RAIL VEHICLE WITH WALK STABILIZER SYSTEMS ON THE CENTRAL ROTATING FRAME, WHICH ARE ONLY CONNECTED AT THE SUPPORT SIDE OF AT LEAST ONE SPECIFIC VEHICLE

Description

[0001] The present invention relates to a railway vehicle of the type comprising: at least one first car, a second car and a third car successive in a longitudinal direction of the vehicle, at least one first central bogie extending longitudinally under one end of the first car and under one end of the second car, and a second central bogie extending longitudinally under one end of the second car and under one end of the third car, the first end of the second car resting directly on the end of the first car, the end of the first car resting directly on the first bogie, the end of the third car resting directly on the second end of the second car, and the second end of the second car resting directly on the second bogie,and at least one first anti-roll system mechanically linking the end of the first car to the first bogie to limit the roll of the first car relative to the first bogie, and a second anti-roll system mechanically linking the second end of the second car to the second bogie to limit the roll of the second car relative to the second bogie. Such a railway vehicle is known from the document EP 2 848 490 A1 .

[0002] Particularly in an articulated train of a railway vehicle, it is known that some cars have a longitudinal end resting on the longitudinal end of an adjacent car, which itself rests on a central bogie, that is to say, located between two cars. The longitudinal end resting on the other is called the "supported end" or "carried end", while the longitudinal end supporting the other is called the "carrying end" or "carrying end".

[0003] To limit the roll of the carrying and trailing ends—that is, rotational movements around the longitudinal direction relative to the bogie—it is known to use two anti-roll bars fixed to a bogie frame and two pairs of connecting rods. Two of the connecting rods are mounted on opposite ends of one of the anti-roll bars, transversely facing each other. These two connecting rods are attached to the carrying end. The other two connecting rods are mounted on opposite ends of the other anti-roll bar, transversely facing each other. These two connecting rods are also attached to the carrying end.

[0004] Thus, the carrying end of each car is connected by two connecting rods to a bogie, and the carried end of that car is also connected to another bogie by two connecting rods. It has been observed that anti-roll systems generate additional stresses when the track on which the rail vehicle travels is deformed. This deformation can be related to cant or curves, for which the rail heights differ in order to compensate for the rotational inertial force. These additional stresses are due to torsional forces on the car body structures.

[0005] One aim of the invention is to provide a railway vehicle in which these torsional stresses are eliminated or reduced.

[0006] For this purpose, the invention relates to a railway vehicle according to claim 1.

[0007] According to particular embodiments, the vehicle comprises one or more of the features corresponding to claims 2 to 5, taken individually or in all technically possible combinations.

[0008] The invention will be better understood upon reading the following description, given solely by way of example and made with reference to the attached drawings, in which: there figure 1 is a schematic, partial, side view of a railway vehicle according to the invention, and the figure 2 is a schematic, partial, underside view of the vehicle shown on the figure 1 , at the level of the first middle bogie.

[0009] With reference to figures 1 And 2 , a railway vehicle 10 is described according to the invention.

[0010] Vehicle 10 is adapted to run on rails (not shown). Vehicle 10 comprises at least a first car 12, a second car 14, and a third car 16 successively in a longitudinal direction L of the vehicle.

[0011] In the example, only three cars are shown. According to unshown variants, vehicle 10 comprises more than three cars.

[0012] The vehicle 10 comprises at least a first central bogie 18 extending longitudinally under an end 20 of the first car 12 and under a first end 22 of the second car 14, and a second central bogie 24 extending longitudinally under a second end 26 of the second car and under an end 30 of the third car 16.

[0013] Vehicle 10 includes a first anti-roll system 32 mechanically linking the end 20 of the first car 12 to the first bogie 18 to limit a roll R1 of the first car relative to the first bogie. Vehicle 10 includes a second anti-roll system 34 mechanically linking the second end 26 of the second car 14 to the second bogie 24 to limit a roll R2 of the second car relative to the second bogie.

[0014] By "roll" we mean a rotational movement of the cars around the longitudinal direction L relative to a terrestrial reference frame (not shown), therefore in fact relative to one of the bogies on which the car rests.

[0015] In the example, end 20 of the first car 12 rests directly on the first bogie 18. The first end 22 of the second car 14 rests directly on end 20, and therefore indirectly on bogie 18. End 20 is a load-bearing end, while the first end 22 is a supported end.

[0016] Advantageously, the mechanical link between end 20 and bogie 18, and the mechanical link between first end 22 and end 20 form at least pivots around an axis R3 perpendicular to the longitudinal direction L.

