AU2002234539B2

AU2002234539B2 - Arrangement for changing a gauge of a railed vehicle

Info

Publication number: AU2002234539B2
Application number: AU2002234539A
Authority: AU
Inventors: Sebastian Benenowski; Torsten Braun
Original assignee: Voestalpine VAE GmbH; Voestalpine BWG GmbH; Butzbacher Weichenbau GmbH
Current assignee: Voestalpine Railway Systems GmbH; Voestalpine Turnout Technology Germany GmbH
Priority date: 2000-12-06
Filing date: 2001-12-04
Publication date: 2005-10-20
Anticipated expiration: 2021-12-04
Also published as: EP1339918A1; AU3453902A; WO2002046530A1; JP2004523677A; PL362178A1; EE04786B1; EP1339918B1; ES2281452T3; ATE354697T1; EE200300200A; ZA200304396B; JP3753176B2; SK6692003A3; BR0115980A; DE50112081D1; HUP0400650A2; DE10060957A1; CZ20031552A3

Abstract

The invention relates to an arrangement for changing a gauge of a railed vehicle from a first gauge (16), such as a normal gauge, to a second gauge (18), such as a broad gauge and vice versa, whereby the railed vehicle is supported on running rails in the gauges. According to the invention, it is possible to carry out a change in gauge with simple, easy to construct, space-saving measures, whereby each of the running rails (20, 22) is formed from the same rail in the first gauge (16) as in the second gauge (18) and that the rails are arranged on an adjustable support (40), running perpendicular to the rail longitudinal axis, in the region (12, 14) of the varying gauge.

Description

VERIFICATION OF TRANSLATION (insert translator's name) f y (translator's address) declare as follows 1) That I am well acquainted with both the English and German languages, and 2) That the attached document is a true and correct translation made by me to the best of my knowledge and belief of: the specification of International Bureau pamphlet numbered WO 02/46530 of nternational Application No. PCT/EPO1/14128.

(Date (Signature of .Translator) (Date) (Signature of Translator) I)Description Arrangement for change of a railed vehicle The invention relates to an arrangement for changing a gauge of a railed vehicle from a first gauge such as a normal gauge to a second gauge such as a broad gauge and vice versa, where the railed vehicle is supported on running rails in the gauges.

To run railed vehicles on differing gauges, adjustable-gauge wheel sets are used in which the wheels are adjustable along their axles. To do so, the adjustable-gauge wheel sets have release discs that interact with guides running in the region of transition between the gauges in order to permit movement of the wheels on the respective axle.

According to the prior art, special rails are used in the transition region between the gauges for each gauge, so that a transition can be formed between the gauges. Also, a considerable amount of space is required, which is particularly unwelcome when gauge change is to be performed on a ferry ship, for example: frequently vehicles are driven onto a ship with normal gauge for example, parked there and gauge-changed when the ship is offloaded, in order to be driven via a broad gauge train ferry bridge onto a network of the same gauge.

Known devices enabling a transition from one gauge to another have bogies with variable gauge width (DE 696 07 518, DE 196 25 031 C1, FR 2,383,810).

It is also known how to assemble rails leading from a first to a second gauge from special sections (EP 0 611 847 Al, EP 0 942 100 A2).

A device for monitoring gauge change operations is described in DE 198 17 950 Al.

A points axis for differing track gauges is described in DD 286 481 A7.

The problem underlying the present invention is to develop an arrangement of the type described at the outset such that it is possible with measures of simple and space-saving design to perform a gauge change for a railed vehicle.

The problem is solved in accordance with the invention substantially in that the respective running rail is formed in both the first gauge and the second gauge by the same rail, and the rail is arranged in the area of the gauge to be changed on a support adjustable transversely to the rail longitudinal axis.

This support comprises in particular a base plate with running rail extending therefrom and formed in the transition region in particular as a grooved rail. Furthermore, check rails extending from the base plate can run on both sides of the running rail to ensure dependable guidance of the wheel on the adjustable rail or its section. In this case, the check rails should have a clear distance from one another that is slightly larger than the width of the railed vehicle wheel resting on the running rail.

