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EP3620344A1 - Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst - Google Patents

Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst Download PDF

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Publication number
EP3620344A1
EP3620344A1 EP19196535.9A EP19196535A EP3620344A1 EP 3620344 A1 EP3620344 A1 EP 3620344A1 EP 19196535 A EP19196535 A EP 19196535A EP 3620344 A1 EP3620344 A1 EP 3620344A1
Authority
EP
European Patent Office
Prior art keywords
suspension system
reference point
chassis
secondary suspension
actuator
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.)
Granted
Application number
EP19196535.9A
Other languages
English (en)
French (fr)
Other versions
EP3620344B1 (de
Inventor
Philippe Bourdiau
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
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Filing date
Publication date
Priority claimed from FR1858092A external-priority patent/FR3085621B1/fr
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3620344A1 publication Critical patent/EP3620344A1/de
Application granted granted Critical
Publication of EP3620344B1 publication Critical patent/EP3620344B1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies

Definitions

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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
EP19196535.9A 2018-09-10 2019-09-10 Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst Active EP3620344B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1858092A FR3085621B1 (fr) 2018-09-10 2018-09-10 Vehicule ferroviaire comprenant un organe de reglage d'un systeme de suspension secondaire
FR1909050A FR3099724B1 (fr) 2018-09-10 2019-08-07 Véhicule ferroviaire comprenant un organe de réglage d’un système de suspension secondaire

Publications (2)

Publication Number Publication Date
EP3620344A1 true EP3620344A1 (de) 2020-03-11
EP3620344B1 EP3620344B1 (de) 2020-12-02

Family

ID=67847663

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19196535.9A Active EP3620344B1 (de) 2018-09-10 2019-09-10 Schienenfahrzeug, das ein regulierungsorgan eines sekundären aufhängungssystems umfasst

Country Status (3)

Country Link
EP (1) EP3620344B1 (de)
ES (1) ES2854285T3 (de)
FR (1) FR3099724B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023222288A1 (de) * 2022-05-16 2023-11-23 Siemens Mobility GmbH Anordnung zur sicherstellung eines abstands eines sensors

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1234220A (fr) 1959-05-12 1960-10-14 Snecma Dispositif de commande secondaire d'une transmission de commande
CH686622A5 (de) * 1992-05-05 1996-05-15 Sig Schweiz Industrieges Distanzhalteanlage zum Begrenzen von extremen Abstonden von Gegenstonden sowie Strassen- oder Schienenfahrzeug mit einer solchen Distanzhalteanlage.
EP0785122A1 (de) * 1996-01-16 1997-07-23 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Anordnung mit Primär-und Sekundärfederung zur Verbesserung des Fahrkomforts
US5947031A (en) 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
US20130180427A1 (en) * 2010-10-15 2013-07-18 Nippon Sharyo, Ltd. Vehicle body tilting device and vehicle body tilting method for rail vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1234220A (fr) 1959-05-12 1960-10-14 Snecma Dispositif de commande secondaire d'une transmission de commande
CH686622A5 (de) * 1992-05-05 1996-05-15 Sig Schweiz Industrieges Distanzhalteanlage zum Begrenzen von extremen Abstonden von Gegenstonden sowie Strassen- oder Schienenfahrzeug mit einer solchen Distanzhalteanlage.
EP0785122A1 (de) * 1996-01-16 1997-07-23 Linke-Hofmann-Busch Gesellschaft mit beschränkter Haftung Anordnung mit Primär-und Sekundärfederung zur Verbesserung des Fahrkomforts
US5947031A (en) 1997-10-07 1999-09-07 Buckeye Steel Castings Railway truck leveling valve arrangement for closer overall height control
US20130180427A1 (en) * 2010-10-15 2013-07-18 Nippon Sharyo, Ltd. Vehicle body tilting device and vehicle body tilting method for rail vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023222288A1 (de) * 2022-05-16 2023-11-23 Siemens Mobility GmbH Anordnung zur sicherstellung eines abstands eines sensors

Also Published As

Publication number Publication date
EP3620344B1 (de) 2020-12-02
ES2854285T3 (es) 2021-09-21
FR3099724A1 (fr) 2021-02-12
FR3099724B1 (fr) 2021-08-27

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