EP4019366A1 - Suspension for railway vehicle with adjustable wheel support axles - Google Patents
Suspension for railway vehicle with adjustable wheel support axles Download PDFInfo
- Publication number
- EP4019366A1 EP4019366A1 EP21215925.5A EP21215925A EP4019366A1 EP 4019366 A1 EP4019366 A1 EP 4019366A1 EP 21215925 A EP21215925 A EP 21215925A EP 4019366 A1 EP4019366 A1 EP 4019366A1
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- EP
- European Patent Office
- Prior art keywords
- suspension
- axle
- vehicle
- chassis
- assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/16—Types of bogies with a separate axle for each wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
- B61F5/386—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles fluid actuated
Definitions
- the present invention relates to the field of light rail vehicles with two axles or four semi-axles.
- the invention relates more particularly to an assembly comprising an axle or two semi-axles and a connecting device provided for connecting said axle or said semi-axles to the chassis of a railway vehicle, which assembly is suitable for causing this vehicle to travel on very degraded, winding railway tracks and/or with sharp curves.
- the suspension of this vehicle was conventionally made with leaf springs such as those used for two-axle freight wagons.
- the new set for rail vehicles must provide interior comfort equivalent to that experienced in modern trams, while being robust, simple, inexpensive and reliable.
- the rolling profile of the wheels is slightly conical in shape with a concave connection towards the flange. It is the shape of each wheel within a railway axle, by the difference of the right-left, inside-outside rolling radii, which allows the axle to self-center on the track when it turns. deports laterally, without the action of external organs.
- This mechanical control allows the axle of a railway vehicle to take wide curves without wearing out its flange, which is called the “bicone effect”.
- the conicity, ie the average angle at the wheel-rail contact, is specific to each “wheel profile / rail profile” pair.
- a strong taper is characterized by a contact able to self-orient the axle well, but it tends to make the axle, and therefore the vehicle, unstable.
- the bicone effect is generally sufficient to let the axle orient itself correctly and the lateral forces at the flanges remain low, which preserves the track and the wheels.
- the new assembly must allow lateral deflections in order to filter the lateral stresses generated by rolling and track defects. Similarly, this new assembly must allow parallelism of the axles, in particular in a straight line. Poorly controlled parallelism is likely to cause a permanent axle drift angle and cause premature wear of the wheels or tracks, or even derailment of the vehicle.
- the new assembly must also allow individually adjustable stiffness along the vertical axis for each of the two wheels of the same axle, such a pendular assembly advantageously making it possible to ensure a natural frequency independent of their strong variation in load.
- the new assembly must also make it possible to vertically and actively move at least one wheel of the axle relative to the frame of the rail vehicle in order to tilt the rail vehicle in bends for greater passenger comfort.
- covers of the new assembly could advantageously be positioned outside the wheels to improve roll holding.
- Such an ideal suspension assembly should also be able to be adapted to a railway vehicle equipped with two semi-axles each carrying an independent wheel, instead of a two-wheel axle.
- the object of the present invention therefore aims to overcome the disadvantages of the prior art by proposing a new light rail vehicle, for example of the railcar type, which can be carried by two axles or four half-axles, and not by bogies.
- This vehicle of 25 tons maximum load is considered light when compared to conventional railway vehicles carried by only two bogies, and generally weighing nearly 50 tons.
- the control actuator via the control rod, advantageously makes it possible to force the yaw orientation of the wheel support axle, or even to force the lateral inclination of the chassis relative to the track.
- the control actuator modifies the drift angle between the wheel support axle and the chassis by moving the point of articulation of the suspension arm relative to the chassis or relative to the wheel support axle.
- the translational movement of the moving part of the actuator makes pivoting the control rod in a substantially vertical plane so as to drive the articulation of the suspension arm forwards or backwards in the general longitudinal direction of the vehicle, which advantageously leads to a yaw movement of the wheel support axle.
- the displacement of the movable part of the actuator also causes the control rod to pivot in a substantially vertical plane so as to drive the articulation of the suspension arm upwards or downwards, which tilts laterally the chassis of the vehicle in relation to the axle and makes it possible to give the chassis some heel in curves and to compensate for centrifugal effects.
- the suspension device dampens the vertical displacement of the frame relative to the wheel support axis and provides vertical comfort. It also makes it possible to locally compensate the state of charge of the vehicle in order to adjust the height of the chassis of the vehicle relative to the wheel support axis.
- the wheel support axle is an axle equipped with two wheels
- the connecting device according to the invention causes the orientation in yaw of one of the ends of the axle on one side of the vehicle in one direction
- the other end of the axle which is on the other side of the vehicle is simultaneously and automatically oriented in yaw in the other direction
- the axle pivoting relative to the chassis around a vertical axis and serving mechanical coupling link between the two wheels.
- the assembly may comprise two wheel support axles in the form of two half-axles each equipped with a wheel, and further comprise a device for coupling the pivoting of the half- axles, which, when one of the half-axles pivots with respect to the chassis around a vertical axis, causes an identical pivoting but in the opposite direction of the other half-axle.
- This pairing device can be of any kind. It may be for example a pairing of the two control actuators, for example by a hydraulic servo, when an assembly according to the invention is provided on each side of the vehicle. Alternatively, it may in particular be a mechanical connection between the two half-axles.
- the articulation of the suspension arm is an elastic articulation provided to allow, with a determined stiffness, vertical deflections, lateral deflections and roll deflections of the chassis of the vehicle with respect to the suspension arm, and to allow yaw orientation of the wheel support axle in curves.
- the articulation of the suspension arm comprises an elastomer part, preferably of the rubber type or composite of the rubber-metal type, and preferably heterogeneous to obtain different stiffnesses in x, y and z.
- the amplitude of the vertical, lateral and roll movements authorized by the articulation of the suspension arm are less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
- the stiffness of the articulation of the suspension arm in x, y and z is preferably between 2 ⁇ 10 5 N/m and 2 ⁇ 10 7 N/m, more preferably between between 7 ⁇ 10 5 N/m and 7 ⁇ 10 6 N/m and even more preferably between 1 ⁇ 10 6 N/m and 5 ⁇ 10 6 N/m.
- the articulation of the control rod on the chassis is an elastic articulation provided to allow, with a determined stiffness, at least lateral movements of the control rod with respect to the frame.
- the suspension arm extends substantially horizontally along the longitudinal axis of the rail vehicle so that, when the connecting rod is pivoted by the control actuator and exerts a force on the suspension arm at the joint, the kinematics of this connecting rod generates a vertical and inclined effort component laterally the chassis of the railway vehicle.
- the suspension arm is provided under the chassis and on the outer side of the wheel associated with it. Indeed, the fact of separating the suspensions as much as possible improves the rolling behavior of the railway vehicle.
- control rod extends substantially vertically so that, when the control rod is pivoted by the control actuator and exerts a force on the suspension arm at of the articulation, the kinematics of this connecting rod generates a horizontal force component and orients the axle in yaw.
- control actuator extends substantially horizontally along the longitudinal axis of the rail vehicle so as to cause the control rod to pivot in a vertical plane when the movable part of said actuator order is moved.
- the articulation of the suspension arm is preferably provided between the two articulations of the control rod, and more preferably in the substantially median part of the control rod, so that the point of application of the forces exerted by the control actuator on the control rod at the level of the first articulation thereof is remote from said first end of the suspension arm.
- the stroke of the actuator is amplified, which simplifies its control and the force of the forces exerted by the control actuator on the control rod at the level of the first articulation of the latter is increased and greater at the level of the suspension arm joint, so that the force exerted by the control actuator is amplified at the level of the suspension arm joint.
- the wheel support axle is connected to the suspension arm, between the first and the second end of said suspension arm, in any intermediate position between these two ends, and preferably at the level of the substantially median part of said suspension arm, so that the point of application of the forces exerted by the control rod on the suspension arm at the level of the articulation is far from the lateral end of the wheel support axle carried by the said control arm suspension and that, moreover, the lateral end of the wheel support shaft is also remote from the point of application of the forces exerted by the suspension device on the suspension arm.
- the position of the connection to the wheel support axle is chosen so as to distribute the loads taken up on the articulation and on the suspension.
- the aim is to reduce the loads on the joint so that these loads are exerted as much as possible on the suspension.
- the comfort is better and the fatigue strengths of the connecting device are improved.
- the intermediate position of the end of the wheel support axle on the suspension arm which is remote from the connection with the suspension, advantageously makes it possible to create a horizontal component in the transmission of forces to the wheel.
- the force resulting from the weight of the chassis is not directly transmitted by the suspension vertically in the direction of the ground, but is broken down into a vertical component and a horizontal component which is applied along the suspension arm.
- This horizontal component creates a torque which tends to bring the wheel support shaft back to the straight position, that is to say to the position transverse to the vehicle and its chassis.
- this vertical component automatically returns the wheel support shaft to the straight position if it had previously pivoted under the action of the control rod, or keeps it in a straight position if it was already straight. This action is passive and automatic. System security is greatly improved.
- the suspension of the suspension device is a pneumatic spring, preferably comprising a diaphragm or a bellows able to be inflated with compressed air.
- the new assembly according to the invention comprises a sensor between the wheel support axle and the chassis of the vehicle, this sensor being provided for measuring the state of charge of the vehicle and regulating the pressure of the compressed air supplied to the air suspension according to said state of charge.
- the suspension device comprises a substantially vertical or inclined damper of the hydraulic, oleopneumatic or hydropneumatic type.
- This damper is advantageously provided with a stiffness making it possible to obtain a natural frequency of the suspension of the order of one Hertz, to provide vertical comfort.
- a suspension usually comprises a spring element and a shock absorber, generally hydraulic, to dampen and prevent pumping of the spring.
- a hydraulic suspension for example, we manage to combine the spring and the shock absorber in the same body.
- a hydraulic telescopic shock absorber is generally added which calms the oscillations of the air spring by rolling oil, therefore by heat.
- the part of the control rod comprising the joint provided in its second end is inclined with respect to the vertical longitudinally in approach to the center of the chassis, preferably at an angle between 10° and 65°, more preferably between 20° and 55°, and even more preferably between 30° and 45° relative to the vertical.
- the assembly according to the invention comprises a lateral damping device provided to connect the wheel support axle to the chassis so as to dampen the lateral stresses generated by the wheel support axle and transmitted to the chassis.
- the lateral damping device comprises two shock absorbers arranged symmetrically with respect to the median longitudinal axis of the vehicle.
- control actuator is a hydraulic cylinder, which advantageously allows the control actuator, which has become passive in the event of a breakdown, to fulfill the role of a yaw damper to guarantee satisfactory vehicle stability.
- the new assembly (0) according to the invention is preferably intended to equip a new light rail vehicle, for example of 25 tons maximum in load, which is carried only by two axles (2) or four half-axles (35) , and not by bogies.
- Said assembly (0) comprises at least one wheel support axle (36), which is composed in the embodiment shown in the figures 1 to 10 of an axle (2) equipped with two wheels (3) or in the embodiment shown in the figure 11 and 12 two semi-axles (35) each equipped with a wheel (3). It also comprises at least one connecting device (1) designed to connect said wheel support shaft (362) to the frame (9) of a railway vehicle.
- each axle (2) comprises a railway wheel (3) at each of its ends.
- each axle (2) thus motorized carries in its center a reducer (5), for example of the bevel type with a reduction ratio defined according to the expected performance.
- the crown of the reducer (5) is connected in rotation to the axle (2), while the casing (6) which carries the input pinion of the reducer (5) is mounted free in rotation with respect to the axle ( 2) which transmits the torques to the wheels (3).
- the casing (6) of the reducer (5) is for example suspended from the chassis (9) of the railway vehicle by a suspension device (34) comprising for example two upper (23) and lower (24) connecting rods which hold it in rotation.
- a suspension device (34) comprising for example two upper (23) and lower (24) connecting rods which hold it in rotation.
- Each electric motor (4) is preferably fixed under the body, and the mechanical connection (7) between the electric motor (4) and the axle (2) associated with it is preferably made by a homokinetic transmission, for example of the universal joint type. .
- each electric motor (4) is not subjected to the shocks and vibrations to which the axle (2) associated with it is subjected.
- the unsprung mass is lower compared to conventional rail vehicles, which is beneficial for comfort and less damaging to the track.
- this suspension is also valid for a non-driving axle (2).
- central connecting rods are provided, for example high (23) and low (24) connecting rods, which are connected to the axle (2) by a part equivalent to the housing (6) of the reducer (5) of the previous case, but without mechanical transmission components such as the mechanical link (7).
- axle (2) via the casing (6) of the reducer (5) is only a preferred example. So that the axle (2) can be oriented in yaw, it is however essential that it be provided to pivot with respect to the chassis (9) of the railway vehicle around a substantially vertical axis.
- the engine (4) is preferably suspended from the chassis (9) of the railway vehicle, although this is not compulsory.
- motorized axle (2) is shown by way of example in the figures, it is understood that the assembly (0) according to the invention can be provided for a non-motorized axle (2).
- an articulated connecting device for example in the form of upper (23) and lower (24) connecting rods, is provided between the casing (6) and the frame (9) to take up , among others, the traction and braking torques.
- the connecting device (1) is a so-called trailing arm suspension version. As shown in the figures by way of example, such a connecting device (1) preferably equips each axle (2) of the vehicle, and is more preferably present on both sides of the vehicle, for each of the two axles (2 ) of it. Although this seems of little advantage in the case of a light rail vehicle, nothing prevents the connecting device (1) from being used for a single axle (2) and/or a single side of the vehicle.
- the connecting device (1) comprises a suspension arm (8) designed to carry a lateral end of the axle (2) which is associated with it.
- the suspension arm (8) is preferably provided under the frame (9) and offset laterally from the outer side of the wheel (3) which is associated with it. It preferably extends substantially horizontally along the longitudinal axis of the railway vehicle, that is to say parallel to the rails of the track.
- connection between the axle ends (2) and the suspension arms (8) are free connections in rotation around the axis of the axle (2) since this axle (2) rotates. These are preferably high capacity bearings.
- the braking device is positioned between the suspension arms (8) and the wheels (3).
- the brake discs are linked to the axle (2) while the calipers are fixed to the suspension arms (8), with the brake control elements located above the suspension arms (8).
- the brake discs are well ventilated, protected from ballast projections and the components are accessible for maintenance.
- the chassis (9) of the railway vehicle is connected to the axle (2) in an articulated manner by a first end (10) of the suspension arm (8), while the chassis (9) of the railway vehicle is connected and suspended to the suspension arm (8), at the second end (11) of the suspension arm (8), via a suspension device (12).
- the axle (2) is connected to the suspension arm (8), between the first end (10) and the second end (11) of said suspension arm (8), preferably at the level of the substantially central part of said arm. hanger (8).
- the suspension device (12) comprises at least one suspension (13) mounted between the chassis (9) of the vehicle and the suspension arm (8) to dampen vertical movements, said suspension (13) being preferably provided at the level of the second end (11) of the suspension arm (8).
- the suspension (13) of the suspension device (12) is preferably a pneumatic spring comprising a diaphragm or a bellows able to be inflated with compressed air.
- This pneumatic suspension (13) is advantageously provided in particular to manage the height of the chassis (9) of the vehicle relative to the axle (2), for example in order to take into account the state of load of the vehicle and/or the heights authorized for the railway vehicle.
- This advantageously makes it possible to have a constant attitude for the railway vehicle, which facilitates access for people in wheelchairs, for example.
- This suspension (13) can also be a hydraulic or electric spring and incorporate damping. It can advantageously be controlled in extension to control and correct the attitude of the vehicle.
- the suspension (13) can also be a suspension in the form of a metal spring, for example with a coil, or an elastomer block, for example in rubber, but this type of suspension does not correct the attitude of the vehicle and provides a little less comfort.
- the pneumatic regulation is quite slow in order to allow dynamic filtration while driving without generating unpleasant rolling movements.
- the characteristics of this suspension are adapted to filter the vibrations generated by driving and to obtain the comfort sought for public transport.
- the assembly (0) comprises a sensor provided between the chassis (9) of the vehicle and the axle (2) equipped with the connecting device (1), this sensor being intended to measure the distance between the frame (9) and the axle (2) or the elongation of the pneumatic suspension (13) at the level of this axle (2) and to regulate the pressure of the compressed air supplied to the suspension (13) tire depending on the state of load of the vehicle at said axle (2).
- this sensor By acting on the air pressure supplied to the pneumatic suspension (13), it is thus possible to keep the distance between the frame (9) and the axle (2) constant. Thus we have a constant attitude for the vehicle regardless of the load.
- the suspension device (12) also comprises a shock absorber (14) for example of the hydraulic, oleopneumatic or hydropneumatic type.
- This damper (14) preferably extends substantially vertically or inclined, but is preferably located in a vertical plane parallel to the general longitudinal direction of the vehicle.
- the suspension (13) and the shock absorber (14) are located close and parallel to each other to work together in order to provide a suspension device (12) adapted to the needs of the invention, in particular to provide vertical comfort and adjust the height of the chassis (9) of the vehicle relative to the axle (2).
- the damper (14) has the particular role of damping the oscillations of the suspension (13).
- the first end (10) of the suspension arm (8) is designed to be mounted articulated to the chassis (9) of the railway vehicle via a control rod (15) which is preferably moved in inclination by an actuator control (16).
- This control actuator (16) comprises a body (17) mounted articulated on the chassis (9) of the vehicle, and a movable part (18) connected to a first end of the control rod (15) at an articulation (19).
- the moving part (18) of the control actuator (16) is the moving part for actuating the latter, for example the moving rod in the case where the control actuator (16) is a pneumatic or hydraulic cylinder, the mobile tube or the mobile screw in the case where the control actuator (16) is a screw and/or nut actuator.
- the control actuator (16) is preferably a cylinder, and more preferably a hydraulic cylinder, which includes a displacement sensor to know its stroke.
- the hydraulic circuit of the jack is preferably designed to put the large chamber of the jack on one side into communication with the annular chamber of the opposite jack.
- a throttle is preferably provided on the hydraulic circuit of the cylinder, so that when the cylinder is passive, it performs hydraulic damping, in particular for the yaw orientation of the axle (2) relative to the chassis (9) of the vehicle .
- the control actuator (16) can advantageously become passive and act as a yaw damper. In this case the yaw orientation of the axle (2) is done only by the effect of the bicone of the wheels (3).
