Railway vehicle comprising a lubrication device
By strategically placing a reduced number of lubrication devices on railway vehicles and activating them based on direction and speed, the vehicle achieves reduced lubricant consumption and environmental impact while ensuring effective flange lubrication.
Patent Information
- Application Number
- FR2021000951
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2021-02-01
- Publication Date
- 2025-06-06
- Estimated Expiration
- 2041-02-01
AI Technical Summary
Conventional railway vehicles consume excessive lubricant, leading to environmental pollution, increased costs, and underbody fouling due to centrifugal effects during wheel rotation.
The railway vehicle is designed with a reduced number of lubrication devices, strategically placed on a subset of axles, with a maximum of twenty-two unlubricated axles between two lubricated axles, and switchable lubrication devices activated based on direction and speed of travel.
This configuration significantly reduces lubricant consumption while maintaining sufficient lubrication for flange sliding along rails, minimizing environmental impact and operational costs.
Smart Images
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Abstract
Description
Title of the invention: Railway vehicle comprising a lubrication device
[0001] The present invention relates to a railway vehicle of the type comprising at least one lubrication device.
[0002] A railway vehicle comprising a plurality of axles is already known in the prior art. Each axle usually comprises two wheels, each wheel comprising a lateral flange allowing the wheel to be wedged onto a rail. Each flange is, however, liable to rub against the rail when the railway vehicle is moving. In order to reduce this friction, and thus reduce wear on the flange, each axle is associated with a lubrication device configured to spray lubricant onto the flange of each wheel of this axle.
[0003] However, such a configuration leads to high lubricant consumption.
[0004] Such overconsumption is a cause of environmental pollution in which the vehicle operates, additional costs linked to the purchase of lubricant and fouling of the underbody of the railway vehicle cars by centrifugal effect on the lubricant during the rotation of each wheel.
[0005] The invention aims in particular to propose 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.
[0006] For this purpose, the invention relates to a railway vehicle of the aforementioned type, intended to travel on rails in a direction of travel and a direction of travel, the railway vehicle comprising a plurality of cars, the plurality of cars resting on a set of axles, each axle comprising two wheels each having a flange capable of rubbing against one of the rails transversely to the direction of travel, the railway vehicle comprising at least one lubrication device configured to spray lubricant onto the two flanges of one of the axles, the upstream axle in the direction of travel of the railway vehicle comprising one of the at least one lubrication device, the set of axles comprising lubricated axles comprising one of the at least one lubrication device and non-lubricated axles without a lubrication device,the axle assembly comprising more unlubricated axles than lubricated axles.
[0007] Thanks to the distribution of the lubrication devices, the railway vehicle has fewer lubrication devices than the railway vehicles of the state of the art, so that the railway vehicle according to the invention consumes less lu than those of the state of the 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.
[0008] According to particular embodiments, the railway vehicle comprises one or more of the following characteristics, taken individually or in all technically possible combinations:
[0009] - the railway vehicle comprises two power cars each arranged at a end of the railway vehicle, each power car comprising an axle provided with one of at least one lubrication device,
[0010] - each lubricating device comprises a lubricant reservoir, and:
[0011] - for each axle carrying a driving car and provided with a lubrication device fication, the tank is arranged in a body of the engine,
[0012] - for the or each axle carrying another car, and provided with a lubrication device fication, the tank is carried by a bogie associated with the said axle(s),
[0013] - each lubrication device comprises, for each wheel of the associated axle, a nozzle upstream of the axle in the direction of movement of the railway vehicle,
[0014] - each nozzle comprises a single tube conducting air and lubricant, each nozzle being suitable for conducting air to carry the lubricant to the flange associated with said nozzle,
[0015] - the railway vehicle comprises:
[0016] - a first lubrication device upstream of the upstream axle in the direction of movement of the railway vehicle,
[0017] - a second lubrication device downstream of the downstream axle in the direction of movement of the railway vehicle,
[0018] -a third lubrication device downstream of a first central axle, and
[0019] - a fourth lubrication device upstream of a second central axle following the first central axle in the direction of movement of the vehicle,
[0020] there are at most twenty-two unlubricated axles between two lubricated axles.
