RAIL VEHICLE INCLUDING A LUBRICATION DEVICE

Description

[0001] The present invention relates to a railway vehicle of the type comprising at least one lubrication device.

[0002] We know of documents US 2004 / 075280 A1 and US 5 896 947 A of such railway vehicles.

[0003] A railway vehicle with multiple axles is also known in the prior art. Each axle typically has two wheels, each wheel having a flange that secures the wheel to a rail. However, each flange is susceptible to rubbing against the rail during the movement of the railway vehicle. To reduce this friction, and thus reduce flange wear, each axle is equipped with a lubrication system configured to spray lubricant onto the flange of each wheel on that axle.

[0004] However, such a configuration leads to high lubricant consumption.

[0005] Such overconsumption is a cause of pollution of the environment in which the vehicle operates, of additional costs related to the purchase of lubricant and of fouling of the undercarriage of the railway vehicle cars by centrifugal effect on the lubricant during the rotation of each wheel.

[0006] The invention aims in particular to provide a railway vehicle equipped with lubrication devices, but consuming less lubricant than a conventional railway vehicle, while ensuring the sliding of the flanges along the rails.

[0007] For this purpose, the invention relates to a railway vehicle according to claim 1.

[0008] Thanks to the distribution of the lubrication devices, the railway vehicle has fewer lubrication devices than prior art railway vehicles, so the railway vehicle according to the invention consumes less lubricant than those of the prior art. However, the lubrication of the flanges remains sufficient. Indeed, it has been found that, surprisingly, the lubrication devices of the invention remain sufficient to limit the friction of the flanges along the rails on which the vehicle travels, while consuming less lubricant.

[0009] According to particular embodiments, the railway vehicle is according to any one of claims 2 to 8.

[0010] Various features and advantages of the invention will be highlighted in the following description, given solely by way of non-limiting example, and made with reference to the attached drawings, on which; [ Fig. 1 ] there figure 1 is a side view of a railway vehicle according to the invention, the vehicle comprising eleven cars and four lubrication devices; [ Fig. 2 ] there figure 2 is a cross-sectional view from above of a bogie of a driving car of the railway vehicle of the figure 1 ; Fig. 3 ] there figure 3 is a cross-sectional view from above of a bogie comprising two central axles of the railway vehicle of the figure 1 .

[0011] We have represented, on the figure 1 , a railway vehicle 5 intended to travel on rails 10 in a direction of travel and a sense of travel D.

[0012] The railway vehicle 5 comprises a set of cars 15, 17, a set of lubrication devices, and at least one lubricant reservoir 25, each supplying at least one of the lubrication devices. The arrangement of the cars 15 and the lubrication devices is preferably substantially symmetrical with respect to a central plane perpendicular to the direction of travel.

[0013] Subsequently, the term "upstream" is understood to describe a front element in the direction of travel D of vehicle 5. The term "downstream" is understood in opposition to the term "upstream". When the direction of travel D of vehicle 5 changes, the notions "upstream" and "downstream" are then reversed.

[0014] The railway vehicle 5 comprises, for example, eleven cars, including at least one motor car 17, preferably two motor cars 17, and nine trailer cars 15. The motor cars are arranged at the ends of the vehicle 5 and are suitable for pulling the railway vehicle 5. More particularly, the motor car 17 upstream of the vehicle, in the direction of travel D, is the one that pulls the vehicle 5.

[0015] Each car 15, 17 rests on bogies 35. Each motor car 17 rests in particular on two bogies 35 which are specific to it.

[0016] In the example shown on the figure 1 Each trailer car 15 directly adjacent to a motor car 17 rests on its own bogie 35 and on another bogie 35 that it shares with another trailer car 15. Each other trailer car 15 rests on two bogies 35 that it shares with the trailer cars 15 adjacent to it. In accordance with the example of the figure 1 , the railway vehicle 5 comprises fifteen bogies 35.

[0017] In the example described, each bogie 35 comprises two axles. The railway vehicle 5 therefore comprises a set of axles.

[0018] The axle assembly includes in particular an upstream axle 41, a downstream axle 42, a first median axle 43 and a second median axle 44, and intermediate axles 40.