- control actuator (16) extends substantially horizontally along the longitudinal axis of the rail vehicle, while the control rod (15) extends substantially vertically, that is that is to say substantially perpendicular to the control actuator (16).
- the control rod (15) is preferably in the form of an elongated piece, for example a single substantially flat piece (see figures 3 and 4 ) or in the form of two parallel flanks (see figure 2 , 5 and 6 ).
- the control rod (15) is in the form of a single elongated piece, the latter is taken as a yoke between the sides of the suspension bracket (21) mounted in the lower part of the frame (9) .
- the articulation (22) of the suspension arm (8) can be clamped between the two parallel sides of the control rod (15).
- control rod (15) can be of substantially straight shape.
- the control rod (15) can be of slightly curved shape like a boomerang.
- This curved shape makes it possible to connect the control rod (15) to the control actuator (16) and to the suspension arm (8) at fixing points located substantially along the same substantially vertical axis, and to connect it to the chassis ( 9) of the vehicle at a point offset longitudinally away from the axle.
- the two fixing points of the connecting rod control (15) are not aligned with the articulation (22) of the suspension arm (8), which avoids the creation of an unstable point of operation, because it takes little effort to deviate from it.
- control actuator (16) simplifies the installation of the control actuator (16) in the embodiment shown by way of example in the figures.
- control actuator (16) is positioned in the high position relative to the control rod (15), it could just as well be positioned elsewhere, for example at the bottom and from the other side of the control rod (15).
- the layout shown by way of example in the figures was chosen in order to allow the installation of an anti-roll bar (25) and to place the control actuator (16) protected from ballast projections.
- a first end of the control rod (15) is mounted articulated at the level of the free end of the movable part (18) of the control actuator (16), while the second end of the control rod (15) is mounted articulated on the frame (9) at an articulation (20).
- the lower part of the control rod (15) where its second end and its articulation (20) is located preferably makes an angle of about 30° to 45° with respect to the vertical.
- axle (2) is connected to the frame (9) via the upper (23) and lower (24) connecting rods and via the control connecting rod (15).
- These various points of articulation are advantageously positioned so as to allow movement in a parallelogram, which advantageously makes it possible to keep the axis of pivoting of the axle (2) substantially vertical in yaw with respect to the frame (9).
- the articulation (20) at the level of the second end of the control rod (15) is preferably mounted on the chassis (9) of the vehicle by means of a part, called suspension bracket (21), which is fixed to said frame (9), generally in the lower part thereof, and which provides an anchoring point usually offset downwards for the suspension arm (8) on the frame (9) of the vehicle.
- suspension bracket (21) which is fixed to said frame (9), generally in the lower part thereof, and which provides an anchoring point usually offset downwards for the suspension arm (8) on the frame (9) of the vehicle.
- each axle (2) is provided to pivot in a horizontal plane on the chassis (9) of the vehicle and that the chassis (9) is preferentially suspended from said axle (2) in different areas.
- the frame (9) is first suspended in an articulated manner on the suspension arms (8) at the level of the suspension brackets (21). As is particularly visible on the figures 1 to 4 , the frame (9) is connected to the axle (2) by two upper (23) and lower (24) connecting rods connected in rotation to the axle (2), for example at the level of the middle of said axle (2) and /or at the casing (6) of the reducer (5).
- axle (2) is pivotally connected to the frame (9) and that it can be connected to said frame (9) by a substantially central device such as the two upper (23) and lower (24) connecting rods or by the only connecting devices (1) of the invention when the axle (2) is equipped with a connecting device (1) at each of its two wheels (3).
- the first end (10) of the suspension arm (8) is connected in an articulated manner to the chassis (9) of the railway vehicle via the control rod (15).
- the first end (10) of the suspension arm (8) is fixed to the control rod (15) by a joint (22), preferably provided between the joints (19, 20) provided at the two ends of the control rod.
- the articulation (22) of the suspension arm (8) is preferably an elastic articulation, which is provided to allow vertical deflections, lateral deflections and roll deflections of the chassis (9) of the vehicle relative to the suspension arm ( 8), and to allow yaw orientation of the axle (2) in curves.
- the articulation (22) of the suspension arm (8) primarily fulfills a function kinematics using the physical principle of material elasticity and preferably includes an elastomer part. It is preferably an elastic joint (22) of the anti-vibration type comprising an outer ring (28) and an inner ring (29) with an elastic material (30) between the two. Its purpose is to filter the transmission of vibrations generated by driving.
- the elastic material (30) is preferably made of rubber, plastic or other materials meeting stiffness and mechanical strength criteria compatible with the mechanical forces that the articulation (22) of the suspension arm (8) receives .
- This elastomer part can be heterogeneous, for example of the rubber type, or composite, for example of the rubber-metal type.
- the elastic material (30) of the articulation (22) of the suspension arm (8) can have recesses to obtain different stiffnesses in x, y and z.
- This type of elastic joint is known to those skilled in the art and an example is shown in the figures 9 and 10 .
- the stiffness of the joint (22) of the suspension arm (8) is adapted so as to limit the amplitude of the deflections.
- the joint (22) of the suspension arm (8) is provided to allow vertical, lateral and roll deflections whose amplitude is less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
- the control actuator (16) causes the control rod (15) to pivot
- the first end (10) of the suspension arm (8) is moved longitudinally, which mainly has the effect of causing the axle ( 2) yaw, and also has the effect of laterally tilting the frame (9) of the vehicle relative to the axle (2) and therefore to the track.
- the assembly (0) of the invention advantageously makes it possible both to orient the axle (2) in yaw in the curves and to give heel to the frame (9) in the curves while providing a damping effect of any vertical, lateral and roll movements of the frame (9) with respect to the axle (2).
- the articulation (20) provided at the level of the second end of the control rod (15) can also be an elastic articulation substantially similar to the articulation (22) of the suspension arm (8). This thus improves the filtration of vibrations and also allows the control rod (15) to oscillate slightly laterally to provide lateral suspension, a very important suspension in the railway field, in particular during contact of the wheel flanges on the track.
- This lateral suspension is preferably supplemented by a lateral damping device (31), comprising for example two shock absorbers (32, 33), preferably of the hydraulic and telescopic type.
- These two shock absorbers (32, 33) are preferably provided symmetrically with respect to the median longitudinal axis of the vehicle, along the same transverse axis, above and substantially at the center of the axle (2), between the casing ( 6) of the reducer (6) of the axle (2) and the frame (9).
- the two lateral shock absorbers (32, 33) are preferably connected to the chassis (9) and to the axle (2) in the central part of the latter to dampen the numerous lateral stresses to which the axle (2) is subjected.
- the control actuator (16) of the connecting device (1) can be controlled by the driver of the railway vehicle.
- the control actuator (16) of the link device (1) can also be driven by an automatic servo-control device.
- an automatic servo-control device By means of a device for determining the curvature of the track, for example a GPS, feelers, cameras, or others, this servo-control device becomes aware of the route of the railway track and measures the curve which presents itself in front of the vehicle. in order to control the control actuator (16) to orient the axle (2) and tilt the vehicle towards the center of the curve.
- control actuator (16) is fixed to the frame (9) of the railway vehicle and is connected to the control rod (15) so as to form a lever arm.
- stroke of the movable part (18) of the control actuator (16) is greater than that of the joint (22) of the suspension arm (8).
- This configuration facilitates the piloting of the control actuator (16) because the useful travel at the level of the articulation (22) is low, of the order of a centimeter, for example between 20 and 40 millimeters.
- suspension regulation and the design of the suspension arms (8), of its joints, of the suspensions (13) and of the shock absorbers (14) give the vehicle good roll stability.
- the anti-roll bar (25) is preferably mounted articulated on the sides at the level of the suspension seats (21). It extends on each side towards the axle (2) by a lever (26), for example substantially horizontal, and is connected on each side to a suspension arm (8) by a connecting rod (27), for example substantially vertical.
- Roll stability can be ensured by controlling the suspension device (12), for example by regulating the independent right-left attitude. This regulation can also make it possible to travel on tracks having significant differences in transverse leveling between two points on the railway track, this type of defect also being designated as left. This is particularly advantageous if the chassis (9) of the vehicle is torsionally rigid. Indeed, it will be noted that for the crossings of the lefts, the frame (9) must be sufficiently flexible in torsion. If the frame (9) is too rigid, an anti-roll bar (25) can also be provided on only one of the two axles (2).
- the geometry of the means of each connecting device (1) according to the invention is preferably provided so that in static the lower part of the control rod (15) where its articulation (20) is located preferably makes an angle of approximately 30° to 45° with respect to the vertical and so that the point of articulation (22) of the control rod (15) to the suspension arm (8) is almost fixed vertically.
- the point of articulation (20) of the control rod (15) to the frame (9) is located downwards and offset, preferably towards the frame (9), and the point of articulation (22) of the control rod (15) to the suspension arm (8) is located above the articulation point (20) and offset towards the axle (2).
- the fact of moving this point of articulation relative to the frame (9) changes the inclination of the control rod (15). Therefore the point of articulation (20) of the control rod (15) to the frame (9) goes up or down which causes the roll inclination of the frame (9).
- This geometry is also designed for stopping or driving at reduced speed in curves that can be raised.
- the vehicle leans towards the inside of the track and the axle (2) automatically yaws towards the center of the curve. This avoids the risk of derailment.
- the axle (2) rotates around its center around a quasi-vertical axis, and the two inclined control rods (15) generate antagonistic longitudinal forces which generate a return torque in a straight line, which is very advantageous in case of failure connecting device (1) according to the invention.
- control actuators (16) located on the inside side of the curve are actuated so that their movable part (18) is moved in extension.
- the output of a movable part (18) causes the control rod (15) which is associated with it to pivot at the level of the joint (20) provided at the level of its second end.
- the control rod (15) being connected to a suspension arm (8) at the joint (22), the pivoting of the control rod (15) exerts forces on the suspension arm (8) which is associated, these forces tending both to move the suspension arm (8) longitudinally closer to the center of the frame (9) (in the preferred case and illustrated by way of example where the control rod (15) is placed on the side of the center of the frame (9), because it is possible to do the opposite), and the point of articulation (20) located on the inner side of the curve is moved down.
- each of the axles (2) pivot, causing them to yaw and making it possible to follow the curve, each axle (2) then being pivoted like a steering axle.
- the vertical forces exerted on the suspension arms (8) located on the inner side of the curve do not make it possible to lift the suspension arms (8) but are transmitted to the frame (9).
- the suspension arms (8) are integral with the axles (2) which carry the wheels (3), and these - due to the weight of the vehicle - cannot be lifted from the rails.
- the axles (2) therefore cannot move vertically relative to the rails.
- the vertical forces exerted on the suspension arm (8) result in the frame (9) moving towards or away from the suspension arm (8).
- control actuator (16) In the preferred case where there is a control actuator (16) on both sides of the axle (2), the two control actuators (16) are preferably slaved in opposition. In the event of a servo failure or in the event of a large curve or even in a straight line, these control actuators (16) become passive and become simple yaw dampers, an important function for the stability of the vehicle.
- the axles (2) of a railway vehicle can be oriented in yaw and, preferably, the frame (9) of said vehicle can also be tilted laterally in roll, so that the railway vehicle negotiates the curve better, with increased comfort, and limiting the wear of the wheels (3) and rails.
- the principle of operation is substantially the same. Indeed, if the connecting device (1) is located on the inner side of the curve, its operation is identical to what is described previously. If the connecting device (1) is located on the outside of the curve, the movable part (18) of the control actuator (16) is retracted, which causes the control rod (15) to pivot so that this latter exerts forces on the suspension arm (8) associated with it. These forces tend both to move the suspension arm (8) longitudinally away from the center of the frame (9) and to move the point of articulation (20) located on the outside of the curve vertically upwards. As before, these forces then result respectively in a yaw orientation of the axle to follow the curve and a lateral inclination of the chassis (9) towards the inside of the curve, and vice versa if the connecting device (1) is on the outer side of the curve.
- the assembly (0) comprises two control actuators (16), namely a control actuator (16) provided at each of the wheels (3) of said axle (2).
- the pivoting of the axle (2) is carried out by the two control actuators (16), which are preferably hydraulic, but it is also materialized by central connecting rods (23, 24) which retain the axle (2) in rotation or by a similar device.
- the assembly (0) comprises a control actuator (16) at each of the two wheels (3).
- These two control actuators (16) operate in opposition, that is to say that when the mobile part (18) of one of the control actuators (16) retracts, the mobile part (18) of the another control actuator (16) moves in extension, and vice versa.
- the pivoting of the axle (2) is carried out by the two control actuators (16) without any point of articulation (materialized for example by connecting rods (23, 24)) connecting the part center of the axle (2) to the frame (9) is necessary, the latter can therefore be optional.
- the assembly (0) comprises a control actuator (16) at each of the two wheels (3).
- These two control actuators (16) do not operate in opposition, but individually and autonomously, which advantageously provides redundancy and/or dampens the yaw movements of the axle.
- an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
- the assembly (0) comprises a single control actuator (16) which is at the level of one of the two wheels (3).
- an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
- Such an embodiment allows the vehicle to adapt to differences in height between the two rails of a track, and thus to be able to advantageously limit body twists in the event of driving on a left-hand (non-flat) track due to a vertical movement of the independent wheels which may be different on the two sides of the vehicle.
- the assembly (0) therefore comprises two wheel support axles (36), which are the half-axles (35) each carrying a wheel (3) at their end, the frame (9) and two devices connection (1) provided to connect each wheel support axle (36) to the frame (9).
- the end of the semi-axle (35) is carried by the suspension arm (8) in an intermediate position between the two ends (10) and (11) of the latter, and the suspension arm is connected at its first end (10) to the control rod (15) actuated by the actuator (16) and at its second end (11) to the suspension device (12) to suspension (13).
- the longitudinal suspension arms (8) are rigidly linked to two transverse suspension arms (37) which are themselves linked at their other end, via a ball joint (38), to a flexible support (39) fixed to the frame (9).
- the wheel (3) is connected to the mechanics of the reducer (5) by the mechanical connection (7) of transmission.
- disc braking systems are fixed to the housing (6), the disc linked to the transmission rotates conventionally at the speed of the wheel.
- Anti-lock electronic ABS or road EBS devices can be transferred. It is possible to compare the speeds of rotation of one wheel with respect to the other in the event of slippage of one wheel, for example.
- the casing (6), the motor (4) and the braking systems are fixed to the frame (9) of the vehicle, and are therefore suspended and not subjected to vibrations and shocks due to iron-on-iron rolling of the wheels (3) on the tracks.
- the two half-axles (35) being independent, the assembly advantageously comprises a coupling device (40) which makes it possible to transmit the yaw orientation movement of one of the half-axles (35) to the other half. -axle. Thanks to this twinning device (40), when one of the semi-axles pivots with respect to the chassis (9) around a vertical axis located around the ball joint (38), the second semi-axle pivots also in the same way but in reverse.
- a coupling device (40) which makes it possible to transmit the yaw orientation movement of one of the half-axles (35) to the other half. -axle. Thanks to this twinning device (40), when one of the semi-axles pivots with respect to the chassis (9) around a vertical axis located around the ball joint (38), the second semi-axle pivots also in the same way but in reverse.
- this twinning device (40) is a mechanical connection between the two half-axles (35), which comprises a connecting crosspiece (41), which extends from one side of the vehicle to the other and which is fixed to the chassis (9) by means of an articulation (42) for pivoting along the axis vertical, and a twinning rod (43) on each side, which is fixed on the one hand by a ball-and-socket type joint (44) at one end of the connecting crosspiece (41) and on the other hand by a joint of ball type (45) to the connecting rod (15).
- the twinning rods (43) can alternatively be directly attached by a ball joint to the suspension arm (8).
- friction pads (46), for example of the screed type, can be provided on the connecting crosspiece (41) to dampen by dry friction the pivoting deflections of the connecting crosspiece (41) around the vertical axis .
- control rod (15) is thus linked to the frame (9) by its articulation (20), by means of the actuator (16) to which it is linked by its articulation (19) and possibly by means of the crosspiece link (41) and the coupling rod (43) to which it can be linked by its articulation (45).
- the yaw movement of the semi-axles (35) is thus obtained on one side for the first semi-axle, by the longitudinal displacement of the articulation (22) due to the variation in inclination of the connecting rod (15) controlled by the actuator (16).
- the movement of the connecting rod (15) simultaneously causes the rotation of the connecting crosspiece (41) under the action of the twinning rod (43), which in turn causes the movement of the second twinning rod (43 ) and the inclination in the opposite direction of the connecting rod (15) on the other side. This causes the rotation in the opposite direction of the second semi-axle (35) located on the other side of the vehicle.
- the lateral suspension is given by the flexibility of the support (39) and/or the flexibility of the connecting rods (15) and the connections of the joints of the semi-axles (35). If necessary, this flexibility can be damped by the transverse shock absorbers (33).
- the actuator 16 can be in damper mode or be eliminated for tracks with large radii. It can be present on only one side or on each side for reasons of redundancy.
- the inclination of the connecting rods (15) advantageously makes it possible to ensure a return to alignment by gravity.
- a torsion bar (25) can also be provided as in the previous version to limit roll, for example.
- the unsprung masses are advantageously limited to the wheels (3) and to part of the longitudinal suspension arms (8). Comfort is optimized and track wear reduced.
- the damping of the yaw movement can be very simply made at the level of the connecting crosspiece (41) by friction of the pads (46) of the lisoir type.
- connection device described is also applicable to a bogie.
- the bogie axle or axles are then connected to the bogie frame by this device.
- the assembly according to the invention was designed for a light rail vehicle with two axles or four semi-axles, it is obvious for those skilled in the art to adapt this assembly to other vehicles.
