FR3124785A1 - Three-point support device, associated vehicle and trainset - Google Patents

Abstract

The present invention relates to a three-point support device (30) for a body (32) of a vehicle, the device (30) comprising: a first bogie (40 ) adapted to support the body (32) by a first point of support, the first point of support being formed by two first secondary pneumatic suspensions (50) pneumatically connected or by a central emergency suspension (52) when the first suspensions secondary tires (50) are dysfunctional, and a second bogie (42) able to support the body (32) by a second and a third support point, each of the second and third support point being formed by a second suspension separate secondary tire (70) or by an emergency lateral suspension (72) associated with said second secondary pneumatic suspension (70) when said second secondary pneumatic suspension (70) is dysfunctional. Figure for abstract: 2

Description

Three-point support device, associated vehicle and trainset

The present invention relates to a three-point support device. The present invention also relates to an associated vehicle. The present invention also relates to a railway train.

A railway vehicle generally comprises a body resting on bogies. In particular, each body is conventionally supported on two bogies.

There illustrates an example of a classic configuration of a body 10 resting on two bogies 12, 14. Each bogie 12, 14 comprises two axles 16 each having two wheels 18 (only one reference 18 is shown so as not to overload the ), two secondary pneumatic suspensions 20 and an anti-roll bar 22. Each secondary pneumatic suspension 20 is associated with an emergency suspension 24 which replaces said secondary pneumatic suspension 20 when the latter is defective. Thus, the body 10 is supported at four points, each point being formed by a separate secondary pneumatic suspension 20 or by the emergency suspension 24 associated with a defective secondary pneumatic suspension 20. Such a configuration is called hyperstatic.

Nevertheless, such a four-point support configuration is problematic when the track has geometric defects, in particular track twists. A left track designates a plane distortion allowing to pass from a portion of track installed flat to a portion of track installed in cant (difference in height between two rails of the same track opposite one of the other). In particular, in such a four-point configuration, the supports are relatively rigid when the secondary suspensions are deflated, which gives them a limited ability to compensate for track twists. The risk is that a wheel is no longer in contact with the rail, which could lead to a derailment.

One solution would be to use primary suspensions optimized to absorb travel. The primary suspensions are the suspensions between the axles and the bogie frame.

However, such a solution complicates the manufacture of primary suspensions, and is expensive.

There is therefore a need for a means making it possible to improve the safety of a railway vehicle traveling on a track having geometric defects, without complicating the manufacture of the primary suspensions.

To this end, the present description relates to a three-point support device for a body of a vehicle, in particular railway, the device comprising:

1. a first bogie able to support the body by a first fulcrum, the first bogie comprising two first secondary pneumatic suspensions and a central emergency suspension, the first secondary pneumatic suspensions being pneumatically connected, the first fulcrum being formed by the two first secondary air suspensions pneumatically connected or by the central emergency suspension when the first secondary air suspensions are dysfunctional, and
2. a second bogie adapted to support the body by a second and a third support point, the second bogie comprising two second secondary pneumatic suspensions, each second secondary pneumatic suspension being associated with a distinct regulating component adapted to regulate the air pressure in said second secondary air suspension and to a separate emergency lateral suspension, each of the second and the third support point being formed by a second separate secondary air suspension or by the emergency lateral suspension associated with said second secondary air suspension when said second secondary air suspension is dysfunctional.

According to particular embodiments, the device comprises one or more of the following characteristics, taken separately or in all technically possible combinations:

- the first secondary pneumatic suspensions are arranged laterally on either side of the central emergency suspension;

- the first bogie comprises a central pivot around which the first bogie is capable of pivoting, the emergency central suspension being arranged on an axis passing through the central pivot and in the longitudinal direction, called the central longitudinal axis;

- the emergency central suspension comprises at least one emergency element arranged upstream or downstream of the central pivot on the central longitudinal axis, the emergency central suspension advantageously comprising at least two emergency elements arranged on the longitudinal axis central on either side of the central pivot;

- the or each emergency element comprises an elastic member and a support element, an operating clearance being provided between the elastic member and the support element as long as the first secondary pneumatic suspensions are functional, the operating clearance being able to be filled when the first secondary pneumatic suspensions are dysfunctional;

- the emergency central suspension comprises a suspension in the form of a hollow disc, the hollow disc being fixed to the central pivot;

- the first bogie has no anti-roll system;

- the first bogie comprises a central pivot defining a central longitudinal axis, the central longitudinal axis being in the longitudinal direction and passing through the central pivot, the first secondary pneumatic suspensions being supplied by the same regulation component, the regulation component being advantageously arranged on the central longitudinal axis.