[0021] - each lubrication device is switchable between:
[0022] -an activated configuration in which it sprays lubricant onto the associated tubes, and
[0023] - a disabled configuration in which projection is inhibited,
[0024] each lubrication device comprising a first switch defining an active position and a passive position, the first switch being configured to switch the lubrication device between the activated and deactivated configurations depending on the direction of travel of the railway vehicle,
[0025] - each lubricating device comprises a second switch defining an active position and a passive position, the or each second switch being configured to switch said device between the activated and deactivated configurations depending on the speed of the railway vehicle,
[0026] - each second switch is in the passive position when the speed of the railway vehicle is greater than a predefined speed, in particular 220 kilometers per hour, the corresponding lubrication device or devices then being in the deactivated configuration,
[0027] - each lubrication device is in the activated configuration if and only if the first switch and second switch are in active position.,
[0028] Various characteristics and advantages of the invention will be highlighted in the description which follows, given solely by way of non-limiting example, and made with reference to the appended drawings, in which;
[0029] [Fig-1] [Fig.l] is a side view of a railway vehicle according to the invention, the vehicle comprising eleven cars and four lubrication devices;
[0030] [Fig.2] [Fig.2] is a sectional view from above of a bogie of a power car of the railway vehicle of [Fig.l];
[0031] [Fig.3] [Fig.3] is a sectional view from above of a bogie comprising two middle axles of the railway vehicle of [Fig.l].
[0032] [Fig.l] shows a railway vehicle 5 intended to travel on rails 10 in a direction of movement and a direction of movement D.
[0033] 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.
[0034] Subsequently, the term “upstream” is understood as qualifying a front element in the direction of movement D of the vehicle 5. The term “downstream” is understood in opposition to the term “upstream”. When the direction of movement D of the vehicle 5 changes, the notions “upstream” and “downstream” are then reversed.
[0035] The railway vehicle 5 comprises for example eleven cars, including at least one driving car 17, preferably two driving cars 17, and nine trailer cars 15. The driving cars are arranged at the ends of the vehicle 5 and are suitable for towing the railway vehicle 5. More particularly, the driving car 17 upstream of the vehicle, in the direction of movement D, is the one which tows the vehicle 5.
[0036] Each car 15, 17 rests on bogies 35. Each driving car 17 rests in particular on two bogies 35 which are specific to it.
[0037] In the example shown in [Fig.l], each trailer car 15 directly adjacent to a driving car 17 rests on a bogie 35 which is specific to it and on a another bogie 35 which it shares with another trailer car 15. Each other trailer car 15 rests on two bogies 35 which it shares with the trailer cars 15 adjacent to it. In accordance with the example of [Fig.l], the railway vehicle 5 comprises fifteen bogies 35.
[0038] In the example described, each bogie 35 comprises two axles. The railway vehicle 5 then comprises a set of axles.
[0039] The axle assembly comprises in particular an upstream axle 41, a downstream axle 42, a first middle axle 43 and a second middle axle 44, and intermediate axles 40.
[0040] The upstream axle 41 is the one upstream of the vehicle 5. The upstream axle 41 is consequently located at the level of the driving car 17 upstream of the vehicle 5.
[0041] Similarly, the downstream axle 42 is the one located downstream of the vehicle 5. The downstream axle 42 is located at the level of the driving car 17 downstream of the vehicle 5.
[0042] The first 43 and second 44 middle axles are located between the upstream axle 41 and the downstream axle 42.
[0043] Advantageously, the first middle axle 43 is located so that there are a maximum of twenty-two intermediate axles 40 between the upstream axle 41 and this first middle axle 42. This number of twenty-two axles has been established as optimal to ensure sufficient lubrication on all the wheel flanges, as will be described later.
[0044] Advantageously, the second middle axle 44 is located so that there are at most twenty-two intermediate axles 40 between the downstream axle 44 and this second middle axle 44. In addition, there are at most twenty-two intermediate axles 40 between the first 43 and second 44 middle axles.
[0045] When the direction of movement D is reversed, the terminologies “upstream axle 41” and “downstream axle 42” are reversed and the terminologies “first middle axle 43” and “second middle axle 44” are reversed, without this changing anything in the device.
[0046] In the example of [Fig.l], the first 42 and second 43 middle axles are the axles of the same bogie 35 substantially at equal distance from the upstream 41 and downstream 42 axles.
[0047] Each axle 40, 41, 42, 43, 44 comprises two wheels 45, each in contact with one of the rails 10.
[0048] 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 railway vehicle 5 makes a turn to the left, the flanges 50 to the right of the vehicle 5 rub against the right rail 10. Conversely, when the vehicle 5 makes a turn to the right, the flanges 50 to the left of the vehicle 5 rub against the left rail 10. The flanges 50 of the upstream axles 41, downstream 42 and the first 43 and second 44 middle axles are suitable for being lubricated by a respective one of the lubrication devices. More particularly, each lubrication device is configured to spray lubricant onto the two flanges 50 of one of the upstream axles 41, downstream 42 or of one of the first 43 or second 44 axles.
