EP2132080A1

EP2132080A1 - Railway vehicle comprising pivoting end bogies

Info

Publication number: EP2132080A1
Application number: EP08799840A
Authority: EP
Inventors: Alain Rodet; Christophe Eche; Yves Longueville; Francis Demarquilly
Original assignee: Alstom Transport SA
Current assignee: Alstom Transport SA
Priority date: 2007-04-05
Filing date: 2008-03-14
Publication date: 2009-12-16
Anticipated expiration: 2028-03-14
Also published as: CA2682001C; CA2682931C; EP2142411A1; CA2683119A1; US20100083866A1; CA2683119C; CN101678843A; PL2142411T3; FR2914609B1; EP2142411B1; KR20090130078A; WO2008132360A1; KR101465146B1; PL2132080T3; KR20100016242A; US20100186620A1; CN101678841A; ES2372560T3; CN101678842B; US8371234B2

Abstract

A railway vehicle including a plurality of bogies is provided. Each bogie includes a chassis, two front wheels and two rear wheels. For each front wheel and each rear wheel, a guidance device is provided for guiding the wheel in rotation and a primary suspension device of the chassis is provided on the guidance device. At least the primary suspension devices associated with the front and rear wheels are arranged on the same first lateral side of the bogie. The primary suspension devices each include two longitudinal connecting rods, each connected by a first connection point to the chassis and by a second connection point to the corresponding guidance device and at least one resilient component inserted between the two connecting rods to define at least the vertical stiffness of the primary suspension device, the two connecting rods being offset longitudinally relative to one another. Each of the bogies also includes a pivot connection device for connecting the bogie to the railway vehicle.

Description

Railway vehicle comprising pivoting end bogies

The invention relates generally to railway vehicles, in particular trams and tram-trains.

More specifically, the invention relates to a vehicle supported by at least two end bogies mounted by pivot connections to said vehicle and for arranging in the vehicle, low aisles wide.

Such a vehicle is described in patent application CZ 2000 - 46 91.

An object of the invention is thus to propose an alternative to the vehicle described in document CZ 200-4691. More specifically, the invention relates to a railway vehicle supported by bogies, each bogie being of the type comprising:

- a chassis ;

- two front wheels and two rear wheels;

for each front wheel and for each rear wheel, a member for guiding rotation of said wheel and a device for primary suspension of the chassis on said guide member.

Such a bogie is known from document WO-00/64721 which describes a trolley comprising a body and at least one motorized bogie of this type. The bogie chassis side members are placed immediately inside the wheels, the wheel drive motors 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 become so narrow that it would no longer be possible to pass a disabled wheelchair or a stroller. In this context, the invention aims to provide a vehicle supported by at least two end bogies mounted by pivot connections to said vehicle, each bogie for arranging in the frame of the body a low aisle wide. To this end, the invention relates to a rail vehicle comprising two end bogies, each end bogie comprising:

- a chassis ;

- two front wheels and two rear wheels;

- For each front wheel and each rear wheel, a rotational guiding member of said wheel and a primary suspension device of the frame on said guide member; at least the primary suspension devices associated with the front and rear wheels arranged on the same first lateral side of the bogie each comprise: - two longitudinal rods, each linked by a first connection point to the chassis, and by a second connection point to the corresponding guide member,

at least one elastic member interposed between the two connecting rods in order to define at least the vertical stiffness of the primary suspension device, the two rods being offset longitudinally with respect to each other, each end bogie comprises means pivot link capable of connecting said end bogie to said vehicle.

According to particular embodiments, the railway vehicle comprises one or more of the following characteristics

the two connecting rods of each of said primary suspension devices of each end bogie are arranged at a lower vertical level than the top of the corresponding guide member,

each primary suspension device of each end bogie is disposed towards the inside of the bogie with respect to the associated wheel,

it comprises at least one motorized end bogie, the at least one motorized end bogie comprises at least one motor and a device able to couple in rotation at least one wheel of the end bogie to the engine, the or each motor and the coupling device being arranged towards the outside of the end bogie with respect to the wheels, the at least one motorized end bogie comprises two motors and two devices each able to couple in rotation a pair of wheels of the end bogie to a motor, one of the two motors and one of the two devices. coupling being arranged outwardly of the end bogie with respect to the wheels on the first lateral side of the bogie, the other of the two motors and the other of the two coupling devices being arranged towards the outside of the bogie relative to the wheels located opposite the first side of the bogie,

- One of the two motors of the at least one motorized end bogie is coupled to the two front wheels and the other of the two motors is coupled to both rear wheels.

the at least one motorized end bogie comprises at least one motor, means for coupling the front wheels to the or to a motor, and means for coupling the rear wheels to the engine, the or each motor and the front and rear coupling means being arranged between, on the one hand, a median longitudinal plane of the two front and median wheels of the two rear wheels and, on the other hand, a longitudinal plane passing through the front wheel and the rear wheel. located on the second lateral side of the bogie,

