Three-point support system, vehicle and associated train

Abstract

Three-point support device, vehicle and trainset associated. The present invention relates to a three-point support device (30) for a vehicle body (32), the device (30) comprising: a first bogie (40) adapted to support the body (32) by a first support point, the first support point being formed by two first secondary air suspensions (50) pneumatically linked or by a central emergency suspension (52) when the first secondary air suspensions (50) are malfunctioning, and a second bogie (42) adapted to support the body (32) by a second and a third support point, each of the second and third support points being formed by a separate second secondary air suspension (70) or by a lateral emergency suspension (72) associated with said second secondary air suspension (70) when said second secondary air suspension (70) is malfunctioning. Figure for the abstract: 2

Description

Title of the invention: Three-point support device, associated vehicle and train

[0001] The present invention relates to a three-point support device. The present invention also relates to an associated vehicle. The present invention also relates to a railway train.

[0002] A railway vehicle generally comprises a body supported on bogies. In particular, each body is conventionally supported on two bogies.

[0003] [Fig.l] illustrates an example of a conventional configuration of a body 10 supported on two bogies 12, 14. Each bogie 12, 14 comprises two axles 16 each having two wheels 18 (only one reference 18 is shown so as not to overload [Fig.l]), two secondary air suspensions 20 and an anti-roll bar 22. Each secondary air suspension 20 is associated with an emergency suspension 24 replacing said secondary air suspension 20 when the latter is defective. Thus, the body 10 is supported at four points, each point being formed by a separate secondary air suspension 20 or by the emergency suspension 24 associated with a defective secondary air suspension 20. Such a configuration is said to be hyperstatic.

[0004] However, such a four-point support configuration is problematic when the track has geometric defects, in particular track skews. A track skew designates a plane distortion making it possible to move from a portion of track installed flat to a portion of track installed on a slope (difference in height between two rails of the same track facing each other). In particular, in such a four-point configuration, the supports are relatively rigid when the secondary suspensions are deflated, which gives them a limited capacity to compensate for track skews. The risk is that a wheel is no longer in contact with the rail, which could cause a derailment.

[0005] One solution would be to use primary suspensions optimized to absorb the deflections. Primary suspensions are the suspensions between the axles and the bogie frame.

[0006] However, such a solution complicates the manufacture of primary suspensions and proves expensive.

[0007] There is therefore a need for a means of improving the safety of a railway vehicle running on a track with geometric defects, without complicating the manufacture of the primary suspensions.

[0008] For this purpose, the present description relates to a three-point support device

[0009]

[0010]

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[0013]

[0014]

[0015] for a vehicle body, in particular a railway vehicle, the device comprising: a. a first bogie capable of supporting the body by a first support point, the first bogie comprising two first secondary pneumatic suspensions and a central emergency suspension, the first secondary pneumatic suspensions being pneumatically connected, the first support point being formed by the two first pneumatically connected secondary pneumatic suspensions or by the central emergency suspension when the first secondary pneumatic suspensions are malfunctioning, and b. a second bogie capable of supporting the body by a second and a third support point, the second bogie comprising two second secondary air suspensions, each second secondary air suspension being associated with a separate regulating component capable of regulating the air pressure in said second secondary air suspension and with a separate emergency lateral suspension, each of the second and third support points being formed by a separate second secondary air suspension or by the emergency lateral suspension associated with said second secondary air suspension when said second secondary air suspension is malfunctioning. According to particular embodiments, the device comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations: - the first secondary air suspensions are arranged laterally on either side of the central emergency suspension; - the first bogie comprises a central pivot around which the first bogie is capable of pivoting, the central emergency suspension being arranged on an axis passing through the central pivot and in the longitudinal direction, called the central longitudinal axis; - the central emergency suspension comprises at least one emergency element arranged upstream or downstream of the central pivot on the central longitudinal axis, the central emergency suspension advantageously comprising at least two emergency elements arranged on the central longitudinal axis on either side of the central pivot; - the or each emergency element comprises an elastic member and a support element, an operating clearance being provided between the elastic member and the support element as long as the first secondary pneumatic suspensions are functional, the operating clearance being suitable for being filled when the first secondary pneumatic suspensions are malfunctioning; - the central emergency suspension comprises a suspension in the form of a hollow disc, the hollow disc being fixed on the central pivot;

[0016] - the first bogie is without an anti-roll system;

[0017] - the first bogie comprises a central pivot defining a central longitudinal axis, the central longitudinal axis being in the longitudinal direction and passing through the central pivot, the first secondary pneumatic suspensions being supplied by the same regulating component, the regulating component being advantageously arranged on the central longitudinal axis.

