EP2822833B1 - Pendulation device absorbing transverse and longitudinal forces - Google Patents

Description

The present invention relates to a device for tilting the body of a rail vehicle relative to a bogie of said railway vehicle, of the type comprising a tilting cross member intended to be integral in motion of the rail vehicle body and two axes extending substantially longitudinally, each axis being rotatably mounted about a substantially longitudinal axis in at least one bearing, intended to be integral in motion of the bogie, the tilting cross member comprising two rolling tracks, extending substantially transversely, arranged each on one of said axes so that the cross member is adapted to move in a direction substantially transverse to said axes.

The invention also relates to a railway vehicle comprising such a tilting device.

A pendular railway vehicle, or pendulum train, is a vehicle whose body can tilt over the bogies on which it rests in order to compensate for the effects of centrifugal force on passengers when the railway vehicle takes curves on the path that it performs. . Such a system makes it possible to increase the speed of the rail vehicle while cornering while preserving the comfort of the passengers, who do not feel the effects of the centrifugal force due to passing through the bends due to the tilting of the body in these bends.

Such a railway vehicle comprises a device for tilting the body which is interposed between the bogies on which the body rests and the body. The tilting device conventionally comprises a tilting beam extending under the body and resting on rollers rotatably mounted on the bogie so that the beam can "roll" on the rollers so as to tilt the body relative to to the bogie. Means for actuating the displacement of the cross member, for example a jack, are provided between the bogie and the cross member and are arranged to cause the crossbar to move on the rollers in the transverse direction when the vehicle imprints a curve so as to tilting the box towards the inside of the curve by an angle adapted to the radius of curvature of the turn and the speed of the railway vehicle.

The rollers are used to resume the forces in the transverse direction and roll of the tilting cross member and therefore the body relative to the bogie. However, to take the efforts in the longitudinal direction, driven by the traction or braking of the vehicle or due to a stamping between two successive cars for example, it is necessary to provide an additional recovery device separate from the tilting device. This recovery device is formed by two connecting rods drive extending substantially longitudinally between the tilting beam and the bogie and arranged to absorb the forces in the longitudinal direction while allowing the movement of the cross member relative to the bogie in the transverse direction. Such a recovery device is therefore complex and bulky and prevents the installation of traction motors in the bogie. In addition, it is difficult to install on the bogie given the movements of the cross member relative to the bogie. A tilting device having such rollers is known to JP 59143760A ; in this device the rollers are provided at each end with an annular guide annular prohibiting sliding relative to the single associated rolling track.

One of the aims of the invention is to overcome this drawback by proposing a tilting device to resume the longitudinal forces without requiring the addition of a separate recovery device.

For this purpose, the invention relates to a tilting device of the aforementioned type, in which each axis comprises at each of its longitudinal end portions a substantially frustoconical section, whose large base extends towards the longitudinal end of the axis and the small base extends inwardly of the axis, each runway of the crossbar comprising two inclined sections, respectively resting on one of the frustoconical sections of the axis on which said runway rests.

The particular shape of the axes and rolling tracks not only makes it possible to take up the transverse and roll forces, in a conventional manner, but also to take up the longitudinal forces by allowing the forces to be absorbed in the longitudinal direction because of the inclination according to the longitudinal direction. this direction of the axes and inclined sections. Indeed, this particular form allows a sliding of the cross member on the axes in the longitudinal direction while ensuring a stability of the cross on these axes. Thus, it is not necessary to install an additional recovery device, which frees up space in this bogie, thus allowing the installation of traction motors for example.