- The front and rear coupling means of the at least one motorized end bogie are arranged in positions symmetrical to each other with respect to a median transverse plane of the front and rear wheels,

the at least one motorized end bogie comprises a single drive motor aligned longitudinally between the front and rear coupling means,

- said vehicle comprising two end cars each comprising an end box provided with a driving cabin and delimiting a portion of a passenger space extending between the two end cabs of the vehicle, each end box being connected to an end bogie comprising pivot connection means able to connect the bogie to said end box, said vehicle also comprising a subassembly disposed between the two end cars comprising at least one carrying case delimiting a portion of said passenger space, each carrier being connected to an intermediate bogie devoid of pivot connection means able to connect the bogie to said at least one body, the subassembly comprises a single carrier box delimiting a portion of said passenger space and being connected at each end to an end car,

the subassembly comprises at least one mounted box delimiting a portion of said passenger space, said box being not connected to any bogie, each box being suspended between two load-bearing boxes, a load-bearing box being arranged at each end of the sub-unit; together,

- each of the two end bogies is located below a portion of the passenger space, - said railway vehicle comprises a floor with no steps, extending the entire length of the passenger compartment and including ramps slopes are less than 8%,

- the said floor comprises, in the right of at least one end bogie, a traffic corridor extending over the entire length of the said end bogie and whose width is between 600 mm and 800 mm, the traffic corridor being formed between a first raised portion to the right front and rear right wheels, and a second raised portion to the right of the left front and rear wheels, the raised portions and extending parallel to the main direction along the entire length of the bogie of end, the traffic corridor comprising a floor comprising a high plane zone, the high zone being disposed at a height between 70 mm and 120 mm below the height of the top of the wheels relative to the rolling plane of the bogie, said zone high extending inside the space formed at the end bogie by the front and rear axles of the end bogie, - the floor of the corridor arranged above the at least one end bogie comprises at least one end zone adjoining the high zone, the end zone forming a descending ramp with a slope of less than 8% in the main direction, said end ramp being included in a continuous longitudinal ramp adapted to connect the high zone to a low floor area of the intermediate floor,

- the low floor areas have a maximum height of between 400 mm and 480 mm, relative to the running surface of the bogie, for wheels with a diameter of 590 mm to nine and have a maximum height of between 440 mm and 520 mm, with respect to the running surface of the bogie, for wheels with a diameter of 640 mm to nine,

it comprises at least one end bogie comprising a first end zone and a second end zone disposed on either side of the high zone in the main direction,

- A corridor extends to the right of each intermediate truck, said corridor having a width of at least 900 mm.

Other features and advantages of the invention will emerge from the description which is given below, by way of indication and in no way limitative, with reference to the appended figures among which:

- Figure 1 is a cross-sectional view of a tramway bogie, motorized, pivoting, according to a first embodiment of the invention, the trolley case being also shown, the elements of the body and the bogie being cut according to different plans for clarity; - Figure 2 is a partial longitudinal sectional view of the bogie and the body of Figure 1;

- Figure 3 is a perspective view of the bogie of Figure 1, the reducers are not shown for clarity;

- Figure 4 is a perspective view similar to that of Figure 3, for a non-motorized variant of the bogie of Figures 1 to 3;

- Figure 5 is a perspective view similar to that of Figure 3, for a non-pivoting variant of the bogie of Figures 1 to 3;

- Figure 6 is a cross-sectional view similar to that of Figure 1, for the bogie of Figure 5; - Figures 7, 8 and 9 are views similar to those of Figures 1 to 3, for a second embodiment of the invention, the bogie shown in Figures 7 to 9 being non-pivoting, the section of Figure 8 being made along a broken line;

- Figure 10 is a perspective view similar to that of Figure 9, for a pivotal variant of the second embodiment of the invention;

- Figure 11 is a cross-sectional view similar to that of Figure 7, for the pivoting truck of Figure 10; - Figure 12 is a side view of a front portion of the bogie of Figure 1, showing in detail the constitution of a lower primary suspension member of the bogie, the two connecting rods of the suspension member being shown in solid lines at rest and being represented in phantom lines displaced under the effect of a vertical bias from the bottom upwards applied to the wheel; and

- Figure 13 is a sectional view of an articulation of the upper link of Figure 11, considered according to the incidence of arrows XII;

- Figure 14 is a side view of a railway vehicle according to the invention; - Figure 15 is a side view of a variant of the railway vehicle shown in Figure 14;

- Figure 16 is a top view of the rail vehicle of Figure 14, showing an interior;

FIG. 17 is an enlarged view of a section delimited by the planes M and N in FIG. 16;

In the following description, the right and the left, the front and the back will be heard relative to the normal direction of travel of the tramway.