[0018] The present description also relates to a vehicle, in particular a railway vehicle, comprising at least one body supported by a three-point support device as described previously.

[0019] The present description also relates to a railway train comprising a plurality of vehicles connected to each other, at least one of the vehicles being as described above.

[0020] Other characteristics and advantages of the invention will appear on reading the following description of embodiments of the invention, given by way of example only and with reference to the drawings which are:

[0021] [Fig.l], [Fig.l], a schematic representation of an example of a vehicle body of the state of the art, the vehicle body being supported by two bogies defining four support points,

[0022] [Fig.2], [Fig.2], a schematic representation of an example of a cash register vehicle supported by a three-point support device, the support device comprising a first bogie defining a first support point and a second bogie defining a second and a third support point,

[0023] [Fig.3], [Fig.3], a schematic representation of an example of a first bogie ending a first support point, in this example the first bogie comprises a central emergency suspension formed of two emergency elements arranged on either side of the central pivot of the first bogie in a longitudinal direction, and

[0024] [Fig.4], [Fig.4], a schematic representation of the first bogie of [Fig.3] seen in cut along a longitudinal axis, called central.

[0025] In the description, the term "longitudinal" is defined with respect to the direction in which the vehicle travels, i.e. the direction in which the rails on which the vehicle travels extend. The longitudinal direction is represented in the figures by an X axis. The term "transverse" is defined with respect to a direction substantially perpendicular to the longitudinal direction in a horizontal plane, i.e. the direction in which the rails are spaced apart from each other. The transverse direction is represented in the figures by a Y axis. The direction perpendicular to the longitudinal direction and to the transverse direction is called the "vertical direction" and is represented in the figures by a Z axis. The terms "front" and "rear" are defined with respect to the direction of travel of the railway vehicle.

[0026] A three-point support device 30 for the body 32 of a vehicle is illustrated with reference to [Fig. 2] and to Figures 3 and 4 which illustrate a specific example of a bogie of the device 30.

[0027] The vehicle is, for example, a railway vehicle, for example a vehicle of a railway train. The railway train is, for example, a train, a metro, a tram, or more generally any type of rolling structure.

[0028] Preferably, the train is non-articulated and all the vehicles in the train are vehicles whose body is supported by a device 30 with three support points.

[0029] In another example, the train is articulated and at least the key car of the train (car supported by two bogies) is supported by a device 30 with three support points. The key car is, for example, an end vehicle of the train, advantageously the head vehicle of the train.

[0030] The device 30 is capable of supporting the body 32 by only three support points, unlike the device of the prior art with four support points.

[0031] The device 30 comprises a first bogie 40 and a second bogie 42. The first bogie 40 and the second bogie 42 are the only bogies of the device 30, and thus the only bogies supporting the body 32. Each of the first bogie 40 and the second bogie 42 is motorized or not.

[0032] Each of the first bogie 40 and the second bogie 42 comprises a chassis 43, two axles 46 each having two wheels 48 (only one reference 48 is shown in [Fig.2] so as not to overload the figure).

[0033] Each of the first bogie 40 and the second bogie 42 further has a central pivot 49 defining a vertical pivot axis, called bogie axis ZB. Each bogie 40, 42 is thus articulated relative to the body 32 along the bogie axis ZB. The central pivot 49 also makes it possible to define a central longitudinal axis XB, the central longitudinal axis XB being along the longitudinal direction X and passing through the central pivot 49.

[0034] The characteristics specific to each of the first bogie 40 and the second bogie 42 are described in the following.

[0035] In particular, in the following, the term "secondary suspension" designates a pneumatic suspension between the chassis of a bogie and the body of the vehicle supported by the bogie. The term "emergency suspension" designates a suspension suitable for replacing a secondary suspension when said secondary suspension is defective (deflated or punctured suspension for example).

[0036] The first bogie 40 is suitable for supporting the body 32 by a first support point.

[0037] The first bogie 40 comprises two first pneumatic suspensions 50 secondary suspensions and a 52 central emergency suspension.

[0038] Advantageously, the first bogie 40 is devoid of an anti-roll system.