This description also relates to a vehicle, in particular a railway vehicle, comprising at least one body supported by a device with three support points as described previously.

The present description also relates to a railway train comprising a plurality of vehicles connected to each other, at least one of the vehicles being as described above.

Other characteristics and advantages of the invention will appear on reading the following description of embodiments of the invention, given by way of example only and with reference to the drawings which are:

, , a schematic representation of an example of a state-of-the-art vehicle body, the vehicle body being supported by two bogies defining four support points,

, , a schematic representation of an example of a vehicle body supported by a three-point support device, the support device comprising a first bogie defining a first support point and a second bogie defining a second and a third fulcrum,

, , a schematic representation of an example of a first bogie defining a first support point, in this example the first bogie comprises a central emergency suspension formed by two emergency elements arranged on either side of the central pivot of the first bogie in a longitudinal direction, and

, , a schematic representation of the first bogie of the sectional view along a longitudinal axis, said central.

In the description, the term “longitudinal” is defined in relation to the direction in which the vehicle is traveling, i.e. the direction in which the rails on which this vehicle is traveling extend. The longitudinal direction is represented in the figures by an axis X. The term "transverse" is defined with respect to a direction substantially perpendicular to the longitudinal direction in a horizontal plane, that is to say the direction in which the rails are separated from each other. The transverse direction is represented in the figures by a Y axis. The direction perpendicular to the longitudinal direction and to the transverse direction is called "vertical direction" and is represented in the figures by a Z axis. The terms "front" and "rear » are defined with respect to the rolling direction of the rail vehicle.

A three-point support device 30 for the body 32 of a vehicle is illustrated with reference to the and to Figures 3 and 4 which illustrate a specific example of a bogie of device 30.

The vehicle is, for example, a railway vehicle, for example a vehicle of a railway train. The railway train is, for example, a train, a metro, a tramway, or more generally all types of rolling structures.

Preferably, the trainset is non-articulated and all the vehicles of the trainset are vehicles whose body is supported by a device 30 with three support points.

In another example, the train is articulated and at least the key car of the train (car supported by two bogies) is supported by a device 30 with three support points. The key car is, for example, an end vehicle of the train, advantageously the lead vehicle of the train.

The device 30 is able to support the body 32 by only three support points, unlike the device of the state of the art with four support points.

The device 30 comprises a first bogie 40 and a second bogie 42. The first bogie 40 and the second bogie 42 are the only bogies of the device 30, and thus the only bogies supporting the body 32. Each of the first bogie 40 and the second bogie 42 is motorized or not.

Each of the first bogie 40 and the second bogie 42 comprises a frame 43, two axles 46 each having two wheels 48 (only a reference 48 is shown on the so as not to overload the figure).

Each of the first bogie 40 and of the second bogie 42 also has a central pivot 49 defining a vertical pivot axis, called bogie axis Z _B . Each bogie 40, 42 is thus articulated with respect to the body 32 along the bogie axis Z _B . The central pivot 49 also makes it possible to define a central longitudinal axis X _B , the central longitudinal axis X _B being in the longitudinal direction X and passing through the central pivot 49.

The characteristics specific to each of the first bogie 40 and of the second bogie 42 are described in the following.

In particular, in what follows, the term “secondary suspension” designates a pneumatic suspension between the frame of a bogie and the body of the vehicle supported by the bogie. The term “emergency suspension” designates a suspension capable of replacing a secondary suspension when said secondary suspension is defective (suspension deflated or punctured for example).

The first bogie 40 is able to support the body 32 by a first support point.

The first bogie 40 comprises two first secondary pneumatic suspensions 50 and a central emergency suspension 52.

Advantageously, the first bogie 40 has no anti-roll system.

The first secondary pneumatic suspensions 50 are the only secondary suspensions of the first bogie 40. The first secondary pneumatic suspensions 50 are suspensions arranged on the frame 43 on either side of the central longitudinal axis X _B .