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Abstract
Ensemble (0) comprenant un châssis (9) d'un véhicule ferroviaire, un axe support de roue (36) et un dispositif de liaison (1) reliant l'axe support de roue au châssis et comprenant un actionneur de commande (16) relié au châssis ; une bielle de commande (15) montée articulée à l'actionneur et au châssis ; un bras de suspension (8) dont une extrémité (10) est montée articulée à la bielle par une articulation élastique (22) ; et un dispositif de suspension (12) monté entre le châssis et la seconde extrémité (11) du bras de suspension pour amortir les déplacements verticaux. Le bras de suspension porte l'axe support de roue en position intermédiaire entre ses deux extrémités.Le dispositif de liaison autorise, avec une raideur déterminée, des débattements verticaux, latéraux et en roulis du châssis par rapport au bras de suspension, et oriente l'axe support de roue en lacet dans les courbes.Assembly (0) comprising a chassis (9) of a railway vehicle, a wheel support axle (36) and a connecting device (1) connecting the wheel support axle to the chassis and comprising a control actuator (16) connected to the chassis; a control rod (15) mounted articulated to the actuator and to the frame; a suspension arm (8), one end (10) of which is mounted articulated to the connecting rod by an elastic articulation (22); and a suspension device (12) mounted between the frame and the second end (11) of the suspension arm to damp vertical movements. The suspension arm carries the wheel support axle in an intermediate position between its two ends. wheel support axis in curves.
Description
La présente invention se rapporte au domaine des véhicules ferroviaires légers à deux essieux ou quatre demi-essieux.The present invention relates to the field of light rail vehicles with two axles or four semi-axles.
L'invention concerne plus particulièrement un ensemble comprenant un essieu ou deux demi-essieux et un dispositif de liaison prévu pour relier ledit essieu ou lesdits demi-essieux au châssis d'un véhicule ferroviaire, lequel ensemble est apte à faire circuler ce véhicule sur des voies ferroviaires très dégradées, sinueuses et/ou présentant des virages à forte courbure.The invention relates more particularly to an assembly comprising an axle or two semi-axles and a connecting device provided for connecting said axle or said semi-axles to the chassis of a railway vehicle, which assembly is suitable for causing this vehicle to travel on very degraded, winding railway tracks and/or with sharp curves.
De nos jours, il est envisagé la réhabilitation de petites lignes ferroviaires que l'on rencontre généralement en milieu suburbain et à la campagne, et qui ne sont plus utilisées depuis longtemps.Nowadays, it is envisaged the rehabilitation of small railway lines which are generally found in suburban areas and in the countryside, and which have not been used for a long time.
Cependant, en plus d'être généralement sinueuses et de présenter des virages à forte courbure, en raison d'un manque d'entretien ou d'un abandon, ces voies secondaires sont souvent dans un état ne permettant pas la circulation des véhicules ferroviaires existants : manque de ballast, gauche de voie important, clothoïde dégradée, etc.However, in addition to being generally sinuous and having sharp curves, due to lack of maintenance or abandonment, these secondary tracks are often in a condition that does not allow the circulation of existing rail vehicles. : lack of ballast, significant left of track, degraded clothoid, etc.
Or, la remise aux normes habituelles de ces voies ferroviaires ainsi que leur entretien régulier représentent un coût trop important pour imaginer leur réouverture pour des véhicules ferroviaires classiques.However, bringing these railway tracks up to normal standards and their regular maintenance represents too high a cost to imagine their reopening for conventional railway vehicles.
Aussi, plutôt que rénover ces voies, existe-t-il un besoin pour des véhicules ferroviaires aptes à circuler sur ces lignes ferroviaires très dégradées.Also, rather than renovating these tracks, there is a need for railway vehicles capable of running on these very degraded railway lines.
Afin de circuler sur des lignes ferroviaires malcommodes, dans les années 50, en Allemagne, avait été développé un nouveau véhicule ferroviaire : le Schienenbus. Il s'agissait d'un autorail qui n'était porté que par deux essieux et non par des bogies, ce qui en faisait un véhicule léger, 10 tonnes par essieu, et peu consommateur d'énergie.In order to travel on inconvenient railway lines, in the 1950s, in Germany, a new railway vehicle was developed: the Schienenbus. It was a railcar which was only carried by two axles and not by bogies, which made it a light vehicle, 10 tons per axle, and low in energy consumption.
La suspension de ce véhicule était classiquement réalisée avec des ressorts à lames tels que ceux utilisés pour les wagons de frets à deux essieux.The suspension of this vehicle was conventionally made with leaf springs such as those used for two-axle freight wagons.
Cependant, cette suspension présentait de nombreux inconvénients :
- Elle ne filtrait pas suffisamment les défauts de voies.
- Elle rendait le véhicule peu confortable et bruyant entre autres par des remontés des bruits solidiens et des crissements dans les courbes.
- Elle était sensible au déraillement dans les courbes serrées, ce qui nécessite de réduire fortement la vitesse du véhicule.
- Elle générait des sollicitations et des usures de la voie dans les courbes serrées.
- It did not sufficiently filter track faults.
- It made the vehicle uncomfortable and noisy, among other things by rising structure-borne noise and squealing in curves.
- It was sensitive to derailment in tight curves, which requires a significant reduction in vehicle speed.
- It generated stress and wear on the track in tight curves.
D'autres véhicules ont été décrits dans l'art antérieur notamment dans les demandes de brevet
Ces types de suspension étant peu avantageux, il existe donc un besoin pour un nouvel ensemble de liaison apte à équiper un véhicule ferroviaire léger qui n'est porté que par deux essieux et qui ne présente pas les inconvénients de la suspension du Schienenbus ou des autres suspensions existantes pour véhicule ferroviaire.These types of suspension being not very advantageous, there therefore exists a need for a new connection assembly capable of equipping a light rail vehicle which is carried by only two axles and which does not have the disadvantages of the suspension of the Schienenbus or of the other existing suspensions for railway vehicle.
En outre, le nouvel ensemble pour véhicule ferroviaire doit assurer un confort intérieur équivalent à celui ressenti dans les tramways modernes, tout en étant robuste, simple, peu onéreux et fiable.In addition, the new set for rail vehicles must provide interior comfort equivalent to that experienced in modern trams, while being robust, simple, inexpensive and reliable.
Il est également très important que le nouvel ensemble pour véhicule ferroviaire assure un bon guidage du véhicule, quel que soit l'état de dégradation des voies, y compris sur les voies sinueuses et/ou présentant des virages à forte courbure.It is also very important that the new assembly for a railway vehicle ensures good guidance of the vehicle, whatever the state of degradation of the tracks, including on sinuous tracks and/or having sharp curves.
Pour assurer le guidage d'un véhicule ferroviaire sur les rails, le profil de roulement des roues est de forme légèrement conique avec un raccord concave vers le boudin. C'est la forme de chaque roue au sein d'un essieu ferroviaire, par la différence des rayons de roulement droite-gauche, intérieur-extérieur, qui permet à l'essieu de s'auto-centrer sur la voie lorsqu'il se déporte latéralement, sans l'action d'organes extérieurs. Cet asservissement mécanique permet à l'essieu d'un véhicule ferroviaire de prendre les courbes larges sans user son boudin, ce qu'on appelle « effet bicône ». La conicité, c'est-à-dire l'angle moyen au contact roue-rail est propre à chaque couple « profil de roue / profil de rail ».To ensure the guidance of a railway vehicle on the rails, the rolling profile of the wheels is slightly conical in shape with a concave connection towards the flange. It is the shape of each wheel within a railway axle, by the difference of the right-left, inside-outside rolling radii, which allows the axle to self-center on the track when it turns. deports laterally, without the action of external organs. This mechanical control allows the axle of a railway vehicle to take wide curves without wearing out its flange, which is called the “bicone effect”. The conicity, ie the average angle at the wheel-rail contact, is specific to each “wheel profile / rail profile” pair.
Une forte conicité se caractérise par un contact capable de bien auto-orienter l'essieu, mais elle tend à rendre l'essieu, et donc le véhicule, instable. On utilise habituellement des couples à forte conicité pour les réseaux sinueux, et des couples à faible conicité pour les trains à grande vitesse.A strong taper is characterized by a contact able to self-orient the axle well, but it tends to make the axle, and therefore the vehicle, unstable. We use usually high-taper couples for winding networks, and low-taper couples for high-speed trains.
Pour des voies à courbes moyennes, dont le rayon de courbure est supérieur à 350 mètres, l'effet bicône est généralement suffisant pour laisser l'essieu s'orienter correctement et les efforts latéraux aux boudins restent faibles, ce qui préserve la voie et les roues.For tracks with medium curves, whose radius of curvature is greater than 350 meters, the bicone effect is generally sufficient to let the axle orient itself correctly and the lateral forces at the flanges remain low, which preserves the track and the wheels.
Dans le cas des virages à forte courbure, dont le rayon de courbure est inférieur à 350 mètres et peut aller jusqu'à 150 mètres, l'effet bicône est insuffisant. Aussi, dans le cas du nouvel ensemble pour un véhicule ferroviaire à deux essieux, celui-ci doit avantageusement laisser l'essieu prendre un angle de dérive - également connu sous le nom d'orientation en lacet - par rapport au châssis pour ne pas trop contrarier son auto-orientation et pour amortir les sollicitations transversales. Il doit aussi présenter une raideur suffisante en lacet pour assurer la stabilité intrinsèque et le confort nécessaire au transport des voyageurs, notamment quand l'essieu vient en butée sur des défauts de voies.In the case of bends with strong curvature, the radius of curvature of which is less than 350 meters and can go up to 150 meters, the bicone effect is insufficient. Also, in the case of the new assembly for a rail vehicle with two axles, this must advantageously allow the axle to take a drift angle - also known as a yaw orientation - with respect to the chassis so as not to thwart its self-orientation and to dampen transverse stresses. It must also have sufficient yaw stiffness to ensure the intrinsic stability and the comfort necessary for the transport of passengers, in particular when the axle comes into abutment on track faults.
Le nouvel ensemble doit autoriser les débattements latéraux afin de filtrer les sollicitations latérales générées par le roulage et les défauts de voie. De même, ce nouvel ensemble doit permettre un parallélisme des essieux, notamment en ligne droite. Un parallélisme mal contrôlé est susceptible d'entraîner un angle de dérive permanent de l'essieu et de provoquer une usure prématurée des roues ou des voies, voire même un déraillement du véhicule.The new assembly must allow lateral deflections in order to filter the lateral stresses generated by rolling and track defects. Similarly, this new assembly must allow parallelism of the axles, in particular in a straight line. Poorly controlled parallelism is likely to cause a permanent axle drift angle and cause premature wear of the wheels or tracks, or even derailment of the vehicle.
Le nouvel ensemble doit aussi permettre une raideur réglable individuellement selon l'axe vertical pour chacune des deux roues d'un même essieu, un tel ensemble pendulaire permettant avantageusement d'assurer une fréquence propre indépendante de leur forte variation de charge.The new assembly must also allow individually adjustable stiffness along the vertical axis for each of the two wheels of the same axle, such a pendular assembly advantageously making it possible to ensure a natural frequency independent of their strong variation in load.
Idéalement, le nouvel ensemble doit également permettre de déplacer verticalement et de manière active au moins une roue de l'essieu par rapport au châssis du véhicule ferroviaire afin d'incliner le véhicule ferroviaire dans les virages pour un plus grand confort des passagers.Ideally, the new assembly must also make it possible to vertically and actively move at least one wheel of the axle relative to the frame of the rail vehicle in order to tilt the rail vehicle in bends for greater passenger comfort.
Enfin, les reprises du nouvel ensemble pourraient avantageusement être positionnées à l'extérieur des roues pour améliorer la tenue en roulis.Finally, the covers of the new assembly could advantageously be positioned outside the wheels to improve roll holding.
Un tel ensemble idéal de suspension devrait également pouvoir être adapté à un véhicule ferroviaire équipé de deux demi-essieux portant chacun une roue indépendante, à la place d'un essieu à deux roues.Such an ideal suspension assembly should also be able to be adapted to a railway vehicle equipped with two semi-axles each carrying an independent wheel, instead of a two-wheel axle.
L'objet de la présente invention vise par conséquent à pallier les inconvénients de l'art antérieur en proposant un nouveau véhicule ferroviaire léger, par exemple du type autorail, qui peut être porté par deux essieux ou quatre demi-essieux, et non par des bogies. Ce véhicule de 25 tonnes maximum en charge est considéré comme léger lorsque comparé aux véhicules ferroviaires classiques portés que par deux bogies, et pesant généralement près de 50 tonnes.The object of the present invention therefore aims to overcome the disadvantages of the prior art by proposing a new light rail vehicle, for example of the railcar type, which can be carried by two axles or four half-axles, and not by bogies. This vehicle of 25 tons maximum load is considered light when compared to conventional railway vehicles carried by only two bogies, and generally weighing nearly 50 tons.
Ce véhicule ferroviaire léger se particularise par un nouvel ensemble comprenant un châssis, au moins un axe support de roue qui est un essieu équipé de deux roues ou un demi-essieu équipé d'une roue, et au moins un dispositif de liaison prévu pour relier ledit axe support de roue au châssis du véhicule ferroviaire, dans lequel l'axe support de roue est apte à pivoter par rapport audit châssis autour d'un axe sensiblement vertical. Il est caractérisé en ce que le dispositif de liaison comporte les moyens suivants :
- un actionneur de commande comportant un corps et une partie mobile, le corps dudit actionneur de commande étant prévu pour être relié au châssis du véhicule ;
- une bielle de commande dont une première extrémité est montée par une articulation au niveau de l'extrémité libre de la partie mobile de l'actionneur de commande, tandis que sa seconde extrémité est montée par une autre articulation sur le châssis du véhicule ;
- un bras de suspension portant une extrémité latérale de l'axe support de roue en position intermédiaire entre une première extrémité et une seconde extrémité dudit bras de suspension, la première extrémité dudit bras de suspension étant montée articulée à la bielle de commande par une articulation ; et
- un dispositif de suspension comportant au moins une suspension prévue entre le châssis du véhicule et la seconde extrémité du bras de suspension pour suspendre et amortir les déplacements verticaux ;
- a control actuator comprising a body and a movable part, the body of said control actuator being intended to be connected to the chassis of the vehicle;
- a control rod, one end of which is mounted by a hinge at the free end of the movable part of the control actuator, while its second end is mounted by another hinge on the chassis of the vehicle;
- a suspension arm carrying a lateral end of the wheel support axle in an intermediate position between a first end and a second end of said suspension arm, the first end of said suspension arm being mounted articulated to the control rod by an articulation; and
- a suspension device comprising at least one suspension provided between the chassis of the vehicle and the second end of the suspension arm to suspend and dampen the vertical movements;
L'actionneur de commande, par l'intermédiaire de la bielle de commande, permet avantageusement de forcer l'orientation en lacet de l'axe support de roue, voire même de forcer l'inclinaison latérale du châssis par rapport à la voie. L'actionneur de commande modifie l'angle de dérive entre l'axe support de roue et le châssis en déplaçant le point d'articulation du bras de suspension par rapport au châssis ou par rapport à l'axe support de roue.The control actuator, via the control rod, advantageously makes it possible to force the yaw orientation of the wheel support axle, or even to force the lateral inclination of the chassis relative to the track. The control actuator modifies the drift angle between the wheel support axle and the chassis by moving the point of articulation of the suspension arm relative to the chassis or relative to the wheel support axle.
Ainsi, le déplacement en translation de la partie mobile de l'actionneur fait pivoter la bielle de commande dans un plan sensiblement vertical de sorte d'entrainer l'articulation du bras de suspension vers l'avant ou vers l'arrière selon la direction longitudinale générale du véhicule, ce qui conduit avantageusement à un déplacement en lacet de l'axe support de roue.Thus, the translational movement of the moving part of the actuator makes pivoting the control rod in a substantially vertical plane so as to drive the articulation of the suspension arm forwards or backwards in the general longitudinal direction of the vehicle, which advantageously leads to a yaw movement of the wheel support axle.
De même, avantageusement, le déplacement de la partie mobile de l'actionneur fait également pivoter la bielle de commande dans un plan sensiblement vertical de sorte d'entrainer l'articulation du bras de suspension vers le haut ou vers le bas, ce qui incline latéralement le châssis du véhicule par rapport à l'essieu et permet de donner de la gîte au châssis dans les courbes et de compenser les effets centrifuges.Similarly, advantageously, the displacement of the movable part of the actuator also causes the control rod to pivot in a substantially vertical plane so as to drive the articulation of the suspension arm upwards or downwards, which tilts laterally the chassis of the vehicle in relation to the axle and makes it possible to give the chassis some heel in curves and to compensate for centrifugal effects.
Avantageusement, le dispositif de suspension amortit le déplacement vertical du châssis par rapport à l'axe support de roue et procure le confort vertical. Il permet également de compenser localement l'état de charge du véhicule afin de régler la hauteur du châssis du véhicule par rapport à l'axe support de roue.Advantageously, the suspension device dampens the vertical displacement of the frame relative to the wheel support axis and provides vertical comfort. It also makes it possible to locally compensate the state of charge of the vehicle in order to adjust the height of the chassis of the vehicle relative to the wheel support axis.
Selon les modes de réalisation envisagé, il est possible d'équiper le véhicule ferroviaire d'un seul dispositif de liaison selon l'invention qui s'étend alors d'un seul côté du véhicule, ou de deux dispositifs de liaison situés un de chaque côté du véhicule.According to the embodiments envisaged, it is possible to equip the railway vehicle with a single connecting device according to the invention which then extends from a single side of the vehicle, or with two connecting devices located one on each side of the vehicle.
Dans le cas où l'axe support de roue est un essieu équipé de deux roues, lorsque le dispositif de liaison selon l'invention provoque l'orientation en lacet de l'une des extrémités de l'essieu d'un côté du véhicule dans un sens, l'autre extrémité de l'essieu qui se trouve de l'autre côté du véhicule est simultanément et automatiquement orientée en lacet dans l'autre sens, l'essieu pivotant par rapport au châssis autour d'un axe vertical et servant de liaison mécanique de jumelage entre les deux roues.In the case where the wheel support axle is an axle equipped with two wheels, when the connecting device according to the invention causes the orientation in yaw of one of the ends of the axle on one side of the vehicle in one direction, the other end of the axle which is on the other side of the vehicle is simultaneously and automatically oriented in yaw in the other direction, the axle pivoting relative to the chassis around a vertical axis and serving mechanical coupling link between the two wheels.