[0019] The upstream axle 41 is the one upstream of vehicle 5. The upstream axle 41 is therefore located at the level of the driving car 17 upstream of vehicle 5.

[0020] Similarly, the downstream axle 42 is the one located downstream of vehicle 5. The downstream axle 42 is located at the level of the driving car 17 downstream of vehicle 5.

[0021] The first 43 and second 44 median axles are located between the upstream axle 41 and the downstream axle 42.

[0022] Advantageously, the first median axle 43 is located so that there are at most twenty-two intermediate axles 40 between the upstream axle 41 and this first median axle 42. This number of twenty-two axles has been established as optimal to ensure sufficient lubrication on all wheel flanges, as will be described later.

[0023] Advantageously, the second median axle 44 is located so that there are a maximum of twenty-two intermediate axles 40 between the downstream axle 44 and this second median axle 44. In addition, there are a maximum of twenty-two intermediate axles 40 between the first 43 and second 44 median axles.

[0024] When the direction of travel D is reversed, the terms "upstream axle 41" and "downstream axle 42" are reversed and the terms "first median axle 43" and "second median axle 44" are reversed, without this changing anything about the device.

[0025] In the example of the figure 1 , the first 42 and second 43 middle axles are the axles of the same bogie 35 substantially equidistant from the upstream 41 and downstream 42 axles.

[0026] Each axle 40, 41, 42, 43, 44 comprises two wheels 45, each in contact with one of the rails 10.

[0027] Each wheel 45 has a flange 50 capable of rubbing against one of the rails 10 transversely to the direction of travel. Thus, when the rail vehicle 5 makes a left turn, the flanges 50 on the right side of the vehicle 5 rub against the right rail 10. Conversely, when the vehicle 5 makes a right turn, the flanges 50 on the left side of the vehicle 5 rub against the left rail 10. The flanges 50 of the upstream axle 41, downstream axle 42, and of the first 43 and second 44 middle axles are designed to be lubricated by one of the respective lubrication devices. More specifically, each lubrication device is configured to spray lubricant onto the two flanges 50 of one of the upstream axles 41, downstream axles 42, or of one of the first 43 or second 44 axles.

[0028] More specifically, and with reference to figures 2 And 3The railway vehicle 5 comprises a first lubrication device 55 upstream of the upstream axle 41, a second lubrication device 60 downstream of the downstream axle 42, a third lubrication device 65 downstream of the first middle axle 43, and a fourth lubrication device 70 upstream of the second middle axle 44. The upstream axle 41, the downstream axle 42, and the first 43 and second 44 middle axles are referred to as "lubricated axles," in contrast to the other intermediate axles 40, which are not lubricated and are referred to as "unlubricated axles." Thus, the railway vehicle 5 comprises more unlubricated axles than lubricated axles.

[0029] As previously mentioned, there are advantageously a maximum of twenty-two unlubricated axles between two lubricated axles, this number being optimal for ensuring satisfactory lubrication of all the flanges. Optionally, more than twenty-two unlubricated axles could be provided between two lubricated axles, but in this case, the lubrication of some flanges would not be optimal.

[0030] Each lubrication device is switchable between an activated configuration in which it sprays lubricant onto the associated 50 air springs, and a deactivated configuration in which the spraying is inhibited.

[0031] Each lubrication device includes a nozzle 75 for each associated tube 50, a first switch 85 and a second switch 90. Each nozzle 75 conducts the lubricant and projects it onto a respective tube 50 by means of an airflow carrying the oil to the respective tube 50.

[0032] For this purpose, each nozzle 75 is, for example, a single-tube nozzle. In other words, the lubricant and air are carried in the same conduit. More specifically, the lubricant flows along the walls of the tube, and the air circulates in the middle of the tube. As it moves, the air carries the lubricant and projects it onto the nozzle 50 associated with the nozzle 75.

[0033] The first 85 and second 90 switches are configured to switch the lubrication device between the enabled and disabled configurations.

[0034] The first switch 85 is designed to receive information about the direction of travel D of the rail vehicle 5. The first switch 85 defines an active position and a passive position. This first switch 85 is configured to switch between the active and passive positions based on the received information about the direction of travel D. More specifically, the first switch 85 switches to the active position when the direction of travel corresponds to a predefined direction. Advantageously, if the vehicle is stationary (no direction of travel), then the first switch 85 is in the passive position.

