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EP2142411B1 - Schienenfahrzeug mit drehbaren gestellen - Google Patents

Schienenfahrzeug mit drehbaren gestellen Download PDF

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Publication number
EP2142411B1
EP2142411B1 EP08787999.5A EP08787999A EP2142411B1 EP 2142411 B1 EP2142411 B1 EP 2142411B1 EP 08787999 A EP08787999 A EP 08787999A EP 2142411 B1 EP2142411 B1 EP 2142411B1
Authority
EP
European Patent Office
Prior art keywords
bogie
wheels
railway vehicle
zone
vehicle
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.)
Active
Application number
EP08787999.5A
Other languages
English (en)
French (fr)
Other versions
EP2142411A1 (de
Inventor
Alain Rodet
Christophe Eche
Yves Longueville
Francis Demarquilly
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to PL08787999T priority Critical patent/PL2142411T3/pl
Publication of EP2142411A1 publication Critical patent/EP2142411A1/de
Application granted granted Critical
Publication of EP2142411B1 publication Critical patent/EP2142411B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes
    • B61F5/325—The guiding device including swinging arms or the like to ensure the parallelism of the axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels

Definitions

  • the invention generally relates to rail vehicles, including trams.
  • the invention relates to a vehicle supported by bogies mounted by pivot connections to said vehicle and for arranging in the vehicle wide bottom lanes.
  • a vehicle is described in the patent application CZ 2000 - 46 91 .
  • Such a bogie is known from the document WO-00/64721 which describes a trolley including a body and at least one motorized bogie of this type.
  • the longitudinal members of the bogie frame are placed immediately inside the wheels, the drive motors of the wheels being placed outside the bogie with respect to the wheels.
  • Such a bogie has the advantage of allowing the development of a central low corridor in the chassis of the body, allowing a stepless access to the entire tram.
  • the low center aisle passes between the longitudinal members of the bogie frame.
  • This bogie can not be easily mounted by pivot connection means under the body. Indeed, it would then be necessary to reduce the width of the central corridor so as to create spaces between said low central corridor and the longitudinal members, in order to allow movement of the bogie relative to the body. The corridor would then become so narrow that passengers could no longer be easily passed through.
  • the invention aims to provide a rail vehicle supported by bogies mounted by pivot connections to said vehicle, each bogie for arranging in the frame of the box a wide bottom aisle.
  • the tramway 10 partially represented on the figures 1 and 2 comprises a box 12 provided with a body frame 14, and for example two bogies 16, each connected to the body 12 and disposed under the frame 14.
  • the body 12 is elongated in a main direction also called longitudinal direction.
  • the transverse direction is the substantially horizontal direction which is perpendicular to the longitudinal direction of the vehicle. It comprises an interior passenger space 18, bounded downwards by the frame 14, and seats 20 fixed to the frame 14.
  • the seats 20 are typically arranged in several rows extending perpendicularly to the main direction. The seats are oriented so that the passengers sitting on the seats look in the main direction.
  • the bogies 16 are able to support and guide the body 12 when the tramway moves along a path.
  • the front wheels 24 are coaxial, spaced transversely from one another, and are connected to the frame 22.
  • the rear wheels 26 are coaxial, spaced transversely from one another, and connected to the frame 22.
  • the front wheels 24 are spaced longitudinally from the rear wheels 26.
  • the front coupling means 29 comprise, for example, a front axle 36 linking the front wheels 24 in rotation with each other, a front reduction gearbox 38 and a front coupling 40 interposed between the front engine 28 and the front gearbox 38.
  • the gearbox 38 has an input rotatably connected to the motor shaft 28 via the coupling 40, and an output directly fixed to a front wheel 24.
  • the motor shaft 28 extends longitudinally, the coupling 40 typically comprising a longitudinally-oriented transmission shaft rotatably connected by gimbals with the motor shaft and with the inlet of the gearbox 38.
  • the rear coupling means 31 are of the same type as the front transmission means 29, and also comprise a rear axle 46 linking the two rear wheels 26 in rotation with each other, a rear reduction gear 48 and a rear coupling 50 interposed between the engine. rear 30 and the gearbox 48.
  • Each of the axles 36 and 46 is guided in rotation by two axle boxes 32, disposed immediately inside the wheels associated with the axle, and extending only over a fraction of the transverse length of the axle.
  • Each axle passes through the two axle boxes 32 and is guided in rotation inside them by bearings, for example ball bearings.
  • the frame 22 comprises two longitudinal longitudinal members 52 substantially parallel to each other, and at least two cross members 54 substantially parallel to each other, solidarisant the two longitudinal members to one another.
  • the longitudinal longitudinal members 52 and the axle boxes 32 are substantially arranged in the same plane parallel to the running plane.
  • Each spar extends longitudinally between two axle boxes 32 associated with the wheel front and rear wheel located on the same side of the bogie.
  • Each spar 52 has front and rear end portions, respectively 56 and 58, aligned with and stopping at a distance longitudinally from the two axle boxes 32. These front and rear end portions 56 and 58 are linked to the boxes. of axles 32 by the primary suspension devices 33.
  • the motors 28 and 30 are rigidly fixed to the frame 22 of the bogie.
  • the drive motor of the front wheels 28 is disposed on a right lateral side of the bogie.
  • the motor 28, the gearbox 38 and the coupling 40 are arranged towards the outside of the bogie relative to the front wheels 24 and rear 26 straight.
  • the motor 28 is substantially equidistant from the front and rear axles 36 and 46.
  • the front gearbox 38 is disposed in the transverse extension of the front axle 36.
  • the rear wheel drive motor 30, the rear gear 48 and the rear coupling 50 are arranged on a left side of the bogie towards the outside of the bogie relative to the left front and rear wheels.
  • the motor 30 is also equidistant from the front and rear axles 36 and 46.
  • the rear reduction gear 48 is placed in the extension of the rear axle 46.
  • the pivot connection means 34 between the bogie and the body comprise a bolster 60, a ring gear 62 interposed between the body frame 14 and the bolster 60, and secondary suspension members 64 of the bolster 60 on the frame of the bolster 60. 22.
  • the bolster 60 extends transversely, substantially equidistant from the axles 36 and 46. It comprises a lowered central portion 66 carrying the ring 62, two raised end portions 68 and two inclined arms 70 connecting the central portion 66.
  • the ring 62 forms a ball bearing and comprises for example an inner ring 72 fixed to the bolster 60 and an outer ring 74 fixed to the body frame and rotatable with respect to the inner ring.
  • the parts 68 of the bolster are located in line with the median portions 76 of the longitudinal members, and are connected to these longitudinal members by the secondary suspension members 64.
  • Each secondary suspension member 64 comprises two elastic rubber / metal sandwiches arranged in chevrons on either side of the corresponding plate 68. Sandwiches are of the type described in FR-1 536 401 .
  • Each sandwich 78 comprises a plurality of layers of an elastic material such as rubber parallel to each other, a plurality of intermediate metal plates interposed between the layers of elastic material and end metal plates disposed at the base and the top of the sandwich. The intermediate plates and the end plates are parallel to each other and are parallel to the rubber layers. Each layer of rubber is thus disposed between two metal plates and adheres to these plates.
  • the end plates are rigidly fixed one to the plate 68 and the other to the spar 52.
