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

Railway vehicle comprising an element for adjusting a secondary suspension system Download PDF

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Publication number
EP3620344B1
EP3620344B1 EP19196535.9A EP19196535A EP3620344B1 EP 3620344 B1 EP3620344 B1 EP 3620344B1 EP 19196535 A EP19196535 A EP 19196535A EP 3620344 B1 EP3620344 B1 EP 3620344B1
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EP
European Patent Office
Prior art keywords
suspension system
reference point
railway vehicle
secondary suspension
deflection
Prior art date
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Application number
EP19196535.9A
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German (de)
French (fr)
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EP3620344A1 (en
Inventor
Philippe Bourdiau
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication date
Priority claimed from FR1858092A external-priority patent/FR3085621B1/en
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Publication of EP3620344A1 publication Critical patent/EP3620344A1/en
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Publication of EP3620344B1 publication Critical patent/EP3620344B1/en
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Classifications

    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie 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
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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

Definitions

  • the present invention relates to a railway vehicle comprising a body and at least one bogie carrying the body, the or each bogie comprising a frame; at least one wheel, said wheel being rotatably mounted on an axle box; at least one primary suspension system disposed between the frame and the axle box; at least one secondary suspension system arranged between the frame and the body; a secondary suspension system adjuster, fixed to the body and able to modify the return force of the secondary suspension system as a function of the distance from the body of a reference point; and a control system for the adjuster.
  • Such a railway vehicle is for example known from the document EP 0 785 122 A1 .
  • the primary and secondary suspension systems are used there to absorb the shocks and vibrations undergone by the passengers and / or the goods transported by the rail vehicle.
  • the document US 5,947,031 describes a railway vehicle of the aforementioned type in which the control system comprises a rigid beam connecting two axle boxes and a rod connecting the reference point to this beam, so that the distance from the reference point to the body is a function of the position of said beam.
  • an objective of the invention is to allow the height compensation of both the deflection of the primary suspension and the deflection of the secondary suspension, while minimizing the unsprung masses.
  • the invention relates to a railway vehicle according to claim 1.
  • a railway vehicle 10 is shown in the figure 1 .
  • the rail vehicle 10 is advantageously a tram, a metro or a train.
  • the rail vehicle 10 comprises at least one body 12 and at least one bogie 14 carrying the body 12.
  • the body 12 has an interior volume 16 configured to receive passengers and / or goods to be transported.
  • the interior volume 16 is in particular delimited by a lower floor 18, on which the passengers move and / or the goods rest.
  • the bogie 14 is arranged in the center of the box 12.
  • Each box 12 is supported by a respective bogie 14.
  • the bogie 14 extends for example at one end of the body 12 and supports two adjacent boxes 12 when the rail vehicle 10 comprises several boxes 12.
  • each box 12 is supported by two bogies 14 at each of its ends.
  • the bogie 14 comprises a frame 20, wheels 22, primary suspension systems 24, secondary suspension systems 26, regulators 28 and control systems 30.
  • the frame 20 comprises two side members 32 extending parallel to one another, in a longitudinal direction.
  • the side members 32 are here connected to each other by a cross member 34.
  • this particular structure of the bogie 14 is given only by way of example and other structures could be envisaged.
  • Each wheel 22 is rotatably mounted on an axle box 36.
  • these wheels 22 are here four in number. They are, in a conventional manner, divided into two pairs, the two wheels 22 of each pair being connected to one another by an axle 38.
  • Each axle 38 is rotatably mounted on a pair of axle boxes 36.
  • the wheels 22 are configured to run on rails 40 and thus allow the movement of the rail vehicle 10.
  • Each primary suspension system 24 is associated with an axle box 36.
  • Each primary suspension system 24 is arranged between the frame 20 and said axle box 36.
  • Each primary suspension system 24 is able to pass from a configuration at rest in the absence of external stresses to the primary suspension system 24 to an active configuration in which the primary suspension system 24 is adapted to ensure the suspension between the box. axle 36 and frame 20.
  • Each primary suspension system 24 is advantageously arranged to allow movement in a direction of substantially vertical elevation.
  • the bogie 14 comprises a primary suspension system 24 associated with each axle box 36.
  • each primary suspension system 24 is a spring system.
  • the spring system comprises a coil spring with a substantially vertical axis and disposed between the frame 20 and the associated axle box 36.
  • Each secondary suspension system 26 is arranged between the frame 20 and the body 12.
  • Each secondary suspension system 26 is able to pass from a configuration at rest in the absence of external stresses to the secondary suspension system 26 to an active configuration.
  • the control system secondary suspension 26 is suitable for providing both the function of suspension between the body 12 and the bogie 14, by the action of a restoring force, and the positioning function according to the direction of elevation of the body 12 by compared to a station platform when the rail vehicle 10 is at the station.
  • each secondary suspension system 26 comprises a pneumatic suspension system.
  • Each secondary suspension system 26 is advantageously arranged to allow movement in a direction of substantially vertical elevation.
  • the bogie 14 comprises at least two secondary suspension systems 26 each arranged between the frame 20 and the body 12, including a first secondary suspension system and a second secondary suspension system.
  • the two secondary suspension systems 26 are here arranged transversely on the same cross member 34.
  • the two secondary suspension systems 26 are disposed longitudinally along an axis parallel to the cross members 34.
  • the bogie 14 comprises four secondary suspension systems 26, located at the four corners of the frame 20.
  • the bogie 14 comprises a secondary suspension system 26 disposed at the center of the bogie.
  • Each adjustment member 28 is fixed on the body 12.
  • Each adjuster 28 is associated with a respective secondary suspension system 26.
  • Each adjustment member 28 is able to modify the return force of the associated secondary suspension system 26 as a function of the distance from the body 12 from a reference point P.
  • each adjustment member 28 comprises a lever 41 carrying the reference point P.
  • the lever 41 comprises a first end which is fixed relative to the body 12 and a second end capable of moving in rotation around the first end.
  • the second end advantageously defines the reference point P.
  • the adjustment member 28 is able to increase the return force of the suspension system 26 when the reference point P is brought closer to the body 12.
  • the adjusting member 28 is, moreover, suitable for reducing the return force of the suspension system 26 when the reference point P is moved away from the body 12.
  • each secondary suspension system 26 is an air suspension system
  • the adjustment member 28 is constituted by a leveling valve capable of controlling the admission of gas into the air suspension system when the point reference point P is brought closer to the body 12, and able to control the extraction of gas from the pneumatic suspension system when the reference point P is moved away from the body 12.
  • a first adjustment member 28 is associated with the first secondary suspension system 26.
