FR2644125A1 - VEHICLE RAILWAY END GUIDE, WITH ORIENTABLE AXLES - Google Patents

Abstract

Guided rail vehicle vehicle with steerable axles, comprising at each main axle 3, a cross member 5 which pivots about an axis 4 relative to the body and carries this axle, and a bar 9 articulated around a point 10 of the body on the roll axis and in contact at another point 8 with the cross member 5, and comprising at its free end an additional axle 11 for guiding the main axle, the bar 9 being fixed 12 on the axle additional perpendicular to its middle, where the half-wheelbase L of the vehicle, the distance n between the center of rotation 4 of a main axle 3 and that 10 of the bar with respect to the body, the length of the bar d and the distance b from the center of rotation of the main axle to the point of articulation of the bar and the cross member satisfy the relationships b = n + nL / n + d and d ** 2 = n (n + 2L). The articulation of the bar 9 to the body is effected by means of a horizontal rod 16 articulated between its ends 10, 17 on a vertical rod 19 connecting the middle 4 of the main axle to the middle 20 of the part. upper suspension 14, 15 of the body.

Description

Rail Ream end guided vehicle with steerable axles.

  The present invention relates to a guided vehicle end train train with steerable axles, the type consisting of a box carried by two main axles each provided with two wheels and having, at each main axle, a cross which pivots around an axis relative to the body and which carries the main axle and a bar articulated around a point of the body arranged on the roll axis of the vehicle and in contact with another point with the crossbar which it controls angle of rotation, and having at its free end an additional axle guiding the main axle disposed outside, the bar being fixed on the additional guide axle perpendicular to the middle of the latter, and wherein the half-wheeling (L) of the vehicle, the distance (n) between the center of rotation of a main axle relative to the body and the center of rotation of the corresponding bar relative to the body, the bar length (d) and the distance (b) separating the center of rotation of the main axle from the body of the articulation point of the bar and the cross member are linked by the relations b n n n + d

and dn (n + 2L).

  It applies more particularly to the extreme main axles of a train (front axle of the vehicle at the head of the train, and rear axle of a vehicle at the end of the train) and makes it possible to

  keep in curve the radiality of each axle.

  A guided vehicle of this kind was the subject of the document

FR-A-2584040.

  In an end vehicle according to this document, the articulation points of the bar of the additional axle relative to the body and articulation of this bar relative to the axle are located above the suspension of the main axle, and are therefore subject to transverse displacements that can occur between the body and the main axle, particularly under the effect of inequalities -2- of the track, because of their connection through this suspension. During transverse movements between the body and the main axle, the additional axle bar is shifted relative to the track axis by a certain distance and no longer remains tangent to this track axis, which causes a rotation of the main axle by a certain angle (yaw movement relative to this axis), which in turn causes a return of the body in the opposite direction. Under certain conditions, dynamic instability

  created can increase and cause unacceptable oscillations.

doweling tables.

  The present invention aims, while maintaining the steering system of the main axle with the aid of an additional axle, to make the orientation of this main axle insensitive to transverse movements between the body and the axle principal, thereby avoiding any risk of transversal instability of the body

  and by ensuring a good comfort for the passengers of the vehicle.

  The vehicle according to the invention is characterized in that the articu-

  the additional axle rod is added to the body by means of a horizontal rod articulated between its ends on a vertical rod connecting the middle of the main axle to the middle of the upper part of the suspension of

the box on the main axle.

  It is described below, by way of example and reference

  schematic figures of the annexed drawing,

  the front axle before a vehicle at the head of the train

  of the kind known and according to the invention.

  In these figures, the angles and the transverse clearance between the body and the axle have been exaggerated for the sake of clarity, these angles being in fact of the order of a few degrees and the deflection

at most a few centimeters.

  Figure 1I shows in plan the known device.

  FIG. 2 represents its disposition with respect to the suspension

of the main axle.

  Figure 3 shows the angle that the front main axle takes relative to the perpendicular to the track axis and the angle

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  -3- between the axis of the body and the alignment of the track, during a transverse movement of the body relative to the main axle

on a portion of straight track.

  FIG. 4 represents the orientation device of the invention

  tion. In FIG. 1, the railway vehicle follows the curve lane 1 of axis 2. Its main axle before center point 3 at 4 and at crossbar 5 is preceded by an additional axle 11 of midpoint 12 that it drives through. through the bar

  9 hinged at 8 on the end of the crossbar 5 of the axle 3.

  The wheels of the additional axle can be more

  small diameter than those of the main axle 3.