  • the front and rear brakes 35 are disc brakes.
  • the bogie includes a brake for each axle.
  • the front brake 35 is disposed towards the outside of the bogie with respect to the left front wheel, in a position substantially symmetrical with that of the front gearbox 38. It comprises a disc 80 integral in rotation with the front axle 36 and at least one stirrup 82 mounted on the frame 22 and capable of pinching the disc 80.
  • the rear brake 35 is located towards the outside of the bogie relative to the rear right wheel 26, in the extension of the rear axle 46. It also includes a brake disc 80 integral with the rear axle 46 and a stirrup 82.
  • the bogie also comprises two vertical dampers 84 interposed between the median portions 76 of the longerons and the trays 68 of the bolster and two transverse dampers 85 interposed between the bogie frame 22 and the sleeper 60.
  • the bogie also comprises an anti-lock bar.
  • Roll 86 ( figure 2 ) substantially transverse connecting the two longitudinal members 52 to one another, and two vertical levers 87 connecting the anti-roll bar 86 to the two trays 68 of the bolster.
  • the anti-roll bar 86 is engaged in transverse bearings 88 fixed to the longitudinal members 52.
  • rigid bars 89 (visible on the figures 4 and 5 ) connect the mechanism 90 for controlling the brake calipers 82 to the bogie frame 22.
  • the primary suspension devices 33 located on both lateral sides of the bogie are so-called "low” devices.
  • the two rods 91 and 92 are placed in the same vertical plane, that is to say in the same plane perpendicular to the rolling plane of the bogie, the rod 91, located above the connecting rod 92, being called in the description that will follow the upper link, and the rod 92, the lower link.
  • the two connecting rods 91 and 92 are substantially parallel to each other and extend in a longitudinal direction substantially corresponding to the direction of the longitudinal members of the frame 22. They are thus perpendicular to the axles 36 and 46.
  • the connecting rods 91 and 92 have between their first and second respective connection points substantially the same longitudinal length.
  • the two connecting rods 91 and 92 are offset longitudinally with respect to each other when the primary suspension device is at rest and also when under load. So, as shown in figure 12 , the upper link 91 is shifted to the right of the figure 12 , that is to say towards the spar 52 with respect to the lower link 92. In such a way as to distribute the load between the two links 91 and 92, the second connection points 98 and 100 of the upper and lower links 91 and 92 are offset longitudinally symmetrically on either side of the axis of the axle 36 or 46. Thus, the connection point 98 of the upper link is offset relative to the transverse central axis of the axle a distance d to the spar 52.
  • connection point 100 of the lower link 92 is offset relative to the central axis of the axle of the same distance d in the longitudinal direction, opposite the spar 52.
  • the primary suspension device 33 is said to be "low” because, at rest or under load, the connecting rods 91 and 92 are entirely located at a lower vertical level than the top 104 of the axle box 32.
  • the top 104 of the box axle is the point of this envelope located highest relative to the rolling plane of the bogie. This point 104 moves in the vertical direction with the axle box 32 according to the position of the connecting rods 91 and 92.
  • the elastic member 102 is a rubber-metal sandwich of the type described in the patent application FR-1 536 401 .
  • the elastic member 102 comprises a plurality of rubber layers 106 parallel to each other, one or more metal plates 108 interposed between the rubber layers 106, and end metal plates 110 disposed at the base and the top of the sandwich. .
  • the plates 108 and 110 are parallel to each other and are parallel to the rubber layers 106.
  • Each rubber layer 106 is thus disposed between two metal plates 108 and / or 110 and adheres to these plates.
  • the compression axis of such an elastic member is perpendicular to the plates 108 and 110 and to the rubber layers 106.
  • Such a sandwich has a stiffness defined both in compression and in shear, that is to say respectively in response to a force exerted in a direction perpendicular to the plane of the plates 108, 110 and layers 106, and parallel to the plane of these plates and layers.
  • the upper and lower connecting rods 91 and 92 each comprise a lateral extension respectively 112 and 114, defining bearing surfaces facing each other respectively 116 and 118, for the elastic member 102.
  • the elastic member 102 is between the surfaces 116 and 118. These surfaces 116 and 118 are parallel to each other, the end plates 110 being pressed onto the bearing surfaces and rigidly fixed thereto.
  • the bearing surfaces 116 and 118 are oriented such that the axis of compression of the elastic member 102 forms, in the reference position, an angel ⁇ between 0 ° and 90 ° with respect to the axis passing through the first connection points 94 and 96 of the two connecting rods.
  • the angle ⁇ is between 20 ° and 50 °, and is typically 30 °.
  • the two connecting rods 91 and 92 are connected to the axle box 32 of the bogie by their respective second connection points 98 and 100 via cylindrical elastic joints.
  • the two connecting rods are connected to the spar 52 at their respective first connection points 94 and 96 also by cylindrical elastic joints.
  • the rods 91 and 92 comprise at each of the connection points 94, 96, 98 and 100 a cross-axis end 120 engaged in a cylindrical orifice 122 provided, as the case may be, either in the axle box 32 or in the spar 52 (see figure 13 ).
  • An elastic sleeve 124 for example made of natural or synthetic rubber, of cylindrical shape, is interposed between the end of axis 120 and the peripheral wall of the orifice 122.
  • the end of axis 120, the orifice 122 and the sleeve 124 are coaxial, of transverse axis.
  • the sleeve 124 adheres by an inner face to the end of axis 120 and by an outer face to the peripheral wall of the orifice 122.
  • Each primary suspension device 33 is located, at rest as well as under load, entirely under a level above the running surface of the bogie of between 200 mm and 400 mm, preferably between 250 mm and 350 mm and being typically 300 mm. for wheels having their diameters to nine of 590 mm.
  • connection points 94, 96, 98 and 100 constitutes a deformable parallelogram.
  • the connecting rods 91 and 92 each take up a fraction of the effort F at their second respective connection points 98 and 100, because these first connection points are placed symmetrically with respect to the axle.
  • the distribution of the force F between the two connecting rods 91 and 92 is a function of the position of the elastic block between the points 94 and 96.
  • the connecting rods 91 and 92 pivot upwards with respect to the spar 52 around the first connection points 94 and 96, that is to say in a clockwise direction on the figure 12 .
  • the bearing surfaces 116 and 118 tend to get closer.
  • the pivoting of the connecting rods 91 and 92 leads to exert on the elastic member 102 both a compressive force and a shear force.
  • the elastic member works in pure compression.
  • the elastic member works in pure shear.
  • the connecting rods 91 and 92 pivot with respect to the axle box 32 around the second connection points 98 and 100, which move vertically upwards like the figure 12 represents it in phantom.
  • the axle box 32 and its top 104 also undergo a vertical upward movement, but which is not represented on the figure 12 .
  • the connecting rods 91 and 92 rotate clockwise on the figure 12 relative to the axle box 32 and remain at a level below the top 104 of the axle box, which has moved upwards.
  • the pivoting of the connecting rods 91 and 92 causes torsion, for each connecting rod, elastic sleeves 124 of the first point of connection and also the second point of connection.