  • the first adjustment member 28 is able to modify the return force of the first secondary suspension system 26 as a function of the distance to the body 12 from a first reference point.
  • a second adjustment member 28 is associated with the second secondary suspension system 26.
  • the second adjustment member 28 is able to modify the return force of the second secondary suspension system 26 as a function of the distance from the body 12 from a second reference point.
  • Each control system 30 is associated with a respective adjustment member 28.
  • Each control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 26 associated with said adjustment member 28, and of the arrow of the primary suspension system 24 associated with a gearbox. axle 36 associated with said control system 30.
  • arrow of the primary suspension system is understood to mean the variation in height between the axle box 36 and the chassis 20 between the configuration at rest and the active configuration of said primary suspension 24.
  • arrow of the secondary suspension system is understood to mean the variation in height between the body 12 and the chassis 20 between the configuration at rest and the active configuration of said secondary suspension 26.
  • the bogie 14 comprises a first control system 30 associated with the first adjustment member 28 and with a first of the axle boxes 36.
  • This first control system 30 is arranged between the first adjustment member 28 and a first primary suspension system 24 associated with said first axle box 36.
  • the first control system 30 is able to influence the position of the first reference point P relative to the body 12 as a function of the deflection of the first secondary suspension system 26 and the deflection of the first primary suspension system 24.
  • the bogie 14 further comprises a second control system 30 associated with the second adjustment member 28 and with a second of the axle boxes 36.
  • This second control system 30 is arranged between the second adjustment member 28 and a second primary suspension system 24 associated with said second axle box 36.
  • the second control system 30 is able to influence the position of the second reference point P relative to the body 12 as a function of the deflection of the second secondary suspension system 26 and of the second primary suspension system 24.
  • first and second primary suspension systems 24 are arranged at ends of the frame 20 of the bogie 14 diagonally opposite from each other.
  • Each control system 30 is then connected to an axle box 36 connected to an axle 38 different from the axle 38 to which is connected the axle box 36 to which the other control system 30 is connected.
  • the two control systems 30 are arranged on either side of the bogie 14, symmetrically with respect to a longitudinal axis.
  • Each control system 30 comprises a measuring member 42, an actuator 44 and, advantageously, a transmission member 46.
  • the measuring device 42 is connected to the axle box 36 associated with said control system 30.
  • the measuring member 42 is connected to said axle box 36 by a connecting rod 48.
  • the measuring member 42 is suitable for measuring the deflection of the associated primary suspension system 24.
  • the measuring member 42 comprises a hydraulic cylinder 50.
  • the hydraulic cylinder 50 extends in a substantially vertical direction.
  • the hydraulic cylinder 50 comprises a cylinder 51 fixed to the frame 20 and a piston 52 capable of sliding in the cylinder 51.
  • the cylinder 51 comprises a fluid, in particular oil.
  • the free end of the piston 52, located opposite the cylinder 50, is connected to the axle box 36, advantageously via the connecting rod 48.
  • the piston 52 is therefore able to slide in the cylinder 51 as a function of the variations in height between the axle box 36 and the frame 20.
  • the position of the piston 52 thus makes it possible to measure the deflection of the primary suspension system 24.
  • the measuring member 42 advantageously comprises an additional reservoir 54 of oil making it possible to compensate for the variations in volume of oil in the hydraulic cylinder 50 during movements of the piston 52.
  • the actuator 44 is fixed to the frame 20.
  • the actuator 44 is connected to the adjustment member 28 associated with said control system 30.
  • the actuator 44 is connected to the lever 41 of the adjustment member 28.
  • the actuator 44 is thus able to move the lever 41 in order to move aside or bring closer the reference point P of the body 12.
  • the actuator 44 is able to adjust the distance from the reference point P to the frame 20.
  • the distance from said reference point P to the body 12 depends exclusively on the deflection of the secondary suspension system 26.
  • the actuator 44 is slaved to the measuring device 42 so that the distance from the reference point P to the frame 20 depends on the deflection of the primary suspension system 24.
  • the distance from the reference point P to the frame 20 as a function of the deflection of the primary suspension system 24 is an affine function having a director coefficient equal to 1.
  • control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 24 and of the arrow of the associated primary suspension system 26.
  • the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control.
  • the actuator 44 is particularly suitable for moving the reference point P of the body 12 apart when the distance between the associated axlebox 36 and the body 12 increases, and for bringing the reference point P of the body 12 closer when the distance between the associated axle box 36 and the body 12 decreases.
  • the actuator 44 comprises a hydraulic cylinder 50 similar to the cylinder of the measuring member 42.
  • the hydraulic cylinder 50 of the actuator 44 extends in a substantially vertical direction.
  • the cylinder 51 is fixed to the frame 20 and the free end of the piston 52 is fixed to the adjustment member 28.
  • the transmission member 46 is fixed to the frame 20 and connects the measuring member 42 to the actuator 44.
  • the transmission member 46 is suitable for transmitting to the actuator 44 information which is a function of the deflection measured by the measuring member 42.
  • servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control
  • this information is transmitted by a mechanical action.
  • mechanical action is understood to mean a phenomenon causing movement or deformation of at least one element in the transmission member 46.
  • the transmission member 46 comprises a hydraulic pipe communicating with the two hydraulic cylinders 50.
  • the hydraulic pipe is suitable for conducting fluid between the two cylinders 51 of the measuring member 42 and of the actuator 44 as a function of the movement of the piston 52 in the cylinder 51 of the measuring member 42.
  • the transmission member 46 is constituted by a teleforce cable.
  • a teleforce cable is described in particular in document FR1234220A .
  • the teleforce cable thus comprises an outer sheath fixed to the frame 20 and an internal cable connected to the two rods 52 and able to slide in the outer sheath.
  • the servo-control of the actuator 44 to the measuring member 42 is achieved by moving the internal cable in the outer sheath.
  • the servo-control of the actuator 44 to the measuring member 42 is an electrical servo-control.
  • the information function of the deflection measured by the measuring device 42 is transmitted by an electrical signal to the actuator 44.
  • the transmission device 46 is then able to transmit an analog or digital electrical signal.
  • the electrical signal is transmitted with or without wires.
  • the control system 30 makes it possible to adjust the height of the body 12, in order to adapt it to that of the platform when the rail vehicle 10 is at the station, taking into account both the deflection of the secondary suspension system 26 and of the system. primary suspension 24.
  • the system 30 also makes it possible to take into account a possible creep of the primary suspension 24.
  • control system 30 is compact, light and flexible.
  • control system 30 can easily be integrated into an already existing bogie 14 and does not require any external energy input.
  • control system 30 does not pose a problem of mechanical strength despite the strong acceleration constraints applying to the rail vehicle 10.