[0017] Similarly, the second end 26 of the second car 14 rests directly on the second bogie 24, and the end 30 of the third car 16 rests directly on the second end 26. The second end 26 is therefore a carrying end, while the end 30 is a supported end.

[0018] Advantageously, the mechanical linkage 35A between the second end 26 and the second bogie 24, and the mechanical linkage 35B between the end 30 and the second end 26 form at least pivots around an axis R4 perpendicular to the longitudinal direction L.

[0019] In practice, these mechanical connections are ball joint type connections.

[0020] Axes R3 and R4 are intended to be vertical when vehicle 10 is moving on horizontal terrain (not shown).

[0021] Advantageously, the first car 12, the second car 14 and the third car 16 are part of the same articulated train, that is to say, a group of cars not separable with the manual operation of vehicle 10.

[0022] The first anti-roll system 32 is adapted to exert on the first car 12 a moment M1 opposing the roll R1. Similarly, the second anti-roll system 34 is adapted to exert a moment M2 on the second car 14 opposing the roll R2.

[0023] Contrary to the state of the art, the first anti-roll system 32 is adapted to act only on the first car 12 and the second anti-roll system 34 is adapted to act only on the second car 14, the vehicle 10 being devoid of an anti-roll system which would mechanically connect the first end 22 of the second car 14 to the first bogie 18, or which would mechanically connect the end 30 of the third car 16 to the second bogie 24.

[0024] The first anti-roll system 32 and the second anti-roll system 34 are advantageously structurally similar to each other, so only the first anti-roll system will be described below. On the figures 1 And2 , the numerical references used for the first anti-roll system 32 are transposed to the second anti-roll system 34 for similar elements.

[0025] The anti-roll system 32 includes a first anti-roll bar 36 mounted transversely on the first bogie 18 and two connecting rods 38, 40 mounted on the end 20 of the first car 12 and respectively on two ends 42, 44 of the first anti-roll bar opposed to each other in a transverse direction T perpendicular to the longitudinal direction L and intended to be horizontal when the vehicle 10 moves on horizontal ground.

[0026] The first anti-roll system 32 also includes a second anti-roll bar 46 mounted transversely on the first bogie 18, and two connecting rods 48, 50 also mounted on the end 20 of the first car 12 and respectively on two ends 52, 54 of the second anti-roll bar opposite each other transversely.

[0027] Depending on the variants, the first anti-roll bar 36 and / or the second anti-roll bar 46 are not mounted on the first bogie 38 but on the first car 12.

[0028] For example, anti-roll bars are mounted on the bogie side members.

[0029] The first anti-roll bar 36 and the second anti-roll bar 46 are, for example, located longitudinally on either side of the pivot link connecting the end 20 of the first car 12 to the first bogie 18.

[0030] According to variants not shown, the first anti-roll bar 36 and the second anti-roll bar 46 are located on the opposite side of the second car 14 with respect to this pivot joint, or on the contrary on the side of the second car 14 with respect to this pivot joint.

[0031] For example, connecting rods 38, 40, 48, 50 are connected respectively to the first anti-roll bar 36 and to the second anti-roll bar 46 by arms 56.

[0032] The operation of vehicle 10 stems from its structure and will now be briefly described.

[0033] The first anti-roll system 32 acts only on the end 20 of the first car 12 via the first anti-roll bar 36 and the connecting rods 38, 40, and advantageously via the second anti-roll bar 46 and the connecting rods 48, 50. The first anti-roll system 32 does not act on the first end 22 of the second car 14, which merely rests on the end 20. The first anti-roll system 32 exerts the torsional moment M1 which opposes the roll R1, but only on the first car 12.

[0034] Similarly, the second anti-roll system 34 acts only on the second end 26 of the second car 14 by applying a torsional moment M2 opposing the roll R2. Thus, the second car 14 experiences only one torsional moment at its second end 26 from the second anti-roll system 34, and no significant action from the first anti-roll system 32. Consequently, the second car 14 does not experience any torsional overstress around the longitudinal direction L from the first anti-roll system 32 and the second anti-roll system 34.

[0035] Advantageously, several cars of vehicle 10 are in this situation, for example the first car 12 and the third car 16, but also other cars (not shown), and preferably all the cars located between two other cars.

[0036] Thanks to the characteristics described above, torsional stresses are eliminated or reduced in vehicle 10.

[0037] Surprisingly, even if the anti-roll action of the anti-roll systems is exerted on only one end of the cars covered by the invention, the roll does not increase significantly. Thus, the invention makes it possible to reduce torsional stresses without increasing roll.