[0049] More particularly, and with reference to Figures 2 and 3, the 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, the first 43 and second 44 middle axles are called “lubricated axles”, as opposed to the other intermediate axles 40 which are not, which are called “unlubricated axles”. Thus, the railway vehicle 5 comprises more unlubricated axles than lubricated axles.
[0050] As indicated previously, there are advantageously a maximum of twenty-two unlubricated axles between two lubricated axles, this number being optimal to ensure satisfactory lubrication of all the flanges. It would be possible, optionally, to provide more than twenty-two unlubricated axles between two lubricated axles, but in this case the lubrication of certain flanges would not be optimal.
[0051] Each lubrication device is switchable between an activated configuration in which it sprays lubricant onto the associated tubes 50, and a deactivated configuration in which the spraying is inhibited.
[0052] Each lubrication device comprises a nozzle 75 for each associated flange 50, a first switch 85 and a second switch 90. Each nozzle 75 conducts the lubricant and projects it onto a respective flange 50 using an air flow carrying the oil to the respective flange 50.
[0053] For this purpose, each nozzle 75 is for example a single-tube nozzle. In other words, the lubricant and the air are conducted in the same conduit. More particularly, the lubricant slides 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 flange 50 associated with the nozzle 75.
[0054] The first 85 and second 90 switches are configured to switch the lubrication device between the on and off configurations.
[0055] The first switch 85 is suitable for receiving information on the direction of movement D of the railway 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 depending on the information on the direction of movement D received. More particularly, the first switch 85 switches in the active position when the direction of travel corresponds to a predefined direction of travel. Advantageously, in the case where the vehicle is stationary (no direction of travel), then the first switch 85 is in the passive position.
[0056] The second switch 90 is capable of receiving information on the speed of movement of the railway vehicle 5. The 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 movement of the railway vehicle 5. For example, the second switch 90 is configured to switch to the active position if and only if the speed of the vehicle is lower than a predefined speed, in particular a speed lower than 220 kilometers per hour. Indeed, it is considered that, on the portions of track where a speed higher than 220 kilometers per hour is possible, the radius of curvature of turns that the vehicle 5 is capable of making is sufficiently large so that the friction of the flanges 50 on the rail 10 is negligible.
[0057] Advantageously, the second switch 90 only switches to the active position if the speed of movement of the railway vehicle 5 is non-zero.
[0058] It will be noted that as a variant, the lubrication device could comprise 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 speed of the vehicle is lower than the predefined speed and the direction of movement corresponds to a predefined direction of movement.
[0059] The lubrication device is configured to switch from the deactivated configuration to the activated configuration if and only if the first 85 and the second 90 switches are in the active position. The lubrication device is configured to switch from the activated configuration to the deactivated configuration as soon as the first 85 or the second 90 switch is in the passive configuration.
[0060] Advantageously, each lubricant reservoir 25 is located at the level of a respective one of the 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 motor car 17.
[0061] The lubrication reservoir 25 associated with the third 65 or the fourth 70 lubrication device is respectively carried by the bogie 35 associated with the lubricated axle. In the example of [Fig.l], 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.
[0062] Each lubricant reservoir 25 contains the lubricant suitable for being sprayed by the associated lubrication device. The lubricant is, for example, oil.
[0063] The operation of the set of lubrication devices will now be described.
[0064] Prior to the movement of the railway vehicle (zero speed and no direction of movement) each first 85 and second 90 switches is in the passive position.
[0065] When the railway vehicle 5 is moving in the direction of movement D, each first switch 85 receives information relating to this direction of movement D, and each second switch 90 receives information relating to the speed of the railway vehicle 5.
[0066] For each first switch 85, if it is included in one of the lubrication devices 25 upstream of the associated axle relative to the direction of movement D, then it switches to the active position. With reference to [Fig.l], in the movement of the railway vehicle 5 in the direction of movement 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 relative to the axle onto which it projects lubricant so that, by centrifugal effect 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
[0067] If the speed of the railway vehicle 5 is less than 220 kilometers per hour, then each second switch 90 switches to the active position.
[0068] For each lubrication device, if the first switch 85 and the second switch 90 are in the active position, then the lubrication device sprays lubricant, coming from the associated lubrication reservoir 25, onto the tubes 50, through its nozzle 75.