[0039] The first secondary air suspensions 50 are the only suspensions secondary suspensions of the first bogie 40. The first secondary pneumatic suspensions 50 are suspensions arranged on the chassis 43 on either side of the central longitudinal axis XB.

[0040] The first secondary air suspensions 50 are pneumatically connected to each other, for example, by a pneumatic pipe or tube 51 (illustrated in dotted lines in [Fig.2]). The first secondary air suspensions 50 therefore have substantially the same air pressure under normal operating conditions.

[0041] The first secondary pneumatic suspensions 50 are for example supplied via a regulation component 54. The regulation component 54 is capable of regulating the air pressure in the first secondary pneumatic suspensions 50, in particular as a function of the load of the body 32 supported by the first bogie 40. Such a regulation component 54 allows inflation (injection of air from an air compressor) or deflation (exhaust to the outside - ambient air).

[0042] Preferably, the regulating component 54 is arranged on or in the chassis 43 on the central longitudinal axis XB.

[0043] The regulating component 54 is, for example, a leveling valve. The leveling valve is, for example, mechanically actuated.

[0044] In another example, the regulation component 54 is a solenoid valve. The solenoid valve is, for example, controlled by a position sensor measuring the distance between the first bogie 40 and the body 32.

[0045] Preferably, the first secondary pneumatic suspensions 50 are arranged laterally on either side of the central emergency suspension 52.

[0046] The central emergency suspension 52 is suitable for replacing the first secondary pneumatic suspensions 50 when said first suspensions 50 are malfunctioning.

[0047] The central emergency suspension 52 is the only emergency suspension of the first bogie 40.

[0048] Preferably, the central emergency suspension 52 is arranged on the chassis 43 on the central longitudinal axis XB, which allows a better distribution of the weight of the vehicle on the first bogie 40.

[0049] In one embodiment, as illustrated in Figures 3 and 4, the central emergency suspension 52 comprises two emergency elements 60 arranged on the central longitudinal axis XB on either side of the central pivot 49.

[0050] In the example illustrated by figures 3 and 4, each emergency element 60 comprises an elastic member 61, a fixing plate 62 and a support element 63.

[0051] The elastic member 61 has a spring function. The elastic member 61 is suitable for being fixed, via the fixing plate 62, either to the body 32 (as illustrated by [Fig.4]), or to the bogie.

[0052] The support element 63 is fixed on the side opposite the elastic member 61, that is to say is fixed on the first bogie 40 when the elastic member 61 is fixed on the body 32 (as illustrated by [Fig. 4]) or is fixed on the body 32 when the elastic member 61 is fixed on the first bogie 40. When the support element 63 is fixed on the bogie, it is for example fixed directly on the bogie frame 43 or on any element itself fixed to the bogie frame 43. For example, when the first bogie 72 is a motor bogie as is the case in FIGS. 3 and 4, the support element 63 is fixed on the motor 69 which is itself fixed on the bogie frame 43.

[0053] The support element 63 is preferably made of a material chosen to reduce the coefficient of friction and to have good anti-wear properties. The material of the support element 63 is, for example, a Teflon® coated metal or a nylon-type polymer, such as Ertalon®.

[0054] An operating clearance 64 is present between the elastic member 61 and the support element 63, which allows the corresponding secondary air suspension 50 to be the only one in operation when this secondary air suspension 50 is inflated (normal mode). In the event of damage (degraded mode), the secondary air suspension 50 is no longer active and the operating clearance 64 between the elastic member 61 and the support element 63 is filled so that the emergency element 60 replaces said secondary air suspension 50.

[0055] Although the example of Figures 3 and 4 describe a central emergency suspension 52 with two emergency elements 60, in a variant, only one emergency element 60 is present. Such an emergency element 60 is, for example, arranged upstream or downstream of the central pivot 49 on the central longitudinal axis XB. An arrangement with two emergency elements 60 nevertheless has the advantage of being more stable compared to an arrangement with a single emergency element 60, and of distributing the forces over a doubled support surface.

[0056] In another variant, the central emergency suspension 52 comprises a number of emergency elements 60 strictly greater than two. In this case, the emergency elements 60 are arranged around the central pivot 49 so as to form only one support point.