• chaque tronçon incliné présente une forme incurvée selon la direction longitudinale, ladite forme incurvée étant telle qu'un des tronçons inclinés repose sur le tronçon tronconique correspondant dans une zone de contact dans laquelle le diamètre dudit tronçon tronconique est égal au diamètre de l'autre tronçon tronconique dans la zone de contact entre ledit autre tronçon tronconique et l'autre tronçon incliné ;
• l'angle d'inclinaison des tronçons tronconiques par rapport à l'axe de rotation de l'axe comprenant lesdits tronçons tronconiques est sensiblement compris entre 0° et 20° ;
• l'angle d'inclinaison des tronçons inclinés par rapport à la direction transversale est sensiblement compris entre 25° et 40 ;
• chaque axe est monté mobile en rotation dans deux paliers, chaque palier recevant une extrémité longitudinale de l'axe de sorte que les grandes bases des tronçons tronconiques s'étendent chacune en regard d'un palier ;
• la forme des axes est des tronçons inclinés sont adaptés pour reprendre les efforts longitudinaux exercés entre la traverse et les axes en autorisant un déplacement selon la direction longitudinale de la traverse sur les axes compris entre 2 à 10mm ;
• la traverse de pendulation est mobile entre une position de repos, dans laquelle le centre des pistes de roulement repose sur les axes, et deux positions extrêmes inclinées, dans lesquelles une extrémité d'une piste de roulement repose sur un axe et l'autre extrémité de l'autre piste de roulement repose sur l'autre axe ;
• le dispositif de pendulation comprend des moyens d'actionnement du déplacement de la traverse sur les axes, lesdits moyens étant agencés pour déplacer la traverse en fonction des courbes empruntées par le véhicule ferroviaire lors de sa circulation ; et
• les moyens d'actionnement comprennent un vérin, dont le corps est destiné à être solidaire du bogie et dont la tige, mobile en translation par rapport au corps, est solidaire de la traverse, le déplacement de la tige par rapport au corps entraînant le déplacement de la traverse sur les axes.

According to other features of the tilting device:

• each inclined section has a curved shape in the longitudinal direction, said curved shape being such that one of the inclined sections rests on the corresponding frustoconical section in a contact zone in which the diameter of said frustoconical section is equal to the diameter of the other section frustoconical in the contact zone between said other frustoconical section and the other inclined section;
• the angle of inclination of the frustoconical sections with respect to the axis of rotation of the axis comprising said frustoconical sections is substantially between 0 ° and 20 °;
• the angle of inclination of the sections inclined relative to the transverse direction is substantially between 25 ° and 40;
• each axis is rotatably mounted in two bearings, each bearing receiving a longitudinal end of the axis so that the large bases of the frustoconical sections each extend opposite a bearing;
• the shape of the axes is inclined sections are adapted to take up the longitudinal forces exerted between the crossbar and the axes by allowing a displacement in the longitudinal direction of the crossbar on the axes between 2 to 10mm;
• the tilting cross member is movable between a rest position, in which the center of the rolling tracks rests on the axes, and two inclined extreme positions, in which one end of a running track rests on one axis and the other end the other runway rests on the other axis;
• the tilting device comprises means for actuating the displacement of the cross member on the axes, said means being arranged to move the cross member according to the curves taken by the rail vehicle during its circulation; and
• the actuating means comprise a jack, whose body is intended to be integral with the bogie and whose rod, movable in translation relative to the body, is integral with the cross member, the displacement of the rod relative to the body causing the displacement of the crossbar on the axes.

The invention also relates to a rail vehicle comprising a vehicle body and at least one bogie, the body being mounted on the bogie by means of a tilting device as described above, the tilting cross member of the device being solidaire in motion of the rail vehicle body and the bearing of the device being secured in movement of the bogie.

According to another characteristic of the rail vehicle, the bogie comprises at least one abutment element extending opposite the tilting cross member in the longitudinal direction, said cross member abutting against said element in case of force greater than a predetermined threshold applied in the longitudinal direction on the transom or the bogie.