In an embodiment of the invention, it is provided that at the start and/or end of the transition region between the gauges a pivot for the respective rail is provided that can be formed by a joint or by elastic bending.

As a result of the teachings in accordance with the invention, problem-free gauge change of a railed vehicle is possible, where in divergence from the prior art the same rails are used in each gauge. To perform a change in the gauge, it is only necessary to alter the distances between rail sections starting from the transition region. As a result, a railed vehicle can without problem be driven for example on a normal gauge onto a ferry ship, parked there and changed to a second gauge when offloaded, in order to be driven onto a rail network of the same gauge. The same applies in the opposite direction.

Further details, advantages and features of the invention are shown not only in the claims and in the features they contain singly and/or in combination but also in the following description of preferred embodiments shown in the drawing.

In the drawing, Fig. I shows a principle view of a track with sections with differing gauge, Fig. 2 shows a section of a rail in the area of a gauge change, and Fig. 3 shows a principle view of an adjustable-gauge wheel set.

Fig. I shows sections 10, 12 and 14 of a track 15 to be traversed by a railed vehicle in which a change from a first gauge or normal gauge 16 to a second gauge or broad gauge 18 is to be performed. Regardless of which gauge the track 15 assumes, the same rails 22 are used, which only have to be adjusted for change of the gauge. This is made clear firstly by the rails 20, 22 shown by continuous lines in the sections 12, 14 in Fig. 1 and secondly by the rails 20, 22 shown as dashed lines in the same sections 12, 14 of the track 15. The sections 10 and 14 can have for example a length between 3000 mm and 4000 mm, in particular of 3500 mm, and the section 12 can have, depending on the track gauge difference to be overcome, a length between 4000 mm and 20000 mm, in particular between 6000 mm and 17000 mm.

If the track is to be widened from the normal gauge 16 to broad gauge 18, the rails 22 are moved outwards from the first pivots 24, 26, in order to then pass into a transition region 28, 30 ending in a second pivot 32, 34, parallel to one another and at a distance corresponding to that of the broad gauge 18.

Regardless of this, the arrangement in accordance with the invention can also be used for railed vehicles which are to be transferred without gauge change from one rail network to another.

To permit an adjustment of the running rails 20, 24 in the sections 12 and 14 in accordance with Fig. 1, the appropriate rail sections 28, 36 and 30, 38 in the embodiment are arranged on holders or supports 40 adjustable transversely to the longitudinal direction of the track 15, as made clear in Fig. 2. In the longitudinal direction of the rails 20, 22 or their adjustable sections 28, 36 and 30, 38, several corresponding supports 40 are arranged at a distance from one another, as indicated in principle by the arrows 42, 44, 46, 48, 50 and 52. The sections 28, 36 and 30, 38 of the rails 20, 22 can be supported between the supports 40 on sliding plates.

Each support 40 comprises a base plate 54 from which extends a corresponding rail section, e.g. the section 28. The rail section 28 is designed in the transition region between the gauges 16, 18 preferably as a grooved rail.

In the sectional view in accordance with Fig. 2, the rail section 28 is in a position corresponding to the normal gauge 16. If the rail section is to be aligned with the broad gauge 18, the base plate 54 is moved to the right in the direction of the arrow 56 to take up the position shown in dashed lines. Conversely, for the case that the rail section 28 is to be changed from broad gauge 18 to normal gauge 16, the base plate 54 is moved in the direction of the arrow 58.

Furthermore, it is clear from Fig. 2 that on both sides of the running rail 20, 22 in the form of a grooved rail a check rail 60, 62 extending from the base plate 54 runs as a guide for a wheel 64 supported by the rail section 36. Here the clear distance of the check rails 60, 62 is slightly larger than the width of the wheel 64, as shown in Fig. 2.