  As has been demonstrated in FR-A-2584040, the front main axle 3 and the additional axle 11 remain substantially oriented along the radius of curvature of the track, (at a very small

  angle ú close) and the drawbar 9 very substantially perpendicular

  to this radius of curvature, provided that there exists between the half-wheelbase lengths of the car (or half-distance between the axes of rotation of the sleepers of its two main axles): L - length of the bar: d - distance the center of rotation 4 of the main axle relative to the body at the center of rotation 10 of the bar relative to this body: n - distance from the center of rotation 4 of the main axle relative to the body at the articulation 8 between the main axle and the bar: b the relations: nL b = nn + d and d = n (n + 2L) this last relation reflecting the plumb of the end 12 of

  the bar with the longitudinal axis of the track.

  The main axle guide device thus defined is, however, sensitive to relative transverse movements which appear between the vehicle body and its axles in a straight line, because of the presence of a suspension between these two elements, as a result in particular unevenness of the track in height or in the separation of the rails. This sensitivity can be translated in particular for a main axle leading the train by a dynamic instability between the rotation of the main axle

  and the transverse movement between the body and the main axle.

  Figure 2 shows the assembly of a front main axle and the associated additional axle, the suspension between the front main axle and the body being represented by the springs 14 and 15 (this suspension is naturally generally more complex). The bar 9 which provides the orientation of the main axle 3 is connected transversely one side to the body by the hinge 10

  and on the other side to the track via the additional axle

11.

  Figure 3 shows the movement that appears between the body and the front axle of the vehicle and its influence on the orientation of the axles. The middle of the body deviating from a distance t from the middle of the main axle before, the point of rotation 10 of the bar relative to the body and the point 8 of articulation of this bar relative to the axle 3 are found

  placed above the suspension of this main axle and

  pent to this deflection. The front main axle and the additional axle

  then deviate from the perpendicular to the axis of the track t of very little different angles "dn 'd + n This rotation of the main axles has the effect of bringing the axis of the box towards the axis of the track, but the body then exceeds its equilibrium position in opposite directions, generating oscillations that are likely to increase in certain conditions.These oscillations, harmful to passenger comfort

of the vehicle, are unacceptable.

  Figure 4 shows the device of the invention. The point of articulation of the bar 9 relative to the body is no longer directly on the body, but is located in 17 on a rod

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  -5- essentially horizontal intermediate 16 whose opposite end 10 is articulated on the body at the end of a short vertical segment. This rod is itself hinged at 18 in its central zone to the central part of a vertical rod 19 whose ends 4 and 20 are respectively connected to the lower and upper planes of the suspension of the main axle in the middle 4 of the main axle and 20 in the middle of the crossbar 5 of the main axle connecting the upper ends of the suspensions 14

and 15.

  Therefore, during a transverse travel t of the body relative to the front main axle of the vehicle, it is observed that; the point of rotation of the intermediate rod 16 relative to the body moves also from the distance t with respect to

the main axle.

  - assuming that the point of articulation 18 of the intermediate bead

  16 diary around the vertical rod 19 is in the middle of this intermediate rod, the hinge point moves t / 2 relative to the axle (and more generally t / n if its distance to the hinge point 17 is the fraction 1 / n of the length brought back to a horizontal plane of this horizontal rod) - the point 17 of rotation of the bar 9 with respect to the rod

  intermediate 16 does not move relative to the main axle 3.

  Therefore, neither the rotation point 4 of the front main axle relative to the body, nor the imaginary point of rotation 17 of the bar relative to the body, nor the point of articulation 8 of the bar relative to the body. the front main axle no longer undergo transverse movements between the body and the main axle, and the orientation of the front main axle became insensitive to these transverse displacements. The body no longer undergoes oscillations caused by the angular corrections of the axles resulting

such displacements.

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Claims (1)

CLAIM   Rail-guided guided-beam vehicle of the type consisting of a body carried by two main axles each provided with two wheels and having, at each main axle, a cross member (5) which pivots about an axis relative to at the body and carrying the main axle (3), and a bar (9) articulated around a point (10) of the body arranged on the roll axis of the vehicle and in contact at another point (8). ) with the crossbar (5) whose rotation angle it controls, and having at its free end an additional axle (11) for guiding the main axle (3) arranged outside, the bar (9) being mounted on the additional guide axle perpendicular to the middle of the latter, and in which the half-wheelbase (L) of the vehicle, the distance (n) between the center of rotation (4) of the main axle relative to the box and the center of imaginary rotation of the corresponding bar (17) with respect to se, the length of the bar (d) and the distance (b) between the center of rotation of the main axle relative to the body of the point of articulation of the bar and the crossbar (5) are linked by the relations nL n + d and d = n (n + 2L), characterized in that the articulation of the bar (9) to the body is effected by means of a horizontal rod (16) articulated between its ends (10, 17) on a vertical rod (19) connecting the middle (4) of the main axle to the middle (20) of the part   upper suspension (14, 15) of the body on the axle.