerted by the control actuator on the control rod at the level of the first articulation of the latter is increased and greater at the level of the suspension arm joint, so that the force exerted by the control actuator is amplified at the level of the suspension arm joint.
  • the wheel support axle is connected to the suspension arm, between the first and the second end of said suspension arm, in any intermediate position between these two ends, and preferably at the level of the substantially median part of said suspension arm, so that the point of application of the forces exerted by the control rod on the suspension arm at the level of the articulation is far from the lateral end of the wheel support axle carried by the said control arm suspension and that, moreover, the lateral end of the wheel support shaft is also remote from the point of application of the forces exerted by the suspension device on the suspension arm.
  • the position of the connection to the wheel support axle is chosen so as to distribute the loads taken up on the articulation and on the suspension.
  • the aim is to reduce the loads on the joint so that these loads are exerted as much as possible on the suspension.
  • the comfort is better and the fatigue strengths of the connecting device are improved.
  • the intermediate position of the end of the wheel support axle on the suspension arm which is remote from the connection with the suspension, advantageously makes it possible to create a horizontal component in the transmission of forces to the wheel.
  • the force resulting from the weight of the chassis is not directly transmitted by the suspension vertically in the direction of the ground, but is broken down into a vertical component and a horizontal component which is applied along the suspension arm.
  • This horizontal component creates a torque which tends to bring the wheel support shaft back to the straight position, that is to say to the position transverse to the vehicle and its chassis.
  • this vertical component automatically returns the wheel support shaft to the straight position if it had previously pivoted under the action of the control rod, or keeps it in a straight position if it was already straight. This action is passive and automatic. System security is greatly improved.
  • the suspension of the suspension device is a pneumatic spring, preferably comprising a diaphragm or a bellows able to be inflated with compressed air.
  • the new assembly according to the invention comprises a sensor between the wheel support axle and the chassis of the vehicle, this sensor being provided for measuring the state of charge of the vehicle and regulating the pressure of the compressed air supplied to the air suspension according to said state of charge.
  • the suspension device comprises a substantially vertical or inclined damper of the hydraulic, oleopneumatic or hydropneumatic type.
  • This damper is advantageously provided with a stiffness making it possible to obtain a natural frequency of the suspension of the order of one Hertz, to provide vertical comfort.
  • a suspension usually comprises a spring element and a shock absorber, generally hydraulic, to dampen and prevent pumping of the spring.
  • a hydraulic suspension for example, we manage to combine the spring and the shock absorber in the same body.
  • a hydraulic telescopic shock absorber is generally added which calms the oscillations of the air spring by rolling oil, therefore by heat.
  • the part of the control rod comprising the joint provided in its second end is inclined with respect to the vertical longitudinally in approach to the center of the chassis, preferably at an angle between 10° and 65°, more preferably between 20° and 55°, and even more preferably between 30° and 45° relative to the vertical.
  • the assembly according to the invention comprises a lateral damping device provided to connect the wheel support axle to the chassis so as to dampen the lateral stresses generated by the wheel support axle and transmitted to the chassis.
  • the lateral damping device comprises two shock absorbers arranged symmetrically with respect to the median longitudinal axis of the vehicle.
  • control actuator is a hydraulic cylinder, which advantageously allows the control actuator, which has become passive in the event of a breakdown, to fulfill the role of a yaw damper to guarantee satisfactory vehicle stability.
  • the new assembly (0) according to the invention is preferably intended to equip a new light rail vehicle, for example of 25 tons maximum in load, which is carried only by two axles (2) or four half-axles (35) , and not by bogies.
  • Said assembly (0) comprises at least one wheel support axle (36), which is composed in the embodiment shown in the figures 1 to 10 of an axle (2) equipped with two wheels (3) or in the embodiment shown in the figure 11 and 12 two semi-axles (35) each equipped with a wheel (3). It also comprises at least one connecting device (1) designed to connect said wheel support shaft (362) to the frame (9) of a railway vehicle.
  • each axle (2) comprises a railway wheel (3) at each of its ends.
