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EP0208598B1 - Guided vehicle with swivelling wheel axles - Google Patents

Guided vehicle with swivelling wheel axles Download PDF

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Publication number
EP0208598B1
EP0208598B1 EP86401398A EP86401398A EP0208598B1 EP 0208598 B1 EP0208598 B1 EP 0208598B1 EP 86401398 A EP86401398 A EP 86401398A EP 86401398 A EP86401398 A EP 86401398A EP 0208598 B1 EP0208598 B1 EP 0208598B1
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Prior art keywords
axle
vehicle
point
axis
axles
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EP86401398A
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German (de)
French (fr)
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EP0208598A1 (en
Inventor
Laurent Meret
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Regie Autonome des Transports Parisiens
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Regie Autonome des Transports Parisiens
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • This patent relates to a guided vehicle with steerable axles according to French Patent No. 2,526,387 in which a radial guidance of the axles is produced.
  • This vehicle is constituted by a body carried by two axles each provided with two wheels and comprising, at the level of each axle, a cross member which pivots about an axis relative to the body and which carries the axle and a bar of hitch articulated around a point on the body and in contact at another point with the crossmember whose rotation angle it controls, the distance a between said axes of rotation of the two crossmembers of a vehicle, the distance n between the hinge point of a drawbar and the axis of rotation of the corresponding cross member, the distance b between this axis of rotation and the point of contact of this drawbar and the cross member and the distance d between the end of the drawbar and its articulation point substantially verifying the following relationship:
  • suspension elements are interposed between each axle and the crosspiece which carries it.
  • Railway vehicles can be subjected to a rolling movement which is a small amplitude oscillation around a central longitudinal axis parallel to the track, this rolling movement can be maintained by the imperfections of the track on certain of its sections.
  • Another factor which risks also creating a loss of radiality is the sliding of at least one wheel on the rail when one is in a curve for example, owing to the fact that the two wheels are integral with the axle.
  • the vehicle according to patent FR-A-2 526 387 does not allow radial guidance of the end axles of a train of vehicles since the guiding of an axle is carried out in conjunction with the guiding of the axle neighboring the next vehicle.
  • French patent 1,153,641 describes a device which has been known for a long time for carrying out radial guidance. According to this patent, in order to avoid the forces due to roll, the drawbar is fixed to the body by a rotary element allowing a slight twist which avoids the forces due to the roll movement.
  • the object of the present invention is to remedy these drawbacks and to allow radial guidance of the axles in all circumstances as well as radial guidance of the end axles, thanks to a specific arrangement of the point of attachment of the drawbar to the body. .
  • the point of attachment of the drawbar to the body is substantially arranged on the roll axis of the vehicle. Thanks to this arrangement, the rolling movement no longer causes the attachment point of the drawbar to move and the radiality of the guide is preserved.
  • the attachment points of the suspension elements interposed between each axle and the cross member which carries it are arranged at a level sufficiently high for the roll axis to pass substantially through the point of hitch bar attachment.
  • each driving axle has independent wheels as well as a device for limiting the slip between the two wheels.
  • This slip can for example be limited to 5%.
  • This latter arrangement makes it possible to eliminate the forces due to the sliding of the wheels on the rails for example in a curve and consequently to maintain the radial guidance of the axles.
  • each axle comprises an electronic device for controlling the speeds of each of the wheels and for acting on the braking members to restore the equality of the resistant torques on each wheel.
  • the carrying axles have idle wheels which may include an electronic speed control device to obtain an anti-braking device during braking.
  • the aforementioned distances a, d, n substantially verify the following relationship:
  • each end axle is added as an additional guide axle to the outside and the drawbar of said end axle is fixed to said guide axle perpendicular to the middle of the latter.
  • Figure 1 schematically illustrates the radial guide according to French Patent No. 2,526,387.