  • each spar In order to allow the connecting rods 91 and 92 to be mounted on the frame, the front and rear end portions 56 and 58 of each spar are shaped as forks. Each of these end portions is divided into two flanges 125 arranged opposite each other ( figure 3 ). The flanges 125 are substantially perpendicular to the transverse direction. The connecting rods 91 and 92 are mounted by their respective connection points 94 and 96 between the flanges 125.
  • the body frame 14 has a first raised portion 126 to the right front and rear right wheels, a second raised portion 128 to the right of the left front and rear wheels, and a lower portion 130 between the first and second raised portions 126 and 128
  • the raised portions 126 and 128 extend, parallel to the main direction, along the entire length of the bogie. Perpendicular to the main direction, the portion 126 has a width sufficient to cover the front engine 28, the front gearbox 38, the front coupling 40, the rear brake 35, the front wheels 24 and rear 26 straight.
  • the raised portion 126 also covers a large portion of the right spar 52.
  • the raised portion 128 has the same width as the portion 126 and, symmetrically, covers the rear engine 30, the rear gear 48, the rear coupling 50, the front brake 35, the front wheels 24 and rear 26 left and much of the left spar 52.
  • the lower part 130 forms a circulation corridor inside the box, this corridor being substantially parallel to the main direction.
  • Corridor 130 considered in a plane perpendicular to the main direction, extends in the middle of the box, that is to say halfway between the two side walls of the box.
  • the high zone 132a of the floor 131 of the traffic corridor is situated at a level of substantially 480 mm with respect to the rolling plane of the bogie, considering that the wheels of the bogie have a diameter of nine to 590 mm.
  • the high zone 132a of the floor 132 of the circulation corridor 130 is located at a level of substantially 520 mm.
  • the chassis, the axles, the axle boxes, the primary suspension members, the bolster and the secondary suspension members are all entirely located at a level lower than that of the floor 132. This result is obtained thanks to the use of low primary suspension devices as described above.
  • the corridor 130 has a width, perpendicular to the main direction, of about 800 mm.
  • the corridor has a width of between 600 mm and 800 mm, perpendicular to the main direction. It covers slightly the two longitudinal members 52. However, a significant separation is provided between the side walls 134 of the lower part 130 and the wheels 24 and 26, so as to allow the rotational movement of the bogie relative to the body.
  • each of the raised portions 126 and 128 includes, from front to back, areas of different levels. More specifically, each part comprises first a medium level zone 138, then a higher level zone 140 than the zone 138, then a lower level zone 142 than the zone 138, then a zone 144 of the same level as the zone 140 and finally a zone 146 of the same level as the zone 138.
  • the zone 142 extends in line with a plate 68 of the bolster and one of the engines. It is located at an intermediate level between that of the plate 68 and the top of the wheels 24 and 26.
  • zones 138, 140, 144 and 146 are all located at a level higher than that of the top of the wheels.
  • two seats 20 are attached side by side in each of the areas 138, 140, 144 and 146.
  • the seats zones 140 and 144 face each other, zone 142 allowing passengers sitting on these seats to put their feet.
  • the seats of zones 138 and 140 are arranged back to back, as are the seats of zones 144 and 146.
  • the ring 62 is fixed under the floor 132 of the corridor.
  • the face 148 of the floor 132 facing the ground present, considered perpendicular to the main direction, a profile substantially following that of the sleeper cross.
  • the figure 4 illustrates a first non-motorized variant embodiment of the bogie of Figures 1 to 3 . Only the differences with the bogie described above will be specified here. Identical elements, or performing the same function, will be designated by the same reference numbers.
  • This bogie does not include the front and rear engines 28 and 30, nor the front and rear gearboxes 38 and 48, nor the couplings 40 and 50. It has, however, two additional brakes 35, arranged instead of the front and rear reducers 38 and 48. The bogie therefore has, for each axle, two brakes 35 disposed towards the outside of the bogie with respect to the wheels.
  • the level of the traffic corridor, its width, and the arrangement of the seats 20 to the bogie in the body are identical for this variant to what has been described above with reference to the embodiment of the Figures 1 to 3 .
  • the figures 5 and 6 illustrate a second variant of non-pivoting embodiment of the bogie Figures 1 to 3 . Only the differences compared to the bogie Figures 1 to 3 will be detailed here, the identical elements, or providing the same function, being designated by the same references.
  • the bogie 16 has no bolster 60 and a crown 62.
  • the connection means 34 between the bogie and the body instead comprise support plates 149 rigidly fixed to the body frame 14 and interposed between the secondary suspension members 64 and 14.
  • the bogie is thus non-pivoting, in the sense that its connection means to the body allow only a very limited pivoting about an axis perpendicular to the running surface, generally less than 2 °.
  • the side walls 134 of the circulation lane can be arranged much closer to the wheels than in the embodiment of the Figures 1 to 3 , corresponding to a swiveling bogie.
  • the lowered portion 130 of the body frame covers a large part of the longitudinal members 52, and has a width, perpendicular to the main direction, of substantially one meter.
  • the floor 132 is again located at a level of 480 mm with respect to the running surface of the bogie, for wheels having their new diameter of 590 mm.
  • Each bogie 16 comprises a single engine 150 able to drive both the front wheels and rear wheels.
  • the forward gearbox 38 is coupled to the single motor shaft 150 through the front coupling 40, the rear gearbox 48 being coupled to the motor shaft 150 through the rear coupling 50.
  • the motor 150, the gearboxes 38 and 48 and the couplings 40 and 50 are arranged between, on the one hand, a median longitudinal plane P1 of the front wheels 24 and median of the rear wheels 26 and, on the other hand, a passing plane P2. by the front and rear wheels 24 and 26 (see figure 7 ).
  • the motor 150, the reducers 38 and 48 and the couplings 40 and 50 are all arranged on the right side of the bogie, towards the inside of the bogie with respect to the wheels.
  • the reducers 38 and 48 are respectively placed immediately inside the front wheels 24 and rear 26.
  • gear units 38 and 48 act as axle boxes and comprise means for respectively rotating the front and rear axles 36 and 46, such as ball bearings.
  • the output of the gearbox 38 is fixed directly to the right front wheel 24 or to the front axle 36.
  • the output of the rear gearbox 48 is fixed directly to the rear wheel 26 or to the rear axle 46.
  • Gearheads 38 and 48, couplings 40 and 50, and motor 150 are aligned longitudinally.
  • the motor 150 is placed longitudinally between the reducers 38 and 48, the couplings 40 and 50 being respectively interposed between the gearbox 38 and the motor 150 and between the rear gear 48 and the motor 150.
  • Couplings 40 and 50 each comprise a longitudinally oriented transmission shaft, rotatably connected by gimbals to the motor shaft 150 and to the inlet of the gearbox 38 or 48.
  • the motor 150 is equidistant from the axles 36 and 46. Furthermore, the positions of the front and rear gearheads 38 and 48 are symmetrical to each other with respect to a transverse plane P3, median of the front and rear wheels 24 and 26 As shown in figure 8 , the plane P3 is equidistant from the axles 36 and 46. Similarly, the positions of the couplings 40 and 50 are symmetrical to one another with respect to the plane P3.
  • the front and rear reducers 38 and 48 are different from each other and are chosen so as to drive the front and rear wheels in the same direction of rotation.
  • the bogie 16 is asymmetrical, the right spar 52 being different from the left spar 52, and the primary suspension devices 33 associated with the right wheels being different from the primary suspension devices 33 associated with the left wheels.