  • each axle (2) thus motorized carries in its center a reducer (5), for example of the bevel type with a reduction ratio defined according to the expected performance.
  • the crown of the reducer (5) is connected in rotation to the axle (2), while the casing (6) which carries the input pinion of the reducer (5) is mounted free in rotation with respect to the axle ( 2) which transmits the torques to the wheels (3).
  • the casing (6) of the reducer (5) is for example suspended from the chassis (9) of the railway vehicle by a suspension device (34) comprising for example two upper (23) and lower (24) connecting rods which hold it in rotation.
  • a suspension device (34) comprising for example two upper (23) and lower (24) connecting rods which hold it in rotation.
  • Each electric motor (4) is preferably fixed under the body, and the mechanical connection (7) between the electric motor (4) and the axle (2) associated with it is preferably made by a homokinetic transmission, for example of the universal joint type. .
  • each electric motor (4) is not subjected to the shocks and vibrations to which the axle (2) associated with it is subjected.
  • the unsprung mass is lower compared to conventional rail vehicles, which is beneficial for comfort and less damaging to the track.
  • this suspension is also valid for a non-driving axle (2).
  • central connecting rods are provided, for example high (23) and low (24) connecting rods, which are connected to the axle (2) by a part equivalent to the housing (6) of the reducer (5) of the previous case, but without mechanical transmission components such as the mechanical link (7).
  • axle (2) via the casing (6) of the reducer (5) is only a preferred example. So that the axle (2) can be oriented in yaw, it is however essential that it be provided to pivot with respect to the chassis (9) of the railway vehicle around a substantially vertical axis.
  • the engine (4) is preferably suspended from the chassis (9) of the railway vehicle, although this is not compulsory.
  • motorized axle (2) is shown by way of example in the figures, it is understood that the assembly (0) according to the invention can be provided for a non-motorized axle (2).
  • an articulated connecting device for example in the form of upper (23) and lower (24) connecting rods, is provided between the casing (6) and the frame (9) to take up , among others, the traction and braking torques.
  • the connecting device (1) is a so-called trailing arm suspension version. As shown in the figures by way of example, such a connecting device (1) preferably equips each axle (2) of the vehicle, and is more preferably present on both sides of the vehicle, for each of the two axles (2 ) of it. Although this seems of little advantage in the case of a light rail vehicle, nothing prevents the connecting device (1) from being used for a single axle (2) and/or a single side of the vehicle.
  • the connecting device (1) comprises a suspension arm (8) designed to carry a lateral end of the axle (2) which is associated with it.
  • the suspension arm (8) is preferably provided under the frame (9) and offset laterally from the outer side of the wheel (3) which is associated with it. It preferably extends substantially horizontally along the longitudinal axis of the railway vehicle, that is to say parallel to the rails of the track.
  • connection between the axle ends (2) and the suspension arms (8) are free connections in rotation around the axis of the axle (2) since this axle (2) rotates. These are preferably high capacity bearings.
  • the braking device is positioned between the suspension arms (8) and the wheels (3).
  • the brake discs are linked to the axle (2) while the calipers are fixed to the suspension arms (8), with the brake control elements located above the suspension arms (8).
  • the brake discs are well ventilated, protected from ballast projections and the components are accessible for maintenance.
  • the chassis (9) of the railway vehicle is connected to the axle (2) in an articulated manner by a first end (10) of the suspension arm (8), while the chassis (9) of the railway vehicle is connected and suspended to the suspension arm (8), at the second end (11) of the suspension arm (8), via a suspension device (12).
  • the axle (2) is connected to the suspension arm (8), between the first end (10) and the second end (11) of said suspension arm (8), preferably at the level of the substantially central part of said arm. hanger (8).
  • the suspension device (12) comprises at least one suspension (13) mounted between the chassis (9) of the vehicle and the suspension arm (8) to dampen vertical movements, said suspension (13) being preferably provided at the level of the second end (11) of the suspension arm (8).
  • the suspension (13) of the suspension device (12) is preferably a pneumatic spring comprising a diaphragm or a bellows able to be inflated with compressed air.