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

Description

La présente invention concerne un véhicule ferroviaire comprenant une caisse et au moins un bogie portant la caisse, le ou chaque bogie comprenant un châssis ; au moins une roue, ladite roue étant montée mobile en rotation sur une boîte d'essieu ; au moins un système de suspension primaire disposé entre le châssis et la boîte d'essieu ; au moins un système de suspension secondaire disposé entre le châssis et la caisse ; un organe de réglage du système de suspension secondaire, fixé sur la caisse et propre à modifier la force de rappel du système de suspension secondaire en fonction de la distance à la caisse d'un point de référence ; et un système de commande de l'organe de réglage.The present invention relates to a railway vehicle comprising a body and at least one bogie carrying the body, the or each bogie comprising a frame; at least one wheel, said wheel being rotatably mounted on an axle box; at least one primary suspension system disposed between the frame and the axle box; at least one secondary suspension system arranged between the frame and the body; a secondary suspension system adjuster, fixed to the body and able to modify the return force of the secondary suspension system as a function of the distance from the body of a reference point; and a control system for the adjuster.

Un tel véhicule ferroviaire est par exemple connu par le document EP 0 785 122 A1 .Such a railway vehicle is for example known from the document EP 0 785 122 A1 .

Des véhicules ferroviaires du type précité sont connus. Les systèmes de suspensions primaires et secondaires y servent à amortir les chocs et les vibrations subies par les passagers et/ou les marchandises transportées par le véhicule ferroviaire.Railway vehicles of the aforementioned type are known. The primary and secondary suspension systems are used there to absorb the shocks and vibrations undergone by the passengers and / or the goods transported by the rail vehicle.

Le fonctionnement de ces systèmes de suspensions entraine des variations de hauteur de la caisse par rapport au rail. Du fait de ces variations de hauteur, la hauteur de la caisse peut être différente de celle des quais lorsque le véhicule ferroviaire est en gare, ce qui complique la montée et la descente de personnes et/ou de marchandises.The operation of these suspension systems causes variations in the height of the body relative to the rail. Due to these variations in height, the height of the body may be different from that of the platforms when the rail vehicle is at the station, which complicates the getting on and off of people and / or goods.

Ainsi, afin de faciliter la montée et la descente de personnes et/ou de marchandises, il est avantageux de pouvoir régler la hauteur de la caisse.Thus, in order to facilitate the ascent and descent of people and / or goods, it is advantageous to be able to adjust the height of the body.

Il est connu de compenser en hauteur la flèche de la suspension secondaire au moyen de l'organe de réglage. On entend par « flèche », l'écart entre la hauteur au repos et la hauteur active du système de suspension.It is known to compensate in height for the deflection of the secondary suspension by means of the adjustment member. The term “arrow” is understood to mean the difference between the height at rest and the active height of the suspension system.

Toutefois, la flèche de la suspension primaire n'étant pas compensée, il en résulte des écarts de hauteur non compensés entre la caisse du véhicule ferroviaire et le quai de gare.However, since the deflection of the primary suspension is not compensated, the result is uncompensated height differences between the body of the rail vehicle and the station platform.

Le document US 5,947,031 décrit un véhicule ferroviaire du type précité dans lequel le système de commande comprend une poutre rigide reliant deux boîtes d'essieu et une tige reliant le point de référence à cette poutre, de sorte que la distance du point de référence à la caisse soit fonction de la position de ladite poutre.The document US 5,947,031 describes a railway vehicle of the aforementioned type in which the control system comprises a rigid beam connecting two axle boxes and a rod connecting the reference point to this beam, so that the distance from the reference point to the body is a function of the position of said beam.

Cependant, ce système n'est pas satisfaisant. En effet, l'ajout de la poutre entraine une augmentation du gabarit du véhicule ferroviaire, une augmentation importante de la masse non suspendue du bogie et un risque lié à la tenue mécanique du système, qui est soumis à de fortes contraintes d'accélération.However, this system is not satisfactory. Indeed, the addition of the beam leads to an increase in the gauge of the rail vehicle, a significant increase in the unsprung mass of the bogie and a risk linked to the mechanical strength of the system, which is subjected to high acceleration stresses.

Ainsi, un objectif de l'invention est de permettre la compensation en hauteur à la fois de la flèche de la suspension primaire et de la flèche de la suspension secondaire, tout en minimisant les masses non suspendues.Thus, an objective of the invention is to allow the height compensation of both the deflection of the primary suspension and the deflection of the secondary suspension, while minimizing the unsprung masses.

A cet effet, l'invention a pour objet un véhicule ferroviaire selon la revendication 1.To this end, the invention relates to a railway vehicle according to claim 1.

Selon des modes de réalisation particuliers de l'invention, le véhicule ferroviaire présente également une ou plusieurs des caractéristiques suivantes, prise(s) isolément ou suivant toute(s) combinaison(s) techniquement possible(s) :

  • les premier et deuxième systèmes de suspension primaire sont disposés à des extrémités du châssis de bogie diagonalement opposées l'une de l'autre ;
  • l'asservissement de l'actionneur à l'organe de mesure est un asservissement mécanique ;
  • l'organe de réglage comprend un levier portant le point de référence, l'organe de réglage étant propre à augmenter la force de rappel du système de suspension lorsque le point de référence est rapproché de la caisse et l'organe de réglage étant propre à réduire la force de rappel du système de suspension lorsque le point de référence est écarté de la caisse ;
  • le système suspension secondaire comprend un système de suspension pneumatique, l'organe de réglage étant propre à commander l'admission de gaz dans le système de suspension pneumatique lorsque le point de référence est rapproché de la caisse et l'extraction de gaz hors du système de suspension pneumatique lorsque le point de référence est écarté de la caisse ;
  • chacun des systèmes de suspension primaire et secondaire est agencé pour autoriser un débattement selon une direction d'élévation sensiblement verticale ;
  • l'organe de mesure est relié à la boîte d'essieu par une bielle ;
  • l'organe de mesure et l'actionneur comprennent chacun un vérin hydraulique comprenant une conduite hydraulique communiquant avec les deux vérins hydrauliques ;
  • le système de commande comprend un câble téléforce propre à asservir l'actionneur à l'organe de mesure.
According to particular embodiments of the invention, the rail vehicle also has one or more of the following characteristics, taken in isolation or in any technically possible combination (s):
  • the first and second primary suspension systems are arranged at ends of the bogie frame which are diagonally opposed to each other;
  • the servo-control of the actuator to the measuring device is a mechanical servo-control;
  • the adjustment member comprises a lever carrying the reference point, the adjustment member being suitable for increasing the return force of the suspension system when the reference point is brought closer to the body and the adjustment member being suitable for reduce the return force of the suspension system when the reference point is moved away from the body;
  • the secondary suspension system comprises a pneumatic suspension system, the adjusting member being able to control the admission of gas into the pneumatic suspension system when the reference point is brought closer to the body and the extraction of gas out of the system air suspension when the reference point is away from the body;
  • each of the primary and secondary suspension systems is arranged to allow movement in a direction of substantially vertical elevation;
  • the measuring device is connected to the axle box by a connecting rod;
  • the measuring member and the actuator each comprise a hydraulic cylinder comprising a hydraulic line communicating with the two hydraulic cylinders;
  • the control system includes a teleforce cable suitable for slaving the actuator to the measuring device.