  • the right spar 52 has a low central portion 152 extending along the engine 150, and two raised end portions 154 and 156.
  • the left spar 52, the cross members 54 and the lower portion 152 of the right spar are arranged in the same plane substantially parallel to the rolling plane of the bogie.
  • the portion 152 is disposed outwardly of the bogie relative to the engine 150. It extends longitudinally from a cross member 54 to the other.
  • the motor 150 is rigidly attached to the portion 152. Its drive shaft is located at the axis of the axles 36 and 46, at an intermediate level between the portion 152 and the end portions 154 and 156.
  • the raised end portions 154 and 156 of the right spar extend longitudinally, respectively above the front gearbox 38 and the rear gearbox 48.
  • the portions 154 and 156 are rigidly secured to the central portion 152 by feet 158.
  • the primary suspension devices 33 associated with the front and rear right wheels each comprise two primary suspension members 160 of the rubber / metal sandwich type ( figures 8 and 9 ). Such sandwiches are described in FR-1 536 401 .
  • Each member comprises a plurality of layers of an elastic material such as rubber, and a plurality of metal plates interposed between the layers of elastic material and adherent to these layers.
  • Each of the members 160 is shaped in chevrons.
  • the members 160 of the primary suspension device associated with the right rear wheel are interposed between the rear raised portion 156 of the right spar and the rear reduction gear 48.
  • One of the members 160 is located at the front of the axle 46, and the other at the rear of the axle 46.
  • the members 160 are interposed between the raised portion before 154 of the right spar and the front reduction gear 38.
  • One of the primary suspension members is located at the front of the axle 36 and the other at the rear of the axle 36.
  • the left spar 52 of the chassis is similar to the longitudinal members of the frame of the first embodiment of the invention.
  • the primary suspension devices 33 associated with the left front and rear wheels are low devices identical to the primary suspension devices of the first embodiment of the invention. They are interposed between the end portions 56 and 58 of the left spar and the axle boxes 32 of the left wheels, as previously described.
  • Each lower device 33 is located at rest entirely below a level above the running surface of the bogie of between 200 mm and 400 mm, preferably between 250 mm and 350 mm, and typically equal to 300 mm, for wheels having their new diameters of 590 mm.
  • the bogie typically comprises four secondary suspension members 162 each comprising a helical spring interposed between the bogie frame 22 and the body frame 14.
  • the four secondary suspension members 162 are arranged symmetrically with respect to the longitudinal plane P1 and relative to each other. on plane P3.
  • Two members 162 are placed on the right side of the bogie towards the outside of the bogie relative to the right wheels 24 and 26.
  • the two other coil springs are arranged on the left side of the bogie toward the outside of this bogie with respect to the left wheels. and 26.
  • Secondary suspension members 162 are located longitudinally between the front wheels 24 and the rear wheels 26. They have substantially the same vertical space substantially as the engine 150 and are located at the same level as the latter with respect to the running surface (see figure 7 ).
  • the front and rear brakes 35 are disc brakes of the same type as those described with respect to the first embodiment of the invention.
  • These brakes are arranged on the left side of the bogie, towards the outside of the bogie relative to the left front and rear wheels 24 and 26. They are arranged in the transverse extension of the front and rear axles 36 and 46.
  • the bogie comprises a transverse damper 164 and two vertical dampers 166, all interposed between the bogie frame 22 and the body frame 14. It also comprises a rigid longitudinal rod 168 capable of transmitting the forces between the bogie frame and the chassis of the truck. checkout. Furthermore, the mechanism 90 for actuating the brake calipers is connected to the bogie frame via the connecting rods 174.
  • the raised right portion 126 of the body frame covers the secondary suspension members 162, the front and rear straight wheels, the engine 150, the front and rear gearboxes 38 and 48 and the front and rear couplings 40 and 50.
  • the left elevated portion 128 covers only the secondary suspension members 162, the left front and rear wheels and the front and rear brakes 35.
  • the first raised portion 126 is relatively wider than the second raised portion 128.
  • the circulation corridor 130 is thereby shifted transversely to the left elevated portion 128 relative to the median plane P4 of the body 12 and extending parallel to the main direction.
  • the high zone 132a of the floor 132 of the circulation corridor is situated at a level of about 480 mm with respect to the rolling surface of the bogie, considering the new diameter of the wheels of 590 mm.
  • the high zone 132a of the floor 132 of the circulation corridor is located at a level of about 520mm with respect to the rolling plane of the bogie, considering the new diameter of the wheels of 640 mm.
  • the circulation corridor 130 extends substantially, considered in a plane perpendicular to the main direction of the body, from the gearboxes 38 and 48 to the left wheels. It has a width of about 800mm.
  • each of the raised parts of the body frame comprises zones 138 to 146 of different levels, to arrange sixteen seats to the right of the bogie.
  • the figure 10 illustrates a pivotal variant embodiment of the bogie Figures 7 to 9 . Only the differences with the bogie Figures 7 to 9 will be specified here. Identical elements, or performing the same function, will be designated by the same reference numbers.
  • the bogie 16 comprises pivot connection means 176 capable of binding the bogie to the body 12.
  • the means 176 comprise a transverse dancer cross member 178 and a pivot 180 interposed between the cross member 178 and the body frame 14.
  • the pivot 180 has a axis of rotation substantially perpendicular to the rolling plane of the bogie.
  • the cross member 178 has a lullaby shape similar to that of the cross member 60 of the first embodiment.
  • the raised end portions 182 of the bolster are shaped as a tray.
  • the secondary suspension members 162 are interposed between the plates 182 and the frame 22.
  • the pivot 180 is connected to the lower central portion 184 of the bolster.
  • the high zone 132a of the floor 132 of the corridor 130 is located at a level of about 480 mm above the rolling plane of the bogie, considering the new diameter of the wheels of 590 mm
  • the high zone 132a of the floor 132 of the corridor 130 is located at a level of about 520 mm above the rolling plane of the bogie, considering the new diameter of the wheels of 640 mm
  • the corridor 130 has a width of only about 660 mm, perpendicular to the main direction of the body, so as to leave between the side walls 134 of the corridor and the bogie organs a free space allowing the rotational movement of the bogie relative to the box.
  • the bogies described above have multiple advantages.
  • a low primary suspension makes it possible to arrange a low, particularly wide traffic corridor in the body frame. when the bogie is mounted by pivot connection means under the body. It makes it possible to build an upper zone 132a of the floor 132 disposed above a bogie 16, at a height at least 100 mm below the maximum height of the wheels relative to the rolling plane of the bogie.
  • the high floor zone 132a of the floor 132 is disposed at a height between 100mm and 120mm below the height of the top of the wheels relative to the rolling plane of the bogie.
  • the maximum height of the wheels or the height of the top of the wheels being the value of the diameter of the wheels.
  • the front and rear couplings are arranged longitudinally between the motors and gearboxes. The transverse size of the transmissions from the engine to the wheels is reduced.
  • the output shafts of the motors are longitudinal, which reduces gear gearboxes compared to the case where the motors have transverse output shafts.