  • This pneumatic suspension (13) is advantageously provided in particular to manage the height of the chassis (9) of the vehicle relative to the axle (2), for example in order to take into account the state of load of the vehicle and/or the heights authorized for the railway vehicle.
  • This advantageously makes it possible to have a constant attitude for the railway vehicle, which facilitates access for people in wheelchairs, for example.
  • This suspension (13) can also be a hydraulic or electric spring and incorporate damping. It can advantageously be controlled in extension to control and correct the attitude of the vehicle.
  • the suspension (13) can also be a suspension in the form of a metal spring, for example with a coil, or an elastomer block, for example in rubber, but this type of suspension does not correct the attitude of the vehicle and provides a little less comfort.
  • the pneumatic regulation is quite slow in order to allow dynamic filtration while driving without generating unpleasant rolling movements.
  • the characteristics of this suspension are adapted to filter the vibrations generated by driving and to obtain the comfort sought for public transport.
  • the assembly (0) comprises a sensor provided between the chassis (9) of the vehicle and the axle (2) equipped with the connecting device (1), this sensor being intended to measure the distance between the frame (9) and the axle (2) or the elongation of the pneumatic suspension (13) at the level of this axle (2) and to regulate the pressure of the compressed air supplied to the suspension (13) tire depending on the state of load of the vehicle at said axle (2).
  • this sensor By acting on the air pressure supplied to the pneumatic suspension (13), it is thus possible to keep the distance between the frame (9) and the axle (2) constant. Thus we have a constant attitude for the vehicle regardless of the load.
  • the suspension device (12) also comprises a shock absorber (14) for example of the hydraulic, oleopneumatic or hydropneumatic type.
  • This damper (14) preferably extends substantially vertically or inclined, but is preferably located in a vertical plane parallel to the general longitudinal direction of the vehicle.
  • the suspension (13) and the shock absorber (14) are located close and parallel to each other to work together in order to provide a suspension device (12) adapted to the needs of the invention, in particular to provide vertical comfort and adjust the height of the chassis (9) of the vehicle relative to the axle (2).
  • the damper (14) has the particular role of damping the oscillations of the suspension (13).
  • the first end (10) of the suspension arm (8) is designed to be mounted articulated to the chassis (9) of the railway vehicle via a control rod (15) which is preferably moved in inclination by an actuator control (16).
  • This control actuator (16) comprises a body (17) mounted articulated on the chassis (9) of the vehicle, and a movable part (18) connected to a first end of the control rod (15) at an articulation (19).
  • the moving part (18) of the control actuator (16) is the moving part for actuating the latter, for example the moving rod in the case where the control actuator (16) is a pneumatic or hydraulic cylinder, the mobile tube or the mobile screw in the case where the control actuator (16) is a screw and/or nut actuator.
  • the control actuator (16) is preferably a cylinder, and more preferably a hydraulic cylinder, which includes a displacement sensor to know its stroke.
  • the hydraulic circuit of the jack is preferably designed to put the large chamber of the jack on one side into communication with the annular chamber of the opposite jack.
  • a throttle is preferably provided on the hydraulic circuit of the cylinder, so that when the cylinder is passive, it performs hydraulic damping, in particular for the yaw orientation of the axle (2) relative to the chassis (9) of the vehicle .
  • the control actuator (16) can advantageously become passive and act as a yaw damper. In this case the yaw orientation of the axle (2) is done only by the effect of the bicone of the wheels (3).
  • control actuator (16) extends substantially horizontally along the longitudinal axis of the rail vehicle, while the control rod (15) extends substantially vertically, that is that is to say substantially perpendicular to the control actuator (16).
  • the control rod (15) is preferably in the form of an elongated piece, for example a single substantially flat piece (see figures 3 and 4 ) or in the form of two parallel flanks (see figure 2 , 5 and 6 ).
  • the control rod (15) is in the form of a single elongated piece, the latter is taken as a yoke between the sides of the suspension bracket (21) mounted in the lower part of the frame (9) .