L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux figures annexées parmi lesquelles :

  • [Fig 1] la figure 1 est une vue schématique de côté d'un véhicule ferroviaire selon l'invention, et
  • [Fig 2] la figure 2 est une schématique de dessus d'un bogie du véhicule ferroviaire de la figure 1.
The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended figures, among which:
  • [ Fig 1 ] the figure 1 is a schematic side view of a railway vehicle according to the invention, and
  • [ Fig 2 ] the figure 2 is a schematic from above of a bogie of the railway vehicle of the figure 1 .

Dans ce qui suit, les termes « vertical » et « horizontal » s'entendent de manière générale par rapport aux directions usuelles d'un véhicule ferroviaire circulant sur des rails horizontaux.In what follows, the terms “vertical” and “horizontal” are understood in general terms with respect to the usual directions of a railway vehicle traveling on horizontal rails.

Les termes « longitudinal » et « transversal » s'entendent de manière générale par rapport à la direction de circulation du véhicule ferroviaire.The terms “longitudinal” and “transverse” are understood in general terms with respect to the direction of travel of the rail vehicle.

Un véhicule ferroviaire 10 est représenté sur la figure 1.A railway vehicle 10 is shown in the figure 1 .

Le véhicule ferroviaire 10 est avantageusement un tramway, un métro ou un train.The rail vehicle 10 is advantageously a tram, a metro or a train.

Le véhicule ferroviaire 10 comprend au moins une caisse 12 et au moins un bogie 14 portant la caisse 12.The rail vehicle 10 comprises at least one body 12 and at least one bogie 14 carrying the body 12.

La caisse 12 présente un volume intérieur 16 configuré pour recevoir des passagers et/ou des marchandises à transporter. Le volume intérieur 16 est notamment délimité par un plancher inférieur 18, sur lequel évoluent les passagers et/ou reposent les marchandises.The body 12 has an interior volume 16 configured to receive passengers and / or goods to be transported. The interior volume 16 is in particular delimited by a lower floor 18, on which the passengers move and / or the goods rest.

Sur l'exemple de la figure 1, le bogie 14 est disposé au centre de la caisse 12. Chaque caisse 12 est supportée par un bogie 14 respectif.On the example of figure 1 , the bogie 14 is arranged in the center of the box 12. Each box 12 is supported by a respective bogie 14.

En variante, le bogie 14 s'étend par exemple à une extrémité de la caisse 12 et supporte deux caisses 12 adjacentes lorsque le véhicule ferroviaire 10 comprend plusieurs caisses 12. Selon un mode de réalisation conventionnel, chaque caisse 12 est supportée par deux bogies 14 à chacune de ses extrémités.As a variant, the bogie 14 extends for example at one end of the body 12 and supports two adjacent boxes 12 when the rail vehicle 10 comprises several boxes 12. According to a conventional embodiment, each box 12 is supported by two bogies 14 at each of its ends.

Le bogie 14 comprend un châssis 20, des roues 22, des systèmes de suspension primaire 24, des systèmes de suspension secondaire 26, des organes de réglage 28 et des systèmes de commande 30.The bogie 14 comprises a frame 20, wheels 22, primary suspension systems 24, secondary suspension systems 26, regulators 28 and control systems 30.

Comme visible sur la figure 2, le châssis 20 comprend deux longerons 32 s'étendant parallèlement l'un à l'autre, selon une direction longitudinale. Les longerons 32 sont ici reliés l'un à l'autre par une traverse 34. Cependant, cette structure particulière de bogie 14 n'est donnée qu'à titre d'exemple et d'autres structures pourraient être envisagées.As visible on the figure 2 , the frame 20 comprises two side members 32 extending parallel to one another, in a longitudinal direction. The side members 32 are here connected to each other by a cross member 34. However, this particular structure of the bogie 14 is given only by way of example and other structures could be envisaged.

Chaque roue 22 est montée mobile en rotation sur une boîte d'essieu 36.Each wheel 22 is rotatably mounted on an axle box 36.

Comme visible sur la figure 2, ces roues 22 sont ici au nombre de quatre. Elles sont, de façon conventionnelle, réparties en deux paires, les deux roues 22 de chaque paire étant reliées l'une à l'autre par un essieu 38.As visible on the figure 2 , these wheels 22 are here four in number. They are, in a conventional manner, divided into two pairs, the two wheels 22 of each pair being connected to one another by an axle 38.

Chaque essieu 38 est monté mobile en rotation sur une paire de boîtes d'essieu 36.Each axle 38 is rotatably mounted on a pair of axle boxes 36.

Les roues 22 sont configurées pour rouler sur des rails 40 et ainsi permettre le déplacement du véhicule ferroviaire 10.The wheels 22 are configured to run on rails 40 and thus allow the movement of the rail vehicle 10.

Chaque système de suspension primaire 24 est associé à une boîte d'essieu 36.Each primary suspension system 24 is associated with an axle box 36.

Chaque système de suspension primaire 24 est disposé entre le châssis 20 et ladite boîte d'essieu 36.Each primary suspension system 24 is arranged between the frame 20 and said axle box 36.

Chaque système de suspension primaire 24 est propre à passer d'une configuration au repos en l'absence de sollicitations extérieures au système de suspension primaire 24 à une configuration active dans laquelle le système de suspension primaire 24 est propre à assurer la suspension entre la boîte d'essieu 36 et le châssis 20.Each primary suspension system 24 is able to pass from a configuration at rest in the absence of external stresses to the primary suspension system 24 to an active configuration in which the primary suspension system 24 is adapted to ensure the suspension between the box. axle 36 and frame 20.

Chaque système de suspension primaire 24 est avantageusement agencé pour autoriser un débattement selon une direction d'élévation sensiblement verticale.Each primary suspension system 24 is advantageously arranged to allow movement in a direction of substantially vertical elevation.

Avantageusement, le bogie 14 comprend un système de suspension primaire 24 associé à chaque boîte d'essieu 36.Advantageously, the bogie 14 comprises a primary suspension system 24 associated with each axle box 36.

Avantageusement, chaque système de suspension primaire 24 est un système de ressort.Advantageously, each primary suspension system 24 is a spring system.

En particulier, le système de ressort comprend un ressort hélicoïdal d'axe sensiblement vertical et disposé entre le châssis 20 et la boîte d'essieu 36 associée.In particular, the spring system comprises a coil spring with a substantially vertical axis and disposed between the frame 20 and the associated axle box 36.

Chaque système de suspension secondaire 26 est disposé entre le châssis 20 et la caisse 12.Each secondary suspension system 26 is arranged between the frame 20 and the body 12.