  • a curve shown schematically by the mean radius 21 of this curve two guided vehicles with steerable axles each comprising two axles 2 and connected together by two drawbars 4.
  • the distance between the articulation point 8 of the bar coupling 4 and the axis of rotation 12 of the axle 2 is designated by n;
  • d denotes the length of the drawbar of each vehicle;
  • a designates the distance separating the two axes of rotation 12 of the two axles of the same vehicle and
  • b designates the distance between the axis of rotation 12 of the axle and the contact point 11 of the drawbar 4 and the crossing.
  • Figure 2 illustrates the roll phenomenon. Because the body and the axles are not rigidly connected but by means of suspension elements 22, the body can perform rotational movements around a central longitudinal axis 23 called the roll axis; the angle of inclination of the body with respect to the axle 2 is called the roll angle (6).
  • a point M of the central longitudinal plane of the vehicle undergoes a horizontal displacement to come as far as possible in the position M ', this displacement being approximately equal to the product of the distance from the point M to the rolling axis 23 by the angle expressed in radian.
  • the point of attachment 8 of the drawbar on the body 1 therefore undergoes a horizontal displacement and it follows that the drawbar moves angularly in the horizontal plane, which results in the loss of the radial position of the axle 2 considered.
  • This angle of movement of the drawbar causes a rotation of the axle and this rotation can maintain the rolling movement, the body oscillating around its normal position.
  • this disruption of the radiality of the axles of a vehicle subjected to a rolling movement is avoided by the fact that the point of attachment 8 of the drawbar 4 on the body 1 is substantially arranged on the roll axis of the vehicle. In this way, during rolling movements, the attachment point remains stationary and the axle remains in the radial position.
  • This alignment of the point of attachment of the drawbar on the roll axis can be obtained by bringing said point of attachment to the level of the roll axis by modifying the structure of the hitch.
  • Another solution is to move the roll axis, that is to say to arrange the attachment points of the suspension elements 22 at a level such that the roll axis 23 passes substantially through the attachment point of the drawbar on the body.
  • FIG. 3 schematically represents two curved rails on which an axle 2 runs which then has an inner wheel 24 and an outer wheel 25.
  • the axle 2 is a conventional railway axle, that is to say that the two wheels 24 to 25 are integral with the axle 2, which means that they always rotate at the same speed.
  • E / R the outer wheel 25
  • E the track spacing
  • R the radius of the curve measured on the inner rail.
  • this slip can reach a value of 5%, which corresponds to a track gauge of 1.5 meters and a radius of curvature equal to 30 meters.
  • the sliding of the outer wheel causes a retarding effect T opposite to the direction of travel designated by arrow 26; this generates a torque which tends to oppose the radial positioning of the axle 2, this corresponding to a tendency to non-turn.
  • each driving axle has independent wheels in rotation and it is provided with a device making it possible to limit the slip between the two wheels.
  • a device making it possible to limit the slip between the two wheels. This can be achieved as shown in Figure 4 where the axle consists of two half-axles 27 and 28 which are connected to a differential device 29 whose possibility of sliding is limited, for example to 5%.
  • each non-driving axle consists of an axle 31 supporting idler wheels 32 and 33 each provided with a braking device 34 respectively 35; a schematic electronic device 36 controls the speed of rotation of each of the wheels 32 and 33 and acts on the braking device 34 and 35 to restore the equality of the resulting torques on each wheel, by braking the wheel in runaway in the in the case of a drive axle and by brake release of the two wheels in the case of a load-bearing axle (anti-skid device).
  • this vehicle length is generally predetermined and one cannot therefore act on this parameter to obtain radial guidance.
  • the parameter n that is to say the distance separating the axis of articulation of the axle from the axis of articulation of the drawbar is determined according to the following equation :
  • the invention makes it possible to obtain radial guidance of all the axles of a railway train independently of the roll movements and of the crossing of the curves by said train.
  • the invention is particularly advantageous in the field of railway vehicles traveling on tracks having curves with a small radius, which is the case in particular for urban metros.