  • the articulation (22) of the suspension arm (8) can be clamped between the two parallel sides of the control rod (15).
  • control rod (15) can be of substantially straight shape.
  • the control rod (15) can be of slightly curved shape like a boomerang.
  • This curved shape makes it possible to connect the control rod (15) to the control actuator (16) and to the suspension arm (8) at fixing points located substantially along the same substantially vertical axis, and to connect it to the chassis ( 9) of the vehicle at a point offset longitudinally away from the axle.
  • the two fixing points of the connecting rod control (15) are not aligned with the articulation (22) of the suspension arm (8), which avoids the creation of an unstable point of operation, because it takes little effort to deviate from it.
  • control actuator (16) simplifies the installation of the control actuator (16) in the embodiment shown by way of example in the figures.
  • control actuator (16) is positioned in the high position relative to the control rod (15), it could just as well be positioned elsewhere, for example at the bottom and from the other side of the control rod (15).
  • the layout shown by way of example in the figures was chosen in order to allow the installation of an anti-roll bar (25) and to place the control actuator (16) protected from ballast projections.
  • a first end of the control rod (15) is mounted articulated at the level of the free end of the movable part (18) of the control actuator (16), while the second end of the control rod (15) is mounted articulated on the frame (9) at an articulation (20).
  • the lower part of the control rod (15) where its second end and its articulation (20) is located preferably makes an angle of about 30° to 45° with respect to the vertical.
  • axle (2) is connected to the frame (9) via the upper (23) and lower (24) connecting rods and via the control connecting rod (15).
  • These various points of articulation are advantageously positioned so as to allow movement in a parallelogram, which advantageously makes it possible to keep the axis of pivoting of the axle (2) substantially vertical in yaw with respect to the frame (9).
  • the articulation (20) at the level of the second end of the control rod (15) is preferably mounted on the chassis (9) of the vehicle by means of a part, called suspension bracket (21), which is fixed to said frame (9), generally in the lower part thereof, and which provides an anchoring point usually offset downwards for the suspension arm (8) on the frame (9) of the vehicle.
  • suspension bracket (21) which is fixed to said frame (9), generally in the lower part thereof, and which provides an anchoring point usually offset downwards for the suspension arm (8) on the frame (9) of the vehicle.
  • each axle (2) is provided to pivot in a horizontal plane on the chassis (9) of the vehicle and that the chassis (9) is preferentially suspended from said axle (2) in different areas.
  • the frame (9) is first suspended in an articulated manner on the suspension arms (8) at the level of the suspension brackets (21). As is particularly visible on the figures 1 to 4 , the frame (9) is connected to the axle (2) by two upper (23) and lower (24) connecting rods connected in rotation to the axle (2), for example at the level of the middle of said axle (2) and /or at the casing (6) of the reducer (5).
  • axle (2) is pivotally connected to the frame (9) and that it can be connected to said frame (9) by a substantially central device such as the two upper (23) and lower (24) connecting rods or by the only connecting devices (1) of the invention when the axle (2) is equipped with a connecting device (1) at each of its two wheels (3).
  • the first end (10) of the suspension arm (8) is connected in an articulated manner to the chassis (9) of the railway vehicle via the control rod (15).
  • the first end (10) of the suspension arm (8) is fixed to the control rod (15) by a joint (22), preferably provided between the joints (19, 20) provided at the two ends of the control rod.
  • the articulation (22) of the suspension arm (8) is preferably an elastic articulation, which is provided to allow vertical deflections, lateral deflections and roll deflections of the chassis (9) of the vehicle relative to the suspension arm ( 8), and to allow yaw orientation of the axle (2) in curves.
  • the articulation (22) of the suspension arm (8) primarily fulfills a function kinematics using the physical principle of material elasticity and preferably includes an elastomer part. It is preferably an elastic joint (22) of the anti-vibration type comprising an outer ring (28) and an inner ring (29) with an elastic material (30) between the two. Its purpose is to filter the transmission of vibrations generated by driving.