[0035] The second switch 90 is designed to receive information about the speed of the rail vehicle 5. This second switch 90 defines an active position and a passive position. It is configured to switch between the active and passive positions depending on the speed of the rail vehicle 5. For example, the second switch 90 is configured to switch to the active position if and only if the vehicle's speed is below a predefined speed, specifically a speed below 220 kilometers per hour. This is because, on sections of track where speeds exceeding 220 kilometers per hour are possible, the turning radius that the vehicle 5 is capable of making is large enough that the friction of the flanges 50 on the rail 10 is negligible.

[0036] Advantageously, the second switch 90 only switches to the active position if the travel speed of the railway vehicle 5 is not zero.

[0037] It should be noted that, as an alternative, the lubrication device could include only one of the first or second switches, or even a single switch configured to switch to the active position if and only if the vehicle speed is less than the predefined speed and the direction of travel corresponds to a predefined direction of travel.

[0038] The lubrication system is configured to switch from the disabled to the enabled configuration if and only if the first 85 and second 90 switches are in the active position. The lubrication system is configured to switch from the enabled to the disabled configuration as soon as the first 85 or second 90 switch is in the passive configuration.

[0039] Advantageously, each lubricant reservoir 25 is located at one of the respective lubrication devices. The lubricant reservoir 25 associated with the first 55 or the second 60 lubrication device is located in a body (not shown) of the corresponding power car 17.

[0040] The lubrication reservoir 25 associated with the third 65 or fourth 70 lubrication device is respectively carried by the bogie 35 associated with the lubricated axle. In the example of the figure 1 The lubrication reservoirs 25 associated with the third 65 and fourth 70 lubrication devices are carried by the same bogie 35. Alternatively, the same lubrication reservoir supplies the third 65 and fourth 70 lubrication devices.

[0041] Each lubricant reservoir 25 contains the lubricant suitable for being sprayed by the associated lubrication device. The lubricant is, for example, oil.

[0042] The operation of the entire lubrication system will now be described.

[0043] Prior to the movement of the railway vehicle (zero speed and no direction of movement) each first 85 and second 90 switch is in passive position.

[0044] During the movement of the railway vehicle 5 in the direction of travel D, each first switch 85 receives information relating to this direction of travel D, and each second switch 90 receives information relating to the speed of the railway vehicle 5.

[0045] For each first switch 85, if it is included in one of the lubrication devices 25 upstream of the associated axle with respect to the direction of travel D, then it switches to the active position. With reference to the figure 1In the movement of the rail vehicle 5 along the direction of travel D, the first switches 85 included in the first 55 and third 65 lubrication devices switch to the active position. Thus, the lubrication devices in the activated configuration are always located upstream of the axle onto which they spray lubricant, so that, by centrifugal force due to the rotation of the wheel 45, the lubricant spreads more on the rail 10 than on the underbody associated with the axle 40.

[0046] If the speed of the rail vehicle 5 is less than 220 kilometers per hour, then every second switch 90 switches to the active position.

[0047] For each lubrication device, if the first switch 85 and the second switch 90 are in the active position, then the lubrication device projects lubricant, from the associated lubrication reservoir 25, onto the tubes 50, through its nozzle 75.

[0048] When the speed of the railway vehicle 5 exceeds 220 kilometers per hour, each second switch 90 switches to the passive position, putting the lubrication device into the deactivated configuration.

[0049] When the railway vehicle 5 is stopped (no direction of travel and zero speed), each first switch 85, and advantageously each second switch 90, switches to the passive position.

[0050] With the railway vehicle 5 according to the invention, lubricant consumption is significantly reduced. Indeed, the railway vehicle 5 according to the invention comprises a small number of lubrication devices.

[0051] Furthermore, with the first 85 and second 90 switches switching the lubrication device between the on and off configurations, the overconsumption of lubricant is further limited.