La situation peut être différente lorsque le véhicule ferroviaire est équipé de deux demi-essieux indépendants portant chacun une roue. Selon un exemple de mise en œuvre de l'invention, l'ensemble peut comprendre deux axes support de roue sous la forme de deux demi-essieux chacun équipé d'une roue, et comporter en outre un dispositif de jumelage du pivotement des demi-essieux, qui, lorsque l'un des demi-essieux pivote par rapport au châssis autour d'un axe vertical, provoque un pivotement identique mais en sens inverse de l'autre demi-essieu.The situation may be different when the railway vehicle is equipped with two independent half-axles each carrying a wheel. According to an exemplary implementation of the invention, the assembly may comprise two wheel support axles in the form of two half-axles each equipped with a wheel, and further comprise a device for coupling the pivoting of the half- axles, which, when one of the half-axles pivots with respect to the chassis around a vertical axis, causes an identical pivoting but in the opposite direction of the other half-axle.
Ce dispositif de jumelage peut être de nature quelconque. Il peut s'agir par exemple d'un jumelage des deux actionneurs de commande, par exemple par un asservissement hydraulique, lorsqu'un ensemble selon l'invention est prévu de chaque côté du véhicule. Alternativement, il peut s'agir notamment d'une liaison mécanique entre les deux demi-essieux.This pairing device can be of any kind. It may be for example a pairing of the two control actuators, for example by a hydraulic servo, when an assembly according to the invention is provided on each side of the vehicle. Alternatively, it may in particular be a mechanical connection between the two half-axles.
Selon un exemple de mise en œuvre de l'invention, le dispositif de jumelage du pivotement des demi-essieux est une liaison mécanique qui comprend :
- une traverse de liaison, qui est fixée au châssis par l'intermédiaire d'une articulation de pivotement selon l'axe vertical et qui s'étend d'un côté à l'autre du châssis, et
- de chaque côté du châssis, une bielle de jumelage qui est fixée d'une part par une articulation de type rotule à une extrémité de la traverse de liaison et d'autre part par une articulation de type rotule à la bielle ou au bras de suspension.
- a connecting crosspiece, which is fixed to the frame by means of a pivot joint along the vertical axis and which extends from one side of the frame to the other, and
- on each side of the chassis, a connecting rod which is fixed on the one hand by a ball-and-socket type joint at one end of the connecting crossmember and on the other hand by a ball-and-socket type joint to the connecting rod or to the suspension arm .
Par ailleurs, selon un autre exemple de mise en œuvre de l'invention, l'articulation du bras de suspension est une articulation élastique prévue pour autoriser, avec une raideur déterminée, des débattements verticaux, des débattements latéraux et des débattements en roulis du châssis du véhicule par rapport au bras de suspension, et pour autoriser l'orientation en lacet de l'axe support de roue dans les courbes.Furthermore, according to another example of implementation of the invention, the articulation of the suspension arm is an elastic articulation provided to allow, with a determined stiffness, vertical deflections, lateral deflections and roll deflections of the chassis of the vehicle with respect to the suspension arm, and to allow yaw orientation of the wheel support axle in curves.
Selon un autre exemple de mise en œuvre de l'invention, l'articulation du bras de suspension comporte une partie en élastomère, préférentiellement de type caoutchouc ou composite de type caoutchouc métal, et préférentiellement hétérogène pour obtenir des raideurs différentes en x, y et z.According to another example of implementation of the invention, the articulation of the suspension arm comprises an elastomer part, preferably of the rubber type or composite of the rubber-metal type, and preferably heterogeneous to obtain different stiffnesses in x, y and z.
Selon un exemple supplémentaire de mise en œuvre de l'invention, l'amplitude des débattements verticaux, latéraux et en roulis autorisés par l'articulation du bras de suspension sont inférieurs à 10 millimètres, préférentiellement inférieurs à 8 millimètres et plus préférentiellement inférieurs à 5 millimètres.According to an additional example of implementation of the invention, the amplitude of the vertical, lateral and roll movements authorized by the articulation of the suspension arm are less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
Selon un exemple de mise en œuvre de l'invention la raideur de l'articulation du bras de suspension en x, y et z est préférentiellement comprise entre 2 × 105 N/m et 2 × 107 N/m, plus préférentiellement comprise entre 7 × 105 N/m et 7 × 106 N/m et encore plus préférentiellement comprise entre 1 × 106 N/m et 5 × 106 N/m.According to an exemplary implementation of the invention, the stiffness of the articulation of the suspension arm in x, y and z is preferably between 2×10 5 N/m and 2×10 7 N/m, more preferably between between 7×10 5 N/m and 7×10 6 N/m and even more preferably between 1×10 6 N/m and 5×10 6 N/m.
Selon un autre exemple de mise en œuvre de l'invention, l'articulation de la bielle de commande sur le châssis est une articulation élastique prévue pour autoriser, avec une raideur déterminée, au moins des débattements latéraux de la bielle de commande par rapport au châssis.According to another example of implementation of the invention, the articulation of the control rod on the chassis is an elastic articulation provided to allow, with a determined stiffness, at least lateral movements of the control rod with respect to the frame.
Selon un exemple de mise en œuvre de l'invention, le bras de suspension s'étend sensiblement horizontalement selon l'axe longitudinal du véhicule ferroviaire de manière que, lorsque la bielle est pivotée par l'actionneur de commande et exerce un effort sur le bras de suspension au niveau de l'articulation, la cinématique de cette bielle génère une composante d'effort verticale et incline latéralement le châssis du véhicule ferroviaire.According to an exemplary implementation of the invention, the suspension arm extends substantially horizontally along the longitudinal axis of the rail vehicle so that, when the connecting rod is pivoted by the control actuator and exerts a force on the suspension arm at the joint, the kinematics of this connecting rod generates a vertical and inclined effort component laterally the chassis of the railway vehicle.
Selon un autre exemple de mise en œuvre de l'invention, le bras de suspension est prévu sous le châssis et du côté extérieur de la roue qui lui est associée. En effet, le fait d'écarter le plus possible les suspensions améliore la tenue en roulis du véhicule ferroviaire.According to another exemplary implementation of the invention, the suspension arm is provided under the chassis and on the outer side of the wheel associated with it. Indeed, the fact of separating the suspensions as much as possible improves the rolling behavior of the railway vehicle.
Selon un exemple supplémentaire de mise en œuvre de l'invention, la bielle de commande s'étend sensiblement verticalement de manière que, lorsque la bielle de commande est pivotée par l'actionneur de commande et exerce un effort sur le bras de suspension au niveau de l'articulation, la cinématique de cette bielle génère une composante d'effort horizontale et oriente l'essieu en lacet.According to an additional example of implementation of the invention, the control rod extends substantially vertically so that, when the control rod is pivoted by the control actuator and exerts a force on the suspension arm at of the articulation, the kinematics of this connecting rod generates a horizontal force component and orients the axle in yaw.
Selon un exemple de mise en œuvre de l'invention, l'actionneur de commande s'étend sensiblement horizontalement selon l'axe longitudinal du véhicule ferroviaire de manière à faire pivoter la bielle de commande dans un plan vertical lorsque la partie mobile dudit actionneur de commande est déplacée.According to an exemplary implementation of the invention, the control actuator extends substantially horizontally along the longitudinal axis of the rail vehicle so as to cause the control rod to pivot in a vertical plane when the movable part of said actuator order is moved.
Selon un autre exemple de mise en œuvre de l'invention, l'articulation du bras de suspension est préférentiellement prévue entre les deux articulations de la bielle de commande, et plus préférentiellement dans la partie sensiblement médiane de la bielle de commande, de manière que le point d'application des efforts exercés par l'actionneur de commande sur la bielle de commande au niveau de la première articulation de celle-ci soit éloigné de ladite première extrémité du bras de suspension.According to another example of implementation of the invention, the articulation of the suspension arm is preferably provided between the two articulations of the control rod, and more preferably in the substantially median part of the control rod, so that the point of application of the forces exerted by the control actuator on the control rod at the level of the first articulation thereof is remote from said first end of the suspension arm.
Ainsi, on amplifie la course de l'actionneur ce qui simplifie son contrôle commande et la force des efforts exercés par l'actionneur de commande sur la bielle de commande au niveau de la première articulation de celle-ci est augmentée et plus importante au niveau de l'articulation du bras de suspension, de sorte que la force exercée par l'actionneur de commande soit amplifiée au niveau de l'articulation du bras de suspension.Thus, the stroke of the actuator is amplified, which simplifies its control and the force of the forces exerted by the control actuator on the control rod at the level of the first articulation of the latter is increased and greater at the level of the suspension arm joint, so that the force exerted by the control actuator is amplified at the level of the suspension arm joint.
Selon l'invention, l'axe support de roue est relié au bras de suspension, entre la première et la seconde extrémité dudit bras de suspension, dans une position intermédiaire quelconque entre ces deux extrémités, et préférentiellement au niveau de la partie sensiblement médiane dudit bras de suspension, de manière que le point d'application des efforts exercés par la bielle de commande sur le bras de suspension au niveau de l'articulation soit éloigné de l'extrémité latérale de l'axe support de roue portée par ledit bras de suspension et qu'en outre l'extrémité latérale de l'axe support de roue soit également éloignée du point d'application des efforts exercés par le dispositif de suspension sur le bras de suspension.According to the invention, the wheel support axle is connected to the suspension arm, between the first and the second end of said suspension arm, in any intermediate position between these two ends, and preferably at the level of the substantially median part of said suspension arm, so that the point of application of the forces exerted by the control rod on the suspension arm at the level of the articulation is far from the lateral end of the wheel support axle carried by the said control arm suspension and that, moreover, the lateral end of the wheel support shaft is also remote from the point of application of the forces exerted by the suspension device on the suspension arm.
En effet, le bras de suspension est dit tiré :
- il est articulé à son extrémité ;
- il est relié à l'axe support de roue préférentiellement dans la partie médiane de celui-ci ; et
- il est relié à la caisse par le dispositif de suspension à l'opposé.
- it is hinged at its end;
- it is connected to the wheel support shaft preferably in the middle part thereof; and
- it is connected to the body by the suspension device on the opposite side.
La position de la liaison à l'axe support de roue est choisie de sorte de répartir les charges reprises à l'articulation et à la suspension. On cherche à diminuer les charges sur l'articulation pour que ces charges s'exercent le plus possible sur la suspension. Ainsi, le confort est meilleur et les résistances en fatigue du dispositif de liaison sont améliorées.The position of the connection to the wheel support axle is chosen so as to distribute the loads taken up on the articulation and on the suspension. The aim is to reduce the loads on the joint so that these loads are exerted as much as possible on the suspension. Thus, the comfort is better and the fatigue strengths of the connecting device are improved.
En outre, la position intermédiaire de l'extrémité de l'axe support de roue sur le bras de suspension, qui est éloignée de la liaison avec la suspension, permet avantageusement de créer une composante horizontale dans la transmission des efforts vers la roue. L'effort résultant du poids du châssis n'est pas directement transmis par la suspension verticalement en direction du sol, mais se décompose en une composante verticale et une composante horizontale qui s'applique le long du bras de suspension.In addition, the intermediate position of the end of the wheel support axle on the suspension arm, which is remote from the connection with the suspension, advantageously makes it possible to create a horizontal component in the transmission of forces to the wheel. The force resulting from the weight of the chassis is not directly transmitted by the suspension vertically in the direction of the ground, but is broken down into a vertical component and a horizontal component which is applied along the suspension arm.
Cette composante horizontale crée un couple qui a tendance à ramener l'axe support de roue en position droite, c'est-à-dire en position transversale au véhicule et à son châssis. De ce fait, lorsque l'actionneur n'exerce pas ou plus d'effort sur la bielle de commande, cette composante verticale vient automatiquement remettre l'axe support de roue en position droite s'il avait précédemment pivoté sous l'action de la bielle de commande, ou le maintient en position droite s'il l'était déjà. Cette action est passive et automatique. La sécurité du système s'en trouve fortement améliorée.This horizontal component creates a torque which tends to bring the wheel support shaft back to the straight position, that is to say to the position transverse to the vehicle and its chassis. As a result, when the actuator exerts no or no more force on the control rod, this vertical component automatically returns the wheel support shaft to the straight position if it had previously pivoted under the action of the control rod, or keeps it in a straight position if it was already straight. This action is passive and automatic. System security is greatly improved.
Selon un exemple de mise en œuvre de l'invention, la suspension du dispositif de suspension est un ressort pneumatique, comportant préférentiellement un diaphragme ou un soufflet apte à être gonflé à l'air comprimé.According to an exemplary implementation of the invention, the suspension of the suspension device is a pneumatic spring, preferably comprising a diaphragm or a bellows able to be inflated with compressed air.
Selon un autre exemple de mise en œuvre de l'invention, le nouvel ensemble selon l'invention comporte un capteur entre l'axe support de roue et le châssis du véhicule, ce capteur étant prévu pour mesurer l'état de charge du véhicule et réguler la pression de l'air comprimé fourni à la suspension pneumatique en fonction dudit état de charge.According to another example of implementation of the invention, the new assembly according to the invention comprises a sensor between the wheel support axle and the chassis of the vehicle, this sensor being provided for measuring the state of charge of the vehicle and regulating the pressure of the compressed air supplied to the air suspension according to said state of charge.
Selon un exemple supplémentaire de mise en œuvre de l'invention, le dispositif de suspension comporte un amortisseur sensiblement vertical ou incliné de type hydraulique, oléopneumatique ou hydropneumatique.According to an additional example of implementation of the invention, the suspension device comprises a substantially vertical or inclined damper of the hydraulic, oleopneumatic or hydropneumatic type.
Cet amortisseur est avantageusement prévu avec une raideur permettant d'obtenir une fréquence propre de la suspension de l'ordre du Hertz, pour procurer le confort vertical.This damper is advantageously provided with a stiffness making it possible to obtain a natural frequency of the suspension of the order of one Hertz, to provide vertical comfort.
En effet, une suspension comprend habituellement un élément ressort et un amortisseur, généralement hydraulique, pour amortir et éviter le pompage du ressort. Avec une suspension hydraulique par exemple, on arrive à combiner le ressort et l'amortisseur dans le même organe. Avec une suspension pneumatique, préférée dans le domaine ferroviaire, on ajoute généralement un amortisseur télescopique hydraulique qui calme les oscillations du ressort pneumatique par laminage d'huile, donc par chaleur.Indeed, a suspension usually comprises a spring element and a shock absorber, generally hydraulic, to dampen and prevent pumping of the spring. With a hydraulic suspension for example, we manage to combine the spring and the shock absorber in the same body. With an air suspension, preferred in the railway field, a hydraulic telescopic shock absorber is generally added which calms the oscillations of the air spring by rolling oil, therefore by heat.
Selon un exemple de mise en œuvre de l'invention, la partie de la bielle de commande comportant l'articulation prévue dans sa seconde extrémité est inclinée par rapport à la verticale longitudinalement en rapprochement du centre du châssis, de préférence selon un angle compris entre 10° et 65°, plus préférentiellement compris entre 20° et 55°, et encore plus préférentiellement compris entre 30° et 45° par rapport à la verticale.According to an exemplary implementation of the invention, the part of the control rod comprising the joint provided in its second end is inclined with respect to the vertical longitudinally in approach to the center of the chassis, preferably at an angle between 10° and 65°, more preferably between 20° and 55°, and even more preferably between 30° and 45° relative to the vertical.
Selon un autre exemple supplémentaire de mise en œuvre de l'invention, l'ensemble selon l'invention comporte un dispositif d'amortissement latéral prévu pour relier l'axe support de roue au châssis de sorte d'amortir les sollicitations latérales générées par l'axe support de roue et transmises au châssis.According to another additional example of implementation of the invention, the assembly according to the invention comprises a lateral damping device provided to connect the wheel support axle to the chassis so as to dampen the lateral stresses generated by the wheel support axle and transmitted to the chassis.
Selon un exemple supplémentaire de mise en œuvre de l'invention, le dispositif d'amortissement latéral comprend deux amortisseurs disposés de manière symétrique par rapport à l'axe longitudinal médian du véhicule.According to an additional example of implementation of the invention, the lateral damping device comprises two shock absorbers arranged symmetrically with respect to the median longitudinal axis of the vehicle.
Selon un exemple de mise en œuvre de l'invention, l'actionneur de commande est un vérin hydraulique, ce qui permet avantageusement à l'actionneur de commande devenu passif en cas de panne, de remplir un rôle d'amortisseur en lacet pour garantir une stabilité satisfaisante du véhicule.According to an exemplary implementation of the invention, the control actuator is a hydraulic cylinder, which advantageously allows the control actuator, which has become passive in the event of a breakdown, to fulfill the role of a yaw damper to guarantee satisfactory vehicle stability.
D'autres caractéristiques et avantages de la présente invention apparaîtront plus clairement à la lecture de la description qui va suivre, faite en référence aux dessins annexés, donnés à titre d'exemples non limitatifs, dans lesquels :
- La
figure 1 est une vue plane de dessus illustrant une partie de châssis d'un véhicule ferroviaire comportant un essieu équipé de deux suspensions selon l'invention. - La
figure 2 est une vue en perspective de dessous illustrant une partie de châssis similaire à celle de lafigure 1 . - La
figure 3 est une vue en perspective de dessus illustrant une partie de châssis similaire à celle desfigures 1 et 2 et dans laquelle la bielle de commande est sous la forme d'une seule plaque légèrement incurvée. - La
figure 4 est une vue en perspective similaire à celle de lafigure 3 , dans laquelle le châssis du véhicule ferroviaire n'est pas représenté. - La
figure 5 est une vue en perspective de dessus illustrant une partie de châssis similaire à celle desfigures 1 et 2 , dans laquelle la bielle de commande est sous la forme de deux flancs parallèles non incurvés. - La
figure 6 est une vue de détail de lafigure 5 au niveau du dispositif de liaison. - La
figure 7 est une vue de profil illustrant une partie de châssis similaire à celle desfigures 1 et 2 et dans laquelle la bielle de commande est incurvée. - La
figure 8 est une vue de profil illustrant une partie de châssis similaire à celle desfigures 1 et 2 , dans laquelle le châssis du véhicule ferroviaire n'est pas représenté et dans laquelle la bielle de commande est sensiblement rectiligne. - La
figure 9 est une vue en perspective de l'articulation élastique du bras de suspension. - La
figure 10 est une vue en coupe de l'articulation élastique du bras de suspension de lafigure 9 . - La
figure 11 est une vue en perspective de dessus illustrant une partie d'un véhicule ferroviaire comportant deux demi-essieux, équipé de deux suspensions selon une autre variante de l'invention. - La
figure 12 est une vue plane de dessus illustrant une partie de châssis similaire à celle de lafigure 11 .