  • the elastic material (30) is preferably made of rubber, plastic or other materials meeting stiffness and mechanical strength criteria compatible with the mechanical forces that the articulation (22) of the suspension arm (8) receives .
  • This elastomer part can be heterogeneous, for example of the rubber type, or composite, for example of the rubber-metal type.
  • the elastic material (30) of the articulation (22) of the suspension arm (8) can have recesses to obtain different stiffnesses in x, y and z.
  • This type of elastic joint is known to those skilled in the art and an example is shown in the figures 9 and 10 .
  • the stiffness of the joint (22) of the suspension arm (8) is adapted so as to limit the amplitude of the deflections.
  • the joint (22) of the suspension arm (8) is provided to allow vertical, lateral and roll deflections whose amplitude is less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
  • the control actuator (16) causes the control rod (15) to pivot
  • the first end (10) of the suspension arm (8) is moved longitudinally, which mainly has the effect of causing the axle ( 2) yaw, and also has the effect of laterally tilting the frame (9) of the vehicle relative to the axle (2) and therefore to the track.
  • the assembly (0) of the invention advantageously makes it possible both to orient the axle (2) in yaw in the curves and to give heel to the frame (9) in the curves while providing a damping effect of any vertical, lateral and roll movements of the frame (9) with respect to the axle (2).
  • the articulation (20) provided at the level of the second end of the control rod (15) can also be an elastic articulation substantially similar to the articulation (22) of the suspension arm (8). This thus improves the filtration of vibrations and also allows the control rod (15) to oscillate slightly laterally to provide lateral suspension, a very important suspension in the railway field, in particular during contact of the wheel flanges on the track.
  • This lateral suspension is preferably supplemented by a lateral damping device (31), comprising for example two shock absorbers (32, 33), preferably of the hydraulic and telescopic type.
  • These two shock absorbers (32, 33) are preferably provided symmetrically with respect to the median longitudinal axis of the vehicle, along the same transverse axis, above and substantially at the center of the axle (2), between the casing ( 6) of the reducer (6) of the axle (2) and the frame (9).
  • the two lateral shock absorbers (32, 33) are preferably connected to the chassis (9) and to the axle (2) in the central part of the latter to dampen the numerous lateral stresses to which the axle (2) is subjected.
  • the control actuator (16) of the connecting device (1) can be controlled by the driver of the railway vehicle.
  • the control actuator (16) of the link device (1) can also be driven by an automatic servo-control device.
  • an automatic servo-control device By means of a device for determining the curvature of the track, for example a GPS, feelers, cameras, or others, this servo-control device becomes aware of the route of the railway track and measures the curve which presents itself in front of the vehicle. in order to control the control actuator (16) to orient the axle (2) and tilt the vehicle towards the center of the curve.
  • control actuator (16) is fixed to the frame (9) of the railway vehicle and is connected to the control rod (15) so as to form a lever arm.
  • stroke of the movable part (18) of the control actuator (16) is greater than that of the joint (22) of the suspension arm (8).
  • This configuration facilitates the piloting of the control actuator (16) because the useful travel at the level of the articulation (22) is low, of the order of a centimeter, for example between 20 and 40 millimeters.
  • suspension regulation and the design of the suspension arms (8), of its joints, of the suspensions (13) and of the shock absorbers (14) give the vehicle good roll stability.
  • the anti-roll bar (25) is preferably mounted articulated on the sides at the level of the suspension seats (21). It extends on each side towards the axle (2) by a lever (26), for example substantially horizontal, and is connected on each side to a suspension arm (8) by a connecting rod (27), for example substantially vertical.
  • Roll stability can be ensured by controlling the suspension device (12), for example by regulating the independent right-left attitude. This regulation can also make it possible to travel on tracks having significant differences in transverse leveling between two points on the railway track, this type of defect also being designated as left. This is particularly advantageous if the chassis (9) of the vehicle is torsionally rigid. Indeed, it will be noted that for the crossings of the lefts, the frame (9) must be sufficiently flexible in torsion. If the frame (9) is too rigid, an anti-roll bar (25) can also be provided on only one of the two axles (2).