Guides 66, 68 run between the rails 20, 22 or their sections 28, 30 and 36, 38 and interact with release discs 68, 70 of a adjustable-gauge wheel set 72 in order to alter, depending on the gauge width, the distance between the wheels 64, 76 extending from the wheel axle 74. Thanks to the guides 66, 68, the release discs 68, 70 are pressed outwards during change from the normal gauge 16 to the broad gauge, with the wheels 64, 76 being released at the same time and moved on the axle 74 while maintaining the position of the release discs.

Conversely, the wheels 64, 76 are moved towards one another along the axle 74 during change from broad gauge 18 to normal gauge 16 using the release discs 68, 70 in order to assume a distance apart corresponding to the normal gauge 16. To do so, guide bushes 78 extend from the guide discs 68, 70, on which act compression springs 80 via which the guide discs 68, 70 are subjected to a force applied to the centre of the axle 74, i.e. the guide discs 68, 70 are moved towards one another.

If the guide discs 68, 70 are locked by locking levers 82, an appropriate adjustment of the guide discs 68, 70 is possible. This takes place when the wheels 64, 76 leave the transition region (section 12) and move in section 14 with broad gauge 18. Conversely, when the change is made from broad gauge 18 to normal gauge 16, first the locking levers 82 are unlocked, in order to permit movement of the guide discs 68, 70 towards one another matching the course of the guides 66, 68 resulting from the force of the springs 80, with the result that the wheels 64, 76 are aligned with the normal gauge 16.

The possibility of adjustment of the rail sections 28, 36, 30, 38 in order to change the track 15 from broad gauge to normal gauge or from normal gauge to broad gauge without additional rails or special rail sections, is shown in Fig. 1, in which the arrows indicate the direction of movement of a railed vehicle traversing track 15. The first line indicates traverse of track 15 with retention of the normal gauge from the right, and the second line traverse of track 15 with retention of the normal gauge from the left. In lines 3 and 4 a vehicle is changed from broad gauge 18 to normal gauge 16 (line 3) and from normal gauge 16 to broad gauge 18 (line 4).

The pivots 24, 26, 32, 34 between the rail sections 22, 28 and 28, 36, or 20, 30 and 38, in which the transition between the gauges 16 and 18 starts or ends respectively, can be designed as bogies or as elastically flexible sections. Other suitable designs are also possible.

7 The grooved rails which ensure the guidance of the wheel during traverse of the system are designed as continuous rails. Due to the relatively low adjustability seen in the longitudinal direction of the rails an adjustment is performed preferably by elastic bending at the pivots.

The application of the teachings in accordance with the invention to a train ferry bridge represents a special use without this entailing any restriction in the teachings in accordance with the invention. The train ferry bridge is here a bridge connecting to a ship's deck with several tracks that are height-adjustable to match the water level.

Claims

2. Arrangement according to Claim 1, w h e r e i n the support (40) comprises in particular a base plate (54) with running rail (28, 36, 38) arranged thereon.
3. Arrangement according to Claim 1 or 2, w h e r e in check rails (60, 62) extending from the base plate (44) can run on both sides of the running rail (28, 30, 36, 38).
4. Arrangement according to at least one of the previous claims, w h e r e in the check rails (60, 62) have a clear distance from one another that is slightly larger than the width of the railed vehicle wheel (64) resting on the running rail (28). Arrangement according to at least one of the previous claims, w h e r e in the running rail (28) in the region of the gauge change is a grooved rail.
6. Arrangement according to at least one of the previous claims, wherein at the start and/or end of the transition region (12) between the gauges (16, 18) a pivot (24, 26, 32, 34) for the respective rail (28, 36; 30, 38) is provided.
7. Arrangement according to at least one of the previous claims, w h e r e i n the pivot (24, 26, 32, 34) is designed as a joint.
8. Arrangement according to at least one of the previous claims, w h e r e i n the pivot (24, 26, 32, 34) is formed by elastic bending of the rail (20, 22).