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  • Mechanical Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Heat Treatment Of Articles (AREA)
  • Non-Silver Salt Photosensitive Materials And Non-Silver Salt Photography (AREA)
  • Handcart (AREA)
  • Tents Or Canopies (AREA)
  • Sewage (AREA)
  • Nitrogen Condensed Heterocyclic Rings (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Railway Tracks (AREA)
  • Friction Gearing (AREA)
  • Steering Controls (AREA)
  • Treatments Of Macromolecular Shaped Articles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Motorcycle And Bicycle Frame (AREA)

Abstract

According to the invention, the fastening point (8) of the towbar (4) on the body (1) is substantially arranged on the longitudinal axis of the vehicle. Furthermore, each non-driving axle comprises independent wheels and a device for limiting the slipping between the wheels, the said slipping preferably being limited to 5%. <??>The invention applies, in particular, to railway vehicles travelling on tracks having large bends. <IMAGE>

Description

Le présent brevet concerne un véhicule guidé à essieux orientables selon le brevet français n° 2 526 387 dans lequel on réalise un guidage radial des essieux.This patent relates to a guided vehicle with steerable axles according to French Patent No. 2,526,387 in which a radial guidance of the axles is produced.

Ce véhicule est constitué par une caisse portée par deux essieux munis chacun de deux roues et comportant, au niveau de chaque essieu, une traverse qui pivote autour d'un axe par rapport à la caisse et qui porte l'essieu et une barre d'attelage articulée autour d'un point de la caisse et en contact en un autre point avec la traverse dont elle commande l'angle de rotation, la distance a entre lesdits axes de rotation des deux traverses d'un véhicule, la distance n entre le point d'articulation d'une barre d'attelage et l'axe de rotation de la traverse correspondante, la distance b entre cet axe de rotation et le point de contact de cette barre d'attelage et de la traverse et la distance d entre l'extrémité de la barre d'attelage et son point d'articulation vérifiant sensiblement la relation suivante:

Figure imgb0001
This vehicle is constituted by a body carried by two axles each provided with two wheels and comprising, at the level of each axle, a cross member which pivots about an axis relative to the body and which carries the axle and a bar of hitch articulated around a point on the body and in contact at another point with the crossmember whose rotation angle it controls, the distance a between said axes of rotation of the two crossmembers of a vehicle, the distance n between the hinge point of a drawbar and the axis of rotation of the corresponding cross member, the distance b between this axis of rotation and the point of contact of this drawbar and the cross member and the distance d between the end of the drawbar and its articulation point substantially verifying the following relationship:
Figure imgb0001

Cette relation permet d'obtenir avec une très bonne approximation que la radialité de chaque essieu soit parfaite, c'est-à-dire que l'angle de rotation de chaque essieu soit égal à la moitié de l'angle défini par les deux rayons partant du centre de courbure des rails et passant par les centres de rotation des deux essieux d'un même véhicule.This relation makes it possible to obtain with a very good approximation that the radiality of each axle is perfect, that is to say that the angle of rotation of each axle is equal to half the angle defined by the two radii starting from the center of curvature of the rails and passing through the centers of rotation of the two axles of the same vehicle.

Avantageusement, des éléments de suspension sont interposés entre chaque essieu et la traverse qui le porte.Advantageously, suspension elements are interposed between each axle and the crosspiece which carries it.

Les véhicules ferroviaires peuvent être soumis à un mouvement de roulis qui est une oscillation de faible amplitude autour d'un axe longitudinal central parallèle à la voie, ce mouvement de roulis peut être entretenu par les imperfections de la voie sur certaine de ses sections.Railway vehicles can be subjected to a rolling movement which is a small amplitude oscillation around a central longitudinal axis parallel to the track, this rolling movement can be maintained by the imperfections of the track on certain of its sections.

Un tel mouvement de roulis entraîne un déplacement du point d'attache de la barre d'attelage sur la caisse et ce déplacement entraîne une perte de la radialité de l'essieu considéré.Such a rolling movement causes a displacement of the point of attachment of the drawbar on the body and this displacement results in a loss of the radiality of the axle in question.

Un autre facteur qui risque de créer également une perte de radialité est le glissement d'au moins une roue sur le rail lorsque l'on est en courbe par exemple, du fait que les deux roues sont solidaires de l'essieu.Another factor which risks also creating a loss of radiality is the sliding of at least one wheel on the rail when one is in a curve for example, owing to the fact that the two wheels are integral with the axle.

Enfin, le véhicule selon le brevet FR-A-2 526 387 ne permet pas de réaliser le guidage radial des essieux extrêmes d'une rame de véhicules puisque le guidage d'un essieu est réalisé conjointement avec le guidage de l'essieu voisin du véhicule suivant.Finally, the vehicle according to patent FR-A-2 526 387 does not allow radial guidance of the end axles of a train of vehicles since the guiding of an axle is carried out in conjunction with the guiding of the axle neighboring the next vehicle.

Le brevet français 1 153 641 décrit un dispositif connu depuis longtemps pour réaliser un guidage radial. Selon ce brevet, afin d'éviter les efforts dus au roulis, la barre d'attelage est fixée à la caisse par un élément rotatif permettant une légère torsion qui évite les efforts dus au mouvement de roulis.French patent 1,153,641 describes a device which has been known for a long time for carrying out radial guidance. According to this patent, in order to avoid the forces due to roll, the drawbar is fixed to the body by a rotary element allowing a slight twist which avoids the forces due to the roll movement.

La présente invention a pour objet de remédier à ces inconvénients et de permettre un guidage radial des essieux en toute circonstance ainsi que le guidage radial des essieux extrêmes, grâce à un agencement spécifique du point d'attache de la barre d'attelage sur la caisse.The object of the present invention is to remedy these drawbacks and to allow radial guidance of the axles in all circumstances as well as radial guidance of the end axles, thanks to a specific arrangement of the point of attachment of the drawbar to the body. .

Conformément à la présente invention, le point d'attache de la barre d'attelage sur la caisse est sensiblement disposé sur l'axe de roulis du véhicule. Grâce à cette disposition, le mouvement de roulis n'entraîne plus de déplacement du point d'attache de la barre d'attelage et la radialité du guidage est conservée.According to the present invention, the point of attachment of the drawbar to the body is substantially arranged on the roll axis of the vehicle. Thanks to this arrangement, the rolling movement no longer causes the attachment point of the drawbar to move and the radiality of the guide is preserved.