[0057] In another embodiment, the central emergency suspension 52 comprises a suspension in the form of a hollow disc. The hollow disc is fixed on the central pivot 49, that is to say that the central pivot 49 passes through the hole of the hollow disc. Preferably, the hollow disc is made at least partly of elastomeric material. The previous configuration with the emergency elements 60 is nevertheless easier to access in the case of maintenance operations, because the emergency elements 60 are arranged on either side of the central pivot 49, and are not inserted on the central pivot 49.

[0058] Thus, for the first bogie 40, the first support point is formed by the two first secondary air suspensions 50 pneumatically connected or by the central emergency suspension 52 when the first secondary air suspensions 50 are malfunctioning.

[0059] The second bogie 42 is suitable for supporting the body 32 by a second and a third support point.

[0060] The second bogie 42 comprises two second secondary pneumatic suspensions 70.

[0061] The second secondary pneumatic suspensions 70 are the only secondary suspensions of the second bogie 42. The second secondary pneumatic suspensions 70 are suspensions arranged on the chassis 43 on either side of the central longitudinal axis XB.

[0062] Each second secondary air suspension 70 is associated with a separate regulating component 71 (shown in dotted lines in [Fig.2] for information purposes) capable of regulating the air pressure in said second secondary air suspension 70 and with a separate emergency lateral suspension 72.

[0063] The regulating component 71 is, for example, a leveling valve.

[0064] The emergency lateral suspensions 72 are suitable for replacing the second secondary pneumatic suspensions 70 when said second suspensions 70 are malfunctioning.

[0065] Each emergency lateral suspension 72 comprises, for example, an emergency foot, such as a rubber and metal foot.

[0066] Preferably, the second bogie 42 comprises an anti-roll system comprising one or two anti-roll bars 74. The stiffness of the bar(s) 74 of the anti-roll system is, for example, chosen so as to compensate for the absence of an anti-roll system on the first bogie 40.

[0067] Each of the second and third support points is formed by a separate second secondary air suspension 70 or by the emergency lateral suspension 72 associated with said second secondary air suspension 70 when said second secondary air suspension 70 is malfunctioning.

[0068] The operation of the three-point support device 30 will now be described. In operation, the three-point support device 30 supports the body 32 of the vehicle in question. The first bogie 40 is, for example, the front bogie of the vehicle and the second bogie 42 is the rear bogie.

[0069] When the first secondary air suspensions 50 and the second secondary air suspensions 70 are operational, the first support point is formed by the first secondary air suspensions 50 connected to each other, and the second and third support points are formed by each of the second secondary air suspensions 70.

[0070] When the first secondary air suspensions 50 are malfunctioning and one or both of the second secondary air suspensions 70 are functional, the first support point is formed by the central emergency suspension 52, and the second and third support points are formed by each of the second secondary air suspensions 70.

[0071] When the first secondary air suspensions 50 are functional and the second secondary air suspensions 70 are dysfunctional, the first support point is formed by the first secondary air suspensions 50 connected to each other, and each of the second and third support points is formed by a separate second secondary air suspension 70 or by the emergency lateral suspension 72 associated with said second secondary air suspension 70 when said second secondary air suspension 70 is dysfunctional.

[0072] When the first secondary air suspensions 50 are malfunctioning and one or both of the second secondary air suspensions 70 are malfunctioning, the first support point is formed by the central emergency suspension 52, and each of the second and third support points is formed by a separate second secondary air suspension 70 or by the lateral emergency suspension 72 associated with said second secondary air suspension 70 when said second secondary air suspension 70 is malfunctioning.

[0073] Preferably, a safety valve is present between the second secondary air suspensions 70, making it possible to deflate a second secondary air suspension 70 in the event that the other second secondary air suspension 70 is malfunctioning. Thus, when a second secondary air suspension 70 is malfunctioning, the other second secondary air suspension 70 is also rendered malfunctioning, and the supports are formed by the two emergency lateral suspensions 72 on each side. Thus, whatever the operating mode of the secondary suspensions of the device 30, the device 30 has three support points for the body 32 supported by the device 30. In particular, the pneumatic communication between the two first secondary air suspensions 50 makes it possible, by air transfer, to eliminate the roll stiffness normally provided by independent secondary suspensions.This is even more true in the preferred configuration where the first bogie 40 does not include an anti-roll device.

[0074] Thus, the first bogie 40 forms a central support point both in the normal operating mode and in the emergency operating mode. Such a configuration with three support points is said to be isostatic. Such a device 30 with three support points is particularly suitable for running on tracks having geometric defects, including long or short track lefts, which improves vehicle safety. In particular, with such a configuration, the effects of body twisting and wheel unloading are reduced.