[0038] Furthermore, it is advantageous to reduce the mass of the supported ends, such as the first end 22 and the end 30, because these ends are not connected to anti-roll systems. Compared to the prior art, it becomes possible to remove material from these ends.

[0039] Furthermore, the assembly of vehicle 10 is simplified, because the connecting rods attached to the same bogie are all attached to the same car, and not to two consecutive cars as in the prior art.

Claims

1. A railway vehicle (10) comprising: - at least one first car (12), a second car (14) and a third car (16) successively in a longitudinal direction (L) of the vehicle (10), - at least one first median bogie (18) extending longitudinally under one end (20) of the first car (12) and under a first end (22) of the second car (14), and one second median bogie (24) extending longitudinally under a second end (26) of the second car (14) and under one end (30) of the third car (16), the first end (22) of the second car (14) resting directly on the end (20) of the first car (12), the end (20) of the first car (12) resting directly on the first bogie (18), the end (30) of the third car (16) resting directly on the second end (26) of the second car (14), and the second end (26) of the second car (14) resting directly on the second bogie (24), and - at least one first anti-roll system (32) mechanically connecting the end (20) of the first car (12) to the first bogie (18) to limit a roll (R1) of the first car (12) relative to the first bogie (18), and a second anti-roll system (34) mechanically connecting the second end (26) of the second car (14) to the second bogie (24) to limit a roll (R2) of the second car (14) relative to the second bogie (24), - the first anti-roll system (32) being adapted to act only on the first car (12) and the second anti-roll system (34) being adapted to act only on the second car (14), the vehicle (10) being devoid of an anti-roll system mechanically connecting the first end (22) of the second car (14) to the first bogie (18), or mechanically connecting the end (30) of the third car (16) to the second bogie (24), characterized in that - the first anti-roll system (32) comprises at least one first anti-roll bar (36) mounted transversely on one of the first bogie (18) or the end (20) of the first car (12), and at least two connecting rods (38, 40) mounted on the end (20) of the first car (12) and respectively on two ends (42, 44) of the first anti-roll bar opposite one another transversely, the first anti-roll system (32) being devoid of a mechanical anti-roll connection between the first end (22) of the second car (14) and the first bogie (18), - the second anti-roll system (34) comprises at least one first anti-roll bar (36) mounted transversely on one of the second bogie (24) or the second end (26) of the second car (14), and at least two connecting rods (38, 40) mounted on the second end (26) of the second car (14) and respectively on two ends (42, 44) of said first anti-roll bar (36) opposite one another transversely, the second anti-roll system (34) being devoid of a mechanical anti-roll connection between the end (30) of the third car (16) and the second bogie (24), - the first anti-roll system (32) comprises a second anti-roll bar (46) mounted transversely on one of the first bogie (18) or the end (20) of the first car (12), and at least two connecting rods (48, 50) mounted on the end (20) of the first car (12) and respectively on two ends (52, 54) of the second anti-roll bar (46) opposite one another transversely, and - the second anti-roll system (34) comprises a second anti-roll bar (46) mounted transversely on one of the second bogie (24) or the second end (26) of the second car (14), and at least two connecting rods (48, 50) mounted on the second end (26) of the second car (14) and respectively on two ends (52, 54) of said second anti-roll bar opposite one another transversely.

2. The vehicle (10) according to claim 1, wherein: - the first anti-roll bar (36) of the first anti-roll system (32) is mounted on the first bogie (18), and - the first anti-roll bar (36) of the second anti-roll system (34) is mounted on the second bogie (24).

3. The vehicle (10) according to claim 1 or 2, wherein: - the second anti-roll bar (46) of the first anti-roll system (32) is mounted on the first bogie (18), and - the second anti-roll bar (46) of the second anti-roll system (34) is mounted on the second bogie (24).

4. The vehicle (10) according to any one of claims 1 to 3, wherein: - the first anti-roll bar (36) and the second anti-roll bar (46) of the first anti-roll system (32) are located longitudinally on either side of a pivot connection (35A) connecting the end (20) of the first car (12) to the first bogie (18), and - the first anti-roll bar (36) and the second anti-roll bar (46) of the second anti-roll system (34) are located longitudinally on either side of a pivot connection (35B) connecting the second end (26) of the second car (14) to the second bogie (24).

5. The vehicle (10) according to any one of claims 1 to 4, wherein the first car (12), the second car (14) and the third car (16) are part of the same articulated train of the vehicle (10).