Selon un mode de réalisation de l'invention, les points d'accrochage des éléments de suspension interposés entre chaque essieu et la traverse qui le porte sont disposés à un niveau suffisamment élevé pour que l'axe de roulis passe sensiblement par le point d'attache de la barre d'attelage.According to one embodiment of the invention, the attachment points of the suspension elements interposed between each axle and the cross member which carries it are arranged at a level sufficiently high for the roll axis to pass substantially through the point of hitch bar attachment.

Selon une autre caractéristique de l'invention, chaque essieu moteur comporte des roues indépendantes ainsi qu'un dispositif de limitation du glissement entre les deux roues. Ce glissement peut par exemple être limité à 5%.According to another characteristic of the invention, each driving axle has independent wheels as well as a device for limiting the slip between the two wheels. This slip can for example be limited to 5%.

Cette dernière disposition permet de supprimer les efforts dus au glissement des roues sur les rails par exemple dans une courbe et par suite de maintenir le guidage radial des essieux.This latter arrangement makes it possible to eliminate the forces due to the sliding of the wheels on the rails for example in a curve and consequently to maintain the radial guidance of the axles.

Selon un mode de réalisation, ceci est obtenu au moyen d'un dispositif différentiel à glissement limité disposé entre les roues. Dans un autre mode de réalisation, chaque essieu comporte un dispositif de contrôle électronique des vitesses de chacune des roues et d'action sur les organes de freinage pour rétablir l'égalité des couples résistants sur chaque roue.According to one embodiment, this is obtained by means of a limited slip differential device disposed between the wheels. In another embodiment, each axle comprises an electronic device for controlling the speeds of each of the wheels and for acting on the braking members to restore the equality of the resistant torques on each wheel.

Les essieux porteurs ont des roues folles qui peuvent comporter un dispositif électronique de contrôle des vitesses pour obtenir un dispositif d'anti-enrayage lors du freinage.The carrying axles have idle wheels which may include an electronic speed control device to obtain an anti-braking device during braking.

Selon encore une autre caractéristique de l'invention, les distances a, d, n précitées vérifient sensiblement la relation suivante:

Figure imgb0002
According to yet another characteristic of the invention, the aforementioned distances a, d, n substantially verify the following relationship:
Figure imgb0002

De plus, on adjoint à chaque essieu d'extrémité en essieu supplémentaire de guidage à l'extérieur et la barre d'attelage dudit essieu d'extrémité est fixée sur ledit essieu de guidage perpendiculairement au milieu de ce dernier.In addition, each end axle is added as an additional guide axle to the outside and the drawbar of said end axle is fixed to said guide axle perpendicular to the middle of the latter.

De cette manière, on assure un guidage radial des essieux d'extrémité d'une rame ferroviaire.In this way, it provides radial guidance of the end axles of a railway train.

D'autres caractéristiques et avantages de la description ressortiront des dessins ci-annexés sur lesquels:

  • la figure 1 est une figure schématique illustrant le guidage radial selon l'invention,
  • la figure 2 est un schéma explicatif du phénomène de roulis,
  • la figure 3 représente un schéma expliquant le glissement des roues,
  • la figure 4 représente un premier mode de réalisation d'un essieu à roues indépendantes,
  • la figure 5 représente un deuxième mode de réalisation d'un essieu à roues indépendantes,
  • la figure 6 illustre un mode de réalisation de l'invention dans lequel la barre d'attelage est tangente à l'axe de la voie et
  • la figure 7 ilustre de manière schématique la disposition d'un essieu de guidage à l'extrémité d'une rame.
Other features and benefits of the description will emerge from the attached drawings in which:
  • FIG. 1 is a schematic figure illustrating the radial guide according to the invention,
  • FIG. 2 is an explanatory diagram of the roll phenomenon,
  • FIG. 3 represents a diagram explaining the sliding of the wheels,
  • FIG. 4 represents a first embodiment of an axle with independent wheels,
  • FIG. 5 represents a second embodiment of an axle with independent wheels,
  • FIG. 6 illustrates an embodiment of the invention in which the drawbar is tangent to the axis of the track and
  • Figure 7 schematically illustrates the arrangement of a guide axle at the end of a train.