The first secondary air suspensions 50 are pneumatically connected to each other, for example, by a pneumatic pipe or tube 51 (shown in dotted lines on the ). The first secondary pneumatic suspensions 50 therefore have substantially the same air pressure under normal operating conditions.

The first secondary pneumatic suspensions 50 are for example supplied via a regulation component 54. The regulation component 54 is suitable for regulating the air pressure in the first secondary pneumatic suspensions 50, in particular according to the load of the body 32 supported by the first bogie 40. Such a regulation component 54 allows inflation (air injection from an air compressor) or deflation (exhaust to the outside—ambient air).

Preferably, the regulation component 54 is arranged on or in the frame 43 on the central longitudinal axis X _B .

The regulating component 54 is, for example, a leveling valve. The leveling valve is, for example, mechanically actuated.

In another example, control component 54 is a solenoid valve. The solenoid valve is, for example, controlled by a position sensor measuring the distance between the first bogie 40 and the body 32.

Preferably, the first secondary pneumatic suspensions 50 are arranged laterally on either side of the central emergency suspension 52.

The central emergency suspension 52 is suitable for replacing the first secondary pneumatic suspensions 50 when said first suspensions 50 are dysfunctional.

The central emergency suspension 52 is the only emergency suspension of the first bogie 40.

Preferably, the emergency central suspension 52 is arranged on the chassis 43 on the central longitudinal axis X _B , which allows a better distribution of the weight of the vehicle on the first bogie 40.

In one embodiment, as illustrated in Figures 3 and 4, the central emergency suspension 52 comprises two emergency elements 60 arranged on the central longitudinal axis X _B on either side of the central pivot 49.

In the example illustrated by Figures 3 and 4, each emergency element 60 comprises an elastic member 61, a fixing plate 62 and a support element 63.

The elastic member 61 has a spring function. The elastic member 61 is capable of being fixed, via the fixing plate 62, either to the body 32 (as illustrated by the ), or to the bogie.

The support element 63 is fixed on the side opposite the elastic member 61, that is to say is fixed on the first bogie 40 when the elastic member 61 is fixed on the body 32 (as illustrated by the ) or is fixed on the body 32 when the elastic member 61 is fixed on the first bogie 40. When the support element 63 is fixed on the bogie, it is for example fixed directly on the bogie frame 43 or on any element itself fixed to the bogie frame 43. For example, when the first bogie 72 is a motor bogie as is the case in FIGS. 3 and 4, the support element 63 is fixed to the motor 69 which is itself fixed to the bogie frame 43.

The support element 63 is preferably made of a material chosen to reduce the coefficient of friction and have good anti-wear properties. The material of the support element 63 is, for example, a Teflon®-coated metal or a nylon-type polymer, such as Ertalon®.

An operating clearance 64 is present between the elastic member 61 and the support element 63, which allows the corresponding secondary pneumatic suspension 50 to be the only one in operation when this secondary pneumatic suspension 50 is inflated (normal mode ). In the event of damage (degraded mode), the secondary pneumatic suspension 50 is no longer active and the operating clearance 64 between the elastic member 61 and the support element 63 is filled so that the emergency element 60 replaces said secondary air suspension 50.

Although the example of FIGS. 3 and 4 describe a central emergency suspension 52 with two emergency elements 60, in a variant, only one emergency element 60 is present. Such an emergency element 60 is, for example, arranged upstream or downstream of the central pivot 49 on the central longitudinal axis X _B . An arrangement with two emergency elements 60 nevertheless has the advantage of being more stable compared to an arrangement with a single emergency element 60, and of distributing the forces over a doubled support surface.

In another variant, the central emergency suspension 52 comprises a number of emergency elements 60 strictly greater than two. In this case, the emergency elements 60 are arranged around the central pivot 49 so as to form only one point of support.

In another embodiment, the emergency central suspension 52 comprises a suspension in the form of a hollowed disc. The hollow disc is fixed on the central pivot 49, that is to say that the central pivot 49 passes through the hole of the hollow disc. Preferably, the hollow disc is made at least in part from an elastomeric material. The previous configuration with the emergency elements 60 is nevertheless easier to access in the case of maintenance operations, because the emergency elements 60 are arranged on either side of the central pivot 49, and are not inserted on the central pivot 49.