Chaque système de suspension secondaire 26 est propre à passer d'une configuration au repos en l'absence de sollicitations extérieures au système de suspension secondaire 26 à une configuration active. Dans la configuration active, le système de suspension secondaire 26 est propre à assurer à la fois la fonction de suspension entre la caisse 12 et le bogie 14, par l'action d'une force de rappel, et la fonction de positionnement selon la direction d'élévation de la caisse 12 par rapport à un quai de gare lorsque le véhicule ferroviaire 10 est en gare.Each secondary suspension system 26 is able to pass from a configuration at rest in the absence of external stresses to the secondary suspension system 26 to an active configuration. In the active configuration, the control system secondary suspension 26 is suitable for providing both the function of suspension between the body 12 and the bogie 14, by the action of a restoring force, and the positioning function according to the direction of elevation of the body 12 by compared to a station platform when the rail vehicle 10 is at the station.

Avantageusement, chaque système suspension secondaire 26 comprend un système de suspension pneumatique.Advantageously, each secondary suspension system 26 comprises a pneumatic suspension system.

Chaque système de suspension secondaire 26 est avantageusement agencé pour autoriser un débattement selon une direction d'élévation sensiblement verticale.Each secondary suspension system 26 is advantageously arranged to allow movement in a direction of substantially vertical elevation.

Avantageusement, comme visible sur la figure 2, le bogie 14 comprend au moins deux systèmes de suspension secondaire 26 disposés chacun entre le châssis 20 et la caisse 12, dont un premier système de suspension secondaire et un deuxième système de suspension secondaire.Advantageously, as visible on the figure 2 , the bogie 14 comprises at least two secondary suspension systems 26 each arranged between the frame 20 and the body 12, including a first secondary suspension system and a second secondary suspension system.

Comme visible sur la figure 2, les deux systèmes de suspension secondaire 26 sont ici disposés transversalement sur la même traverse 34.As visible on the figure 2 , the two secondary suspension systems 26 are here arranged transversely on the same cross member 34.

En variante non représentée, les deux systèmes de suspension secondaire 26 sont disposés longitudinalement le long d'un axe parallèle aux traverses 34.In a variant not shown, the two secondary suspension systems 26 are disposed longitudinally along an axis parallel to the cross members 34.

En variante non représentée, le bogie 14 comprend quatre systèmes de suspension secondaire 26, situés aux quatre coins du châssis 20.In a variant not shown, the bogie 14 comprises four secondary suspension systems 26, located at the four corners of the frame 20.

En variante non représentée, le bogie 14 comprend un système de suspension secondaire 26 disposé au centre du bogie.In a variant not shown, the bogie 14 comprises a secondary suspension system 26 disposed at the center of the bogie.

Chaque organe de réglage 28 est fixé sur la caisse 12.Each adjustment member 28 is fixed on the body 12.

Chaque organe de réglage 28 est associé à un système de suspension secondaire 26 respectif.Each adjuster 28 is associated with a respective secondary suspension system 26.

Chaque organe de réglage 28 est propre à modifier la force de rappel du système de suspension secondaire 26 associé en fonction de la distance à la caisse 12 d'un point de référence P.Each adjustment member 28 is able to modify the return force of the associated secondary suspension system 26 as a function of the distance from the body 12 from a reference point P.

En particulier, chaque organe de réglage 28 comprend un levier 41 portant le point de référence P.In particular, each adjustment member 28 comprises a lever 41 carrying the reference point P.

Le levier 41 comprend une première extrémité fixe par rapport à la caisse 12 et une deuxième extrémité propre à se déplacer en rotation autour de la première extrémité.The lever 41 comprises a first end which is fixed relative to the body 12 and a second end capable of moving in rotation around the first end.

La deuxième extrémité définit avantageusement le point de référence P.The second end advantageously defines the reference point P.

L'organe de réglage 28 est propre à augmenter la force de rappel du système de suspension 26 lorsque le point de référence P est rapproché de la caisse 12.The adjustment member 28 is able to increase the return force of the suspension system 26 when the reference point P is brought closer to the body 12.

L'organe de réglage 28 est, en outre, propre à réduire la force de rappel du système de suspension 26 lorsque le point de référence P est écarté de la caisse 12.The adjusting member 28 is, moreover, suitable for reducing the return force of the suspension system 26 when the reference point P is moved away from the body 12.

Dans le mode de réalisation dans lequel chaque système de suspension secondaire 26 est un système de suspension pneumatique, l'organe de réglage 28 est constitué par une vanne de nivellement propre à commander l'admission de gaz dans le système de suspension pneumatique lorsque le point de référence P est rapproché de la caisse 12, et propre à commander l'extraction de gaz hors du système de suspension pneumatique lorsque le point de référence P est écarté de la caisse 12.In the embodiment in which each secondary suspension system 26 is an air suspension system, the adjustment member 28 is constituted by a leveling valve capable of controlling the admission of gas into the air suspension system when the point reference point P is brought closer to the body 12, and able to control the extraction of gas from the pneumatic suspension system when the reference point P is moved away from the body 12.

En particulier, un premier organe de réglage 28 est associé au premier système de suspension secondaire 26.In particular, a first adjustment member 28 is associated with the first secondary suspension system 26.

Le premier organe de réglage 28 est propre à modifier la force de rappel du premier système de suspension secondaire 26 en fonction de la distance à la caisse 12 d'un premier point de référence.The first adjustment member 28 is able to modify the return force of the first secondary suspension system 26 as a function of the distance to the body 12 from a first reference point.

Un deuxième organe de réglage 28 est associé au deuxième système de suspension secondaire 26.A second adjustment member 28 is associated with the second secondary suspension system 26.

Le deuxième organe de réglage 28 est propre à modifier la force de rappel du deuxième système de suspension secondaire 26 en fonction de la distance à la caisse 12 d'un deuxième point de référence.The second adjustment member 28 is able to modify the return force of the second secondary suspension system 26 as a function of the distance from the body 12 from a second reference point.

Chaque système de commande 30 est associé à un organe de réglage 28 respectif.Each control system 30 is associated with a respective adjustment member 28.

Chaque système de commande 30 est propre à commander l'organe de réglage 28 associé en fonction de la flèche du système de suspension secondaire 26 associé audit organe de réglage 28, et de la flèche du système de suspension primaire 24 associé à une boîte d'essieu 36 associée audit système de commande 30.Each control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 26 associated with said adjustment member 28, and of the arrow of the primary suspension system 24 associated with a gearbox. axle 36 associated with said control system 30.

On entend par « flèche du système de suspension primaire», la variation de hauteur entre la boîte d'essieu 36 et le châssis 20 entre la configuration au repos et la configuration active de ladite suspension primaire 24.The term “arrow of the primary suspension system” is understood to mean the variation in height between the axle box 36 and the chassis 20 between the configuration at rest and the active configuration of said primary suspension 24.

On entend par «flèche du système de suspension secondaire», la variation de hauteur entre la caisse 12 et le châssis 20 entre la configuration au repos et la configuration active de ladite suspension secondaire 26.The term “arrow of the secondary suspension system” is understood to mean the variation in height between the body 12 and the chassis 20 between the configuration at rest and the active configuration of said secondary suspension 26.