La figure 1 illustre de manière schématique le guidage radial selon le brevet français n° 2.526.387. On a représenté dans une courbe schématisée par le rayon moyen 21 de cette courbe deux véhicules guidés à essieux orientables comportant chacun deux essieux 2 et reliés entre eux par deux barres d'attelage 4. La distance entre le point d'articulation 8 de la barre d'attelage 4 et l'axe de rotation 12 de l'essieu 2 est désigné par n; d désigne la longueur de la barre d'attelage de chaque véhicule; a désigne la distance séparant les deux axes de rotation 12 des deux essieux d'un même véhicule et b désigne la distance entre l'axe de rotation 12 de l'essieu et le point de contact 11 de la barre d'attelage 4 et de la traverse. Conformément au brevet français n° 2.526.387, ces paramètres vérifient sensiblement la relation:

Figure imgb0003
Figure 1 schematically illustrates the radial guide according to French Patent No. 2,526,387. There is shown in a curve shown schematically by the mean radius 21 of this curve two guided vehicles with steerable axles each comprising two axles 2 and connected together by two drawbars 4. The distance between the articulation point 8 of the bar coupling 4 and the axis of rotation 12 of the axle 2 is designated by n; d denotes the length of the drawbar of each vehicle; a designates the distance separating the two axes of rotation 12 of the two axles of the same vehicle and b designates the distance between the axis of rotation 12 of the axle and the contact point 11 of the drawbar 4 and the crossing. In accordance with French Patent No. 2,526,387, these parameters substantially verify the relationship:
Figure imgb0003

ce qui permet d'assurer avec une très bonne approximation le guidage radial des essieux 2.which makes it possible to ensure with very good approximation the radial guidance of the axles 2.

La figure 2 illustre le phénomène de roulis. Du fait que la caisse et les essieux ne sont pas reliés de manière rigide mais par l'intermédiaire d'éléments de suspension 22, la caisse peut effectuer des mouvements de rotation autour d'un axe longitudinal central 23 appelé axe de roulis; l'angle d'inclinaison de la caisse par rapport à l'essieu 2 est appelé angle de roulis (6).Figure 2 illustrates the roll phenomenon. Because the body and the axles are not rigidly connected but by means of suspension elements 22, the body can perform rotational movements around a central longitudinal axis 23 called the roll axis; the angle of inclination of the body with respect to the axle 2 is called the roll angle (6).

Lors du mouvement de roulis, un point M du plan longitudinal central du véhicule subit un déplacement horizontal pour venir au maximum dans la position M', ce déplacement étant approximativement égal au produit de la distance du point M à l'axe de roulis 23 par l'angle exprimé en radian. Dans le cas d'un guidage radial conforme au brevet français n° 2.526.387, le point d'attache 8 de la barre d'attelage sur la caisse 1 subit donc un déplacement horizontal et il s'ensuit que la barre d'attelage se déplace angulaire- ment dans le plan horizontal, ce qui entraîne la perte de la position radiale de l'essieu 2 considéré. Cet angle de déplacement de la barre d'attelage provoque une rotation de l'essieu et cette rotation peut entretenir le mouvement de roulis, la caisse oscillant autour de sa position normale.During the rolling movement, a point M of the central longitudinal plane of the vehicle undergoes a horizontal displacement to come as far as possible in the position M ', this displacement being approximately equal to the product of the distance from the point M to the rolling axis 23 by the angle expressed in radian. In the case of a radial guide in accordance with French Patent No. 2,526,387, the point of attachment 8 of the drawbar on the body 1 therefore undergoes a horizontal displacement and it follows that the drawbar moves angularly in the horizontal plane, which results in the loss of the radial position of the axle 2 considered. This angle of movement of the drawbar causes a rotation of the axle and this rotation can maintain the rolling movement, the body oscillating around its normal position.

Conformément à l'invention, ce dérèglement de la radialité des essieux d'un véhicule soumis à un mouvement de roulis est évité par le fait que le point d'attache 8 de la barre d'attelage 4 sur la caisse 1 est sensiblement disposé sur l'axe de roulis du véhicule. De cette manière, lors des mouvements de roulis, le point d'attache reste immobile et l'essieu reste en position radiale.According to the invention, this disruption of the radiality of the axles of a vehicle subjected to a rolling movement is avoided by the fact that the point of attachment 8 of the drawbar 4 on the body 1 is substantially arranged on the roll axis of the vehicle. In this way, during rolling movements, the attachment point remains stationary and the axle remains in the radial position.

Cet alignement du point d'attache de la barre d'attelage sur l'axe de roulis peut être obtenu en ramenant ledit point d'attache au niveau de l'axe de roulis par modification de la structure de l'attelage.This alignment of the point of attachment of the drawbar on the roll axis can be obtained by bringing said point of attachment to the level of the roll axis by modifying the structure of the hitch.

Une autre solution consiste à déplacer l'axe de roulis, c'est à dire à disposer les points d'attache des éléments de suspension 22 à un niveau tel que l'axe de roulis 23 passe sensiblement par le point d'attache de la barre d'attelage sur la caisse.Another solution is to move the roll axis, that is to say to arrange the attachment points of the suspension elements 22 at a level such that the roll axis 23 passes substantially through the attachment point of the drawbar on the body.