  • the primary suspensions are placed inside the bogie relative to the wheels, it is possible to lower the side walls of the body substantially to the axis of the wheels, or lower, while giving them a curved. As shown by figures 1 and 7 , the walls are not flat but, on the contrary, are slightly curved towards the outside of the box. Furthermore, this provision of the primary suspensions facilitates access to the wheels and brake discs, for maintenance or replacement.
  • the fact that the motors and gearboxes are placed towards the outside of the bogie relative to the wheels, and the fact that the frame and the axle boxes are arranged in the same plane substantially parallel to the running surface of the bogie, further facilitate the development of a low and wide circulation corridor in the body frame.
  • the fact that the motors are placed towards the outside of the bogie, vertically at the level of the bogie frame, and the fact that the secondary suspensions are placed inside the bogie with respect to the wheels, at the same level as the engines, allows to create in the body frame two low side zones between the front and rear wheels of the bogie. It becomes possible to have sixteen seats in the box above each bogie. Indeed, two seats can be arranged at the front of each low area, and two others at the rear of said low area, vis-à-vis the front seats. The low areas are used to house the legs of passengers sitting on the four seats vis-à-vis.
  • the second embodiment of the invention also has multiple advantages.
  • the drive motor of the bogie can advantageously be aligned longitudinally between the two reducers.
  • the or each motor and the gear units have substantially the same dimensions transversely, so that there remains a large free space between the engine and the gearboxes, on the one hand, and the wheels on the opposite side of the bogie, on the other hand on the other hand, to let through the cash circulation corridor.
  • the traffic corridor is offset from the median plane of the body and parallel to the main direction of the body.
  • the brakes and the secondary suspension springs of the bogie are placed towards the outside of the bogie with respect to the wheels, so as not to impede the passage of the traffic corridor of the box.
  • the architecture of the truck makes it possible to mount this bogie on the body either pivoting about a pivot substantially perpendicular to the running surface of the vehicle, or non-pivoting, that is to say with an angular displacement of less than or equal to 2 ° compared to the cashier.
  • the bogies described above can have multiple variants.
  • the bogie can be a bogie carrier, that is to say without engine.
  • the bogie can be pivotable or non-pivoting, the width of the traffic corridor in the chassis frame above the bogie can be increased in the latter case.
  • the front and rear axles can be of the coupled type, as described in EP-0 911 239 or of the decoupled type, as described in the patent application bearing the deposit number FR 06 00834 . In both cases, it is possible to lower the height of the traffic corridor below 480 mm for wheels with a new diameter of 590 mm.
  • the secondary suspension members may be of any type, and include rubber / steel herringbone sandwiches or helical springs.
  • the bogie may comprise two or four secondary suspension members
  • the brakes are not necessarily disc brakes, but can be of any type, for example drum brakes.
  • the bolster can be connected to the body frame by a ring, a pivot or a similar member.
  • the bogie may be equipped with lower primary suspensions only one side, right or left.
  • the two reducers are arranged on the same side of the bogie, towards the outside of the bogie relative to the trains, the engine being coupled to the two reducers.
  • the bogie may comprise two motors, each driving the two wheels associated with the same axle.
  • the two motors are aligned longitudinally between the gear units.
  • a rail vehicle 10 comprising a main car 201 and a secondary car 202.
  • the boxes 12a of the main car 201 and the secondary car 202 are connected by means of a hinge device not shown. Two adjacent crates are separated by a gangway zone 203.
  • the main cars 201 and 202 of the vehicle are end cars of the vehicle, they include end boxes 12a which delimit a portion of a passenger space 18 and which are provided with a driving cabin 204.
  • the vehicle 10 comprises a passenger space 18 extending the entire length of the vehicle between the end cabins.
  • the vehicle represented is a tramway.
  • the rail vehicle is for example a tram-train, that is to say a peri-urban rail vehicle which is adapted to run on tramway and regional railroad tracks.
  • the gangway 203 delimits a portion of the passenger space 18.
  • the body 12a of the main car 201 is connected to two bogies 16, including an end bogie 16a and an intermediate bogie 16b.
  • the body 12a of the secondary car 202 is connected to a single end bogie 16a.
  • An end bogie 16a is a bogie of the vehicle near one end of the vehicle.
  • An intermediate bogie 16b is separated by at least one end bogie 16a from each of the two ends of the vehicle 10.
  • Each of the bogies 16a, 16b of the tramway 10 comprises unrepresented pivot connection means, able to link the bogie 16a, 16b to the box 12 below which it is arranged.
  • Each of the bogies 16a, 16b is a bogie according to any one of the embodiments shown in FIGS. Figures 1 to 4 and 10 .
  • the pivot connection means are for example of the type comprising a ring 62 and a bolster 60 or of the type comprising a pivot 180 and a bolster 178 as explained with reference to the Figures 1 to 4 and 10 .
  • Such a vehicle 10, equipped with bogies 16a, 16b pivoting, has the advantage of easily inserting curves.
  • Each of the end bogies 16a is disposed below a traveler space 18. In this manner, an opening 205 is installed between each end bogie 16a and the adjacent cab 204.
  • This embodiment has the advantage of allowing easy access to travelers in the vehicle from the end of the vehicle.
  • At least one opening 205 is installed in each space formed between two adjacent bogies 16.
  • the tramway 10 includes a main car 201 and two secondary cars 202. Two adjacent cars are connected to each other by means of a hinge device not shown and separated by a gangway area 203.
  • the main car 201 is an end car comprising an end box 12a.
  • One of the secondary cars 202 is an end car comprising an end box 12a, and the other secondary car 202 is an intermediate car which comprises an intermediate box 12b delimiting a passenger compartment and without a driver's cab 204.
  • the openings 205 end of the vehicle are formed in the side walls of each cabin 204.
  • An opening 205 is formed in each cabin.
  • the tram comprises a main car 201 and more than two secondary cars 202.
  • each end bogie 16a of the vehicle 10 is disposed in the footprint of the driver's cab 204.
  • each of the end bogies 16a of the tramway 10 is disposed partly below the driver's cab 204 and partly below a portion of the passenger space 18 of the end box 12a under which it is arranged .
  • each end bogie is arranged under a cabin 204 and the rear wheels 26 are arranged under the passenger compartment 18.
  • This embodiment has the advantage of guaranteeing a good insertion into curves of the vehicle, each end bogie 16b being disposed near the end of the vehicle 10.
  • FIG 17 a preferred embodiment of the invention is shown.
  • This embodiment has the advantage of ensuring a good distribution of the mass of the vehicle on the axles of the bogies 16a, 16b.
  • the end bogies 16a are arranged at the right portions of the passenger space 18 extending in the end cars 202 end.
  • FIG 18 there is shown a top view of the interior of the tramway 10 of the figure 17 equipped with bogies 16a, 16b according to the first embodiment illustrated by the Figures 1 to 4 .
  • the body comprises above each of the bogies 16a, 16b, two raised zones 126 and 128, a lower portion 130 between the two raised zones 126 and 128, as also shown in FIG. figure 1 .
  • Seats 20 are disposed in each of the upper zones 126 and 128, as shown in FIG. figure 1 .
  • the lower part 130 forms a circulation corridor inside the boxes 12a, 12b, this corridor being substantially parallel to the main direction, namely the longitudinal direction of the vehicle.
  • the lower part 130 comprises a floor 132 which will be described more precisely later.
  • the vehicle 10 comprises a traffic corridor 230 of the vehicle extending over the entire length of the passenger compartment 18.