• la Fig. 1 est une représentation schématique d'un véhicule ferroviaire comprenant un dispositif de pendulation,
• la Fig. 2 est une représentation schématique d'un dispositif de pendulation selon l'invention, la traverse étant dans une position de repos,
• la Fig. 3 est une représentation schématique du dispositif de pendulation de la Fig. 2, la traverse étant dans une position extrême inclinée,
• la Fig. 4 est une représentation schématique en perspective d'un axe du dispositif de pendulation selon l'invention,
• la Fig. 5 est une représentation schématique en perspective d'une extrémité de la traverse de pendulation reposant sur l'axe de la Fig. 4,
• la Fig. 6 est une représentation schématique en coupe de l'axe de la Fig. 4 et de l'extrémité de la traverse de pendulation reposant sur ledit axe, la traverse étant centrée sur l'axe selon la direction longitudinale, et
• la Fig. 7 est une représentation schématique en coupe de l'axe de la Fig. 6, la traverse étant décalée sur l'axe selon la direction longitudinale.

Other aspects and advantages of the invention will appear on reading the description which follows, given by way of example and with reference to the appended drawings, in which:

• the Fig. 1 is a schematic representation of a railway vehicle comprising a tilting device,
• the Fig. 2 is a schematic representation of a tilting device according to the invention, the cross member being in a rest position,
• the Fig. 3 is a schematic representation of the tilting device of the Fig. 2 , the cross member being in an extreme inclined position,
• the Fig. 4 is a schematic representation in perspective of an axis of the tilting device according to the invention,
• the Fig. 5 is a schematic representation in perspective of an end of the tilting crossbeam resting on the axis of the Fig. 4 ,
• the Fig. 6 is a schematic representation in section of the axis of the Fig. 4 and the end of the tilting beam resting on said axis, the cross member being centered on the axis in the longitudinal direction, and
• the Fig. 7 is a schematic representation in section of the axis of the Fig. 6 , the cross member being offset on the axis in the longitudinal direction.

In the description, the term "longitudinal" is defined according to the rolling direction of the railway vehicle, that is to say according to the direction in which the rails on which the railway vehicle is traveling extend. The term "transverse" is defined in the horizontal direction perpendicular to the longitudinal direction, that is to say in the direction of spacing of the rails on which the railway vehicle circulates.

With reference to the Fig. 1 , a rail vehicle 1 comprising at least one body 2 and a bogie 4 carrying the wheels of the railway vehicle and on which the body 2 is mounted. By railway vehicle, we mean both a car and a set of cars articulated together. Each car comprises a box 2 defining the passenger reception space mounted on at least one bogie 4, generally on two bogies 4. The bogie 4 is conventional and will not be described in detail here.

The body 2 is mounted on the bogie 4 by means of a tilting device 6 for tilting the body 2 in a controlled manner relative to the bogie 4 when the railway vehicle takes a turn. The tilting device 6 mainly comprises a tilting crossbeam 8, at least two axes 10 on which the crossmember 8 rests and actuating means 12 of the displacement of the crossbeam 8 on the axes 10.

The tilting beam 8 extends mainly in the transverse direction T under all or part of the width of the body 2 and is integral in movement thereof. Solidaire in motion means that the body 2 moves with the cross 8 in the same movement. The cross member 8 is for example connected to the body 2 by suspension elements 14 arranged to take up the forces in a direction Z substantially perpendicular to the plane defined by the longitudinal direction L and the transverse direction T, that is to say according to the vertical direction when the body 2 is not tilted.

The lower surface 16 of the crosspiece 8, which extends opposite the bogie 4, has transverse ends 18 inclined towards the body 2, forming an angle α substantially between 25 ° and 40 ° with the transverse direction, as shown in FIG. the Fig. 2 and 3 . Each transverse end 18 forms a rolling track, which will be described later, on the axes 10. Therefore, the cross member 8 is disposed on the axes 10 so that the bearing tracks each rest on one of the axes 10.

The axes 10, or rollers, extend substantially longitudinally respectively in the vicinity of one of the transverse ends of the bogie 4, that is to say that the axes 10 are spaced apart from each other in the transverse direction T Each axle 10 is rotatably mounted about a longitudinal axis A in two bearings 20 integral in motion with the bogie 4, as shown in FIGS. Fig. 4 and 5 . Each axis 10 extends longitudinally between two bearings 20, which each receive one of the longitudinal ends of the axis 10. Each bearing 20 contains bearings, allowing the end of the axis that it receives to rotate at least twice. inside the bearing, and is adapted to take up longitudinal forces.