La figure 3 représente de manière schématique deux rails en courbe sur lesquels circule un essieu 2 qui présente alors une roue intérieure 24 et une roue extérieure 25. L'essieu 2 est un essieu conventionnel ferroviaire, c'est à dire que les deux roues 24 à 25 sont solidaires de l'essieu 2, ce qui entraîne qu'elles tournent toujours à la même vitesse. Lorsque l'essieu 2 parcourt des rails courbes, les deux roues intérieure et extérieure ne parcourent pas la même distance et il en résulte un glissement de la roue extérieure 25 qui est égal à E/R, E étant l'écartement des voies et R le rayon de la courbe mesuré sur le rail intérieur. Pour les courbes de faible rayon, ce qui peut en particulier être le cas pour des voies de métro urbain, ce glissement peut atteindre une valeur de 5%, ce qui correspond à un écartement de voies de 1,5 mètre et un rayone de courbure égal à 30 mètres.FIG. 3 schematically represents two curved rails on which an axle 2 runs which then has an inner wheel 24 and an outer wheel 25. The axle 2 is a conventional railway axle, that is to say that the two wheels 24 to 25 are integral with the axle 2, which means that they always rotate at the same speed. When the axle 2 travels on curved rails, the two inner and outer wheels do not travel the same distance and this results in a slip of the outer wheel 25 which is equal to E / R, E being the track spacing and R the radius of the curve measured on the inner rail. For curves with a small radius, which can in particular be the case for urban metro tracks, this slip can reach a value of 5%, which corresponds to a track gauge of 1.5 meters and a radius of curvature equal to 30 meters.

Le glissement de la roue extérieure provoque un effet retardateur T opposé au sens de la marche désigné par la flèche 26; ceci engendre un couple qui tend à s'opposer au positionnement radial de l'essieu 2, ceci correspondant à une tendance au non-virage.The sliding of the outer wheel causes a retarding effect T opposite to the direction of travel designated by arrow 26; this generates a torque which tends to oppose the radial positioning of the axle 2, this corresponding to a tendency to non-turn.

Conformément à l'invention, chaque essieu moteur comporte des roues indépendantes en rotation et il est muni d'un dispositif permettant de limiter le glissement entre les deux roues. Ceci peut être réalisé comme représenté sur la figure 4 où l'essieu est constitué de deux demi-essieux 27 et 28 qui sont reliés à un dispositif différentiel 29 dont la possibilité de glissement est limitée, par exemple à 5%.According to the invention, each driving axle has independent wheels in rotation and it is provided with a device making it possible to limit the slip between the two wheels. This can be achieved as shown in Figure 4 where the axle consists of two half-axles 27 and 28 which are connected to a differential device 29 whose possibility of sliding is limited, for example to 5%.

Selon un autre mode de réalisation représenté à la figure 5, chaque essieu non moteur est constitué par un essieu 31 supportant des roues folles 32 et 33 munie chacune d'un dispositif de freinage 34 respectivement 35; un dispositif électronique schématisé 36 contrôle la vitesse de rotation de chacune des roues 32 et 33 et agit sur le dispositif de freinage 34 et 35 pour rétablir l'égalité des couples résultants sur chaque roue, par freinage de la roue en emballement dans le cas d'un essieu moteur et par défreinage des deux roues dans le cas d'un essieu porteur (dispositif anti-enrayeur).According to another embodiment shown in FIG. 5, each non-driving axle consists of an axle 31 supporting idler wheels 32 and 33 each provided with a braking device 34 respectively 35; a schematic electronic device 36 controls the speed of rotation of each of the wheels 32 and 33 and acts on the braking device 34 and 35 to restore the equality of the resulting torques on each wheel, by braking the wheel in runaway in the in the case of a drive axle and by brake release of the two wheels in the case of a load-bearing axle (anti-skid device).

Si l'on considère la figure 1, on voit que la longueur du véhicule L est égale à:

Figure imgb0004
If we consider Figure 1, we see that the length of the vehicle L is equal to:
Figure imgb0004

cette longueur de véhicule est en général prédéterminée et l'on ne peut donc pas agir sur ce paramètre pour obtenir un guidage radial.this vehicle length is generally predetermined and one cannot therefore act on this parameter to obtain radial guidance.

Par ailleurs, les problèmes liés à la réalisation d'un dispositif d'intercirculation entre deux véhicules voisins entraînent que la longueur d d'une barre d'attelage est fixée à quelques centrimètres près. On ne peut donc pas agir sur ce paramètre non plus. Il en résulte qu'il subsiste trois paramètres pouvant varier à savoir les longueurs a, b, et n, ces longueurs étant par ailleurs liées d'une part par la relation de radialité et d'autre part par l'équation ci-dessus du fait que la longueur du véhicule est fixée à l'avance.In addition, the problems linked to the production of an intercirculation device between two neighboring vehicles means that the length d of a drawbar is fixed to within a few centimeters. We cannot therefore act on this parameter either. As a result, there remain three parameters which can vary, namely the lengths a, b, and n, these lengths being moreover linked on the one hand by the relation of radiality and on the other hand by the above equation of the length of the vehicle is fixed in advance.