[0075] In particular, when the first bogie 40 is without an anti-roll system, the body 32 is held in rolling only by the second bogie 42, which limits the twisting of the body 32 and facilitates passage over tracks with geometric defects.

[0076] Furthermore, such a device 30 is relatively simple to implement since the second bogie 42 is, for example, a conventional bogie and no optimization of the primary suspensions is required. For example, the first bogie 40 is directly derived from the second bogie 42 by simple adaptation (emergency suspension, pneumatic piping, anti-roll bar not mounted).

[0077] Thus, the support device 30 makes it possible to overcome significant left-hand turns while remaining on basic primary suspension technology, for example rubber-metal conical studs.

[0078] The support device 30 also makes it possible to simplify the adjustment of the “leveling” of the body, that is to say the adjustment of the horizontality of the body. Such an adjustment makes it possible, for example, to have good door sill heights on each side / at the level of each of the doors, which is more complicated to achieve with a hyperstatic four-point assembly and four regulation components.

[0079] Those skilled in the art will understand that the previously described embodiments and variations may be combined to form new embodiments provided that they are technically compatible.

Claims

Claims

1. Three-point support device (30) for a body (32) of a vehicle, in particular a railway vehicle, the device (30) comprising: a. a first bogie (40) capable of supporting the body (32) by a first support point, the first bogie (40) comprising two first secondary pneumatic suspensions (50) and a central emergency suspension (52), the central emergency suspension (52) being the only emergency suspension of the first bogie (40), the first secondary pneumatic suspensions (50) being pneumatically connected, the first support point being formed by the two first secondary pneumatic suspensions (50) pneumatically connected or by the central emergency suspension (52) when the first secondary pneumatic suspensions (50) are malfunctioning, and b.a second bogie (42) capable of supporting the body (32) by a second and a third support point, the second bogie (42) comprising two second secondary air suspensions (70), each second secondary air suspension (70) being associated with a separate regulating component (71) capable of regulating the air pressure in said second secondary air suspension (70) and with a separate emergency lateral suspension (72), each of the second and third support points being formed by a separate second secondary air suspension (70) or by the emergency lateral suspension (72) associated with said second secondary air suspension (70) when said second secondary air suspension (70) is malfunctioning.

2. Device (30) according to claim 1, in which the first secondary pneumatic suspensions (50) are arranged laterally on either side of the central emergency suspension (52).

3. Device (30) according to claim 1 or 2, in which the first bogie (40) comprises a central pivot (49) around which the first bogie (40) is able to pivot, the central emergency suspension (52) being arranged on an axis passing through the central pivot (49) and in the longitudinal direction, called the central longitudinal axis (XB).

4. Device (30) according to claim 3, in which the central emergency suspension (52) comprises at least one emergency element (60) arranged upstream or downstream of the central pivot (49) on the central longitudinal axis (XB), the central emergency suspension (52) advantageously comprising at least two emergency elements (60) arranged on the central longitudinal axis (XB) on either side of the central pivot (49).

5. Device (30) according to claim 4, in which the or each emergency element (60) comprises an elastic member (61) and a support element (63), an operating clearance (64) being provided between the elastic member (61) and the support element (63) as long as the first secondary pneumatic suspensions (50) are functional, the operating clearance (64) being suitable for being filled when the first secondary pneumatic suspensions (50) are malfunctioning.

6. A device (30) according to claim 3, wherein the central emergency suspension (52) comprises a hollow disc-shaped suspension, the hollow disc being fixed on the central pivot (49).

7. Device (30) according to any one of claims 1 to 6, in which the first bogie (40) is devoid of an anti-roll system.

8. Device (30) according to any one of claims 1 to 7, wherein the first bogie (40) comprises a central pivot (49) defining a central longitudinal axis (XB), the central longitudinal axis (XB) being in the longitudinal direction and passing through the central pivot (49), the first secondary pneumatic suspensions (50) being supplied by the same regulating component (54), the regulating component (54) being advantageously arranged on the central longitudinal axis (XB).

9. Vehicle, in particular a railway vehicle, comprising at least one body (32) supported by a device (30) with three support points according to any one of claims 1 to 8.

10. A railway train comprising a plurality of vehicles connected to each other, at least one of the vehicles being according to claim 9.

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