- The
figure 1 is a top plan view illustrating part of the chassis of a railway vehicle comprising an axle equipped with two suspensions according to the invention. - The
picture 2figure 1 . - The
picture 3figure 1 and2 and in which the control rod is in the form of a single, slightly curved plate. - The
figure 4 is a perspective view similar to that of thepicture 3 - The
figure 5 is a top perspective view illustrating a chassis portion similar to that of thefigure 1 and2 , wherein the control rod is in the form of two non-curved parallel flanks. - The
figure 6 is a detail view of thefigure 5 at the connecting device. - The
figure 7 is a side view illustrating a chassis portion similar to that of thefigure 1 and2 and wherein the control rod is curved. - The
figure 8 is a side view illustrating a chassis portion similar to that of thefigure 1 and2 , in which the chassis of the railway vehicle is not shown and in which the control rod is substantially rectilinear. - The
figure 9 is a perspective view of the elastic joint of the suspension arm. - The
figure 10 is a cross-sectional view of the elastic joint of the suspension arm of thefigure 9 . - The
figure 11 is a perspective view from above illustrating part of a railway vehicle comprising two half-axles, equipped with two suspensions according to another variant of the invention. - The
figure 12 is a top plan view illustrating a chassis portion similar to that of thefigure 11 .
Les éléments structurellement et fonctionnellement identiques présents sur plusieurs figures distinctes, sont affectés d'une même référence numérique ou alphanumérique.The structurally and functionally identical elements present in several separate figures are assigned the same numerical or alphanumeric reference.
Par vertical ou horizontal, on se référera au véhicule lorsque celui-ci est dans des conditions normales d'utilisation sur un terrain plat et non incliné. Par longitudinal on comprendra donc l'axe général du véhicule selon lequel il se déplace, axe qui est le même que celui de la voie dans le cas où celle-ci est droite. De même, par plan horizontal, on entend le plan moyen dans lequel le véhicule se trouve, plan qui est parallèle à celui comprenant les deux rails de la voie dans le cas où celle-ci est droite, plane et non inclinée. En outre, par axe vertical, on entend un axe qui est perpendiculaire au plan horizontal précédemment défini. Enfin, par transversal, on entend une direction ou un axe qui s'étend horizontalement et perpendiculairement à l'axe longitudinal du véhicule.By vertical or horizontal, we will refer to the vehicle when it is in normal conditions of use on flat, non-inclined ground. Longitudinal therefore means the general axis of the vehicle along which it moves, axis which is the same as that of the track in the case where the latter is straight. Similarly, by horizontal plane is meant the mean plane in which the vehicle is located, a plane which is parallel to that comprising the two rails of the track in the case where the latter is straight, flat and not inclined. Furthermore, by vertical axis is meant an axis which is perpendicular to the previously defined horizontal plane. Finally, by transverse is meant a direction or an axis which extends horizontally and perpendicular to the longitudinal axis of the vehicle.
Le nouvel ensemble (0) selon l'invention est préférentiellement prévu pour équiper un nouveau véhicule ferroviaire léger, par exemple de 25 tonnes maximum en charge, qui n'est porté que par deux essieux (2) ou quatre demi-essieux (35), et non pas par des bogies. Ledit ensemble (0) comprend au moins un axe support de roue (36), qui est composé dans le mode de réalisation représenté sur les
Le mode de réalisation représenté sur les
De manière classique, chaque essieu (2) comporte une roue ferroviaire (3) au niveau de chacune de ses extrémités.Conventionally, each axle (2) comprises a railway wheel (3) at each of its ends.
Dans le nouveau véhicule ferroviaire léger, par exemple de type autorail, la motorisation est assurée par au moins un moteur électrique (4) qui est préférentiellement fixé au châssis (9), mais qui peut également être fixé à au moins un essieu (2). Préférentiellement, chaque essieu (2) ainsi motorisé porte en son centre un réducteur (5), par exemple du genre couple conique avec un rapport de réduction défini en fonction des performances attendues. La couronne du réducteur (5) est liée en rotation à l'essieu (2), tandis que le carter (6) qui porte le pignon d'entrée du réducteur (5) est monté libre en rotation par rapport à l'essieu (2) qui transmet les couples aux roues (3). Le carter (6) du réducteur (5) est par exemple suspendu au châssis (9) du véhicule ferroviaire par un dispositif de suspension (34) comprenant par exemple deux bielles haute (23) et basse (24) qui le retiennent en rotation. Chaque moteur électrique (4) est préférentiellement fixé sous caisse, et la liaison mécanique (7) entre le moteur électrique (4) et l'essieu (2) qui lui est associé se fait par préférentiellement une transmission homocinétique, par exemple du genre cardan. Ainsi, chaque moteur électrique (4) n'est pas soumis aux chocs et vibrations subits par l'essieu (2) qui lui est associé. En outre, la masse non suspendue est inférieure par rapport aux véhicules ferroviaires classiques, ce qui est bénéfique pour le confort et moins endommageant pour la voie.In the new light rail vehicle, for example of the railcar type, the motorization is ensured by at least one electric motor (4) which is preferably fixed to the chassis (9), but which can also be fixed to at least one axle (2) . Preferably, each axle (2) thus motorized carries in its center a reducer (5), for example of the bevel type with a reduction ratio defined according to the expected performance. The crown of the reducer (5) is connected in rotation to the axle (2), while the casing (6) which carries the input pinion of the reducer (5) is mounted free in rotation with respect to the axle ( 2) which transmits the torques to the wheels (3). The casing (6) of the reducer (5) is for example suspended from the chassis (9) of the railway vehicle by a suspension device (34) comprising for example two upper (23) and lower (24) connecting rods which hold it in rotation. Each electric motor (4) is preferably fixed under the body, and the mechanical connection (7) between the electric motor (4) and the axle (2) associated with it is preferably made by a homokinetic transmission, for example of the universal joint type. . Thus, each electric motor (4) is not subjected to the shocks and vibrations to which the axle (2) associated with it is subjected. In addition, the unsprung mass is lower compared to conventional rail vehicles, which is beneficial for comfort and less damaging to the track.
On notera que cette suspension est également valable pour un essieu (2) non moteur. Dans ce cas on prévoit des bielles centrales, par exemple bielles haute (23) et basse (24), qui sont reliées à l'essieu (2) par une pièce équivalente au carter (6) du réducteur (5) du cas précédent, mais sans organes mécaniques de transmission tels que la liaison mécanique (7).It will be noted that this suspension is also valid for a non-driving axle (2). In this case, central connecting rods are provided, for example high (23) and low (24) connecting rods, which are connected to the axle (2) by a part equivalent to the housing (6) of the reducer (5) of the previous case, but without mechanical transmission components such as the mechanical link (7).
Bien entendu, la suspension de l'essieu (2) par l'intermédiaire du carter (6) du réducteur (5) n'est qu'un exemple préféré. Afin que l'essieu (2) puisse être orienté en lacet, il est cependant essentiel qu'il soit prévu pivotant par rapport au châssis (9) du véhicule ferroviaire autour d'un axe sensiblement vertical.Of course, the suspension of the axle (2) via the casing (6) of the reducer (5) is only a preferred example. So that the axle (2) can be oriented in yaw, it is however essential that it be provided to pivot with respect to the chassis (9) of the railway vehicle around a substantially vertical axis.
Le moteur (4) est préférentiellement suspendu au châssis (9) du véhicule ferroviaire, bien que cela ne soit pas obligatoire.The engine (4) is preferably suspended from the chassis (9) of the railway vehicle, although this is not compulsory.
Dans le cas où il y a un dispositif de suspension (34) comprenant deux bielles (23, 24) centrales, ces bielles (23, 24) reprennent majoritairement les efforts longitudinaux de traction et freinage alors que les bras de suspension (8), les bielles de commande (15) et les actionneurs de commande (16) jouent plutôt un rôle de stabilisation en lacet.In the case where there is a suspension device (34) comprising two central connecting rods (23, 24), these connecting rods (23, 24) mainly take up the longitudinal traction and braking forces while the suspension arms (8), the control rods (15) and the control actuators (16) rather play a yaw-stabilizing role.
Dans le cas où il n'y a pas de dispositif de suspension (34), ce sont les bielles de commande (15) qui reprennent tous les efforts longitudinaux, ces efforts longitudinaux se répartissant entre le point d'articulation (20) sur le châssis et le point d'articulation (19) sur les actionneurs de commande (16).In the case where there is no suspension device (34), it is the control rods (15) which take up all the longitudinal forces, these longitudinal forces being distributed between the point of articulation (20) on the chassis and the articulation point (19) on the control actuators (16).
Bien qu'un essieu (2) motorisé soit représenté à titre d'exemple sur les figures, il est bien entendu que l'ensemble (0) selon l'invention peut tout à fait être prévu pour un essieu (2) non motorisé.Although a motorized axle (2) is shown by way of example in the figures, it is understood that the assembly (0) according to the invention can be provided for a non-motorized axle (2).
Dans le cas d'un essieu (2) motorisé, un dispositif de liaison articulé, par exemple sous la forme de bielles haute (23) et basse (24) est prévu entre le carter (6) et le châssis (9) pour reprendre, entre autres, les couples de traction et de freinage.In the case of a motorized axle (2), an articulated connecting device, for example in the form of upper (23) and lower (24) connecting rods, is provided between the casing (6) and the frame (9) to take up , among others, the traction and braking torques.
Le dispositif de liaison (1) selon l'invention est une version de suspension dite à bras tiré. Tel que cela est représenté sur les figures à titre d'exemple, un tel dispositif de liaison (1) équipe préférentiellement chaque essieu (2) du véhicule, et est plus préférentiellement présent des deux côtés du véhicule, pour chacun des deux essieux (2) de celui-ci. Bien que cela semble peu avantageux dans le cas d'un véhicule ferroviaire léger, rien n'empêche d'utiliser le dispositif de liaison (1) pour un seul essieu (2) et/ou d'un seul côté du véhicule.The connecting device (1) according to the invention is a so-called trailing arm suspension version. As shown in the figures by way of example, such a connecting device (1) preferably equips each axle (2) of the vehicle, and is more preferably present on both sides of the vehicle, for each of the two axles (2 ) of it. Although this seems of little advantage in the case of a light rail vehicle, nothing prevents the connecting device (1) from being used for a single axle (2) and/or a single side of the vehicle.
Le dispositif de liaison (1) comporte un bras de suspension (8) prévu pour porter une extrémité latérale de l'essieu (2) qui lui est associé. Le bras de suspension (8) est préférentiellement prévu sous le châssis (9) et déporté latéralement du côté extérieur de la roue (3) qui lui est associée. Il s'étend préférentiellement sensiblement horizontalement selon l'axe longitudinal du véhicule ferroviaire, c'est-à-dire parallèlement aux rails de la voie.The connecting device (1) comprises a suspension arm (8) designed to carry a lateral end of the axle (2) which is associated with it. The suspension arm (8) is preferably provided under the frame (9) and offset laterally from the outer side of the wheel (3) which is associated with it. It preferably extends substantially horizontally along the longitudinal axis of the railway vehicle, that is to say parallel to the rails of the track.
On notera que la liaison entre les bouts d'essieu (2) et les bras de suspension (8) sont des liaisons libres en rotation autour de l'axe de l'essieu (2) puisque cet essieu (2) tourne. Il s'agit de préférence de roulements de forte capacité.It will be noted that the connection between the axle ends (2) and the suspension arms (8) are free connections in rotation around the axis of the axle (2) since this axle (2) rotates. These are preferably high capacity bearings.
Avantageusement, le dispositif de freinage est positionné entre les bras de suspension (8) et les roues (3). Les disques de frein sont liés à l'essieu (2) tandis que les étriers sont fixés sur les bras de suspension (8), avec les organes de commande de frein situés au-dessus des bras de suspension (8). Ainsi les disques de frein sont bien ventilés, à l'abri des projections de ballast et les organes sont accessibles pour la maintenance.Advantageously, the braking device is positioned between the suspension arms (8) and the wheels (3). The brake discs are linked to the axle (2) while the calipers are fixed to the suspension arms (8), with the brake control elements located above the suspension arms (8). Thus the brake discs are well ventilated, protected from ballast projections and the components are accessible for maintenance.
Le châssis (9) du véhicule ferroviaire est relié à l'essieu (2) de manière articulée par une première extrémité (10) du bras de suspension (8), tandis que le châssis (9) du véhicule ferroviaire est relié et suspendu au bras de suspension (8), au niveau de la seconde extrémité (11) du bras de suspension (8), par l'intermédiaire d'un dispositif de suspension (12).The chassis (9) of the railway vehicle is connected to the axle (2) in an articulated manner by a first end (10) of the suspension arm (8), while the chassis (9) of the railway vehicle is connected and suspended to the suspension arm (8), at the second end (11) of the suspension arm (8), via a suspension device (12).
Tous les efforts longitudinaux et latéraux et une partie des efforts verticaux sont repris au niveau de ces articulations, tandis que l'autre partie des efforts verticaux et la suspension principale sont reprises par le dispositif de suspension (12).All the longitudinal and lateral forces and part of the vertical forces are taken up at these joints, while the other part of the vertical forces and the main suspension are taken up by the suspension device (12).
Avantageusement, l'essieu (2) est relié au bras de suspension (8), entre la première extrémité (10) et la seconde extrémité (11) dudit bras de suspension (8), préférentiellement au niveau de la partie sensiblement médiane dudit bras de suspension (8).Advantageously, the axle (2) is connected to the suspension arm (8), between the first end (10) and the second end (11) of said suspension arm (8), preferably at the level of the substantially central part of said arm. hanger (8).
Le dispositif de suspension (12) comporte au moins une suspension (13) montée entre le châssis (9) du véhicule et le bras de suspension (8) pour amortir les déplacements verticaux, ladite suspension (13) étant préférentiellement prévue au niveau de la seconde extrémité (11) du bras de suspension (8).The suspension device (12) comprises at least one suspension (13) mounted between the chassis (9) of the vehicle and the suspension arm (8) to dampen vertical movements, said suspension (13) being preferably provided at the level of the second end (11) of the suspension arm (8).
La suspension (13) du dispositif de suspension (12) est préférentiellement un ressort pneumatique comportant un diaphragme ou un soufflet apte à être gonflé à l'air comprimé.The suspension (13) of the suspension device (12) is preferably a pneumatic spring comprising a diaphragm or a bellows able to be inflated with compressed air.
Cette suspension (13) pneumatique est avantageusement prévue pour notamment gérer la hauteur du châssis (9) du véhicule par rapport à l'essieu (2), par exemple afin de tenir compte de l'état de charge du véhicule et/ou des hauteurs autorisées pour le véhicule ferroviaire. Ceci permet avantageusement d'avoir une assiette constante pour le véhicule ferroviaire, ce qui facilite l'accès des personnes en fauteuil roulants par exemple.This pneumatic suspension (13) is advantageously provided in particular to manage the height of the chassis (9) of the vehicle relative to the axle (2), for example in order to take into account the state of load of the vehicle and/or the heights authorized for the railway vehicle. This advantageously makes it possible to have a constant attitude for the railway vehicle, which facilitates access for people in wheelchairs, for example.
Cette suspension (13) peut également être un ressort hydraulique ou électrique et intégrer un amortissement. Il peut avantageusement être pilotée en extension pour piloter et corriger l'assiette du véhicule.This suspension (13) can also be a hydraulic or electric spring and incorporate damping. It can advantageously be controlled in extension to control and correct the attitude of the vehicle.
La suspension (13) peut également être une suspension sous forme de ressort métallique par exemple à boudin ou d'un bloc élastomère, par exemple en caoutchouc, mais ce type de suspension ne permet pas de corriger l'assiette du véhicule et procure un peu moins de confort.The suspension (13) can also be a suspension in the form of a metal spring, for example with a coil, or an elastomer block, for example in rubber, but this type of suspension does not correct the attitude of the vehicle and provides a little less comfort.
La régulation pneumatique est assez lente afin de permettre la filtration dynamique en roulage sans générer des mouvements de roulis désagréables. Les caractéristiques de cette suspension sont adaptées pour filtrer les vibrations générées par le roulage et obtenir le confort recherché pour le transport public.The pneumatic regulation is quite slow in order to allow dynamic filtration while driving without generating unpleasant rolling movements. The characteristics of this suspension are adapted to filter the vibrations generated by driving and to obtain the comfort sought for public transport.
Selon une variante préférée de l'invention, l'ensemble (0) selon l'invention comporte un capteur prévu entre le châssis (9) du véhicule et l'essieu (2) équipé du dispositif de liaison (1), ce capteur étant prévu pour mesurer la distance entre le châssis (9) et l'essieu (2) ou l'élongation de la suspension (13) pneumatique au niveau de cet essieu (2) et réguler la pression de l'air comprimé fourni à la suspension (13) pneumatique en fonction de l'état de charge du véhicule au niveau dudit essieu (2). En jouant sur la pression d'air fournie à la suspension (13) pneumatique on peut ainsi garder la distance entre le châssis (9) et l'essieu (2) constante. Ainsi on a une assiette constante pour le véhicule indépendamment de la charge.According to a preferred variant of the invention, the assembly (0) according to the invention comprises a sensor provided between the chassis (9) of the vehicle and the axle (2) equipped with the connecting device (1), this sensor being intended to measure the distance between the frame (9) and the axle (2) or the elongation of the pneumatic suspension (13) at the level of this axle (2) and to regulate the pressure of the compressed air supplied to the suspension (13) tire depending on the state of load of the vehicle at said axle (2). By acting on the air pressure supplied to the pneumatic suspension (13), it is thus possible to keep the distance between the frame (9) and the axle (2) constant. Thus we have a constant attitude for the vehicle regardless of the load.
Selon une variante préférée de l'invention, le dispositif de suspension (12) comporte également un amortisseur (14) par exemple de type hydraulique, oléopneumatique ou hydropneumatique. Cet amortisseur (14) s'étend de préférence de manière sensiblement verticale ou inclinée, mais est préférentiellement situé dans un plan vertical parallèle à la direction longitudinale générale du véhicule.According to a preferred variant of the invention, the suspension device (12) also comprises a shock absorber (14) for example of the hydraulic, oleopneumatic or hydropneumatic type. This damper (14) preferably extends substantially vertically or inclined, but is preferably located in a vertical plane parallel to the general longitudinal direction of the vehicle.