  • the floor 232 of the circulation corridor 230 comprises floor zones 132 arranged at the right of the bogies 16a, 16b and one of which is shown in FIG. figure 19 .
  • the floor 232 also includes intermediate floor zones 233 located outside the zones of boxes 12a, 12b arranged in line with the bogies 16a, 16b.
  • the floor 132 of the corridor 130 arranged at the right of the intermediate bogie 16b, comprises a high area 132a flat, extending longitudinally between two edges B1 and B2. Each of the edges B1 and B2 extends substantially horizontally in the transverse direction of the tramway 10.
  • the vehicle 10 has wheels 24, 26, new with a diameter of 590 mm. Therefore, the portion 132a extends to a height of about 480 mm with respect to the running surface of the truck 16 when the wheel is new.
  • the high area 132a plane extending to a height of about 520 mm, with respect to the running surface of the truck 16 when the wheel is new.
  • each of the bogies 16 of the tram includes low primary suspensions 33 as described above.
  • the corridor 230 has a width of between 600 and 800 mm.
  • Each of the two edges B1 and B2 is disposed within the space formed, right of the bogie 16b, by the front axles 36 and rear 46 of the truck 16b.
  • the position of the axles 36, 46 is shown in dotted lines on the figure 19 .
  • the floor 132 of the corridor 130 also comprises two end zones 132b 'and 132b "each extending between one edge edges B1, B2 and one end of the bogie 16b represented by the M and N planes.
  • the two end zones 132b 'and 132b "abut the high zone 132a and extend on either side of the upper zone in the longitudinal direction.
  • Each of the end zones 132b 'and 132b "forms a downwardly sloping longitudinal ramp from the high zone 132a to an intermediate floor zone 233.
  • Each of the end zones 132b 'and 132b is part of a longitudinal ramp 240' and 240" continuous, that is to say without discontinuity of slope.
  • the ramps 240 'and 240 "respectively comprise the end zones 132b' and 132b" and each extend continuously, in the longitudinal direction, outside the floor 132. These ramps are therefore formed at the times of end floor areas 132b 'and 132b "and portions of intermediate floor 233.
  • Ramps 240 'and 240 “have longitudinal slopes of less than 8% Each ramp 240' and 240" is adapted to connect a high zone 132a to a low floor area 241 of intermediate floor 233.
  • the low slope of ramps 240 ' and 240 "allows travelers, including passengers with reduced mobility, to travel freely along the entire length of the vehicle.
  • the low floor areas 241 are zones in which the floor is disposed at a maximum height is 370 mm with respect to the running surface of the bogie, when the vehicle comprises wheels 24, 26 with a new diameter of 590 mm. .
  • the low floor zones 241 are zones in which the floor is disposed at a maximum height is 405 mm with respect to the running surface of the bogie, when the vehicle comprises wheels 24, 26 with a new diameter of 640 mm. .
  • a low floor zone 241 on either side of the bogie 16b, extending in a gangway 203 and beyond the gangway and a low floor area 241 extending behind two side doors 205 facing each other
  • the low floor area 241 extending into the gangway is planar.
  • the low floor area 241 extending between the two side doors 205 facing each other comprises a flat low area 242 and two low ramp areas 243.
  • a low ramp zone 243 is a transverse ramp extending between the low plane zone 242 and the threshold of an access door 205. These ramps are represented in transverse hatched lines on the figure 19 .
  • transverse ramps have descending transverse slopes of less than 8%, from the low plane zone 242 to the thresholds of the doors 205.
  • the access threshold of a door 205 is located at a height of at most 335 mm for a vehicle supported by bogies 16a, 16b having wheels with a new diameter of 590 mm.
  • the access threshold of a door 205 is located at a height of at most 370 mm for a bogie for a vehicle supported by bogies 16a, 16b having wheels with a new diameter of 640 mm.
  • a low floor area 241 disposed in such a portion of the vehicle 10 is preferably flat and extends over the entire length separating the two portions of side walls facing each other.
  • the floor zone 132 comprises an upper zone 132a and an end zone 132b 'forming a ramp capable of connecting the high zone 132a to a low floor zone 241 of the traveling space 18.
  • the floor zone 132 also comprises an end zone 132b "forming a ramp capable of connecting the high zone 132a to the wall separating the cabin from the passenger space 18.
  • the end zone 132b "is flat.
  • the floor 130 has a smaller width and the high area 132a is arranged at a greater height relative to the rolling plane of the bogie, as explained above.
  • a vehicle 10 equipped with bogies 16a, 16b according to one of the embodiments shown in FIGS. Figures 1 to 4 has the advantage of being able to present a variable number of motorized bogies, depending on the dynamic performance desired by the customer and without changing the internal structure of the vehicle and more particularly, without changing the widths and heights of the corridors 130 disposed above the bogies.
  • the motorized bogies 16a and 16b make it possible to build above such a bogie a floor of the same width and height as those which can be fitted over a non-motorized bogie of the same structure as shown in FIG. figure 3 .
  • the trams 10 represented on the Figures 15 to 17 are low-floor trams 10 when supported by bogies 16a, 16b, according to one of the embodiments shown in FIGS. Figures 1 to 4 and 10 .
  • Low floor vehicle means a vehicle whose floor does not include steps and includes ramps of less than 8%. Such a floor allows travelers to easily enter the vehicle and move easily along the entire length of the passenger area.
  • the floor of the vehicle comprises at least one high zone 132a disposed above at least one bogie 16a, 16b, the upper zone 132a being disposed at a level 70 mm to 120 mm below that of the top of the wheels 24, 26 of the bogie relative to the rolling plane of the bogie.
  • a high zone 132a has a width of between 600 and 800 mm, whether the bogies are motorized or not.
  • the height of the top of the wheels of the bogie relative to the rolling plane of the bogie is equal to the diameter of said wheels.
  • the use of the bogies according to the embodiments represented on the Figures 1 to 4 and 10 has the advantage of allowing the installation of bogies with wheels of normal size, that is to say having a new diameter of between 590 and 640 mm while maintaining a low floor.
  • the flat floor areas are connected by longitudinal ramps whose slopes are less than 8%.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Rolling Contact Bearings (AREA)

Claims (22)

  1. Eisenbahnfahrzeug (10), aufweisend eine Mehrzahl von Drehgestellen (16a, 16b), wobei jedes Drehgestell aufweist:
    - ein Fahrgestell (22),
    - zwei Vorderräder (24) und zwei Hinterräder (26),
    - für jedes Vorderrad (24) und für jedes Hinterrad (26) ein Element zur Drehungsführung (32, 38, 48) des besagten Rads und eine primäre Aufhängungsvorrichtung (33) des Fahrgestells (22) an dem besagten Führungselement (32, 38, 48),
    dadurch gekennzeichnet, dass zumindest die primären Aufhängungsvorrichtungen (33), welche mit den Vorder- und Hinterräder (24, 26) verbunden sind, die auf einer gleichen ersten Lateralseite des Drehgestells (16) angeordnet sind, jeweils aufweisen:
    - zwei Längs-Koppelstangen (91, 92), wobei jede über einen ersten Verbindungspunkt (94, 96) mit dem Fahrgestell (22) und über einen zweiten Verbindungspunkt (98, 100) mit dem korrespondierenden Führungselement (32) verbunden ist,
    - zumindest ein Elastikelement (102), welches zwecks Definierens von zumindest der Vertikalsteifigkeit der primären Aufhängungsvorrichtung (33) zwischen die zwei Koppelstangen (91, 92) zwischengesetzt ist,
    wobei die zwei Koppelstangen (90, 91) zueinander längsverschiebbar sind,
    und dass jedes der Drehgestelle (16a, 16b)
    Schwenkverbindungsmittel (60, 62; 178, 180) aufweist, welche geeignet sind, um das Drehgestell (16a, 16b) mit dem besagten Eisenbahnfahrzeug (10) zu verbinden.