The tramway 10 partially shown in Figures 1 and 2 comprises a body 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 shaped elongated along a main direction also said 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.

In a first embodiment of the invention, each bogie comprises, as shown in FIG.

a bogie frame 22; two front wheels 24 and two rear wheels 26;

a motor 28 for driving the front wheels 24 and means 29 able to couple the motor 28 to the front wheels 24;

a motor 30 for driving the rear wheels 26 and means 31 able to couple the motor 30 to the rear wheels 26;

for each front wheel 24 and rear wheel 26, an axle box 32 and a primary suspension device 33 of the chassis 22 on said axle box;

pivot connecting means 34 able to bind the bogie 16 to the body 12; - front and rear brakes 35.

The front wheels 24 are coaxial, spaced transversely from one another, and are connected to the frame 22. Likewise, 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 gearbox before 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 front wheel and the 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 with respect to the front 24 and rear 26 straight wheels. 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.

In a symmetrical manner, 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 gearbox 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 ring. internal. 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. The 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 secured 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. Moreover, rigid bars 89 (visible in FIGS. 4 and 5) connect the mechanism 90 for controlling the brake calipers 82 to the bogie frame 22. . As can be seen in FIGS. 2 and 12, the primary suspension devices 33 located on both lateral sides of the bogie are so-called "low" devices. Each primary suspension device 33 comprises:

two connecting rods 91 and 92, linked by first respective connection points 94 and 96 to a spar 52, and by second respective connection points 98 and 100 to the axle box 32;

- An elastic member 102 interposed between the two connecting rods 91 and 92 to define at least the vertical stiffness of the primary suspension member 33.

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.

At rest, 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.

As shown in Figure 12, 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. Thus, as shown in Figure 12, the upper link 91 is shifted to the right of Figure 12, that is to say to the spar 52 relative to the lower rod 92. In order 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 point connecting link 98 of the upper link is offset with respect to the transverse central axis of the axle by a distance d towards the spar 52. Symmetrically, the connection point 100 of the lower link 92 is shifted relative to the central axis of the axle of the same distance d along the longitudinal direction, opposite the spar 52. With this arrangement, there is equal distribution of the load between the two connecting rods 91 and 92 when the elastic member 102 is centered between the points of connection 94 and 96, ie ie when the center of the elastic member 102 is equidistant from the points 94 and 96 on the line passing through the two points 94 and 96. 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 one another, 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 angle β of between 0 ° and 90 ° with respect to the axis passing through the first connection points 94 and 96 of the two connecting rods. Preferably, the angle β 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 articulations. cylindrical elastics. 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 at nine

590 mm.

The operation of the above primary suspension device will now be briefly described in connection with FIG. 12.

Under the effect of a load or a track fault which causes the wheel 24 to rise, the connecting rods 91 and 92 drive the axle box 32 in a vertical movement. The assembly consisting of the spar 52, the two connecting rods 91 and 92 and the axle box 32, linked by the connection points 94, 96, 98 and 100 constitutes a deformable parallelogram.

When the wheel undergoes a vertical force F from the bottom upwards, in the case of a lane fault for example, the connecting rods 91 and 92 each take a fraction of the force F at their respective second 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 links 91 and 92 is a function of the position of the elastic block between the points 94 and 96. Under the effect of this effort, the connecting rods 91 and 92 pivot upwards relative to the spar. 52 around the first connection points 94 and 96, that is to say clockwise in Figure 12. Under the effect of these pivoting, the bearing surfaces 116 and 118 tend to approach. In the exemplary embodiment of the 12, for which the angle β is about 30 ° the pivoting of the connecting rods 91 and 92 leads to exert on the elastic member 102 both a compressive force and a shearing force. For an angle β of 90 ° the elastic member works in pure compression. For an angle β of 0 ° the elastic member works in pure shear.

Meanwhile, the rods 91 and 92 pivot relative to the axle box 32 about the second connection points 98 and 100, which move vertically upwards as shown in Figure 12 in phantom. Of course, the axle box 32 and its top 104 also undergo a vertical upward movement, but which is not shown in FIG. 12. The connecting rods 91 and 92 rotate clockwise in FIG. to the axle box 32 and remain at a lower level at 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.

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 vis-à-vis (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.

As shown in FIG. 1, the body frame 14 has a raised first portion 126 at the right front and rear wheels, a second raised portion 128 at the front left and aft wheels, and a lower portion 130 between the front and rear wheels. first and second raised portions 126 and 128. The raised portions 126 and 128 extend, parallel to the main direction, over 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. The corridor 130, considered in a plane perpendicular to the main direction, extends in the middle of the body, that is to say halfway between the two side walls of the body. =

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.