De manière préférentielle, la suspension (13) et l'amortisseur (14) sont situés proches et parallèles l'un de l'autre pour fonctionner conjointement afin de fournir un dispositif de suspension (12) adaptés aux besoins de l'invention, notamment pour procurer le confort vertical et régler la hauteur du châssis (9) du véhicule par rapport à l'essieu (2).Preferably, the suspension (13) and the shock absorber (14) are located close and parallel to each other to work together in order to provide a suspension device (12) adapted to the needs of the invention, in particular to provide vertical comfort and adjust the height of the chassis (9) of the vehicle relative to the axle (2).
L'amortisseur (14) a notamment pour rôle d'amortir les oscillations de la suspension (13).The damper (14) has the particular role of damping the oscillations of the suspension (13).
La première extrémité (10) du bras de suspension (8) est prévue pour être montée articulée au châssis (9) du véhicule ferroviaire par l'intermédiaire d'une bielle de commande (15) qui est de préférence déplacée en inclinaison par un actionneur de commande (16).The first end (10) of the suspension arm (8) is designed to be mounted articulated to the chassis (9) of the railway vehicle via a control rod (15) which is preferably moved in inclination by an actuator control (16).
Cet actionneur de commande (16) comporte un corps (17) monté articulé sur le châssis (9) du véhicule, et une partie mobile (18) reliée à une première extrémité de la bielle de commande (15) au niveau d'une articulation (19). La partie mobile (18) de l'actionneur de commande (16) est la pièce mobile d'actionnement de celui-ci, par exemple la tige mobile dans le cas où l'actionneur de commande (16) est un vérin pneumatique ou hydraulique, le tube mobile ou la vis mobile dans le cas où l'actionneur de commande (16) est un actionneur à vis et/ou à écrou.This control actuator (16) comprises a body (17) mounted articulated on the chassis (9) of the vehicle, and a movable part (18) connected to a first end of the control rod (15) at an articulation (19). The moving part (18) of the control actuator (16) is the moving part for actuating the latter, for example the moving rod in the case where the control actuator (16) is a pneumatic or hydraulic cylinder, the mobile tube or the mobile screw in the case where the control actuator (16) is a screw and/or nut actuator.
L'actionneur de commande (16) est préférentiellement un vérin, et plus préférentiellement un vérin hydraulique, qui comprend un capteur de déplacement pour connaitre sa course. Le circuit hydraulique du vérin est de préférence conçu pour mettre en communication la grande chambre du vérin d'un côté avec la chambre annulaire du vérin opposé. Ainsi le débit à fournir pour le pilotage du vérin est le même en sortie et en rentrée pour une même valeur de déplacement. L'asservissement s'en trouve simplifié. Un étrangleur est préférentiellement prévu sur le circuit hydraulique du vérin, de sorte que lorsque le vérin est passif, il réalise un amortissement hydraulique, notamment pour l'orientation en lacet de l'essieu (2) par rapport au châssis (9) du véhicule. En effet, dans certaines configurations de voie, l'actionneur de commande (16) peut avantageusement devenir passif et jouer un rôle d'amortisseur en lacet. Dans ce cas l'orientation en lacet de l'essieu (2) se fait seulement par l'effet du bicône des roues (3).The control actuator (16) is preferably a cylinder, and more preferably a hydraulic cylinder, which includes a displacement sensor to know its stroke. The hydraulic circuit of the jack is preferably designed to put the large chamber of the jack on one side into communication with the annular chamber of the opposite jack. Thus the flow rate to be supplied for controlling the cylinder is the same when extending and when retracting for the same displacement value. Enslavement is thereby simplified. A throttle is preferably provided on the hydraulic circuit of the cylinder, so that when the cylinder is passive, it performs hydraulic damping, in particular for the yaw orientation of the axle (2) relative to the chassis (9) of the vehicle . Indeed, in certain track configurations, the control actuator (16) can advantageously become passive and act as a yaw damper. In this case the yaw orientation of the axle (2) is done only by the effect of the bicone of the wheels (3).
Selon un mode de réalisation préféré de l'invention, l'actionneur de commande (16) s'étend sensiblement horizontalement selon l'axe longitudinal du véhicule ferroviaire, tandis la bielle de commande (15) s'étend sensiblement verticalement, c'est-à-dire de manière sensiblement perpendiculaire à l'actionneur de commande (16).According to a preferred embodiment of the invention, the control actuator (16) extends substantially horizontally along the longitudinal axis of the rail vehicle, while the control rod (15) extends substantially vertically, that is that is to say substantially perpendicular to the control actuator (16).
La bielle de commande (15) se présente préférentiellement sous la forme d'une pièce allongée, par exemple d'une seule pièce sensiblement plate (voir
Selon une première variante représentée sur les
Selon une seconde variante plus avantageuse représentée sur les
La forme incurvée pour la bielle de commande (15) simplifie l'implantation de l'actionneur de commande (16) dans la réalisation représentée à titre d'exemple sur les figures. Dans cette réalisation, on notera d'ailleurs que l'actionneur de commande (16) est positionné en position haute par rapport à la bielle de commande (15), il pourrait tout aussi bien être positionné ailleurs, par exemple en bas et de l'autre côté de la bielle de commande (15). L'implantation représentée à titre d'exemple sur les figures a été choisie afin de permettre l'installation d'une barre antiroulis (25) et pour placer l'actionneur de commande (16) à l'abri des projections de ballast.The curved shape for the control rod (15) simplifies the installation of the control actuator (16) in the embodiment shown by way of example in the figures. In this embodiment, it will also be noted that the control actuator (16) is positioned in the high position relative to the control rod (15), it could just as well be positioned elsewhere, for example at the bottom and from the other side of the control rod (15). The layout shown by way of example in the figures was chosen in order to allow the installation of an anti-roll bar (25) and to place the control actuator (16) protected from ballast projections.
On notera que la localisation des points d'articulation de la bielle de commande (15) se justifie par l'effet recherché de mise en roulis du châssis (9) en coïncidence à la mise en lacet de l'essieu (2) et par le fait de positionner l'axe de l'actionneur de commande (16) le plus tangent possible au rayon décrit par le point d'articulation (19) lorsqu'il tourne autour du point d'articulation, pour avoir des efforts et des courses semblables dans un sens comme dans l'autre lors des débattements de la bielle de commande (15).It will be noted that the location of the points of articulation of the control rod (15) is justified by the desired effect of rolling the frame (9) in coincidence with the yawing of the axle (2) and by the fact of positioning the axis of the control actuator (16) as tangent as possible to the radius described by the point of articulation (19) when it turns around the point of articulation, to have forces and races similar in one direction as in the other during the deflections of the control rod (15).
Selon un mode de réalisation préféré de l'invention, une première extrémité de la bielle de commande (15), est montée articulée au niveau de l'extrémité libre de la partie mobile (18) de l'actionneur de commande (16), tandis que la seconde extrémité de la bielle de commande (15) est montée articulée sur le châssis (9) au niveau d'une articulation (20).According to a preferred embodiment of the invention, a first end of the control rod (15) is mounted articulated at the level of the free end of the movable part (18) of the control actuator (16), while the second end of the control rod (15) is mounted articulated on the frame (9) at an articulation (20).
La partie inférieure de la bielle de commande (15) où se trouve sa seconde extrémité et son articulation (20) fait préférentiellement un angle d'environ 30° à 45° par rapport à la verticale.The lower part of the control rod (15) where its second end and its articulation (20) is located preferably makes an angle of about 30° to 45° with respect to the vertical.
Ainsi, l'essieu (2) est relié au châssis (9) par l'intermédiaire des bielles haute (23) et basse (24) et par l'intermédiaire de la bielle de commande (15). Ces différents points d'articulation sont avantageusement positionnés de sorte de permettre un débattement en parallélogramme, ce qui permet avantageusement de conserver sensiblement vertical l'axe de pivotement de l'essieu (2) en lacet par rapport au châssis (9).Thus, the axle (2) is connected to the frame (9) via the upper (23) and lower (24) connecting rods and via the control connecting rod (15). These various points of articulation are advantageously positioned so as to allow movement in a parallelogram, which advantageously makes it possible to keep the axis of pivoting of the axle (2) substantially vertical in yaw with respect to the frame (9).
On notera que, du fait de l'inclinaison de la partie inférieure de la bielle de commande (15) où se trouve sa seconde extrémité et son articulation (20), une composante d'effort horizontale est générée par la masse du véhicule. Les bielles haute (23) et basse (24) reprennent cette composante.It will be noted that, due to the inclination of the lower part of the control rod (15) where its second end and its articulation (20) are located, a horizontal force component is generated by the mass of the vehicle. The upper (23) and lower (24) connecting rods take up this component.
L'articulation (20) au niveau de la seconde extrémité de la bielle de commande (15) est préférentiellement montée sur le châssis (9) du véhicule par l'intermédiaire d'une pièce, dénommée chaise de suspension (21), qui est fixée audit châssis (9), en général en partie basse de celui-ci, et qui procure un point d'ancrage habituellement décalé vers le bas pour le bras de suspension (8) sur le châssis (9) du véhicule.The articulation (20) at the level of the second end of the control rod (15) is preferably mounted on the chassis (9) of the vehicle by means of a part, called suspension bracket (21), which is fixed to said frame (9), generally in the lower part thereof, and which provides an anchoring point usually offset downwards for the suspension arm (8) on the frame (9) of the vehicle.
Selon le mode de réalisation préféré représenté sur les figures, on notera que chaque essieu (2) est prévu pivotant dans un plan horizontal sur le châssis (9) du véhicule et que le châssis (9) est préférentiellement suspendu audit essieu (2) en différentes zones.According to the preferred embodiment shown in the figures, it will be noted that each axle (2) is provided to pivot in a horizontal plane on the chassis (9) of the vehicle and that the chassis (9) is preferentially suspended from said axle (2) in different areas.
Le châssis (9) est tout d'abord suspendu de façon articulé aux bras de suspension (8) au niveau des chaises de suspension (21). Comme cela est notamment visible sur les
On notera bien que l'essieu (2) est relié pivotant au châssis (9) et qu'il peut être relié audit châssis (9) par un dispositif sensiblement central tel que les deux bielles haute (23) et basse (24) ou par les seuls dispositifs de liaison (1) de l'invention lorsque l'essieu (2) est équipé d'un dispositif de liaison (1) au niveau de chacune de ses deux roues (3).It will be noted that the axle (2) is pivotally connected to the frame (9) and that it can be connected to said frame (9) by a substantially central device such as the two upper (23) and lower (24) connecting rods or by the only connecting devices (1) of the invention when the axle (2) is equipped with a connecting device (1) at each of its two wheels (3).
Ainsi, la modification de la position de l'articulation du bras de suspension (8) par l'actionneur de commande (16) conduit à la mise en lacet de l'essieu (2) autour d'un point se situant approximativement au niveau de la fixation de ces bielles (23, 24) sur le châssis (9).Thus, the modification of the position of the articulation of the suspension arm (8) by the control actuator (16) leads to the yawing of the axle (2) around a point located approximately at the level fixing these rods (23, 24) on the frame (9).
La première extrémité (10) du bras de suspension (8) est reliée de manière articulée au châssis (9) du véhicule ferroviaire par l'intermédiaire de la bielle de commande (15). Ainsi, la première extrémité (10) du bras de suspension (8) est fixée à la bielle de commande (15) par une articulation (22), préférentiellement prévue entre les articulations (19, 20) prévues aux deux extrémités de la bielle de commande (15) et plus préférentiellement dans la partie sensiblement médiane de la bielle de commande (15).The first end (10) of the suspension arm (8) is connected in an articulated manner to the chassis (9) of the railway vehicle via the control rod (15). Thus, the first end (10) of the suspension arm (8) is fixed to the control rod (15) by a joint (22), preferably provided between the joints (19, 20) provided at the two ends of the control rod. control (15) and more preferably in the substantially middle part of the control rod (15).
L'articulation (22) du bras de suspension (8) est préférentiellement une articulation élastique, qui est prévue pour autoriser des débattements verticaux, des débattements latéraux et des débattements en roulis du châssis (9) du véhicule par rapport au bras de suspension (8), et pour autoriser l'orientation en lacet de l'essieu (2) dans les courbes.The articulation (22) of the suspension arm (8) is preferably an elastic articulation, which is provided to allow vertical deflections, lateral deflections and roll deflections of the chassis (9) of the vehicle relative to the suspension arm ( 8), and to allow yaw orientation of the axle (2) in curves.
L'articulation (22) du bras de suspension (8) remplit avant tout une fonction cinématique en utilisant le principe physique de l'élasticité de la matière et comporte préférentiellement une partie en élastomère. Il s'agit préférentiellement d'une articulation élastique (22) de type anti-vibration comportant une bague externe (28) et une bague interne (29) avec une matière élastique (30) entre les deux. Elle a pour but de filtrer la transmission des vibrations générées par le roulage. La matière élastique (30) est préférentiellement en caoutchouc, en matière plastique ou en d'autres matériaux répondant à des critères de raideur et de résistance mécanique compatibles avec les efforts mécaniques que reçoit l'articulation (22) du bras de suspension (8). Cette partie en élastomère peut être hétérogène, par exemple de type caoutchouc, ou composite, par exemple de type caoutchouc métal. La matière élastique (30) de l'articulation (22) du bras de suspension (8) peut présenter des évidements pour obtenir des raideurs différentes en x, y et z. Ce type d'articulation élastique est connu de l'homme du métier et un exemple est représenté sur les
La raideur de l'articulation (22) du bras de suspension (8) est adaptée de sorte de limiter l'amplitude des débattements. Selon un mode de réalisation préféré de l'invention, l'articulation (22) du bras de suspension (8) est prévue pour autoriser des débattements verticaux, latéraux et en roulis dont l'amplitude est inférieure à 10 millimètres, préférentiellement inférieure à 8 millimètres et plus préférentiellement inférieure à 5 millimètres.The stiffness of the joint (22) of the suspension arm (8) is adapted so as to limit the amplitude of the deflections. According to a preferred embodiment of the invention, the joint (22) of the suspension arm (8) is provided to allow vertical, lateral and roll deflections whose amplitude is less than 10 millimeters, preferably less than 8 millimeters and more preferably less than 5 millimeters.
Ainsi, lorsque l'actionneur de commande (16) fait pivoter la bielle de commande (15), la première extrémité (10) du bras de suspension (8) est déplacée longitudinalement ce qui a majoritairement comme effet de faire pivoter l'essieu (2) en lacet, et a également pour effet d'incliner latéralement le châssis (9) du véhicule par rapport à l'essieu (2) et donc à la voie.Thus, when the control actuator (16) causes the control rod (15) to pivot, the first end (10) of the suspension arm (8) is moved longitudinally, which mainly has the effect of causing the axle ( 2) yaw, and also has the effect of laterally tilting the frame (9) of the vehicle relative to the axle (2) and therefore to the track.
Par un seul déplacement en translation de la partie mobile (18) de l'actionneur de commande (16), l'ensemble (0) de l'invention permet avantageusement à la fois d'orienter l'essieu (2) en lacet dans les courbes et de donner de la gîte au châssis (9) dans les courbes tout en procurant un effet amortissant des éventuels débattements verticaux, latéraux et en roulis du châssis (9) par rapport à l'essieu (2).By a single translational movement of the movable part (18) of the control actuator (16), the assembly (0) of the invention advantageously makes it possible both to orient the axle (2) in yaw in the curves and to give heel to the frame (9) in the curves while providing a damping effect of any vertical, lateral and roll movements of the frame (9) with respect to the axle (2).
Orienter l'essieu (2) vers le centre de la courbe par l'intermédiaire de l'actionneur de commande (16) permet notamment que les boudins de roue ne viennent plus en contact avec le rail extérieur, ce qui réduit les usures, les crissements et les dégradations des attaches du rail.Directing the axle (2) towards the center of the curve via the control actuator (16) allows in particular that the wheel flanges no longer come into contact with the outer rail, which reduces wear, squealing and damage to rail attachments.
Donner de la gîte au châssis (9) dans les courbes permet notamment de compenser les effets centrifuges pour un meilleur confort des passagers.Giving heel to the chassis (9) in curves makes it possible in particular to compensate for centrifugal effects for better passenger comfort.
On notera que l'articulation (20) prévue au niveau de la seconde extrémité de la bielle de commande (15) peut également être une articulation élastique sensiblement similaire à l'articulation (22) du bras de suspension (8). Cela améliore ainsi la filtration des vibrations et permet aussi à la bielle de commande (15) d'osciller légèrement latéralement pour fournir une suspension latérale, suspension très importante dans le domaine ferroviaire, notamment lors des contacts des boudins de roue sur la voie. Cette suspension latérale est préférentiellement complétée par un dispositif d'amortissement latéral (31), comprenant par exemple deux amortisseurs (32, 33), de préférence de types hydrauliques et télescopiques. Ces deux amortisseurs (32, 33) sont préférentiellement prévus de manière symétrique par rapport à l'axe longitudinal médian du véhicule, selon le même axe transversal, au-dessus et sensiblement au centre de l'essieu (2), entre le carter (6) du réducteur (6) de l'essieu (2) et le châssis (9). Les deux amortisseurs (32, 33) latéraux sont préférentiellement reliés au châssis (9) et à l'essieu (2) dans la partie centrale de celui-ci pour amortir les nombreuses sollicitations latérales subies par l'essieu (2).It will be noted that the articulation (20) provided at the level of the second end of the control rod (15) can also be an elastic articulation substantially similar to the articulation (22) of the suspension arm (8). This thus improves the filtration of vibrations and also allows the control rod (15) to oscillate slightly laterally to provide lateral suspension, a very important suspension in the railway field, in particular during contact of the wheel flanges on the track. This lateral suspension is preferably supplemented by a lateral damping device (31), comprising for example two shock absorbers (32, 33), preferably of the hydraulic and telescopic type. These two shock absorbers (32, 33) are preferably provided symmetrically with respect to the median longitudinal axis of the vehicle, along the same transverse axis, above and substantially at the center of the axle (2), between the casing ( 6) of the reducer (6) of the axle (2) and the frame (9). The two lateral shock absorbers (32, 33) are preferably connected to the chassis (9) and to the axle (2) in the central part of the latter to dampen the numerous lateral stresses to which the axle (2) is subjected.