  2. Eisenbahnfahrzeug (10) gemäß dem Anspruch 1, dadurch gekennzeichnet, dass die zwei Koppelstangen (90, 91) von jeder der besagten primären Aufhängungsvorrichtungen (33) von jedem Drehgestell (16a, 16b) auf einem Vertikalniveau angeordnet sind, welches niedriger als der Scheitelpunkt (104) des korrespondierenden Führungselements (32) ist.
  3. Eisenbahnfahrzeug (10) gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jede primäre Aufhängungsvorrichtung (33) von jedem Drehgestell (16a, 16b) zum Inneren des Drehgestells (16) hin bezüglich des verbundenen Rads (24, 26) angeordnet ist.
  4. Eisenbahnfahrzeug (10) gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es zumindest ein motorisiertes Drehgestell (16a, 16b) aufweist.
  5. Eisenbahnfahrzeug (10) gemäß dem Anspruch 4, dadurch gekennzeichnet, dass das zumindest eine motorisierte Drehgestell (16a, 16b) zumindest einen Motor (28, 30) und eine Vorrichtung (29, 31) aufweist, welche geeignet ist, um zumindest ein Rad (24, 26) des Drehgestells (16) mit dem Motor (28, 30) drehzukuppeln, wobei der oder jeder Motor (28, 30) und die Kupplungsvorrichtung (29, 31) zum Äußeren des Drehgestells (16) hin bezüglich der Räder (24, 26) angeordnet sind.
  6. Eisenbahnfahrzeug (10) gemäß dem Anspruch 4, dadurch gekennzeichnet, dass das zumindest eine motorisierte Drehgestell (16a, 16b) zwei Motoren (28, 30) und zwei Vorrichtungen (29, 31) aufweist, wobei jedes geeignet ist, um eine Drehung von einem Radpaar (24, 26) des Drehgestells (16) mit einem Motor (28, 30) zu kuppeln, wobei der eine der zwei Motoren (30) und die eine der zwei Kupplungsvorrichtungen (31) zum Äußeren des Drehgestells (16) hin bezüglich der Räder (24, 26), welche an der ersten Lateralseite des Drehgestells liegen, angeordnet sind, wobei der andere der zwei Motoren (28) und die andere der zwei Kupplungsvorrichtungen (29) zum Äußeren des Drehgestells hin bezüglich der Räder (24, 26), welche entgegengesetzt zur ersten Lateralseite des Drehgestells liegen, angeordnet sind.
  7. Eisenbahnfahrzeug (10) gemäß dem Anspruch 6, dadurch gekennzeichnet, dass einer der zwei Motoren (28) von zumindest einem motorisierten Drehgestell (16a, 16b) mit den zwei Vorderrädern (24) gekuppelt ist und der andere der zwei Motoren (30) mit den zwei Hinterräder (26) gekuppelt ist.
  8. Eisenbahnfahrzeug (10) gemäß dem Anspruch 4, dadurch gekennzeichnet, dass das zumindest eine motorisierte Drehgestell (16a, 16b) zumindest einen Motor (150), Mittel (29) zur Kupplung der Vorderräder (24) an den oder an einen Motor (150) und Mittel (31) zur Kupplung der Hinterräder (26) an den oder an einen Motor (150) aufweist, wobei der oder jeder Motor (150) und die vorderen und die hinteren
    Kupplungsmittel (29, 31) zwischen einerseits einer längsmedianen Ebene (P1) der zwei Vorderräder (24) und der zwei Hinterräder (26) und andererseits einer Längsebene (P2) angeordnet sind, welche durch das Vorderrad (24) und das Hinterrad (26), die an der zweiten Lateralseite des Drehgestells (16) liegen, passiert.
  9. Eisenbahnfahrzeug (10) gemäß dem Anspruch 8, dadurch gekennzeichnet, dass bei dem zumindest einen Drehgestell (16a, 16b) die vorderen und die hinteren Kupplungsmittel (29, 31) des zumindest einen motorisierten Drehgestells (16a, 16b) an zueinander symmetrischen Positionen mit Bezug auf eine transversal-mediane Ebene (P3) der Vorder- und Hinterräder (24, 26) angeordnet sind.
  10. Eisenbahnfahrzeug (10) gemäß dem Anspruch 9, dadurch gekennzeichnet, dass das zumindest eine motorisierte Drehgestell (16a, 16b) einen einzelnen Antriebsmotor (150) aufweist, welcher längs zwischen den vorderen und hinteren den Kupplungsmitteln (29, 31) ausgerichtet ist.
  11. Eisenbahnfahrzeug (10) gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das besagte Fahrzeug (10) eine Abfolge von Wagen (201, 202) aufweist, von denen jeder einen Wagenkasten (12a, 12b) aufweist, wobei jeder Wagenkasten (12a, 12b) mit zumindest einem Drehgestell (16a, 16b) verbunden ist.
  12. Eisenbahnfahrzeug (10) gemäß dem Anspruch 11, dadurch gekennzeichnet, dass es aufweist einen Hauptwagen (201), dessen Wagenkasten (12a, 12b) mit zwei Drehgestellen (16a, 16b) verbunden ist, und zumindest einen zweiten Wagen (202), dessen Wagenkasten (12a, 12b) mit zumindest einem Drehgestell (16a, 16b) verbunden ist.
  13. Eisenbahnfahrzeug (10) gemäß dem Anspruch 12, dadurch gekennzeichnet, dass der Hauptwagen (201) ein Endwagen des Fahrzeugs (10) ist, aufweisend einen Endwagenkasten (12a), welcher einen Abschnitt eines Fahrgastraums (18) begrenzt und welcher mit einer Fahrkabine (294) versehen ist.
  14. Eisenbahnfahrzeug (10) gemäß dem Anspruch 12, dadurch gekennzeichnet, dass der Hauptwagen (201) ein Zwischenwagen des Fahrzeugs (10) ist, aufweisend einen Zwischenwagenkasten (12b), welcher einen Abschnitt eines Fahrgastraums (18) begrenzt.
  15. Eisenbahnfahrzeug (10) gemäß irgendeinem der Ansprüche 11 bis 14, dadurch gekennzeichnet, dass es zwei
    Enddrehgestelle (16a) aufweist und dass zumindest ein Teil von jedem der zwei Enddrehgestelle (16a) an einer Bodenfläche einer Fahrkabine (204) angeordnet ist.
  16. Eisenbahnfahrzeug (10) gemäß irgendeinem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das besagte Fahrzeug (10) einen Fahrgastraum (18) begrenzt und einen Fußboden (232) ohne Stufen aufweist, wobei der besagte Fußboden (232) sich entlang der gesamten Länge des besagten Fahrgastraums (18) erstreckt und Rampen aufweist, deren Neigungen geringer als 8% sind.