For wheels with a new diameter of 640 mm, the high zone 132a of the floor 132 of the circulation corridor 130 is located at a level of substantially 520 mm. As can be seen in FIG. 1, 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 through 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. Alternatively, the corridor has a width of between 600 mm and 800 mm, perpendicular to the main direction. It covers slightly the two side members 52. However, a significant gap 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.

As shown in Figure 2, each of the raised portions 126 and 128 includes, considered 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. She is located at a level intermediate that of the plate 68 and the top of the wheels 24 and 26.

On the contrary, the zones 138, 140, 144 and 146 are all located at a level higher than that of the top of the wheels. As can be understood by considering FIGS. 1 and 2, two seats 20 are fixed side by side in each of the zones 138, 140, 144 and 146. The seats of the zones 140 and 144 face each other, the zone 142 allowing the seated passengers on these seats to lay their feet. The seats of the zones 138 and 140 are arranged back to back, as well as the seats of the 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.

Figure 4 illustrates a first non-motorized 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 at the bogie in the body are identical for this variant to what has been described above with reference to the embodiment of FIGS. 1 to 3. FIGS. 5 and 6 illustrate a second variant of non-pivoting embodiment of the bogie of FIGS. 1 to 3. Only the differences with respect to the bogie of FIGS. 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 means of connection to the body does not allow risk that a very limited pivoting about an axis perpendicular to the running surface, generally less than 2 °.

Due to the very small amplitude of the possible travel between the bogie and the body, the side walls 134 of the circulation lane can be arranged much closer to the wheels than in the embodiment of Figures 1 to 3, corresponding to a pivoting bogie . In this case, the lowered portion 130 of the body frame covers a large portion 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.

A second embodiment of the invention will now be described with reference to FIGS. 7 to 9. The elements that are identical or that perform the same function as in the first embodiment will be designated by the same reference numerals. Only the points by which the second embodiment differs from the first will be detailed below.

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 right front and rear wheels 24 and 26 (see Figure 7). Thus, 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 gearboxes 38 and 48 are respectively placed immediately inside the front wheels 24 and rear 26. As shown in FIG. 9, the gearboxes 38 and 48 act as axle boxes and comprise rotational guiding means. respectively front and rear axles 36 and 46, such as ball bearings. The output of the gearbox 38 is fixed directly to the front right wheel 24 or to the front axle 36. Likewise, 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 gearboxes 38 and 48, the couplings 40 and 50 being respectively interposed between the gearbox 38 and the motor 150 and between the rear gearbox 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 one another with respect to a transverse plane P3, median of the front and rear wheels 24 and 26 As shown in FIG. 8, the plane P3 is equidistant from the axles 36 and 46. Similarly, the positions of the couplings 40 and 50 are symmetrical to each other 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.

As shown in Figures 8 and 9, 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. primary suspension devices 33 associated with the front and rear straight wheels each comprise two primary suspension members 160 of the rubber / metal sandwich type (FIGS. 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 adhered 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.

Similarly, in the primary suspension device associated with the right front wheel, 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 frame 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 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 24 and 26. The secondary suspension members 162 are located longitudinally between the front wheels 24 and the rear wheels 26. They have substantially the same vertical space as the engine 150 and are situated at the same level as the latter with respect to the engine. bearing (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.

As shown in FIG. 7, the right elevated portion 126 of the body frame covers the secondary suspension members 162, the front and rear right 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.

Considered perpendicular to the transverse direction, the first raised portion 126 is relatively wider than the second raised portion

128. The circulation corridor 130 is thus 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 900 mm.

As in the first embodiment of the invention, 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. FIG. 10 illustrates a pivotal variant embodiment of the bogie of FIGS. 7 to 9. Only the differences with the bogie of FIGS. 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 cross bolster transverse

178 and a pivot 180 interposed between the cross member 178 and the body frame 14. The pivot 180 has an 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 situated at a level of approximately 520 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 660 mm only approximately, perpendicular to the main direction of the body, so as to leave between the side walls 134 of the corridor and the bogie organs free space allowing the rotational movement of the bogie relative to the body. The bogies described above have multiple advantages.

The use of a low primary suspension makes it possible to arrange in the body frame a low, particularly wide traffic corridor, even 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. Preferably, the high floor area 132a of the floor 132 is disposed at a height of 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. Since the gearboxes have outlets fixed directly to 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.

In addition, the output shafts of the motors are longitudinal, which reduces gear gearboxes compared to the case where the motors have transverse output shafts.

Because 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 in 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.

In the first embodiment of the invention, 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 truck's running surface, make it even easier to install a low and wide circulation lane in the chassis frame.