  • the geometry of the means of each connecting device (1) according to the invention is preferably provided so that in static the lower part of the control rod (15) where its articulation (20) is located preferably makes an angle of approximately 30° to 45° with respect to the vertical and so that the point of articulation (22) of the control rod (15) to the suspension arm (8) is almost fixed vertically.
  • the point of articulation (20) of the control rod (15) to the frame (9) is located downwards and offset, preferably towards the frame (9), and the point of articulation (22) of the control rod (15) to the suspension arm (8) is located above the articulation point (20) and offset towards the axle (2).
  • the fact of moving this point of articulation relative to the frame (9) changes the inclination of the control rod (15). Therefore the point of articulation (20) of the control rod (15) to the frame (9) goes up or down which causes the roll inclination of the frame (9).
  • This geometry is also designed for stopping or driving at reduced speed in curves that can be raised.
  • the vehicle leans towards the inside of the track and the axle (2) automatically yaws towards the center of the curve. This avoids the risk of derailment.
  • the axle (2) rotates around its center around a quasi-vertical axis, and the two inclined control rods (15) generate antagonistic longitudinal forces which generate a return torque in a straight line, which is very advantageous in case of failure connecting device (1) according to the invention.
  • control actuators (16) located on the inside side of the curve are actuated so that their movable part (18) is moved in extension.
  • the output of a movable part (18) causes the control rod (15) which is associated with it to pivot at the level of the joint (20) provided at the level of its second end.
  • the control rod (15) being connected to a suspension arm (8) at the joint (22), the pivoting of the control rod (15) exerts forces on the suspension arm (8) which is associated, these forces tending both to move the suspension arm (8) longitudinally closer to the center of the frame (9) (in the preferred case and illustrated by way of example where the control rod (15) is placed on the side of the center of the frame (9), because it is possible to do the opposite), and the point of articulation (20) located on the inner side of the curve is moved down.
  • each of the axles (2) pivot, causing them to yaw and making it possible to follow the curve, each axle (2) then being pivoted like a steering axle.
  • the vertical forces exerted on the suspension arms (8) located on the inner side of the curve do not make it possible to lift the suspension arms (8) but are transmitted to the frame (9).
  • the suspension arms (8) are integral with the axles (2) which carry the wheels (3), and these - due to the weight of the vehicle - cannot be lifted from the rails.
  • the axles (2) therefore cannot move vertically relative to the rails.
  • the vertical forces exerted on the suspension arm (8) result in the frame (9) moving towards or away from the suspension arm (8).
  • control actuator (16) In the preferred case where there is a control actuator (16) on both sides of the axle (2), the two control actuators (16) are preferably slaved in opposition. In the event of a servo failure or in the event of a large curve or even in a straight line, these control actuators (16) become passive and become simple yaw dampers, an important function for the stability of the vehicle.
  • the axles (2) of a railway vehicle can be oriented in yaw and, preferably, the frame (9) of said vehicle can also be tilted laterally in roll, so that the railway vehicle negotiates the curve better, with increased comfort, and limiting the wear of the wheels (3) and rails.
  • the principle of operation is substantially the same. Indeed, if the connecting device (1) is located on the inner side of the curve, its operation is identical to what is described previously. If the connecting device (1) is located on the outside of the curve, the movable part (18) of the control actuator (16) is retracted, which causes the control rod (15) to pivot so that this latter exerts forces on the suspension arm (8) associated with it. These forces tend both to move the suspension arm (8) longitudinally away from the center of the frame (9) and to move the point of articulation (20) located on the outside of the curve vertically upwards. As before, these forces then result respectively in a yaw orientation of the axle to follow the curve and a lateral inclination of the chassis (9) towards the inside of the curve, and vice versa if the connecting device (1) is on the outer side of the curve.
  • the assembly (0) comprises two control actuators (16), namely a control actuator (16) provided at each of the wheels (3) of said axle (2).
  • the pivoting of the axle (2) is carried out by the two control actuators (16), which are preferably hydraulic, but it is also materialized by central connecting rods (23, 24) which retain the axle (2) in rotation or by a similar device.