En particulier, le bogie 14 comprend un premier système de commande 30 associé au premier organe de réglage 28 et à une première des boîtes d'essieu 36.In particular, the bogie 14 comprises a first control system 30 associated with the first adjustment member 28 and with a first of the axle boxes 36.

Ce premier système de commande 30 est disposé entre le premier organe de réglage 28 et un premier système de suspension primaire 24 associé à ladite première boîte d'essieu 36.This first control system 30 is arranged between the first adjustment member 28 and a first primary suspension system 24 associated with said first axle box 36.

Le premier système de commande 30 est propre à influer sur la position du premier point de référence P relativement à la caisse 12 en fonction de la flèche du premier système de suspension secondaire 26 et de la flèche du premier système de suspension primaire 24.The first control system 30 is able to influence the position of the first reference point P relative to the body 12 as a function of the deflection of the first secondary suspension system 26 and the deflection of the first primary suspension system 24.

Le bogie 14 comprend en outre un deuxième système de commande 30 associé au deuxième organe de réglage 28 et à une deuxième des boîtes d'essieu 36.The bogie 14 further comprises a second control system 30 associated with the second adjustment member 28 and with a second of the axle boxes 36.

Ce deuxième système de commande 30 est disposé entre le deuxième organe de réglage 28 et un deuxième système de suspension primaire 24 associé à ladite deuxième boîte d'essieu 36.This second control system 30 is arranged between the second adjustment member 28 and a second primary suspension system 24 associated with said second axle box 36.

Le deuxième système de commande 30 est propre à influer sur la position du deuxième point de référence P relativement à la caisse 12 en fonction de la flèche du deuxième système de suspension secondaire 26 et du deuxième système de suspension primaire 24.The second control system 30 is able to influence the position of the second reference point P relative to the body 12 as a function of the deflection of the second secondary suspension system 26 and of the second primary suspension system 24.

En particulier, comme illustré sur la figure 2, les premier et deuxième systèmes de suspension primaires 24 sont disposés à des extrémités du châssis 20 de bogie 14 diagonalement opposées l'une de l'autre.In particular, as illustrated on figure 2 , the first and second primary suspension systems 24 are arranged at ends of the frame 20 of the bogie 14 diagonally opposite from each other.

Chaque système de commande 30 est alors raccordé à une boîte d'essieu 36 reliée à un essieu 38 différent de l'essieu 38 auquel est reliée la boîte d'essieu 36 à laquelle est raccordé l'autre système de commande 30.Each control system 30 is then connected to an axle box 36 connected to an axle 38 different from the axle 38 to which is connected the axle box 36 to which the other control system 30 is connected.

Les deux systèmes de commande 30 sont disposés de part et d'autre du bogie 14, symétriquement par rapport à un axe longitudinal.The two control systems 30 are arranged on either side of the bogie 14, symmetrically with respect to a longitudinal axis.

Chaque système de commande 30 comprend un organe de mesure 42, un actionneur 44 et, avantageusement, un organe de transmission 46.Each control system 30 comprises a measuring member 42, an actuator 44 and, advantageously, a transmission member 46.

L'organe de mesure 42 est relié à la boîte d'essieu 36 associée audit système de commande 30.The measuring device 42 is connected to the axle box 36 associated with said control system 30.

Avantageusement, l'organe de mesure 42 est relié à ladite boîte d'essieu 36 par une bielle 48.Advantageously, the measuring member 42 is connected to said axle box 36 by a connecting rod 48.

L'organe de mesure 42 est propre à mesurer la flèche du système de suspension primaire 24 associé.The measuring member 42 is suitable for measuring the deflection of the associated primary suspension system 24.

Avantageusement, comme visible sur la figure 1, l'organe de mesure 42 comprend un vérin hydraulique 50.Advantageously, as visible on the figure 1 , the measuring member 42 comprises a hydraulic cylinder 50.

Avantageusement, le vérin hydraulique 50 s'étend selon une direction sensiblement verticale.Advantageously, the hydraulic cylinder 50 extends in a substantially vertical direction.

Le vérin hydraulique 50 comprend un cylindre 51 fixé sur le châssis 20 et un piston 52 propre à coulisser dans le cylindre 51.The hydraulic cylinder 50 comprises a cylinder 51 fixed to the frame 20 and a piston 52 capable of sliding in the cylinder 51.

Le cylindre 51 comprend un fluide, en particulier de l'huile.The cylinder 51 comprises a fluid, in particular oil.

L'extrémité libre du piston 52, située à l'opposé du cylindre 50, est raccordée à la boîte d'essieu 36, avantageusement via la bielle 48.The free end of the piston 52, located opposite the cylinder 50, is connected to the axle box 36, advantageously via the connecting rod 48.

Le piston 52 est donc propre à coulisser dans le cylindre 51 en fonction des variations de hauteur entre la boîte d'essieu 36 et le châssis 20.The piston 52 is therefore able to slide in the cylinder 51 as a function of the variations in height between the axle box 36 and the frame 20.

La position du piston 52 permet ainsi de mesurer la flèche du système de suspension primaire 24.The position of the piston 52 thus makes it possible to measure the deflection of the primary suspension system 24.

L'organe de mesure 42 comprend avantageusement un réservoir additionnel 54 d'huile permettant de compenser les variations de volume d'huile dans le vérin hydraulique 50 lors des mouvements du piston 52.The measuring member 42 advantageously comprises an additional reservoir 54 of oil making it possible to compensate for the variations in volume of oil in the hydraulic cylinder 50 during movements of the piston 52.

L'actionneur 44 est fixé au châssis 20.The actuator 44 is fixed to the frame 20.

L'actionneur 44 est relié à l'organe de réglage 28 associé audit système de commande 30.The actuator 44 is connected to the adjustment member 28 associated with said control system 30.

En particulier, l'actionneur 44 est relié au levier 41 de l'organe de réglage 28. L'actionneur 44 est ainsi propre à déplacer le levier 41 afin d'écarter ou de rapprocher le point de référence P de la caisse 12.In particular, the actuator 44 is connected to the lever 41 of the adjustment member 28. The actuator 44 is thus able to move the lever 41 in order to move aside or bring closer the reference point P of the body 12.

L'actionneur 44 est propre à ajuster la distance du point de référence P au châssis 20.The actuator 44 is able to adjust the distance from the reference point P to the frame 20.

Pour une distance du point de référence P au châssis 20 fixée, la distance dudit point de référence P à la caisse 12 est exclusivement fonction de la flèche du système de suspension secondaire 26.For a fixed distance from the reference point P to the frame 20, the distance from said reference point P to the body 12 depends exclusively on the deflection of the secondary suspension system 26.