Claims

1. Rail vehicle (5) intended for running on rails (10) along a direction of travel and a sense of travel (D), the rail vehicle (5) comprising a plurality of carriages (15, 17), the plurality of carriages (15, 17) resting on a set of axles (40, 41, 42, 43, 44), each axle (40, 41, 42, 43, 44) comprising two wheels (45) each having a flange (50) likely to rub against one of the rails (10) transversely to the direction of travel, the rail vehicle (5) comprising at least one lubrication device (55, 60, 65, 70) configured to spray lubricant on the two flanges (50) of one of the axles (41, 42, 43, 44), the axle located upstream (41) in the sense of travel (D) of the rail vehicle (5) comprising one of the at least one lubrication device (55, 60, 65, 70), the set of axles (40, 41, 42, 43, 44) including lubricated axles (41, 42, 43, 44) comprising one of the at least one lubrication device (55, 60) and non-lubricated axles (40) lacking a lubrication device (65, 70), the set of axles (40, 41, 42, 43, 44) comprising more non-lubricated axles (40) than lubricated axles (41, 42, 43, 44), the rail vehicle (5) comprising two motor carriages (17) and at least one other carriage (15), each motor carriage being arranged at an end of the rail vehicle (5), each motor carriage (17) and at least one of the at least one other carriage including an axle (41, 42) provided with one of the at least one lubrication device (55, 60), characterised in that each lubrication device (55, 60, 65, 70) comprises a lubricant reservoir (25), and: - for each axle (41, 42) carrying a motor carriage (17) and provided with a lubrication device (55, 60), the reservoir (25) is arranged in a body of the motor carriage, - for the or each axle (43, 44) carrying another carriage (15), and provided with a lubrication device (65, 70), the reservoir (25) is carried by a bogie (35) associated with said axle(s) (43, 44).

2. Rail vehicle (5) according to claim 1, characterised in that each lubrication device (55, 60, 65, 70) comprises, for each wheel (45) of the axle (41, 42, 43, 44), a nozzle (75) upstream of the axle (41, 42, 43, 44) in the sense of travel (D) of the rail vehicle (5).

3. Rail vehicle (5) according to the preceding claim, characterised in that each nozzle (75) comprises a single tube conveying air and the lubricant, each nozzle (75) being suitable for conveying air to carry away the lubricant up to the flange (50) associated with said nozzle (75).

4. Rail vehicle (5) according to any of the preceding claims, characterised in that the rail vehicle (5) comprises: - a first lubrication device (55) upstream of the upstream axle (41) in the sense of travel (D) of the rail vehicle (5), - a second lubrication device (60) downstream of the downstream axle (42) in the sense of travel (D) of the rail vehicle (5), - a third lubrication device (65) downstream of a first middle axle (43), and - a fourth lubrication device (70) upstream of a second central axle (44) following the first central axle (43) in the sense of travel (D) of the vehicle (5), and in that there are a maximum of twenty-two non-lubricated axles (40) between two lubricated axles (41, 42, 43, 44).

5. Rail vehicle (55) according to any of the preceding claims, characterised in that each lubrication device (55, 60, 65, 70) is switchable between: - an activated configuration in which it sprays lubricant onto the associated flanges (50), and - a deactivated configuration in which spraying is inhibited, each lubrication device (55, 60, 65, 70) comprising a first switch (85) defining an active position and a passive position, the first switch (85) being configured to change the lubrication device (55, 60, 65, 70) between the activated and deactivated configurations according to the sense of travel (D) of the rail vehicle (5).

6. Rail vehicle (5) according to any of the preceding claims, characterised in that each lubrication device (55, 60, 65, 70) comprises a second switch (90) defining an active position and a passive position, the or each second switch (90) being configured to change said device (55, 60, 65, 70) between the activated and deactivated configurations according to the speed of the rail vehicle (5).

7. Rail vehicle (5) according to claim 6, characterised in that each second switch (90) is in the passive position when the speed of the rail vehicle (5) is greater than a predefined speed, in particular 220 kilometres per hour, the or each corresponding lubrication device (55, 60, 65, 70) being then in the deactivated configuration.

8. Rail vehicle (5) according to claim 5 taken in combination with any of claims 6 or 7, characterised in that each lubrication device (55, 60, 65, 70) is in activated configuration if and only if the first switch (85) and the second switch (90) are in the active position.