Each axis 10 comprises at each of its longitudinal end portions, adjacent the ends received in the bearings 20, a substantially frustoconical section, called frustoconical section 22 and shown in FIGS. Fig. 4 and 5 . Each frustoconical section 22 extends between a large base 24, extending toward the longitudinal end of the axis and disposed against the bearing 20, and a small base 26 extending inwardly of the axis 10. Thus the two small bases 26 of the two frustoconical sections 22 of each axis 10 extend one opposite the other and are separated from each other by a central portion 28 having the shape of a cylinder of revolution. The frustoconical sections 22 extend radially about the axis A so that the outer wall of each frustoconical section 22 forms a slope p in the longitudinal direction from the large base to the small base, that is to say a slope inclined towards the central portion 28 of the axis 10. The slope p is such that each frustoconical section 22 forms an angle β substantially between 0 ° and 20 ° with the axis A of the axis 10, as shown on the Fig. 6 . Thus, each axis 10 schematically shows the shape of a diabolo.

Each raceway formed by a transverse end 18 of the crosspiece 8 is formed of two inclined sections 30, respectively resting on one of the frustoconical sections of the axis 10 on which this runway rests, as shown in FIGS. Fig. 5 and 6 . Each inclined section 30 has a curvilinear shape p 'in the longitudinal direction tangent to the slope p of the frustoconical section 22 on which this inclined section 30 rests, as shown in FIGS. Fig. 6 and 7 . Therefore, the form p 'is such that one of the inclined sections 30 rests on a contact zone 31 of the corresponding frustoconical section 22 in which the diameter of the frustoconical section 22 is equal to the diameter of the contact zone 31 of the other frustoconical section 22 on which rests the other inclined section 30, as shown on the Fig. 6 and 7 .

The two running tracks of the cross member 8 resting on the two axes 10, the tilting cross member 8 is therefore able to move in the direction transverse to the bogie 4 by "rolling" the axes 10 on the raceways. More particularly, the crosspiece 8 is able to swing in rotation about a longitudinal axis substantially corresponding to the longitudinal axis of the railway vehicle in a plane defined by the transverse directions T and vertical Z. The cross member 8 is thus movable between a position rest, represented on the Fig. 2 , in which the center of the rolling tracks rests on the axes 10 and in which the body 2 extends substantially vertically and parallel to the rails on which the railway vehicle is traveling, and two inclined extreme positions, one of which is represented on the Fig. 3 and in which the body 2 is inclined with respect to the bogie 4. In one of the extreme inclined positions, the outer end portion of one of the rolling tracks rests on one of the axes 10 while the inner end portion of the Another running track rests on the other axis 10 and in the other extreme inclined position, the inner end portion of the raceway rests on the axis 10 while the outer end portion of the other raceway rests on the other axis 10. Thus, the cross 8 and therefore the body 2 are able to switch in one direction or another relative to the bogie 4 depending on the direction of the turn taken by the rail vehicle.

The actuating means 12 make it possible to control this tilting of the cross member 8 as a function of the circulation of the railway vehicle. The control system controlling the actuating means 12 will not be described in detail here, since this system is known and is conventional for pendular trains. The actuating means 12 comprise for example a jack 32, whose body 34 is integral with the bogie 4 and whose rod 36 is integral with the cross member 8, the rod 36 being movable in translation in the body 34. It is therefore understood that by controlling the displacement of the rod 36 relative to the body 34, it causes the displacement of the cross member 8 relative to the bogie 4 by rolling the pins 10 on the raceways. Thus, by pushing the rod 36 out of the body 34, the crosspiece 8 moves towards one of its inclined extreme positions, as is understood by comparing the Fig. 2 and the Fig. 3 and by pulling the rod 36 into the body 34, the crosspiece 8 moves towards the other of its inclined extreme positions, through the rest position.

The tilting device described above makes it possible conventionally to take up the transverse and rolling forces between the body 2 and the bogie 4 because of the possibility for the crossmember 8 to move relative to the bogie 4.