  17. Eisenbahnfahrzeug (10) gemäß dem Anspruch 16, dadurch gekennzeichnet, dass der besagte Fußboden (232) bei zumindest einem Drehgestell (16a, 16b) einen Laufdurchgang (130) aufweist, der sich entlang der gesamten Länge des besagten Drehgestells (16a, 16b) erstreckt und dessen Breite zwischen 600 mm und 800 mm liegt, wobei der Laufdurchgang (130) zwischen einem ersten erhöhten Teil (126) bei den rechten Vorder- und Hinterrädern (24, 26) und einem zweiten erhöhten Teil (128) bei den linken Vorder- und Hinterrädern (24, 26) geformt ist, wobei sich die erhöhten Teile (126, 128) parallel in die Hauptrichtung über die gesamte Länge des Drehgestells (16a, 16b) erstrecken, wobei der Laufdurchgang (130) einen Fußboden (132) aufweist, welcher einen ebenen Hochbereich (132a) aufweist, wobei der besagte Hochbereich (132a) auf einer Höhe, welche zwischen 70 mm und 120 mm liegt, unterhalb der Scheitelhöhe der Räder (24, 26), bezogen auf die Rollebene des Drehgestells angeordnet ist.
  18. Eisenbahnfahrzeug gemäß dem Anspruch 17, dadurch gekennzeichnet, dass der besagte Hochbereich (132a) sich im Inneren des Raums erstreckt, welcher bei den Drehgestellen (16a, 16b) von der Vorderachse (36) und der Hinterachse (46) des Drehgestells geformt ist.
  19. Eisenbahnfahrzeug (10) gemäß Anspruch 17 oder 18, dadurch gekennzeichnet, dass der Fußboden (132) des Gangs (130), welcher über dem besagten zumindest einen Drehgestell (16a, 16b) angeordnet ist, zumindest eine Endbereich (132b', 132b") aufweist, welcher zum Hochbereich (132a) angrenzt, wobei der Endbereich (132b', 132b") eine in die Hauptrichtung abfallende Rampe mit einer Neigung kleiner als 8% formt, wobei die besagte Endrampe (132', 132") in einer weiterführenden
    Längsrampe (240', 240") enthalten ist, welche angepasst ist, um den Hochbereich (132a) mit einem Niederfußbodenbereich (241) eines Zwischenfußbodens (233) zu verbinden.
  20. Eisenbahnfahrzeug (10) gemäß dem Anspruch 19, dadurch gekennzeichnet, dass die Bereiche des Niederfußbodens (241) für neue Räder eines Durchmessers von 590 mm eine Maximalhöhe bezüglich der Rollebene des Drehgestells haben, welche zwischen 400 mm und 480 mm liegt, und für neue Räder eines Durchmessers von 640 mm eine Maximalhöhe bezüglich der Rollebene des Drehgestells haben, welche zwischen 440 mm und 520 mm liegt.
  21. Eisenbahnfahrzeug gemäß dem Anspruch 19, dadurch gekennzeichnet, dass es zumindest ein Drehgestell (16a, 16b) aufweist, welches einen ersten Endbereich (132b') und einen zweiten Endbereich (132b'') aufweist, welche in der Längsrichtung auf beiden Seiten des Hochbereichs (132a) angeordnet sind.
  22. Eisenbahnfahrzeug gemäß irgendeinem der Ansprüche 19 bis 21, dadurch gekennzeichnet, dass alle Zwischendrehgestelle (16b) des Fahrzeugs und/oder alle Enddrehgestelle (16a) des Fahrzeugs (10) angeordnet sind bei einem Fahrgastbereich (18) und zwischen zwei Abschnitten eines Fahrgastbereichs (18), welche einen ersten Endbereich (132') und einen zweiten Endbereich (132b'') aufweisen, die in der Längsrichtung auf beiden Seiten des Hochbereichs (132a) angeordnet sind.
EP08787999.5A 2007-04-05 2008-03-14 Schienenfahrzeug mit drehbaren gestellen Active EP2142411B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08787999T PL2142411T3 (pl) 2007-04-05 2008-03-14 Pojazd szynowy zawierający obrotowe wózki

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0754306A FR2914609B1 (fr) 2007-04-05 2007-04-05 Bogie pour vehicule ferroviaire
PCT/FR2008/050440 WO2008132360A1 (fr) 2007-04-05 2008-03-14 Véhicule ferroviaire comprenant des bogies pivotants.

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EP08788001.9A Active EP2142412B1 (de) 2007-04-05 2008-03-14 Drehgestell für schienenfahrzeug
EP08799840A Active EP2132080B1 (de) 2007-04-05 2008-03-14 Schienenfahrzeug mit drehbaren endgestellen
EP08787999.5A Active EP2142411B1 (de) 2007-04-05 2008-03-14 Schienenfahrzeug mit drehbaren gestellen

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EP (3) EP2142412B1 (de)
KR (3) KR101456595B1 (de)
CN (3) CN101678841B (de)
AT (1) ATE521515T1 (de)
CA (3) CA2682931C (de)
ES (3) ES2547491T3 (de)
FR (1) FR2914609B1 (de)
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Publication number Publication date
CA2683119A1 (fr) 2008-10-30
US8371234B2 (en) 2013-02-12
CN101678841A (zh) 2010-03-24
WO2008132360A1 (fr) 2008-11-06
CN101678843B (zh) 2011-08-10
EP2142412A1 (de) 2010-01-13
CN101678842A (zh) 2010-03-24
PL2142412T3 (pl) 2015-12-31
US20100186620A1 (en) 2010-07-29
FR2914609A1 (fr) 2008-10-10
US20100083866A1 (en) 2010-04-08
FR2914609B1 (fr) 2009-07-10
CA2682001C (fr) 2016-05-03
CA2682931C (fr) 2015-12-15
ATE521515T1 (de) 2011-09-15
KR20090130078A (ko) 2009-12-17
ES2547491T3 (es) 2015-10-06
US8381659B2 (en) 2013-02-26
KR101465146B1 (ko) 2014-12-04
CN101678841B (zh) 2011-08-17
CN101678842B (zh) 2011-08-17
CA2683119C (fr) 2016-02-09
ES2497500T3 (es) 2014-09-23
KR101487792B1 (ko) 2015-01-29
EP2132080A1 (de) 2009-12-16
KR20100016241A (ko) 2010-02-12
PL2132080T3 (pl) 2012-02-29
WO2008132361A1 (fr) 2008-11-06
KR20100016242A (ko) 2010-02-12
CA2682931A1 (fr) 2008-11-06
WO2008129205A1 (fr) 2008-10-30
KR101456595B1 (ko) 2014-11-12
US8365675B2 (en) 2013-02-05
ES2372560T3 (es) 2012-01-23
EP2142411A1 (de) 2010-01-13
EP2142412B1 (de) 2015-07-01
EP2132080B1 (de) 2011-08-24
US20100132585A1 (en) 2010-06-03
CA2682001A1 (fr) 2008-11-06
CN101678843A (zh) 2010-03-24
PL2142411T3 (pl) 2014-12-31

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