Furthermore, 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 relative to the wheels, at the same time. level that the engines, allows to create in the body chassis 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 fact that the engine and gearboxes are assembled on one lateral side of the bogie, in contrast to the low primary suspension members, further facilitates the arrangement of a low and wide circulation lane in the chassis of the truck. checkout.

The symmetrical disposition of the motor (s) and reducers with respect to the median transverse plane of the wheels also goes in this direction. 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.

Because the reducers are assembled on one side of the bogie, the traffic corridor is offset from the median plane of the body and parallel to the main direction of the body.

In this case, 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 fact that the engine is placed along a low central portion of the right spar, towards the outside of the bogie, and the fact that the engine is placed at a level lower than that of the raised end portions of the right spar allows to create in the body frame two low side zones between the front and rear wheels of the truck.

It thus becomes possible to have up to four rows of three seats without too much encroaching on the corridor for a narrow box (less than 2400 mm). width), twelve seats above the bogie. Two seats of each row are in this case arranged above the raised portion 126, the widest, and only one above the raised portion 128, the narrowest. In the case of a wider body (more than 2400 mm wide), it is possible to have four rows of four seats above the bogie without too much encroaching on the corridor, ie sixteen seats in total. Two seats of each row are then placed above the raised portion 126 and two others above the raised portion 128. The seats of the central rows are arranged vis-à-vis front and rear low areas, the passengers can thus house their legs in low areas.

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 may be of the coupled type, as described in EP-O 911 239 or of the decoupled type, as described in the patent application bearing the filing 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.

In the first embodiment, the bogie may be equipped with lower primary suspensions only one side, right or left. It can include only one engine. In this case, 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.

In the second embodiment, the bogie may comprise two motors, each driving the two wheels associated with the same axle. In this case, the two motors are aligned longitudinally between the gear units.

In FIG. 14, there is shown a tramway 10 comprising two end cars 201 and a subassembly 202. A passenger space 18, extending inside the vehicle, between two driving cabs 204. Each car end 201 comprises an end box 12a delimiting a portion of the passenger space 18 and being provided with a driving cabin 204.

The subassembly 202 comprises a carrier box 12b delimiting a portion of the passenger space 18. Two adjacent boxes 12a and 12b are connected by means of a hinge device, not shown, and a gangway 203 defining a portion of the passenger space 18.

The end box 12a of each end car 201 is connected to a single bogie 16, said end bogie 16a. The carrier body 12b of the subassembly 202 is a body which is connected to a single bogie 16, said intermediate truck 16b.

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 end bogie 16a comprises pivot connection means able to connect the bogie 16a to an end box 12a. , such as a ring 62 and a bolster 60 or a pivot 180 and a bolster 178, as explained above with reference to Figures 1 to 4 and 10. These pivot connection means are not shown in Figure 14. Each of the end bogies 16a is a bogie according to any one of the embodiments shown in Figures 1 to 4 and 10. The intermediate truck 16b is devoid of pivot link means, it is a non-pivoting bogie. For example, the intermediate bogie 16b is a bogie according to any one of the embodiments shown in FIGS. 5 to 9.

Such a vehicle 10, equipped with two pivoting end bogies 16a has the advantage of easily inserting curves.

Each of the end bogies 16a is disposed below a portion of the passenger space 18. In this manner, a door 205 is installed between each end bogie 16a and the adjacent driver's cabin 204. This embodiment has the advantage of allowing easy access of the passengers to the vehicle from the end of the vehicle.

Two doors 205 are installed in each space formed between two adjacent bogies 16a, 16b. Alternatively, less than two doors are arranged between two bogies.

In the remainder of the figures, the identical elements have the same reference numbers as those of the preceding figures and will not be described again. Only the new elements will be described.

Alternatively, as shown in FIG. 15, the tramway 10 comprises a subassembly 202 comprising two carrier boxes 12b, each connected to an intermediate bogie 16b, and a forward body 12c. A box 12c is a box delimiting a portion of the passenger compartment 18. A box 12c is not connected to any bogie 16.

The mounted body 12c is suspended between two bearing boxes 12b. The mounted boxes 12c is connected to each supporting body 12b by means of a hinge device (not shown) and a gangway 203. The subassembly 202 comprises a box 12b carried at each of its ends, each box bearing 12b at the end of the subassembly 202 is connected to an end box 12a, as explained above.

Alternatively, in embodiments not shown, the subassembly 202 comprises a plurality of mounted cases 12c, each being suspended between two bearing cases 12b.

Alternatively, each end truck is arranged just behind the cab. More specifically, the space separating the end of the end bogie 16a from the cabin 204 is insufficient to accommodate a vehicle access door. A door 205 is then, for example, formed in a single side wall of the cabin 204 of the vehicle so as to allow access to the vehicle to travelers from the front of said vehicle. FIG. 16 shows a view from above and the interior arrangement of tramway 10 of FIG. 14 when it is equipped with end bogies 16a, according to the first embodiment illustrated by FIGS. 1 to 4 and of an intermediate bogie 16b, according to the embodiment illustrated by FIGS. 5 and 6.