The tilting device also makes it possible to take up the longitudinal forces due to the particular shape of the shafts 10 and the rolling tracks comprising inclined sections 30. In fact, the diabolo shape of the shafts 10 allows slips of the inclined sections 30 to the frustoconical sections 22 corresponding in the longitudinal direction and thus a sliding of the cross member 8 on the axes 10 in the longitudinal direction L, thus allowing the recovery of longitudinal forces.

Moreover, as can be seen by comparing the Fig. 6 and 7 , so that the displacement of the cross member 8 on the axes 10 in the transverse direction T remains the same and adapted whatever the position of crossbar 8 on the axes 10 in the longitudinal direction L, the curved shape of the inclined sections 30 is adapted to that the contact zone 31 between each inclined section 30 and each frustoconical section 22 is at a constant diameter. Thus, even in the case of longitudinal sliding of the cross member 8 on the axes 10 due to the recovery of the longitudinal forces, the tilting of the cross member 8 in the transverse direction to effect the tilting of the body 2 retains the desired kinematics.

On the Fig. 6 the crosspiece 8 is centered on an axis 10. In the contact zones 31 between each inclined section 30 and the corresponding frustoconical section 22, the diameter of the frustoconical sections 22 is d ₁ , this diameter being the same for each frustoconical section 22. On the Fig. 7 , the crossbar 8 has been moved longitudinally relative to the axes, for example following a traction force or braking. In the contact zones 31 between each inclined section 30 and the corresponding frustoconical section 22, the diameter of the frustoconical sections 22 is d ₂ , different from d ₁ but this diameter being the same for each frustoconical section 22. This capacity of the cross member 8 to move in the longitudinal direction, although this displacement is not desired but inevitable in case of longitudinal forces, while resting on zones of the axes 10 whose diameter is identical allows to absorb the forces in the longitudinal direction while maintaining the stability of the cross member 8 on the axes 10 and thus allowing a stable tilting of the cross member 8 on the axes 10 in the transverse direction T, that is to say that the cross member 8 retains the desired swing kinematics .

This recovery of the longitudinal forces can be done in both directions of circulation of the railway vehicle since the inclined portions 30 of a raceway are symmetrical to one another with respect to a plane defined by the transverse directions T and vertical Z passing between the inclined sections 30, as well as the frustoconical sections 22 of an axis 10 are symmetrical to each other with respect to this plane passing through the center of the axis 10.

Thus, the tilting device is adapted to take up the longitudinal forces due to the traction of the railway vehicle or braking thereof without the need to add an additional force recovery device, such as the connecting rod system of the prior art. This frees space in the bogie 4, which can, therefore, be more easily motorized. In addition, the mounting of the tilting device is greatly facilitated since it does not require the installation of an additional recovery device.

In the case of longitudinal forces exceeding a predetermined threshold, that is to say significant longitudinal forces, for example in the case of buffering between two cars of the railway vehicle, a stop device is provided between the cross member 8 and the bogie 4 , allowing "shunter" the recovery of longitudinal forces by the tilting device 1. Thus, abutment elements (not shown), integral with the bogie 4, are arranged on either side of the crosspiece 8 opposite that of in the longitudinal direction so that the cross member 8 abuts against one of these elements in the event of violent impact in the longitudinal direction. Thus, the shape of the axes 10 and inclined sections 30 is adapted to allow for a longitudinal displacement of the cross member 8 on the axes 10 between 2 mm 10 mm. Beyond 10 mm, the cross member 8 comes into contact with one of the abutment elements.

A pendular railway vehicle is thus obtained whose comfort and safety are improved by reducing the number of components required between the bogie 4 and the body 2, which facilitates the motorization of the bogies 4 and thus improves the traction of the railway vehicle.

The tilting device 6 described above can be installed between all the bogies of the railway vehicle and the corresponding box or cases, whether the bogies are bogies (non-motorized) or motorized (motorized).