L'actionneur de commande (16) du dispositif de liaison (1) peut être piloté par le conducteur du véhicule ferroviaire.The control actuator (16) of the connecting device (1) can be controlled by the driver of the railway vehicle.
Selon un mode de réalisation préféré de l'invention, l'actionneur de commande (16) du dispositif de liaison (1) peut aussi être piloté par un dispositif d'asservissement automatique. Par un dispositif de détermination de la courbure de la voie, par exemple un GPS, des palpeurs, des caméras, ou autres, ce dispositif d'asservissement prend connaissance du tracé de la voie ferroviaire et mesure la courbe qui se présente devant de le véhicule afin de piloter l'actionneur de commande (16) pour orienter l'essieu (2) et incliner le véhicule vers le centre de la courbe.According to a preferred embodiment of the invention, the control actuator (16) of the link device (1) can also be driven by an automatic servo-control device. By means of a device for determining the curvature of the track, for example a GPS, feelers, cameras, or others, this servo-control device becomes aware of the route of the railway track and measures the curve which presents itself in front of the vehicle. in order to control the control actuator (16) to orient the axle (2) and tilt the vehicle towards the center of the curve.
Avantageusement, l'actionneur de commande (16) est fixé au châssis (9) du véhicule ferroviaire et est relié à la bielle de commande (15) de manière à réaliser un bras de levier. Ainsi la course de la partie mobile (18) de l'actionneur de commande (16) est supérieure à celle de l'articulation (22) du bras de suspension (8). Cette configuration facilite le pilotage de l'actionneur de commande (16) car la course utile au niveau de l'articulation (22) est faible, de l'ordre du centimètre, par exemple comprise entre 20 et 40 millimètres.Advantageously, the control actuator (16) is fixed to the frame (9) of the railway vehicle and is connected to the control rod (15) so as to form a lever arm. Thus the stroke of the movable part (18) of the control actuator (16) is greater than that of the joint (22) of the suspension arm (8). This configuration facilitates the piloting of the control actuator (16) because the useful travel at the level of the articulation (22) is low, of the order of a centimeter, for example between 20 and 40 millimeters.
De manière générale, on notera que la régulation de suspension et la conception des bras de suspension (8), de ses articulations, des suspensions (13) et des amortisseurs (14) confèrent au véhicule une stabilité en roulis de bonne qualité.In general, it will be noted that the suspension regulation and the design of the suspension arms (8), of its joints, of the suspensions (13) and of the shock absorbers (14) give the vehicle good roll stability.
En cas de mouvement d'oscillation trop important, ce type de balancement étant également désigné en tant que ballant, il est possible d'ajouter une barre antiroulis (25). La barre antiroulis (25) est préférentiellement montée articulée sur les côtés au niveau des chaises de suspension (21). Elle s'étend de chaque côté vers l'essieu (2) par un levier (26) par exemple sensiblement horizontal, et est reliée de chaque côté à un bras de suspension (8) par une biellette (27) par exemple sensiblement verticale.In the event of too great an oscillating movement, this type of swinging being also designated as swaying, it is possible to add an anti-roll bar (25). The anti-roll bar (25) is preferably mounted articulated on the sides at the level of the suspension seats (21). It extends on each side towards the axle (2) by a lever (26), for example substantially horizontal, and is connected on each side to a suspension arm (8) by a connecting rod (27), for example substantially vertical.
La stabilité en roulis peut être assurée par le pilotage du dispositif de suspension (12), par exemple par une régulation d'assiette indépendante droite gauche. Cette régulation peut aussi permettre de circuler sur des voies présentant d'importantes différences de nivellement transversal entre deux points sur la voie ferrée, ce type de défauts étant également désigné en tant que gauches. Ceci est particulièrement intéressant si le châssis (9) du véhicule est rigide en torsion. En effet, on notera que pour les franchissements des gauches, le châssis (9) doit être suffisamment souple en torsion. Si le châssis (9) est trop rigide, on peut aussi prévoir une barre antiroulis (25) sur un seul des deux essieux (2).Roll stability can be ensured by controlling the suspension device (12), for example by regulating the independent right-left attitude. This regulation can also make it possible to travel on tracks having significant differences in transverse leveling between two points on the railway track, this type of defect also being designated as left. This is particularly advantageous if the chassis (9) of the vehicle is torsionally rigid. Indeed, it will be noted that for the crossings of the lefts, the frame (9) must be sufficiently flexible in torsion. If the frame (9) is too rigid, an anti-roll bar (25) can also be provided on only one of the two axles (2).
La géométrie des moyens de chaque dispositif de liaison (1) selon l'invention est préférentiellement prévue de sorte qu'en statique la partie inférieure de la bielle de commande (15) où se trouve son articulation (20) fait préférentiellement un angle d'environ 30° à 45° par rapport à la verticale et de sorte que le point d'articulation (22) de la bielle de commande (15) au bras de suspension (8) est quasiment fixe en vertical. Ainsi, le point d'articulation (20) de la bielle de commande (15) au châssis (9) est situé vers le bas et décalé, de préférence vers le châssis (9), et le point d'articulation (22) de la bielle de commande (15) au bras de suspension (8) est situé au-dessus du point d'articulation (20) et décalé vers l'essieu (2). Ainsi, le fait de déplacer ce point d'articulation par rapport au châssis (9) change l'inclinaison de la bielle de commande (15). De ce fait le point d'articulation (20) de la bielle de commande (15) au châssis (9) monte ou descend ce qui provoque l'inclinaison en roulis du châssis (9).The geometry of the means of each connecting device (1) according to the invention is preferably provided so that in static the lower part of the control rod (15) where its articulation (20) is located preferably makes an angle of approximately 30° to 45° with respect to the vertical and so that the point of articulation (22) of the control rod (15) to the suspension arm (8) is almost fixed vertically. Thus, the point of articulation (20) of the control rod (15) to the frame (9) is located downwards and offset, preferably towards the frame (9), and the point of articulation (22) of the control rod (15) to the suspension arm (8) is located above the articulation point (20) and offset towards the axle (2). Thus, the fact of moving this point of articulation relative to the frame (9) changes the inclination of the control rod (15). Therefore the point of articulation (20) of the control rod (15) to the frame (9) goes up or down which causes the roll inclination of the frame (9).
Cette géométrie est aussi étudiée pour les arrêts ou la circulation à vitesse réduite dans des courbes qui peuvent être relevées. Dans ces cas, le véhicule penche du côté intérieur de la voie et l'essieu (2) s'oriente automatiquement en lacet vers le centre de la courbe. On évite ainsi les risques de déraillement.This geometry is also designed for stopping or driving at reduced speed in curves that can be raised. In these cases, the vehicle leans towards the inside of the track and the axle (2) automatically yaws towards the center of the curve. This avoids the risk of derailment.
Une autre caractéristique avantageuse est que cette géométrie et la localisation des différents points d'articulation font que l'essieu (2) a tendance à se remettre automatique perpendiculaire au véhicule. Le châssis (9) étant pendu aux bielles de commande (15) et celles-ci étant inclinées, on définit bien une position stable.Another advantageous characteristic is that this geometry and the location of the various points of articulation cause the axle (2) to tend to recover automatically perpendicular to the vehicle. The frame (9) being suspended from the control rods (15) and these being inclined, a stable position is well defined.
L'essieu (2) tourne autour de son centre autour d'un axe quasi vertical, et les deux bielles de commande (15) inclinées génèrent des efforts longitudinaux antagonistes qui génèrent un couple de rappel en ligne droite, ce qui est très avantageux en cas de défaillance dispositif de liaison (1) selon l'invention.The axle (2) rotates around its center around a quasi-vertical axis, and the two inclined control rods (15) generate antagonistic longitudinal forces which generate a return torque in a straight line, which is very advantageous in case of failure connecting device (1) according to the invention.
On notera en effet que si la bielle est verticale, il n'y a pas de composante horizontale de rappel, désignée F ci-après. Le moindre effort au niveau du point bas (cf. point d'articulation (20) sur les figures) déplace ce point qui reste dans cette nouvelle position du fait des différents frottements. Dans ce cas, l'essieu (2) n'est plus perpendiculaire au châssis (9). Au contraire, si on incline la bielle (2), on génère un effort F relativement important appliqué au point d'articulation (20). Comme il y a un effort F de part et d'autre du centre de rotation de l'essieu (2), on génère sous l'action de la gravité, un rappel naturel de l'essieu (2) en position perpendiculaire par rapport au véhicule. Ces efforts F sont suffisants pour vaincre les frottements. En outre, peu importe les positions relatives, il suffit que la bielle soit inclinée pour que cela fonctionne.It will in fact be noted that if the connecting rod is vertical, there is no horizontal return component, designated F below. The slightest effort at the low point (cf. articulation point (20) in the figures) displaces this point which remains in this new position due to the various frictions. In this case, the axle (2) is no longer perpendicular to the frame (9). On the contrary, if the connecting rod (2) is tilted, a relatively large force F is generated applied to the point of articulation (20). As there is a force F on either side of the center of rotation of the axle (2), the action of gravity generates a natural return of the axle (2) to a position perpendicular to to the vehicle. These forces F are sufficient to overcome the friction. Also, regardless of the relative positions, the connecting rod just needs to be tilted for it to work.
Nous allons maintenant décrire le fonctionnement de l'ensemble (0) de l'invention tel que représenté sur les figures. A titre d'exemple préféré, nous nous intéresserons au cas d'un véhicule ferroviaire léger dont les deux essieux (2) sont chacun équipés de deux dispositifs de liaison (1) selon l'invention, à raison d'un dispositif de liaison (1) au niveau de chaque roue (3). Sur les figures, l'axe de déplacement du véhicule est indiqué par une flèche A. On notera cependant que le fonctionnement du dispositif de liaison (1) de l'invention ne dépend pas du sens de déplacement du véhicule.We will now describe the operation of the assembly (0) of the invention as shown in the figures. As a preferred example, we will focus on the case of a light rail vehicle whose two axles (2) are each equipped with two connecting devices (1) according to the invention, at the rate of a connecting device ( 1) at each wheel (3). In the figures, the axis of movement of the vehicle is indicated by an arrow A. It will however be noted that the operation of the connecting device (1) of the invention does not depend on the direction of movement of the vehicle.
Lorsque le conducteur du véhicule ferroviaire et/ou un dispositif adapté détecte(nt) que le véhicule ferroviaire rentre dans une courbe, les actionneurs de commande (16) situés du côté intérieur de la courbe sont actionnés de sorte que leur partie mobile (18) soit déplacée en extension. De manière générale, il faut anticiper un peu, de l'ordre de 2 à 5 m, mais cela dépend aussi de la vitesse.When the driver of the railway vehicle and/or a suitable device detects that the railway vehicle enters a curve, the control actuators (16) located on the inside side of the curve are actuated so that their movable part (18) is moved in extension. In general, you have to anticipate a little, around 2 to 5 m, but it also depends on the speed.
La sortie d'une partie mobile (18) fait pivoter la bielle de commande (15) qui lui est associée au niveau de l'articulation (20) prévu au niveau de sa seconde extrémité. La bielle de commande (15) étant reliée à un bras de suspension (8) au niveau de l'articulation (22), le pivotement de la bielle de commande (15) exerce des efforts sur le bras de suspension (8) qui lui est associé, ces efforts tendant à la fois à déplacer le bras de suspension (8) longitudinalement en rapprochement du centre du châssis (9) (dans le cas préféré et illustré à titre d'exemple où la bielle de commande (15) est placées du côté du centre du châssis (9), car il est envisageable de faire l'inverse), et le point d'articulation (20) situé du côté intérieur de la courbe est déplacé vers le bas.The output of a movable part (18) causes the control rod (15) which is associated with it to pivot at the level of the joint (20) provided at the level of its second end. The control rod (15) being connected to a suspension arm (8) at the joint (22), the pivoting of the control rod (15) exerts forces on the suspension arm (8) which is associated, these forces tending both to move the suspension arm (8) longitudinally closer to the center of the frame (9) (in the preferred case and illustrated by way of example where the control rod (15) is placed on the side of the center of the frame (9), because it is possible to do the opposite), and the point of articulation (20) located on the inner side of the curve is moved down.
Dans le cas préféré où il y a un actionneur de commande (16) des deux côtés de l'essieu (2), il se passe l'inverse au niveau du second actionneur de commande (16) situé du côté extérieur de la courbe : la partie mobile (18) est rétractée, le bras de suspension (8) est déplacé en éloignement du centre du châssis (9) et le point d'articulation (20) situé du côté extérieur de la courbe est déplacé vers le haut.In the preferred case where there is a control actuator (16) on both sides of the axle (2), the reverse happens at the level of the second control actuator (16) located on the outside of the curve: the movable part (18) is retracted, the suspension arm (8) is moved away from the center of the frame (9) and the articulation point (20) located on the outer side of the curve is moved upwards.
Les efforts longitudinaux exercés sur les bras de suspension (8) situés des côtés intérieur et extérieur de la courbe font pivoter chacun des essieux (2), provoquant leur orientation en lacet et permettant de suivre la courbe, chaque essieu (2) étant alors pivoté à la manière d'un essieu directeur.The longitudinal forces exerted on the suspension arms (8) located on the inner and outer sides of the curve cause each of the axles (2) to pivot, causing them to yaw and making it possible to follow the curve, each axle (2) then being pivoted like a steering axle.
Les efforts verticaux exercés sur les bras de suspension (8) situés du côté intérieur de la courbe ne permettent pas de soulever les bras de suspension (8) mais sont transmis au châssis (9). En effet, les bras de suspension (8) sont solidaires des essieux (2) qui portent le roues (3), et celles-ci - en raison du poids du véhicule - ne peuvent pas se soulever des rails. Les essieux (2) ne peuvent donc pas se déplacer verticalement par rapport aux rails. Ainsi, les efforts verticaux exercés sur les bras de suspension (8) se traduisent par un rapprochement ou un éloignement du châssis (9) par rapport au bras de suspension (8). En conséquence, les efforts verticaux exercés vers le haut sur les bras de suspension (8) rapprochent le châssis (9) desdits bras de suspension (8), ce qui incline latéralement ledit châssis (9) vers le côté intérieur de la courbe, donnant ainsi de la gîte au châssis (9) dans la courbe et compensant les effets centrifuges.The vertical forces exerted on the suspension arms (8) located on the inner side of the curve do not make it possible to lift the suspension arms (8) but are transmitted to the frame (9). Indeed, the suspension arms (8) are integral with the axles (2) which carry the wheels (3), and these - due to the weight of the vehicle - cannot be lifted from the rails. The axles (2) therefore cannot move vertically relative to the rails. Thus, the vertical forces exerted on the suspension arm (8) result in the frame (9) moving towards or away from the suspension arm (8). Consequently, the vertical forces exerted upwards on the suspension arms (8) bring the frame (9) closer to said suspension arms (8), which laterally tilts said frame (9) towards the inside of the curve, giving thus the heel to the frame (9) in the curve and compensating for centrifugal effects.
Lorsque le châssis (9) est rapproché des bras de suspension (8) situés d'un côté du véhicule, il est également éloigné des bras de suspension (8) situés de l'autre côté du véhicule.When the frame (9) is brought closer to the suspension arms (8) situated on one side of the vehicle, it is also moved away from the suspension arms (8) situated on the other side of the vehicle.
Dans le cas préféré où il y a un actionneur de commande (16) des deux côtés de l'essieu (2), les deux actionneurs de commande (16) sont préférentiellement asservis en opposition. En cas de panne d'asservissement ou en cas de grande courbe voire en ligne droite, ces actionneurs de commande (16) deviennent passifs et deviennent de simples amortisseurs de lacet, fonction importante pour la stabilité du véhicule.In the preferred case where there is a control actuator (16) on both sides of the axle (2), the two control actuators (16) are preferably slaved in opposition. In the event of a servo failure or in the event of a large curve or even in a straight line, these control actuators (16) become passive and become simple yaw dampers, an important function for the stability of the vehicle.
C'est ainsi que, par un déplacement de faible amplitude de la partie mobile (18) d'un seul actionneur de commande (16), de préférence des deux côtés de chaque essieu (2), les essieux (2) d'un véhicule ferroviaire peuvent être orientés en lacet et, de préférence, le châssis (9) dudit véhicule peut être également incliné latéralement en roulis, de sorte que le véhicule ferroviaire négocie mieux la courbe, avec un confort accru, et en limitant l'usure des roues (3) et des rails.Thus, by a small amplitude displacement of the movable part (18) of a single control actuator (16), preferably on both sides of each axle (2), the axles (2) of a railway vehicle can be oriented in yaw and, preferably, the frame (9) of said vehicle can also be tilted laterally in roll, so that the railway vehicle negotiates the curve better, with increased comfort, and limiting the wear of the wheels (3) and rails.
On notera que si les deux actionneurs de commande (16) sont correctement asservis on peut se passer des bielles centrales (23, 24) qui retiennent l'essieu (2) en rotation.It will be noted that if the two control actuators (16) are correctly slaved, the central connecting rods (23, 24) which hold the axle (2) in rotation can be dispensed with.
Dans le cas où les essieux (2) du véhicule ferroviaire léger ne comportent qu'un seul dispositif de liaison (1) selon l'invention, prévu au niveau d'une seule des deux roues (3), le principe de fonctionnement est sensiblement le même. En effet, si le dispositif de liaison (1) est situé du côté intérieur de la courbe, son fonctionnement est identique à ce qui est décrit précédemment. Si le dispositif de liaison (1) est situé du côté extérieur de la courbe, la partie mobile (18) de l'actionneur de commande (16) est rétractée, ce qui fait pivoter la bielle de commande (15) de sorte que cette dernière exerce des efforts sur le bras de suspension (8) qui lui est associé. Ces efforts tendent à la fois à déplacer le bras de suspension (8) longitudinalement en éloignement du centre du châssis (9) et à déplacer le point d'articulation (20) situé du côté extérieur de la courbe verticalement vers le haut. Comme précédemment, ces efforts se traduisent alors respectivement par une orientation en lacet de l'essieu pour suivre la courbe et une inclinaison latérale du châssis (9) vers le côté intérieur de la courbe, et inversement si le dispositif de liaison (1) se trouve du côté extérieur de la courbe.In the case where the axles (2) of the light rail vehicle comprise only a single connecting device (1) according to the invention, provided at the level of only one of the two wheels (3), the principle of operation is substantially the same. Indeed, if the connecting device (1) is located on the inner side of the curve, its operation is identical to what is described previously. If the connecting device (1) is located on the outside of the curve, the movable part (18) of the control actuator (16) is retracted, which causes the control rod (15) to pivot so that this latter exerts forces on the suspension arm (8) associated with it. These forces tend both to move the suspension arm (8) longitudinally away from the center of the frame (9) and to move the point of articulation (20) located on the outside of the curve vertically upwards. As before, these forces then result respectively in a yaw orientation of the axle to follow the curve and a lateral inclination of the chassis (9) towards the inside of the curve, and vice versa if the connecting device (1) is on the outer side of the curve.