The body comprises, above each of the bogies 16a and 16b, two raised zones 126 and 128 a lower part 130 between the two raised zones 126 and 128, as also shown in FIG.

Seats 20 are disposed in each of the upper zones 126 and 128, as shown in FIG.

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 floor 232 of the circulation corridor 130 comprises floor zones 132 arranged at the right of the bogies 16a and 16b. 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.

FIG. 17 shows a part of the floor 232 extending to the right of an end bogie 16a, between the vertical planes M and N, and in its vicinity between the vertical planes A and M and N and B. Each of the planes A, B, M and N extends vertically in the transverse direction of the vehicle and is shown in FIG. 17.

The floor 132 of the corridor 130 arranged at the right end of the bogie 16a 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 or worn wheels with a diameter greater than or equal to 510 mm. As a result the portion 132a extends to a height of 480mm with respect to the rolling plane of the truck 16a when the wheel is new.

For a vehicle with wheels with a diameter of 640 mm to nine, ie when the vehicle is a tram-train, the high zone 132a plane extending to a height of 520 mm, with respect to the running surface of the bogie 16 when the wheel is new.

This is made possible by the fact that each of the end bogies 16a of the tramway comprises lower primary suspensions 33 as previously described. The corridor 130 has a width of between 600 and 800 mm.

Each of the two edges B1 and B2 is disposed inside the space formed at the right of the bogie 16a, by the front axles 36 and rear 46 of the bogie 16a. The position of the axles 36, 46 is shown in dashed lines in FIG.

The floor 132 of the corridor 130 also comprises two end zones 132b 'and 132b "each extending between one of the edges B1, B2 and one end of the bogie 16a represented by the planes M and N. The two end ramps 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 of the corridor 130 arranged to the right of the end bogie 16a. These ramps are thus formed both of end floor zones 132b 'and 132b "and parts of the intermediate floor 233.

These ramps 240 'and 240 "are shown in hatched lines in the longitudinal direction in FIG. 17.

Ramps 240 'and 240 "have longitudinal slopes of less than 8%, each 240' and 240" is adapted to connect a high zone 132a to a low floor zone 241 disposed on either side of the bogie. The weak slope of the ramps 240 'and 240 "allows travelers and especially passengers with reduced mobility, to move freely throughout the length of the vehicle.

The low floor areas 241 are areas in which the floor is disposed at a maximum height of 370 mm from the truck's rolling plane, when the vehicle comprises wheels 24, 26 with a new diameter of 590 mm. mm.

The low floor areas 241 are areas in which the floor is disposed at a maximum height of 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.

In Figure 17, there is shown two bottom floor zones 241, on either side of the end bogie 16a, each extending behind two side doors 205 facing each other. The low floor area 241 extending between the two doors 205 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 shown in cross hatched lines in FIG. 19.

These transverse ramps have descending transverse slopes of less than 8% from the low plane zone 242 towards 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 bogie for a vehicle supported by bogies 16a 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.

Alternatively, the end bogie is arranged next to a portion of the passenger area 18 whose side walls have no access door, a low floor zone 241 disposed in such a portion of the vehicle 10 is preferably plane and extends over the entire length separating the two portions of side walls facing each other. It is the same in the gangways areas 203. In the case of an end bogie 16a disposed just behind the cab, 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 floor zone 241 of the passenger compartment 18. The floor zone 132 also comprises an end zone 132b "sloping, able to connect the upper zone 132a to the partition separating the passenger compartment 208 from the cabin 204.

In a variant, when the bogie 16a is equipped with a motor according to the second embodiment shown in FIG. 6, the floor 130 has a smaller width and the high area 132a is arranged at a greater height relative to the bogie work plan, as explained above. The ramp slopes 240 'and 240 "are larger.

In the embodiment of Figure 14, the intermediate truck 16a is a non-pivoting bogie of the type described with reference to Figures 5 and 6. The arrangement of the floor 132 of the corridor 130 above such a bogie is simi to a floor 132 disposed above an end swiveling bogie 16a, as described above, but may have a larger width and be disposed at a lower height as described with reference to FIGS. 6.

In a variant, the intermediate truck 16a is of the type described with reference to FIGS. 7 to 9, in which case the width and the height of the floor 132 vary as described with reference to FIGS. 7 to 9.

In another variant, the intermediate bogie 16a is a bogie of a type other than those described with reference to FIGS. 5 and 6 and 7 to 9, but as is conventionally known for a non-pivoting bogie, the floor 132 disposed above such a bogie, has a similar configuration.