  • the assembly (0) comprises a control actuator (16) at each of the two wheels (3).
  • These two control actuators (16) operate in opposition, that is to say that when the mobile part (18) of one of the control actuators (16) retracts, the mobile part (18) of the another control actuator (16) moves in extension, and vice versa.
  • the pivoting of the axle (2) is carried out by the two control actuators (16) without any point of articulation (materialized for example by connecting rods (23, 24)) connecting the part center of the axle (2) to the frame (9) is necessary, the latter can therefore be optional.
  • the assembly (0) comprises a control actuator (16) at each of the two wheels (3).
  • These two control actuators (16) do not operate in opposition, but individually and autonomously, which advantageously provides redundancy and/or dampens the yaw movements of the axle.
  • an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
  • the assembly (0) comprises a single control actuator (16) which is at the level of one of the two wheels (3).
  • an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
  • Such an embodiment allows the vehicle to adapt to differences in height between the two rails of a track, and thus to be able to advantageously limit body twists in the event of driving on a left-hand (non-flat) track due to a vertical movement of the independent wheels which may be different on the two sides of the vehicle.
  • the assembly (0) therefore comprises two wheel support axles (36), which are the half-axles (35) each carrying a wheel (3) at their end, the frame (9) and two devices connection (1) provided to connect each wheel support axle (36) to the frame (9).
  • the end of the semi-axle (35) is carried by the suspension arm (8) in an intermediate position between the two ends (10) and (11) of the latter, and the suspension arm is connected at its first end (10) to the control rod (15) actuated by the actuator (16) and at its second end (11) to the suspension device (12) to suspension (13).
  • the longitudinal suspension arms (8) are rigidly linked to two transverse suspension arms (37) which are themselves linked at their other end, via a ball joint (38), to a flexible support (39) fixed to the frame (9).
  • the wheel (3) is connected to the mechanics of the reducer (5) by the mechanical connection (7) of transmission.
  • disc braking systems are fixed to the housing (6), the disc linked to the transmission rotates conventionally at the speed of the wheel.
  • Anti-lock electronic ABS or road EBS devices can be transferred. It is possible to compare the speeds of rotation of one wheel with respect to the other in the event of slippage of one wheel, for example.
  • the casing (6), the motor (4) and the braking systems are fixed to the frame (9) of the vehicle, and are therefore suspended and not subjected to vibrations and shocks due to iron-on-iron rolling of the wheels (3) on the tracks.
  • the two half-axles (35) being independent, the assembly advantageously comprises a coupling device (40) which makes it possible to transmit the yaw orientation movement of one of the half-axles (35) to the other half. -axle. Thanks to this twinning device (40), when one of the semi-axles pivots with respect to the chassis (9) around a vertical axis located around the ball joint (38), the second semi-axle pivots also in the same way but in reverse.
  • a coupling device (40) which makes it possible to transmit the yaw orientation movement of one of the half-axles (35) to the other half. -axle. Thanks to this twinning device (40), when one of the semi-axles pivots with respect to the chassis (9) around a vertical axis located around the ball joint (38), the second semi-axle pivots also in the same way but in reverse.
  • this twinning device (40) is a mechanical connection between the two half-axles (35), which comprises a connecting crosspiece (41), which extends from one side of the vehicle to the other and which is fixed to the chassis (9) by means of an articulation (42) for pivoting along the axis vertical, and a twinning rod (43) on each side, which is fixed on the one hand by a ball-and-socket type joint (44) at one end of the connecting crosspiece (41) and on the other hand by a joint of ball type (45) to the connecting rod (15).
  • the twinning rods (43) can alternatively be directly attached by a ball joint to the suspension arm (8).
  • friction pads (46), for example of the screed type, can be provided on the connecting crosspiece (41) to dampen by dry friction the pivoting deflections of the connecting crosspiece (41) around the vertical axis .
  • control rod (15) is thus linked to the frame (9) by its articulation (20), by means of the actuator (16) to which it is linked by its articulation (19) and possibly by means of the crosspiece link (41) and the coupling rod (43) to which it can be linked by its articulation (45).