Thus, for the first bogie 40, the first fulcrum is formed by the first two secondary pneumatic suspensions 50 pneumatically connected or by the emergency central suspension 52 when the first secondary pneumatic suspensions 50 are dysfunctional.

The second bogie 42 is suitable for supporting the body 32 by a second and a third support point.

The second bogie 42 comprises two second secondary pneumatic suspensions 70.

The second secondary pneumatic suspensions 70 are the only secondary suspensions of the second bogie 42. The second secondary pneumatic suspensions 70 are suspensions arranged on the frame 43 on either side of the central longitudinal axis X _B .

Each second secondary air suspension 70 is associated with a separate control component 71 (shown in dotted lines on the for information) suitable for regulating the air pressure in said second secondary pneumatic suspension 70 and a separate emergency lateral suspension 72.

The regulating component 71 is, for example, a leveling valve.

The emergency lateral suspensions 72 are suitable for replacing the second secondary pneumatic suspensions 70 when said second suspensions 70 are dysfunctional.

Each emergency side suspension 72 includes, for example, an emergency foot, such as a rubber and metal foot.

Preferably, the second bogie 42 comprises an anti-roll system comprising one or two anti-roll bars 74. The stiffness of the bar(s) 74 of the anti-roll system is, for example, chosen so as to compensate for the absence of an anti-roll system on the first bogie. 40.

Each of the second and the third support point is formed by a separate second secondary pneumatic suspension 70 or by the emergency lateral suspension 72 associated with said second secondary pneumatic suspension 70 when said second secondary pneumatic suspension 70 is dysfunctional.

The operation of the device 30 with three support points will now be described. In operation, the device 30 with three support points supports the body 32 of the vehicle in question. The first bogie 40 is, for example, the front bogie of the vehicle and the second bogie 42 is the rear bogie.

When the first secondary pneumatic suspensions 50 and the second secondary pneumatic suspensions 70 are functional, the first support point is formed by the first secondary pneumatic suspensions 50 connected to each other, and the second and the third support point are formed by each second secondary pneumatic suspensions 70.

When the first secondary pneumatic suspensions 50 are dysfunctional and one or both second secondary pneumatic suspensions 70 are functional, the first support point is formed by the emergency central suspension 52, and the second and the third support point are formed by each of the second secondary pneumatic suspensions 70.

When the first secondary pneumatic suspensions 50 are functional and the second secondary pneumatic suspensions 70 are dysfunctional, the first fulcrum is formed by the first secondary pneumatic suspensions 50 connected to each other, and each of the second and the third fulcrum is formed by a second separate secondary pneumatic suspension 70 or by the emergency lateral suspension 72 associated with said second secondary pneumatic suspension 70 when said second secondary pneumatic suspension 70 is dysfunctional.

When the first secondary pneumatic suspensions 50 are dysfunctional and one or both of the second secondary pneumatic suspensions 70 are dysfunctional, the first point of support is formed by the central emergency suspension 52, and each of the second and the third point of support is formed by a second separate secondary pneumatic suspension 70 or by the emergency lateral suspension 72 associated with said second secondary pneumatic suspension 70 when said second secondary pneumatic suspension 70 is dysfunctional.

Preferably, a safety valve is present between the second secondary pneumatic suspensions 70, making it possible to deflate a second secondary pneumatic suspension 70 in the event that the other second secondary pneumatic suspension 70 is dysfunctional. Thus, when a second secondary pneumatic suspension 70 is dysfunctional, the other second secondary pneumatic suspension 70 is also rendered dysfunctional, and the supports are formed by the two emergency lateral suspensions 72 on each side. Thus, whatever the mode of operation of the secondary suspensions of the device 30, the device 30 has three points of support for the body 32 supported by the device 30. In particular, the pneumatic communication between the first two secondary pneumatic suspensions 50 allows by air transfer to eliminate the roll stiffness normally provided by independent secondary suspensions. This is all the more true in the preferred configuration where the first bogie 40 does not include an anti-roll device.

Thus, the first bogie 40 forms a central point of support both in the normal operating mode and in the emergency operating mode. Such a configuration with three support points is called isostatic. Such a device 30 with three support points is particularly suitable for driving on tracks having geometric defects, in particular long or short track lefts, which improves the safety of the vehicle. In particular, with such a configuration, the effects of body torsion and wheel unloading are reduced.