The corridor 130 extending in line with a non-pivoting bogie preferably has a width of between 600 and 1000 mm.

A vehicle 10 equipped with bogies 16a, 16b according to one of the embodiments shown in Figures 1 to 6, has the advantage of being able to present a variable number of motorized bogies, depending on the dynamic performance desired by the customer and this , without modifying the internal structure of the vehicle and more particularly, without modifying the widths and heights of the corridors 130 disposed above the bogies. Indeed, as explained with reference to FIGS. 1 to 3, the bogies 16a, 16b motorized, allow to build above such a bogie a floor of a width and height identical to those that can be arranged above a non-motorized bogie of the same structure as shown in Figure 3 Due to the use of pivoting bogies according to the previously described embodiments, the trams 10 shown in Figures 14 and 15 are low floor trams.

By low floor vehicle means a vehicle whose floor does not include steps and corridors 130 of width greater than or equal to 600 mm includes ramps less than 8%.

Such a floor 232 allows travelers to easily enter the vehicle and to move easily over the entire length of the passenger compartment although the vehicle is supported by end bogies 16 which are pivoting bogies. More particularly, in the case of a vehicle equipped with pivoting end bogies 16a, the floor 132 comprises at least one high zone 132a disposed above each end bogie 16a, the high zone 132a being disposed at a lower level. from 70 mm to 120 mm to that of the top of the wheels 24, 26 of the bogie relative to the rolling plane of the bogie. Such 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 is equal to the diameter of said wheels.

Thus, the use of the bogies according to the embodiments shown in Figures 1 to 4 and 10, has the advantage of allowing the installation of pivoting bogies having wheels of normal size, that is to say having a diameter to new, between 590 and 640 mm while maintaining a low floor.

In such a vehicle 10, the flat floor areas, at different heights relative to the rail, are connected by longitudinal ramps whose slopes are less than 8%.

Claims

A railway vehicle (10) comprising two end bogies (16a), each end bogie (16a) comprising:

- a frame (22);

- two front wheels (24) and two rear wheels (26);

for each front wheel (24) and each rear wheel (26), a member (32, 38, 48) for rotating said wheel and a device (33) for the primary suspension of the chassis (22) on said wheel guiding (32, 38, 48); characterized in that at least the primary suspension devices (33) associated with the front and rear wheels (24, 26) arranged on the same first lateral side of the bogie (16) each comprise: - two connecting rods (91, 92) longitudinal, each connected by a first connection point (94, 96) to the frame (22), and by a second connection point (98, 100) to the corresponding guide member (32),

at least one resilient member (102) interposed between the two links (91, 92) in order to define at least the vertical stiffness of the primary suspension device (33), the two connecting rods (90, 91) being offset longitudinally relative to each other, and in that each end bogie (16a) comprises pivot link means (60, 62, 176, 180) capable of connecting said end bogie (16a) to said vehicle (10)

2. Railway vehicle (10) according to claim 1, characterized in that the two connecting rods (91, 92) of each of said primary suspension devices (33) of each end bogie (16a) are arranged at a lower vertical level. at the top (104) of the corresponding guide member (32).

Railway vehicle (10) according to any one of the preceding claims, characterized in that each primary suspension device (33) of each end bogie (16a) is disposed towards the inside of the bogie (16a) relative to to the associated wheel (24, 26).

4. Railway vehicle (10) according to any one of the preceding claims, characterized in that it comprises at least one motorized end bogie (16a).

Railway vehicle according to claim 4, characterized in that the at least one motorized end bogie (16a) comprises at least one motor (28,

30) and a device (29, 31) capable of rotatably coupling at least one wheel (24, 26) of the end bogie (16a) to the motor (28, 30), the or each motor (28, 30) and the coupling device (29, 31) being disposed outwardly of the end bogie (16a) with respect to the wheels (24, 26).

6. Railway vehicle according to claim 4, characterized in that the at least one motorized end bogie (16a) comprises two motors (28, 30) and two devices (29, 31) each adapted to couple in rotation a pair of wheels (24, 26) of the end bogie (16) to a motor (28, 30), one of the two motors (30) and one of the two coupling devices (31) being arranged towards the outside the end truck (16a) relative to the wheels (24, 26) on the first lateral side of the bogie, the other of the two motors (28) and the other of the two coupling devices (29) being arranged outward of the bogie relative to the wheels (24, 26) located opposite the first lateral side of the bogie.

7. Railway vehicle according to claim 6, characterized in that one of the two motors (28) of the at least one motorized end bogie (16a) is coupled to the two front wheels (24) and the other of the two motors (30). ) is coupled to both rear wheels (26).