L'actionneur 44 est asservi à l'organe de mesure 42 de sorte que la distance du point de référence P au châssis 20 soit fonction de la flèche du système de suspension primaire 24.The actuator 44 is slaved to the measuring device 42 so that the distance from the reference point P to the frame 20 depends on the deflection of the primary suspension system 24.

Avantageusement, la distance du point de référence P au châssis 20 en fonction de la flèche du système de suspension primaire 24 est une fonction affine ayant un coefficient directeur égal à 1.Advantageously, the distance from the reference point P to the frame 20 as a function of the deflection of the primary suspension system 24 is an affine function having a director coefficient equal to 1.

Toute variation de la flèche du système de suspension primaire 24 se traduit donc par une variation de la distance du point de référence P au châssis 20 de même valeur.Any variation in the deflection of the primary suspension system 24 therefore results in a variation in the distance from the reference point P to the frame 20 of the same value.

Ainsi, le système de commande 30 est propre à commander l'organe de réglage 28 associé en fonction de la flèche du système de suspension secondaire 24 et de la flèche du système de suspension primaire 26 associés.Thus, the control system 30 is able to control the associated adjustment member 28 as a function of the arrow of the secondary suspension system 24 and of the arrow of the associated primary suspension system 26.

Avantageusement, l'asservissement de l'actionneur 44 à l'organe de mesure 42 est un asservissement mécanique.Advantageously, the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control.

L'actionneur 44 est notamment propre à écarter le point de référence P de la caisse 12 lorsque la distance entre la boîte d'essieu 36 associée et la caisse 12 augmente, et à rapprocher le point de référence P de la caisse 12 lorsque la distance entre la boîte d'essieu 36 associée et la caisse 12 diminue.The actuator 44 is particularly suitable for moving the reference point P of the body 12 apart when the distance between the associated axlebox 36 and the body 12 increases, and for bringing the reference point P of the body 12 closer when the distance between the associated axle box 36 and the body 12 decreases.

Dans le mode de réalisation de la figure 1, l'actionneur 44 comprend un vérin hydraulique 50 semblable au vérin de l'organe de mesure 42.In the embodiment of the figure 1 , the actuator 44 comprises a hydraulic cylinder 50 similar to the cylinder of the measuring member 42.

Avantageusement, le vérin hydraulique 50 de l'actionneur 44 s'étend selon une direction sensiblement verticale.Advantageously, the hydraulic cylinder 50 of the actuator 44 extends in a substantially vertical direction.

Le cylindre 51 est fixé sur le châssis 20 et l'extrémité libre du piston 52 est fixée à l'organe de réglage 28.The cylinder 51 is fixed to the frame 20 and the free end of the piston 52 is fixed to the adjustment member 28.

En particulier, l'extrémité libre du piston 52 est fixée au levier 41 dudit organe de réglage 28.In particular, the free end of the piston 52 is fixed to the lever 41 of said adjustment member 28.

L'organe de transmission 46 est fixé au châssis 20 et relie l'organe de mesure 42 à l'actionneur 44.The transmission member 46 is fixed to the frame 20 and connects the measuring member 42 to the actuator 44.

L'organe de transmission 46 est propre à transmettre à l'actionneur 44 une information fonction de la flèche mesurée par l'organe de mesure 42.The transmission member 46 is suitable for transmitting to the actuator 44 information which is a function of the deflection measured by the measuring member 42.

Lorsque l'asservissement de l'actionneur 44 à l'organe de mesure 42 est un asservissement mécanique, cette information est transmise par une action mécanique. On entend par « action mécanique », un phénomène provoquant un mouvement ou une déformation d'au moins un élément dans l'organe de transmission 46.When the servo-control of the actuator 44 to the measuring member 42 is a mechanical servo-control, this information is transmitted by a mechanical action. The term “mechanical action” is understood to mean a phenomenon causing movement or deformation of at least one element in the transmission member 46.

En particulier, dans le mode réalisation illustré sur la figure 1, où l'organe de mesure 42 et l'actionneur 44 comprennent des vérins hydrauliques 50, l'organe de transmission 46 comprend une conduite hydraulique communiquant avec les deux vérins hydrauliques 50.In particular, in the embodiment illustrated in figure 1 , where the measuring member 42 and the actuator 44 comprise hydraulic cylinders 50, the transmission member 46 comprises a hydraulic pipe communicating with the two hydraulic cylinders 50.

L'action mécanique est alors le déplacement du fluide compris dans la conduite hydraulique.The mechanical action is then the displacement of the fluid included in the hydraulic pipe.

La conduite hydraulique est propre à conduire du fluide entre les deux cylindres 51 de l'organe de mesure 42 et de l'actionneur 44 en fonction du déplacement du piston 52 dans le cylindre 51 de l'organe de mesure 42.The hydraulic pipe is suitable for conducting fluid between the two cylinders 51 of the measuring member 42 and of the actuator 44 as a function of the movement of the piston 52 in the cylinder 51 of the measuring member 42.

En variante non représentée, l'organe de transmission 46 est constitué par un câble téléforce.In a variant not shown, the transmission member 46 is constituted by a teleforce cable.

Un tel câble est bien connu de l'homme du métier. Un câble téléforce est notamment décrit dans document FR1234220A . Le câble téléforce comprend ainsi une gaine extérieure fixée au châssis 20 et un câble interne relié aux deux tiges 52 et propre à coulisser dans la gaine extérieure.Such a cable is well known to those skilled in the art. A teleforce cable is described in particular in document FR1234220A . The teleforce cable thus comprises an outer sheath fixed to the frame 20 and an internal cable connected to the two rods 52 and able to slide in the outer sheath.

Dans ce mode de réalisation, l'asservissement de l'actionneur 44 à l'organe de mesure 42 est réalisé par le déplacement du câble interne dans la gaine extérieure.In this embodiment, the servo-control of the actuator 44 to the measuring member 42 is achieved by moving the internal cable in the outer sheath.

Dans une autre variante non représentée, l'asservissement de l'actionneur 44 à l'organe de mesure 42 est un asservissement électrique. L'information fonction de la flèche mesurée par l'organe de mesure 42 est transmise par un signal électrique à l'actionneur 44. L'organe de transmission 46 est alors propre à transmettre un signal électrique analogique ou numérique. Le signal électrique est transmis avec ou sans fil.In another variant not shown, the servo-control of the actuator 44 to the measuring member 42 is an electrical servo-control. The information function of the deflection measured by the measuring device 42 is transmitted by an electrical signal to the actuator 44. The transmission device 46 is then able to transmit an analog or digital electrical signal. The electrical signal is transmitted with or without wires.

On conçoit alors que la présente invention présente un certain nombre d'avantages.It will then be understood that the present invention has a certain number of advantages.

Le système de commande 30 permet de régler la hauteur de la caisse 12, afin de l'adapter à celle du quai lorsque le véhicule ferroviaire 10 est en gare en prenant en compte à la fois la flèche du système de suspension secondaire 26 et du système de suspension primaire 24.The control system 30 makes it possible to adjust the height of the body 12, in order to adapt it to that of the platform when the rail vehicle 10 is at the station, taking into account both the deflection of the secondary suspension system 26 and of the system. primary suspension 24.