On a donctrois paramètres qui sont liés par deux relations; cela permet de choisir au moins un des paramètres de manière arbitraire.We have three parameters which are linked by two relations; this allows at least one of the parameters to be chosen arbitrarily.

Conformément à l'invention, le paramètre n, c'est à dire la distance séparant l'axe d'articulation de l'essieu de l'axe d'articulation de la barre d'attelage est déterminé d'après l'équation suivante:

Figure imgb0005
According to the invention, the parameter n, that is to say the distance separating the axis of articulation of the axle from the axis of articulation of the drawbar is determined according to the following equation :
Figure imgb0005

en d'autres termes, les paramètres a, n et d sont liés par l'équation précédente.in other words, the parameters a, n and d are linked by the previous equation.

Cette équation traduit le fait que la barre d'attelage 4 est tangente à l'axe de la voie 37, c'est à dire à la courbe disposée à équidistance des deux rails. Ceci est illustré sur la figure 6 où l'on voit que l'ensemble des deux barres d'attelage 4 est tangent à l'axe de la voie 37, le point de contact étant le point central du dispositif d'attelage, c'est à dire le point d'accrochage 38 des deux barres d'attelage l'une sur l'autre. Ceci est réalisé quel que soit le rayon de courbure de la voie comme on peut le voir sur la figure 6.This equation reflects the fact that the drawbar 4 is tangent to the axis of the track 37, that is to say to the curve arranged equidistant from the two rails. This is illustrated in FIG. 6 where it can be seen that the assembly of the two coupling bars 4 is tangent to the axis of the track 37, the point of contact being the central point of the coupling device, it ie the point of attachment 38 of the two drawbars one on the other. This is achieved regardless of the radius of curvature of the track as can be seen in Figure 6.

Conformément à l'invention, cette dernière relation est respectée et pour le guidage radial des essieux extrêmes c'est à dire les essieux disposés à l'extrémité d'une rame, on adjoint à chaque essieu d'extrémité 41 un essieu de guidage 42 qui est disposé à l'extérieur de la rame, c'est à dire du côté opposé au deuxième essieu du véhicule considéré par rapport à l'essieu d'extrémité; en outre, la barre d'attelage 43 de l'essieu d'extrémité 41 est fixée à son extrémité libre sur l'essieu de guidage 42 perpendiculairement à celui-ci et en son milieu.In accordance with the invention, this latter relationship is respected and for the radial guidance of the end axles, that is to say the axles disposed at the end of a train, there is added to each end axle 41 a guide axle 42 which is arranged outside the train, that is to say on the side opposite the second axle of the vehicle in question relative to the end axle; in addition, the drawbar 43 of the end axle 41 is fixed at its free end to the guide axle 42 perpendicular thereto and in the middle.

De cette manière, l'essieu de guidage 42 main- tientautomatiquement l'extrémité libre de la barre d'attelage 43 sur l'axe de la voie 37. Cette barre de guidage se trouve donc dans la position de tangente de la figure 6. Etant donné que l'autre condition indiquée dans le brevet français n° 2.526.387 concernant la relation entre les paramètres a, b, d, et n est respectée, on obtient donc de manière automatique un guidage radial detous les essieux de l'ensemble de la rame.In this way, the guide axle 42 automatically maintains the free end of the drawbar 43 on the axis of the track 37. This guide bar is therefore in the tangent position of FIG. 6. Since the other condition indicated in French Patent No. 2,526,387 concerning the relationship between the parameters a, b, d, and n is met, we therefore automatically obtain radial guidance of all the axles of the assembly oar.

On voit que l'invention permet d'obtenir un guidage radial de l'ensemble des essieux d'une rame ferroviaire indépendamment des mouvements de roulis et du franchissement des courbes par ladite rame.It can be seen that the invention makes it possible to obtain radial guidance of all the axles of a railway train independently of the roll movements and of the crossing of the curves by said train.

L'invention est particulièrement intéressante dans le domaine des véhicules ferroviaires circulant sur des voies comportant des courbes à rayon faible, ce qui est le cas en particulier des métros urbains.The invention is particularly advantageous in the field of railway vehicles traveling on tracks having curves with a small radius, which is the case in particular for urban metros.