En effet, plusieurs modes de réalisation sont possibles pour l'ensemble (0) selon l'invention.Indeed, several embodiments are possible for the assembly (0) according to the invention.
Selon un mode de réalisation préféré, pour un même essieu (2) l'ensemble (0) comprend deux actionneurs de commande (16), à savoir un actionneur de commande (16) prévu au niveau de chacune des roues (3) dudit essieu (2). Selon ce mode de réalisation, le pivotement de l'essieu (2) est réalisé par les deux actionneurs de commande (16), qui sont préférentiellement hydrauliques, mais il est également matérialisé par des bielles centrales (23, 24) qui retiennent l'essieu (2) en rotation ou par un dispositif similaire.According to a preferred embodiment, for the same axle (2) the assembly (0) comprises two control actuators (16), namely a control actuator (16) provided at each of the wheels (3) of said axle (2). According to this embodiment, the pivoting of the axle (2) is carried out by the two control actuators (16), which are preferably hydraulic, but it is also materialized by central connecting rods (23, 24) which retain the axle (2) in rotation or by a similar device.
Selon une première variante, pour un même essieu (2) l'ensemble (0) comprend un actionneur de commande (16) au niveau de chacune des deux roues (3). Ces deux actionneurs de commande (16) fonctionnent en opposition, c'est-à-dire que lorsque la partie mobile (18) de l'un des actionneurs de commande (16) se rétracte, la partie mobile (18) de l'autre actionneur de commande (16) se déplace en extension, et vice versa. Selon ce mode de réalisation, le pivotement de l'essieu (2) est réalisé par les deux actionneurs de commande (16) sans qu'aucun point d'articulation (matérialisé par exemple par des bielles (23, 24)) reliant la partie médiane de l'essieu (2) au châssis (9) ne soit nécessaire, ces derniers pouvant donc être optionnels.According to a first variant, for the same axle (2) the assembly (0) comprises a control actuator (16) at each of the two wheels (3). These two control actuators (16) operate in opposition, that is to say that when the mobile part (18) of one of the control actuators (16) retracts, the mobile part (18) of the another control actuator (16) moves in extension, and vice versa. According to this embodiment, the pivoting of the axle (2) is carried out by the two control actuators (16) without any point of articulation (materialized for example by connecting rods (23, 24)) connecting the part center of the axle (2) to the frame (9) is necessary, the latter can therefore be optional.
Selon une seconde variante, pour un même essieu (2) l'ensemble (0) comprend un actionneur de commande (16) au niveau de chacune des deux roues (3). Ces deux actionneurs de commande (16) ne fonctionnent pas en opposition, mais de façon individuelle et autonome, ce qui procure avantageusement une redondance et/ou amortit les débattements en lacet de l'essieu. Selon ce mode de réalisation, un point d'articulation relie la partie médiane de l'essieu (2) au châssis (9), par exemple au moyen d'un dispositif d'articulation tel que les bielles (23, 24) ou un autre dispositif similaire.According to a second variant, for the same axle (2) the assembly (0) comprises a control actuator (16) at each of the two wheels (3). These two control actuators (16) do not operate in opposition, but individually and autonomously, which advantageously provides redundancy and/or dampens the yaw movements of the axle. According to this embodiment, an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
Selon une troisième variante, pour un même essieu (2) l'ensemble (0) comprend un seul actionneur de commande (16) qui est au niveau d'une des deux roues (3). Selon ce mode de réalisation, un point d'articulation relie la partie médiane de l'essieu (2) au châssis (9), par exemple au moyen d'un dispositif d'articulation tel que les bielles (23, 24) ou un autre dispositif similaire.According to a third variant, for the same axle (2) the assembly (0) comprises a single control actuator (16) which is at the level of one of the two wheels (3). According to this embodiment, an articulation point connects the middle part of the axle (2) to the frame (9), for example by means of an articulation device such as the connecting rods (23, 24) or a other similar device.
Sur les
Un tel mode de réalisation permet au véhicule de s'adapter à des différences de hauteur entre les deux rails d'une voie, et ainsi de pouvoir avantageusement limiter les torsions de caisse en cas de roulage sur une voie gauche (non plane) du fait d'un débattement vertical des roues indépendantes qui peut être différent des deux côtés du véhicule.Such an embodiment allows the vehicle to adapt to differences in height between the two rails of a track, and thus to be able to advantageously limit body twists in the event of driving on a left-hand (non-flat) track due to a vertical movement of the independent wheels which may be different on the two sides of the vehicle.
Dans la variante représentée, l'ensemble (0) comprend donc deux axes support de roue (36), qui sont les demi-essieux (35) portant chacun une roue (3) à leur extrémité, le châssis (9) et deux dispositifs de liaison (1) prévus pour relier chaque axe support de roue (36) au châssis (9).In the variant shown, the assembly (0) therefore comprises two wheel support axles (36), which are the half-axles (35) each carrying a wheel (3) at their end, the frame (9) and two devices connection (1) provided to connect each wheel support axle (36) to the frame (9).
Bien entendu, une variante (non représentée) à un seul dispositif de liaison d'un seul côté est également possible.Of course, a variant (not shown) with a single connecting device on one side is also possible.
Comme dans les variantes précédentes, l'extrémité du demi-essieu (35) est portée par le bras de suspension (8) en position intermédiaire entre les deux extrémités (10) et (11) de ce dernier, et le bras de suspension est relié au niveau de sa première extrémité (10) à la bielle de commande (15) actionnée par l'actionneur (16) et au niveau de sa deuxième extrémité (11) au dispositif de suspension (12) à suspension (13).As in the previous variants, the end of the semi-axle (35) is carried by the suspension arm (8) in an intermediate position between the two ends (10) and (11) of the latter, and the suspension arm is connected at its first end (10) to the control rod (15) actuated by the actuator (16) and at its second end (11) to the suspension device (12) to suspension (13).
Les nombreux éléments communs entre ces variantes sont similaires dans leur nature et leur fonctionnement et portent les mêmes références numériques. Ils ne seront pas décrits à nouveau, les développements précédents pouvant leur être appliqués.The many common elements between these variants are similar in nature and operation and bear the same reference numerals. They will not be described again, the preceding developments being able to be applied to them.
Les bras de suspension longitudinaux (8) sont liés rigidement à deux bras de suspension transversaux (37) qui sont eux-mêmes liés au niveau de leur autre extrémité, par l'intermédiaire d'une articulation de type rotule (38), à un support souple (39) fixé au châssis (9).The longitudinal suspension arms (8) are rigidly linked to two transverse suspension arms (37) which are themselves linked at their other end, via a ball joint (38), to a flexible support (39) fixed to the frame (9).
La roue (3) est reliée à la mécanique du réducteur (5) par la liaison mécanique (7) de transmission. Préférentiellement les systèmes de freinage à disque sont fixés au carter (6), le disque lié à la transmission tourne classiquement à la vitesse de la roue. Des dispositifs électroniques antiblocage ABS ou EBS routier peuvent être transférés. Il est possible de comparer les vitesses de rotation d'une roue par rapport à l'autre en cas de glissement d'une roue par exemple.The wheel (3) is connected to the mechanics of the reducer (5) by the mechanical connection (7) of transmission. Preferably disc braking systems are fixed to the housing (6), the disc linked to the transmission rotates conventionally at the speed of the wheel. Anti-lock electronic ABS or road EBS devices can be transferred. It is possible to compare the speeds of rotation of one wheel with respect to the other in the event of slippage of one wheel, for example.
Le carter (6), le moteur (4) et les systèmes de freinage sont fixés au châssis (9) du véhicule, et sont donc suspendus et non soumis aux vibrations et chocs dus au roulage fer sur fer des roues (3) sur les rails.The casing (6), the motor (4) and the braking systems are fixed to the frame (9) of the vehicle, and are therefore suspended and not subjected to vibrations and shocks due to iron-on-iron rolling of the wheels (3) on the tracks.
Les demi-essieux (35) sont ainsi reliés au châssis (9) par l'intermédiaire de plusieurs dispositifs :
- par l'articulation rotulée (38) des bras de suspension transversaux (37) avec le support souple (39) fixé au châssis (9) ;
- par l'articulation rotulée (22) des bielles de commande (15),
- par la liaison souple avec la suspension (13), qui est par exemple un amortisseur à diaphragme dont la membrane diaphragme en caoutchouc sert de liaison souple,
- par liaison rotulée avec l'amortisseur (14) préférentiellement hydraulique ; et
- par l'intermédiaire de l'amortisseur transversal (33) qui peut par exemple être disposé entre le châssis (9) et le bras de suspension transversal (37).
- by the ball joint (38) of the transverse suspension arms (37) with the flexible support (39) fixed to the frame (9);
- by the ball joint (22) of the control rods (15),
- by the flexible connection with the suspension (13), which is for example a diaphragm damper whose rubber diaphragm membrane serves as a flexible connection,
- by ball-and-socket connection with the preferably hydraulic shock absorber (14); and
- via the transverse damper (33) which can for example be arranged between the frame (9) and the transverse suspension arm (37).
Les deux demi-essieux (35) étant indépendant, l'ensemble comporte avantageusement un dispositif de jumelage (40) qui permet de transmettre le mouvement d'orientation en lacet de l'un des demi-essieux (35) à l'autre demi-essieu. Grâce à ce dispositif de jumelage (40), lorsque l'un des demi-essieux pivote par rapport au châssis (9) autour d'un axe vertical situé aux environs de l'articulation rotule (38), le deuxième demi-essieu pivote également de façon identique mais en sens inverse.The two half-axles (35) being independent, the assembly advantageously comprises a coupling device (40) which makes it possible to transmit the yaw orientation movement of one of the half-axles (35) to the other half. -axle. Thanks to this twinning device (40), when one of the semi-axles pivots with respect to the chassis (9) around a vertical axis located around the ball joint (38), the second semi-axle pivots also in the same way but in reverse.
Dans le mode de réalisation précédent de véhicule à essieu (2) à deux roues (3), c'est l'essieu (2) rigide qui joue le rôle de dispositif de jumelage.In the previous embodiment of the vehicle with axle (2) and two wheels (3), it is the rigid axle (2) which plays the role of coupling device.
Dans l'exemple représenté sur les
A la place d'être fixé à la bielle de commande (15), les bielles de jumelage (43) peuvent alternativement être directement fixées par une articulation de type rotule au bras de suspension (8).Instead of being attached to the control rod (15), the twinning rods (43) can alternatively be directly attached by a ball joint to the suspension arm (8).
Avantageusement, des patins de frottement (46), par exemple de type lisoir, peuvent être prévus sur la traverse de liaison (41) pour amortir par frottement sec les débattements de pivotement de la traverse de liaison (41) autour de l'axe vertical.Advantageously, friction pads (46), for example of the screed type, can be provided on the connecting crosspiece (41) to dampen by dry friction the pivoting deflections of the connecting crosspiece (41) around the vertical axis .
La bielle de commande (15) est ainsi liée au châssis (9) par son articulation (20), par intermédiaire de l'actionneur (16) auquel elle est liée par son articulation (19) et éventuellement par l'intermédiaire de la traverse de liaison (41) et de la bielle de jumelage (43) à laquelle elle peut être liée par son articulation (45).The control rod (15) is thus linked to the frame (9) by its articulation (20), by means of the actuator (16) to which it is linked by its articulation (19) and possibly by means of the crosspiece link (41) and the coupling rod (43) to which it can be linked by its articulation (45).
Le débattement en lacet des demi-essieux (35) est ainsi obtenu d'un côté pour le premier demi-essieu, par le déplacement longitudinal de l'articulation (22) du fait de la variation d'inclinaison de la bielle (15) commandée par l'actionneur (16).The yaw movement of the semi-axles (35) is thus obtained on one side for the first semi-axle, by the longitudinal displacement of the articulation (22) due to the variation in inclination of the connecting rod (15) controlled by the actuator (16).
Le mouvement de la bielle (15) provoque simultanément la mise en rotation de la traverse de liaison (41) sous l'action de la bielle de jumelage (43), qui entraîne à son tour le déplacement de la deuxième bielle de jumelage (43) et l'inclinaison dans le sens opposé de la bielle (15) de l'autre côté. Ceci provoque la rotation dans le sens opposé du deuxième demi-essieu (35) situé de l'autre côté du véhicule.The movement of the connecting rod (15) simultaneously causes the rotation of the connecting crosspiece (41) under the action of the twinning rod (43), which in turn causes the movement of the second twinning rod (43 ) and the inclination in the opposite direction of the connecting rod (15) on the other side. This causes the rotation in the opposite direction of the second semi-axle (35) located on the other side of the vehicle.
La suspension latérale est donnée par la souplesse du support (39) et/ou la souplesse des bielles (15) et des liaisons des articulations des demi-essieux (35). Si nécessaire, cette souplesse peut être amortie par les amortisseurs transversaux (33).The lateral suspension is given by the flexibility of the support (39) and/or the flexibility of the connecting rods (15) and the connections of the joints of the semi-axles (35). If necessary, this flexibility can be damped by the transverse shock absorbers (33).
Comme précédemment, l'actionneur 16 peut être en mode amortisseur ou être supprimé pour les voies à grands rayons. Il peut être présent d'un seul côté ou de chaque côté pour des raisons de redondance.As before, the
De la même façon, l'inclinaison des bielles (15) permet avantageusement d'assurer un rappel en alignement par gravité.In the same way, the inclination of the connecting rods (15) advantageously makes it possible to ensure a return to alignment by gravity.
Enfin, on peut prévoir également une barre de torsion (25) comme dans la version précédente pour limiter le roulis par exemple.Finally, a torsion bar (25) can also be provided as in the previous version to limit roll, for example.
Avec un tel mode de réalisation, les masses non suspendues se limitent avantageusement aux roues (3) et à une partie des bras de suspension longitudinaux (8). Le confort est optimisé et l'usure des voies réduites.With such an embodiment, the unsprung masses are advantageously limited to the wheels (3) and to part of the longitudinal suspension arms (8). Comfort is optimized and track wear reduced.
En outre, l'amortissement du mouvement de lacet peut être très simplement réalisé au niveau de la traverse de liaison (41) par frottement des patins (46) de type lisoir.In addition, the damping of the yaw movement can be very simply made at the level of the connecting crosspiece (41) by friction of the pads (46) of the lisoir type.
Bien que l'ensemble selon l'invention ait été décrit pour un véhicule ferroviaire ne comportant pas de bogie, il est évident pour l'homme du métier que le dispositif de liaison décrit est aussi applicable à un bogie. Le ou les essieux du bogie sont alors reliés au châssis du bogie par ce dispositif.Although the assembly according to the invention has been described for a railway vehicle not comprising a bogie, it is obvious to those skilled in the art that the connection device described is also applicable to a bogie. The bogie axle or axles are then connected to the bogie frame by this device.
De même, bien que l'ensemble selon l'invention ait été conçu pour un véhicule ferroviaire léger à deux essieux ou quatre demi-essieux, il est évident pour l'homme du métier d'adapter cet ensemble à d'autres véhicules.Similarly, although the assembly according to the invention was designed for a light rail vehicle with two axles or four semi-axles, it is obvious for those skilled in the art to adapt this assembly to other vehicles.
Claims (16)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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FR2014177A FR3118446A1 (en) | 2020-12-28 | 2020-12-28 | SUSPENSION FOR RAILWAY VEHICLE WITH TWO AXLES |
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EP4019366A1 true EP4019366A1 (en) | 2022-06-29 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP21215925.5A Pending EP4019366A1 (en) | 2020-12-28 | 2021-12-20 | Suspension for railway vehicle with adjustable wheel support axles |
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EP (1) | EP4019366A1 (en) |
FR (1) | FR3118446A1 (en) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5790260A (en) | 1980-11-25 | 1982-06-04 | Fuji Heavy Ind Ltd | Single shaft truck |
JPS5799459A (en) | 1980-12-11 | 1982-06-21 | Fuji Heavy Ind Ltd | Uniaxial truck device |
EP1063143A1 (en) * | 1999-06-22 | 2000-12-27 | Mitsubishi Heavy Industries, Ltd. | Single axle and independent wheels bogie for a railway vehicle |
KR101536658B1 (en) * | 2014-03-21 | 2015-07-16 | 한국철도기술연구원 | Steering actuator for active steering control of railway vehicles |
WO2016008731A1 (en) * | 2014-07-18 | 2016-01-21 | Siemens Aktiengesellschaft | Chassis for a rail vehicle |
WO2018153436A1 (en) | 2017-02-21 | 2018-08-30 | Siemens Ag Österreich | Chassis for rail vehicles |
-
2020
- 2020-12-28 FR FR2014177A patent/FR3118446A1/en active Pending
-
2021
- 2021-12-20 EP EP21215925.5A patent/EP4019366A1/en active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5790260A (en) | 1980-11-25 | 1982-06-04 | Fuji Heavy Ind Ltd | Single shaft truck |
JPS5799459A (en) | 1980-12-11 | 1982-06-21 | Fuji Heavy Ind Ltd | Uniaxial truck device |
EP1063143A1 (en) * | 1999-06-22 | 2000-12-27 | Mitsubishi Heavy Industries, Ltd. | Single axle and independent wheels bogie for a railway vehicle |
KR101536658B1 (en) * | 2014-03-21 | 2015-07-16 | 한국철도기술연구원 | Steering actuator for active steering control of railway vehicles |
WO2016008731A1 (en) * | 2014-07-18 | 2016-01-21 | Siemens Aktiengesellschaft | Chassis for a rail vehicle |
WO2018153436A1 (en) | 2017-02-21 | 2018-08-30 | Siemens Ag Österreich | Chassis for rail vehicles |
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