Ainsi, le système 30 permet de prendre également en compte un éventuel fluage de la suspension primaire 24.Thus, the system 30 also makes it possible to take into account a possible creep of the primary suspension 24.

De plus, le système de commande 30 est compact, léger et flexible.In addition, the control system 30 is compact, light and flexible.

En effet, le système de commande 30 est facilement intégrable à un bogie 14 déjà existant et ne requiert aucun apport d'énergie extérieure.Indeed, the control system 30 can easily be integrated into an already existing bogie 14 and does not require any external energy input.

En outre, le système de commande 30 ne pose pas de problème de tenue mécanique malgré les fortes contraintes d'accélération s'appliquant au véhicule ferroviaire 10.In addition, the control system 30 does not pose a problem of mechanical strength despite the strong acceleration constraints applying to the rail vehicle 10.

Enfin, la disposition de deux systèmes de contrôle 30 diagonalement opposés permet de contrer l'effet dit de galop de bogie (ou « Truck hunting » en anglais) rencontré notamment lors des phases d'accélération et de freinage du véhicule ferroviaire.Finally, the arrangement of two diagonally opposed control systems 30 makes it possible to counteract the so-called bogie galloping effect (or "Truck hunting" in English) encountered in particular during the acceleration and braking phases of the rail vehicle.

Claims (8)

  1. Railway vehicle (10) comprising at least one body (12) and at least one bogie (14) carrying the body (12), the or each bogie (14) comprising:
    - a chassis (20);
    - two pairs of wheels (22) connected by an axle (38), each axle (38) being rotatably mounted on a pair of axle boxes (36);
    - a primary suspension system (24) associated with each axle box (36) and arranged between the chassis (20) and said axle box (36);
    - at least two secondary suspension systems (26) each arranged between the chassis (20) and the body (12), including a first secondary suspension system (26) and a second secondary suspension system (26);
    - a first adjusting member (28) associated with said first secondary suspension system (26) and capable of modifying the restoring force of said first secondary suspension system (26) as a function of the distance to the body (12) from a first reference point (P);
    - a second adjusting member (28) associated with said second secondary suspension system (26) and capable of modifying the restoring force of said second secondary suspension system (26) as a function of the distance to the body (12) from a second reference point (P);
    - a first control system (30) for the first adjusting member (28), capable of influencing the position of the first reference point (P) relative to the body (12) as a function of the deflection of the first secondary suspension system (26) and of the deflection of a respective primary suspension system (24) constituted by a first primary suspension system;
    - a second control system (30) for the second adjusting member (28), capable of influencing the position of the second reference point (P) relative to the body (12) as a function of the deflection of the second secondary suspension system (26) and of the deflection of a respective primary suspension system (24) constituted by a second primary suspension system;
    each control system (30) comprising:
    - a measuring member (42) capable of measuring the deflection of the respective primary suspension system (24); and
    - an actuator (44) fixed to the chassis (20) and capable of adjusting the distance from the reference point (P) to the chassis (20), said actuator (44) being enslaved to the measuring member (42) so that the distance from the reference point (P) to the chassis (20) is a function of the deflection of said respective primary suspension system (24),
    characterised in that the measuring member (42) and the actuator (44) each comprise a hydraulic jack (50) comprising a hydraulic pipe communicating with the two hydraulic jacks (50).
  2. Railway vehicle (10) according to claim 1, wherein the first and second primary suspension systems are arranged at ends of the chassis (20) of the bogie (14) that are diagonally opposite one another.
  3. Railway vehicle (10) according to any one of the preceding claims, wherein the enslaving of the actuator (44) to the measuring member (42) is mechanical enslaving.
  4. Railway vehicle (10) according to any one of the preceding claims, wherein the adjusting member (28) comprises a lever (41) carrying the reference point (P), the adjusting member (28) being capable of increasing the restoring force of the suspension system (26) when the reference point (P) is close to the body (12), and the adjusting member (28) being capable of reducing the restoring force of the suspension system (26) when the reference point (P) is spaced apart from the body (12).
  5. Railway vehicle (10) according to claim 4, wherein the secondary suspension system (26) comprises a pneumatic suspension system, the adjusting member (28) being capable of controlling the admission of gas into the pneumatic suspension system when the reference point (P) is close to the body (12) and the extraction of gas from the pneumatic suspension system when the reference point (P) is spaced apart from the body (12).
  6. Railway vehicle (10) according to any one of the preceding claims, wherein each of the primary (24) and secondary (26) suspension systems is arranged to permit a displacement in a substantially vertical elevation direction.
  7. Railway vehicle (10) according to any one of the preceding claims, wherein the measuring member (42) is connected to the axle box (36) by a rod (48).
  8. Railway vehicle (10) according to any one of the preceding claims, wherein the control system (30) comprises a teleforce cable capable of enslaving the actuator (44) to the measuring member (42).
EP19196535.9A 2018-09-10 2019-09-10 Railway vehicle comprising an element for adjusting a secondary suspension system Active EP3620344B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1858092A FR3085621B1 (en) 2018-09-10 2018-09-10 RAILWAY VEHICLE INCLUDING AN ADJUSTING DEVICE FOR A SECONDARY SUSPENSION SYSTEM
FR1909050A FR3099724B1 (en) 2018-09-10 2019-08-07 Rail vehicle comprising an adjuster of a secondary suspension system

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EP3620344A1 EP3620344A1 (en) 2020-03-11
EP3620344B1 true EP3620344B1 (en) 2020-12-02

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EP19196535.9A Active EP3620344B1 (en) 2018-09-10 2019-09-10 Railway vehicle comprising an element for adjusting a secondary suspension system

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ES (1) ES2854285T3 (en)
FR (1) FR3099724B1 (en)

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DE102022204758A1 (en) * 2022-05-16 2023-11-16 Siemens Mobility GmbH Arrangement for ensuring a distance between a sensor

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Publication number Priority date Publication date Assignee Title
FR1234220A (en) 1959-05-12 1960-10-14 Snecma Secondary control device of a control transmission
CH686622A5 (en) * 1992-05-05 1996-05-15 Sig Schweiz Industrieges Upward deflection limiter for airbag=type suspension
DE19601337A1 (en) * 1996-01-16 1997-07-17 Linke Hofmann Busch Arrangement to improve driving comfort
US5947031A (en) 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
JP5591926B2 (en) * 2010-10-15 2014-09-17 日本車輌製造株式会社 Railway vehicle body tilting apparatus and body tilting method

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EP3620344A1 (en) 2020-03-11
FR3099724A1 (en) 2021-02-12
ES2854285T3 (en) 2021-09-21
FR3099724B1 (en) 2021-08-27

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