In particular, when the first bogie 40 has no anti-roll system, the body 32 is held in roll only by the second bogie 42, which limits the torsion of the body 32 and facilitates passage over tracks having geometric defects.

In addition, such a device 30 is relatively simple to implement insofar as the second bogie 42 is, for example, a conventional bogie and where no optimization of the primary suspensions is required. For example, the first bogie 40 is directly derived from the second bogie 42 by simple adaptation (emergency suspension, pneumatic piping, anti-roll bar not fitted).

Thus, the support device 30 makes it possible to cross large bends in the tracks while remaining on a technology of basic primary suspensions, for example rubber-metal conical studs.

The support device 30 also makes it possible to simplify the adjustment of the "leveling" of the body, that is to say the adjustment of the horizontality of the body. Such an adjustment allows, for example, to have good door sill heights on each side / at each of the doors, which is more complicated to achieve with a hyperstatic four-point assembly and four control components.

Those skilled in the art will understand that the embodiments and variants previously described can be combined to form new embodiments provided that they are technically compatible.

Claims (10)

Three-point support device (30) for a body (32) of a vehicle, in particular railway, the device (30) comprising:

1. a first bogie (40) able to support the body (32) by a first point of support, the first bogie (40) comprising two first secondary pneumatic suspensions (50) and a central emergency suspension (52), the first suspensions secondary tires (50) being pneumatically connected, the first fulcrum being formed by the two first secondary pneumatic suspensions (50) pneumatically connected or by the emergency central suspension (52) when the first secondary pneumatic suspensions (50) are dysfunctional , And
2. a second bogie (42) adapted to support the body (32) by a second and a third point of support, the second bogie (42) comprising two second secondary pneumatic suspensions (70), each second secondary pneumatic suspension (70) being associated with a separate regulating component (71) capable of regulating the air pressure in said second secondary pneumatic suspension (70) and with a separate emergency lateral suspension (72), each of the second and of the third support point being formed by a separate second secondary air suspension (70) or by the emergency lateral suspension (72) associated with said second secondary air suspension (70) when said second secondary air suspension (70) is dysfunctional.

Device (30) according to claim 1, in which the first secondary pneumatic suspensions (50) are arranged laterally on either side of the central emergency suspension (52). Device (30) according to Claim 1 or 2, in which the first bogie (40) comprises a central pivot (49) about which the first bogie (40) is capable of pivoting, the emergency central suspension (52) being arranged on an axis passing through the central pivot (49) and in the longitudinal direction, called the central longitudinal axis (X _B ). Device (30) according to Claim 3, in which the emergency central suspension (52) comprises at least one emergency element (60) arranged upstream or downstream of the central pivot (49) on the central longitudinal axis (X _B ), the central emergency suspension (52) advantageously comprising at least two emergency elements (60) arranged on the central longitudinal axis (X _B ) on either side of the central pivot (49). Device (30) according to Claim 4, in which the or each emergency element (60) comprises an elastic member (61) and a support element (63), an operating clearance (64) being provided between the elastic (61) and the support element (63) as long as the first secondary pneumatic suspensions (50) are functional, the operating play (64) being adapted to be filled when the first secondary pneumatic suspensions (50) are dysfunctional . Device (30) according to claim 3, in which the central emergency suspension (52) comprises a suspension in the form of a hollow disc, the hollow disc being fixed to the central pivot (49). Device (30) according to any one of Claims 1 to 6, in which the first bogie (40) has no anti-roll system. Device (30) according to any one of claims 1 to 7, in which the first bogie (40) comprises a central pivot (49) defining a central longitudinal axis (X _B ), the central longitudinal axis (X _B ) being in the longitudinal direction and passing through the central pivot (49), the first secondary pneumatic suspensions (50) being supplied by the same regulation component (54), the regulation component (54) being advantageously arranged on the central longitudinal axis ( _XB ). Vehicle, in particular railway, comprising at least one body (32) supported by a device (30) with three support points according to any one of Claims 1 to 8. Railway train comprising a plurality of vehicles connected to each other, at least one of the vehicles being according to claim 9.