  • the yaw movement of the semi-axles (35) is thus obtained on one side for the first semi-axle, by the longitudinal displacement of the articulation (22) due to the variation in inclination of the connecting rod (15) controlled by the actuator (16).
  • the movement of the connecting rod (15) simultaneously causes the rotation of the connecting crosspiece (41) under the action of the twinning rod (43), which in turn causes the movement of the second twinning rod (43 ) and the inclination in the opposite direction of the connecting rod (15) on the other side. This causes the rotation in the opposite direction of the second semi-axle (35) located on the other side of the vehicle.
  • the lateral suspension is given by the flexibility of the support (39) and/or the flexibility of the connecting rods (15) and the connections of the joints of the semi-axles (35). If necessary, this flexibility can be damped by the transverse shock absorbers (33).
  • the actuator 16 can be in damper mode or be eliminated for tracks with large radii. It can be present on only one side or on each side for reasons of redundancy.
  • the inclination of the connecting rods (15) advantageously makes it possible to ensure a return to alignment by gravity.
  • a torsion bar (25) can also be provided as in the previous version to limit roll, for example.
  • the unsprung masses are advantageously limited to the wheels (3) and to part of the longitudinal suspension arms (8). Comfort is optimized and track wear reduced.
  • the damping of the yaw movement can be very simply made at the level of the connecting crosspiece (41) by friction of the pads (46) of the lisoir type.
  • connection device described is also applicable to a bogie.
  • the bogie axle or axles are then connected to the bogie frame by this device.
  • the assembly according to the invention was designed for a light rail vehicle with two axles or four semi-axles, it is obvious for those skilled in the art to adapt this assembly to other vehicles.
EP21215925.5A 2020-12-28 2021-12-20 Aufhängung für schienenfahrzeug mit tragachsen von orientierbaren rädern Pending EP4019366A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2014177A FR3118446A1 (fr) 2020-12-28 2020-12-28 Suspension pour vehicule ferroviaire a deux essieux

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Publication Number Publication Date
EP4019366A1 true EP4019366A1 (de) 2022-06-29

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5790260A (en) 1980-11-25 1982-06-04 Fuji Heavy Ind Ltd Single shaft truck
JPS5799459A (en) 1980-12-11 1982-06-21 Fuji Heavy Ind Ltd Uniaxial truck device
EP1063143A1 (de) * 1999-06-22 2000-12-27 Mitsubishi Heavy Industries, Ltd. Einachsiges Drehgestell mit Einzelrädern für ein Eisenbahnfahrzeug
KR101536658B1 (ko) * 2014-03-21 2015-07-16 한국철도기술연구원 철도차량용 능동 조향 제어를 위한 조향 액추에이터 장치
WO2016008731A1 (de) * 2014-07-18 2016-01-21 Siemens Aktiengesellschaft Fahrwerk für ein schienenfahrzeug
WO2018153436A1 (de) 2017-02-21 2018-08-30 Siemens Ag Österreich Fahrwerk für schienenfahrzeuge

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5790260A (en) 1980-11-25 1982-06-04 Fuji Heavy Ind Ltd Single shaft truck
JPS5799459A (en) 1980-12-11 1982-06-21 Fuji Heavy Ind Ltd Uniaxial truck device
EP1063143A1 (de) * 1999-06-22 2000-12-27 Mitsubishi Heavy Industries, Ltd. Einachsiges Drehgestell mit Einzelrädern für ein Eisenbahnfahrzeug
KR101536658B1 (ko) * 2014-03-21 2015-07-16 한국철도기술연구원 철도차량용 능동 조향 제어를 위한 조향 액추에이터 장치
WO2016008731A1 (de) * 2014-07-18 2016-01-21 Siemens Aktiengesellschaft Fahrwerk für ein schienenfahrzeug
WO2018153436A1 (de) 2017-02-21 2018-08-30 Siemens Ag Österreich Fahrwerk für schienenfahrzeuge

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