Claims (8)

1. Vehicle guided with orientable axles, of the type formed by a body (1) carried by two axles (2) which are each equipped with two wheels (3) and having, at the level of each axle, a crossbar (5) which pivots about an axis (12) with respect to the body (1) and which carries the axle (2) and a coupling rod (4) articulated about a point (8) of the body (1) and in contact at another point (11) with the crossbar (5) whereof it controls the angle of rotation, in which vehicle the distance (a) between the said axes of rotation (12) of the two crossbars (5) of a vehicle, the distance (n) between the point of articulation (8) of a coupling rod (4) and the axis of rotation (12) of the corresponding crossbar (5), the distance (b) between this axis of rotation (12) and the point of contact (11) of the coupling rod (4) of the crossbar (5), and the distance (d) between the end of the coupling rod (4) and its point of articulation (8) have substantially the following relation to one another:
Figure imgb0010
characterized in that the point of connection (8) of the coupling rod (4) on the body (1) is substantially arranged on the axis of rocking motion (23) of the vehicle.
2. Vehicle guided with orientable axles according to Claim 1, having suspension elements (22) placed between each axle (2) and the crossbar (5) which carries it, characterized in that the points of hooking the suspension elements (22) are arranged at a sufficiently high level for the axis of rocking motion (23) to pass substantially through the point of connection (8) of the coupling rod.
3. Vehicle guided with orientable axles according to either of Claims 1 or 2, characterized in that each driving axle (27, 28, 31) has independent wheels (32, 33) and a device (29, 36) for limiting slip between the two wheels.
4. Vehicle guided with orientable axles according to Claim 3, characterized in that the said device for limiting slip is a limited-slip differential device (29) arranged between the two half axles (27,28).
5. Vehicle guided with orientable axles according to Claim 3, characterized in that each axle has a device (36) for monitoring the speed of each wheel (32, 33) and for acting on the braking members (34, 35) of each wheel to re-establish the same torque on each wheel.
6. Vehicle guided with orientable axles according to Claim 3, characterized in that the slip is limited to the maximum slip value obtained in the curve of the smaller radius.
7. Vehicle guided with orientable axles according to Claim 1, characterized in that the distances a, d, n have substantially the following relation to one another:
Figure imgb0011
8. Vehicle guided with orientable axles according to Claim 7, characterized in that the end vehicles have at their free end a supplementary guide axle (42) arranged on the outside, and in that the coupling rod (43) of the end guided axle (41) is fixed on the said guide axle (42) perpendicular to the centre of the said guide axle (42).
EP86401398A 1985-06-26 1986-06-25 Guided vehicle with swivelling wheel axles Expired - Lifetime EP0208598B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86401398T ATE59349T1 (en) 1985-06-26 1986-06-25 RAIL VEHICLE WITH SWIVELING WHEEL AXLES.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR858509708A FR2584040B2 (en) 1985-06-26 1985-06-26 GUIDED VEHICLE WITH STEERABLE AXLES
FR8509708 1985-06-26

Publications (2)

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EP0208598A1 EP0208598A1 (en) 1987-01-14
EP0208598B1 true EP0208598B1 (en) 1990-12-27

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US (1) US4911081A (en)
EP (1) EP0208598B1 (en)
JP (1) JPS6285759A (en)
KR (1) KR910000938B1 (en)
AT (1) ATE59349T1 (en)
AU (1) AU588333B2 (en)
CA (1) CA1289415C (en)
DE (2) DE208598T1 (en)
DK (1) DK163650C (en)
ES (1) ES8707693A1 (en)
FI (1) FI88009C (en)
FR (1) FR2584040B2 (en)
NO (1) NO163399C (en)
SU (1) SU1669393A3 (en)
ZA (1) ZA864719B (en)

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ES556726A0 (en) 1987-08-16
EP0208598A1 (en) 1987-01-14
SU1669393A3 (en) 1991-08-07
FR2584040B2 (en) 1990-08-10
NO862554D0 (en) 1986-06-25
DK298286D0 (en) 1986-06-25
CA1289415C (en) 1991-09-24
US4911081A (en) 1990-03-27
FI862710A0 (en) 1986-06-25
ES8707693A1 (en) 1987-08-16
KR910000938B1 (en) 1991-02-19
NO163399C (en) 1990-05-23
NO163399B (en) 1990-02-12
AU5922986A (en) 1987-01-08
AU588333B2 (en) 1989-09-14
FI862710L (en) 1986-12-27
KR870000202A (en) 1987-02-17
DK163650B (en) 1992-03-23
NO862554L (en) 1986-12-29
JPS6285759A (en) 1987-04-20
FI88009C (en) 1993-03-25
FI88009B (en) 1992-12-15
JPH0544382B2 (en) 1993-07-06
DE208598T1 (en) 1987-10-15
DK298286A (en) 1986-12-27
DK163650C (en) 1992-08-17
FR2584040A2 (en) 1987-01-02
DE3676574D1 (en) 1991-02-07
ATE59349T1 (en) 1991-01-15
ZA864719B (en) 1987-02-25

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