Claims (11)

1. Tilting device (6) for tilting the body (2) of a railway vehicle (1) relative to a bogie (4) of said railway vehicle (1), said device comprising a tilting cross-member (8) which is to be integral in movement with the railway vehicle body (2) and two shafts (10) extending substantially longitudinally, each shaft (10) being mounted to be movable in rotation about a substantially longitudinal axis (A) in at least one bearing (20), which is to be integral in movement with the bogie (4), the tilting cross-member (8) comprising two rolling tracks which extend substantially transversely and are each arranged on one of said shafts (10) so that the cross-member (8) is capable of moving in a substantially transverse direction (T) on said shafts (10), characterised in that each shaft (10) comprises at each of its longitudinal end portions a section (22) of substantially frustoconical shape, of which the large base (24) extends towards the longitudinal end of the shaft (10) and the small base (26) extends towards the inside of the shaft (10), each rolling track of the cross-member (8) comprising two inclined sections (30) each resting on one of the frustoconical sections (22) of the shaft (10) on which said rolling track rests.
2. Tilting device according to claim 1, characterised in that each inclined section has a form (p') curved in the longitudinal direction (L), said curved form (p) being such that one of the inclined sections (30) rests on the corresponding frustoconical section (22) in a contact zone (31) in which the diameter (d1, d2) of said frustoconical section (22) is equal to the diameter (d1, d2) of the other frustoconical section (22) in the contact zone (31) between said other frustoconical section (22) and the other inclined section (30).
3. Tilting device according to claim 1 or 2, characterised in that the angle of inclination (β) of the frustoconical sections (22) relative to the axis of rotation (A) of the shaft (10) comprising said frustoconical sections (22) is substantially between 0° and 20°.
4. Tilting device according to any one of claims 1 to 3, characterised in that the angle of inclination (α) of the inclined sections (30) relative to the transverse direction (T) is substantially between 25° and 40°.
5. Tilting device according to any one of claims 1 to 4, characterised in that each shaft (10) is mounted to be movable in rotation in two bearings (20), each bearing (20) receiving a longitudinal end of the shaft (10) so that the large bases (24) of the frustoconical sections (22) each extend facing a bearing (20).
6. Tilting device according to any one of claims 1 to 5, characterised in that the form of the shafts (10) and of the inclined sections is adapted to absorb the longitudinal forces exerted between the cross-member (8) and the shafts (10) by permitting a displacement in the longitudinal direction of the cross-member (8) on the shafts (10) of between 2 and 10 mm.
7. Tilting device according to any one of claims 1 to 6, characterised in that the tilting cross-member (8) is movable between a rest position, in which the centre of the rolling tracks rests on the shafts (10), and two inclined end positions in which one end of one rolling track rests on one shaft (10) and the other end of the other rolling track rests on the other shaft (10).
8. Tilting device according to any one of claims 1 to 7, characterised in that it comprises actuating means (12) for the displacement of the cross-member (8) on the shafts (10), said means (12) being arranged to displace the cross-member (8) as a function of the curves taken by the railway vehicle as it travels.
9. Tilting device according to claim 8, characterised in that the actuating means (12) comprise a jack (32), the body (34) of which is to be integral with the bogie (4) and the rod (36) of which, which is movable in translation relative to the body (34), is integral with the cross-member (8), the displacement of the rod (36) relative to the body (34) causing the displacement of the cross-member (8) on the shafts (10).
10. Railway vehicle (1) comprising a vehicle body (2) and at least one bogie (4), characterised in that said body (2) is mounted on said bogie (4) by way of a tilting device (6) according to any one of claims 1 to 9, the tilting cross-member (8) of said device being integral in movement with the railway vehicle body (2) and the bearing (20) of said device being integral in movement with the bogie (4).
11. Railway vehicle according to claim 10, characterised in that the bogie (4) comprises at least one stop element which extends facing the tilting cross-member (8) in the longitudinal direction (L), said cross-member (8) abutting said element if a force exceeding a predetermined threshold is applied in the longitudinal direction to the cross-member (8) or the bogie (4).

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