8. Railway vehicle according to claim 4, characterized in that the at least one motorized end bogie (16a) comprises at least one motor (150), coupling means (29) of the front wheels (24) at or a motor (150), and coupling means (31) of the rear wheels (26) to or a motor (150), the or each motor (150) and the front and rear coupling means (29, 31) being arranged between, on the one hand, a median longitudinal plane (P1) of the two front (24) and median wheels of the two rear wheels (26) and, on the other hand, a longitudinal plane (P2) passing through the front wheel (24) and the rear wheel (26) located on the second lateral side of the bogie (16a).

9. Railway vehicle according to claim 4, characterized in that the front and rear coupling means (29,31) of the at least one bogie motorized end sections (16a) are arranged in symmetrical positions with respect to a median transverse plane (P3) of the front and rear wheels (24, 26).

Railway vehicle according to claim 9, characterized in that the at least one motorized end bogie (16a) comprises a single drive motor (150) aligned longitudinally between the front and rear coupling means (29, 31). ).

11. Railway vehicle (10) according to any one of the preceding claims, characterized in that said vehicle (10) comprising two end cars (201) each comprising an end box (12a) provided with a cab of conduit (204) and delimiting a portion of a passenger space (18) extending between the two end cabs (204) of the vehicle (10), each end box (12a) being connected to a bogie of end (16a) comprising pivot connection means (60, 62, 176, 180) capable of connecting the bogie (16a, 16b) to said end box (12a), said vehicle (10) also comprising a subassembly ( 202) disposed between the two end cars (201) comprising at least one carrying case (12b) delimiting a portion of said passenger space (18), each carrying case (12b) being connected to an intermediate bogie (16b) devoid of means (60, 62; 176, 180) of pivot linkage capable of connecting the bogie (16a, 16b) to said at least one box (12b).

12. Railway vehicle (10) according to claim 11, characterized in that the subassembly (202) comprises a single carrier box (12b) delimiting a portion of said passenger space (18) and being connected at each end to a end car (202)

13. Railway vehicle (10) according to claim 12, characterized in that the subassembly (202) comprises at least one mounted box (12c) delimiting a portion of said passenger space (18), said box carried (12c) n ' being connected to any bogie (16a, 16b), each mounted box (12c) being suspended between two bearing boxes (12b), a bearing box (12b) being disposed at each end of the subassembly (202).

14. Railway vehicle (10) according to any one of claims 11 to 13, characterized in that each of the two end bogies (16a) is disposed below a portion of the passenger compartment (18)

15. Railway vehicle (10) according to any one of the preceding claims, characterized in that said railway vehicle (10) comprises a floor (232) devoid of steps, extending over the entire length of the passenger compartment (18). ) and including ramps with slopes of less than 8%

16. Railway vehicle (10) according to claim 15, characterized in that said floor (232) comprises, in line with at least one end bogie (16a), a circulation corridor (130) extending over any the length of said end bogie (16a) and whose width is between 600 mm and 800 mm, the circulation lane (130) being formed between a first raised portion (126) and the front wheels (24) and rearward (26) straight, and a second raised portion (128) to the right of the left front (24) and rear (26) wheels, the raised portions (126) and (128) extending parallel to the main direction over the entire length of the end bogie (16a), the circulation corridor (130) comprising a floor (132) comprising a high zone (132a) planar, the high zone (132a) being disposed at a height of between 70 mm and 120 mm below the height of the top of the wheels (24, 26) relative to the rolling plane of the bogie, said area high (132a) extending within the space formed at the end bogie (16a) by the front (36) and rear (46) axles of the end bogie (16a).

17. Railway vehicle (10) according to claim 16, characterized in that the floor (132) of the corridor (130) arranged above said at least one end bogie (16a) comprises at least one end zone (132b). ', 132b') adjacent to the upper zone (132a), the end zone (132b ', 132b' ') forming a descending ramp with a slope of less than 8% in the main direction, said end ramp (132' , 132 ") being included in a continuous longitudinal ramp (240 ', 240") adapted to connect the upper zone (132a) to a low floor zone (241) of the intermediate floor (233)

Railway vehicle (10) according to claim 17, characterized in that the low floor zones (241) have a maximum height of between 400 mm and 480 mm, with respect to the rolling surface of the bogie, for a diameter of 590 mm to nine and have a maximum height of between 440 mm and 520 mm, with respect to the running surface of the bogie, for wheels with a diameter of 640 mm to nine.

19. Railway vehicle (10) according to any one of claims 17 or 18, characterized in that it comprises at least one end bogie (16a) comprising a first end zone (132 ') and a second zone end (132b ") disposed on either side of the upper zone (132a) in the main direction.

20. Railway vehicle (10) according to any one of claims 17 to 19, characterized in that a corridor (130) extends to the right of each intermediate bogie (16b), said corridor (130) having a width d at least 900 mm.