[0069] As soon as the speed of the railway vehicle 5 exceeds 220 kilometers per hour, each second switch 90 switches to the passive position, switching the lubrication device to the deactivated configuration.
[0070] When the railway vehicle 5 stops (no direction of travel and zero speed), each first switch 85, and advantageously each second switch 90, switches to the passive position.
[0071] With the railway vehicle 5 according to the invention, the consumption of lubricant is significantly reduced. Indeed, the railway vehicle 5 according to the invention comprises a small number of lubrication devices.
[0072] Additionally, with the first 85 and second 90 switches switching the lubrication device between the on and off configurations, excess lubricant consumption is further limited.
Claims
Claims
1. A railway vehicle (5) intended to travel on rails (10) in a direction of travel and a direction of travel (D), the railway vehicle (5) comprising a plurality of cars (15, 17), the plurality of cars (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) capable of rubbing against one of the rails (10) transversely to the direction of travel, the railway vehicle (5) comprising at least one lubricating device (55, 60, 65, 70) configured to spray lubricant onto the two flanges (50) of one of the axles (41, 42, 43, 44), the upstream axle (41) in the direction of travel (D) of the railway vehicle (5) comprising one of at least one lubrication device (55, 60, 65, 70), characterized in that the axle assembly (40, 41, 42, 43, 44) comprises lubricated axles (41, 42, 43,44) comprising one of the at least one lubrication device (55, 60) and unlubricated axles (40) without a lubrication device (65, 70), the axle assembly (40, 41, 42, 43, 44) comprising more unlubricated axles (40) than lubricated axles (41, 42, 43, 44), the railway vehicle (5) comprising two power cars (17) each arranged at one end of the railway vehicle (5), each power car (17) having an axle (41, 42) provided with one of the at least one lubrication device (55, 60), each lubrication device (55, 60, 65, 70) comprises a lubricant reservoir (25), and: - for each axle (41, 42) carrying a motor car (17) and provided with a lubrication device (55, 60), the reservoir (25) is arranged in a body of the motor car, - for the or each axle (43, 44) carrying another car (15), and provided with a lubrication device (65, 70),the tank (25) is carried by a bogie (35) associated with said axle(s) (43, 44).,
2. Railway vehicle (5) according to claim 1, characterized in that each lubricating device (55, 60, 65, 70) comprises, for each wheel (45) of the associated axle (41, 42, 43, 44), a nozzle (75) upstream of the axle (41, 42, 43, 44) in the direction of movement (D) of the railway vehicle (5).
3. Railway vehicle (5) according to the preceding claim, characterized in that each nozzle (75) comprises a single tube conducting air and the lubricant, each nozzle (75) being capable of conducting the air to carry the lubricant to the flange (50) associated with said nozzle (75).
4. Railway vehicle (5) according to any one of the preceding claims, characterized in that the railway vehicle (5) comprises: - a first lubricating device (55) upstream of the upstream axle (41) in the direction of movement (D) of the railway vehicle (5), - a second lubricating device (60) downstream of the downstream axle (42) in the direction of movement (D) of the railway vehicle (5), - a third lubricating device (65) downstream of a first middle axle (43), and - a fourth lubricating device (70) upstream of a second middle axle (44) following the first middle axle (43) in the direction of movement (D) of the vehicle (5), and in that there are at most twenty-two unlubricated axles (40) between two lubricated axles (41, 42, 43, 44).
5. A railway vehicle (55) according to any one of the preceding claims, characterized in that each lubricating 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 the spraying is inhibited, each lubricating 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 switch the lubricating device (55, 60, 65, 70) between the activated and deactivated configurations depending on the direction of travel (D) of the railway vehicle (5).
6. A railway vehicle (5) according to any preceding claim, characterized in that each lubricating device (55, 60, 65, 70) comprises a second switch (90) defining a active position and a passive position, the or each second switch (90) being configured to switch said device (55, 60, 65, 70) between the activated and deactivated configurations depending on the speed of the railway vehicle (5).
7. Railway vehicle (5) according to claim 6, characterized in that each second switch (90) is in the passive position when the speed of the railway vehicle (5) is greater than a predefined speed, in particular 220 kilometers per hour, the or each corresponding lubrication device (55, 60, 65, 70) then being in the deactivated configuration.
8. Railway vehicle (5) according to claim 5 taken in combination with any one of claims 6 or 7, characterized in that each lubricating device (55, 60, 65, 70) is in the activated configuration if and only if the first switch (85) and the second switch (90) are in the active position.