EP0611847B1 - Vorrichtung um die Spurweite einer Schienenanlage zu verändern - Google Patents

Vorrichtung um die Spurweite einer Schienenanlage zu verändern Download PDF

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Publication number
EP0611847B1
EP0611847B1 EP94500014A EP94500014A EP0611847B1 EP 0611847 B1 EP0611847 B1 EP 0611847B1 EP 94500014 A EP94500014 A EP 94500014A EP 94500014 A EP94500014 A EP 94500014A EP 0611847 B1 EP0611847 B1 EP 0611847B1
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Prior art keywords
guides
gauge
installation
guide
rails
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EP94500014A
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English (en)
French (fr)
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EP0611847A1 (de
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Faustino Archilla Aldeanueva
Francisco Rodriguez Uris
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Patentes Talgo SL
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Patentes Talgo SL
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B26/00—Tracks or track components not covered by any one of the preceding groups

Definitions

  • the present invention concerns a fixed installation for changing the railway gauge as defined in claims 1 and 2, which is intended for allowing to automatically change the gap existing between the wheels of the wheelsets, adapting them to each of the two conventionally used gauges.
  • the invention applies to the technical field of railway installations.
  • EP-A-0 594 040 An example of such prior installations can be found in EP-A-0 594 040 where a ground facility is described for changing the gauge of a railway car having bogies composed of two frames movable relative to each other, i.e. they are moved towards or away from each other, while the wheelsets remain locked. During the gauge changing operations, the bogies are supported on auxiliary wheels running on an appropriate rail.
  • Document EP-A-0 594 040 falls within the terms of Article 54(3) EPC.
  • a solution to this problem would be to rely on a fixed installation allowing to automatically modify the gap between the wheels of the wheelsets of the trains Talgo, adapting them conveniently to each of the two gauges.
  • a fixed installation for changing the railway gauge as proposed by the invention, has the features set forth in claims 1 and 2. Further embodiments of the invention are described in the dependent claims 3 to 9.
  • the fixed installation for changing the gauge which is the object of this invention, is constituted by positioning on the upper part of a reinforced concrete hollow assembly a series of elements necessary to obtain the translation of the wheels and their subsequent locking, the same being supported on this assembly.
  • this assembly transmits the vertical load corresponding to the vehicle weight to the ground, when the vehicle is passing over the installation, and, in turn, the forces generated in the gauge change operation.
  • the fixed installation for changing the gauge has, at the end corresponding to the international gauge, rolling rails descending slightly until being later interrupted.
  • Both the horizontal and vertical runners and the sliding guides are made of a plastic material.
  • This lubrication is obtained by wetting the guide-rails by means of an installation located outside these ones, said installation being fitted with multiple diffusors.
  • the ends of the guide-rails are fitted with additional parts, the function of which is to obtain an additional centering of the wheelsets.
  • the immobility of the wheelsets i.e., wheel, axle and a pair of bearings, when the wheelset is in any of the two gauges, is ensured by a double locking of the latch spindles.
  • the fixed installation has four unlocking-locking guides, which are symmetrically arranged with regard to the longitudinal axis of the fixed installation.
  • the friction parts of the latch bridges are also made of a plastic material, they are also water lubricated through appropriate installations which are located on each of the upper parts of the webs of these unlocking-locking guides.
  • this device by additionally producing the corresponding acoustic or semaphoric signal, would give a corresponding order to the operator to immediately stop the train.
  • the resilient portion of the wheel translation guides when entering the fixed installation through the international gauge side, comes into contact with the outer face of the wheel rims, and the pressure exerted on the wheels helps the latch unlocking operation.
  • the pressure exerted on the resilient portion of the wheel translation guides facilitates the latch locking.
  • height sensors are mounted, which ckeck if any latch is not correctly locked, owing, for example, to the fact that a wheelset has not been fully transferred to its correct position.
  • the gap between the inner faces of the wheels of the TALGO wheelsets capable of being displaceable in both gauges, i.e. between the gauge used by RENFE and the international gauge, should be included within limits of 1593 +/- 3 mm and 1360 +/- 3 mm.
  • This assembly is remarkably tough, since it requires to use a large amount of supplements and a very detailed checking simultaneous with said assembly.
  • Figure 1 shows a diagrammatic plan view of the fixed installation for changing the railway gauge, which is the object of the invention.
  • Figure 2 shows a detailed plan view of the installation which is the object of the invention.
  • Figure 3 shows an elevational side view, properly sectioned, along the line A-B of the object represented in Figure 2.
  • Figure 4 shows a detailed plan view of the installation illustrated in the previous Figures.
  • Figure 5 shows an end elevational view, seen by C/D, of the object illustrated in Figures 2 and 3, seen from the zone in which the pit is incorporated.
  • Figure 6 shows an end elevational view, properly sectioned, of the installation zone shown in Figures 2 and 3, without pit.
  • Figure 7 shows an end elevational view, properly sectioned, seen by G/H.
  • FIG. 8 shows a new detail of the installation seen by I.
  • Figure 9 shows again other detail of the installation which is the object of the invention, seen by J-K.
  • Figure 10 shows an end elevational view, properly sectioned, seen by L-M.
  • Figure 11 shows a diagrammatic plan view of the resilient guide incorporated into the invention.
  • the installation 1 is constituted by rails 2 having the international gauge, located on one of the sides, there being on the other side, or opposed end, rails 3 having the gauge as used by RENFE.
  • the installation has, also, guide-rails 4 for the centering and sliding operation, wheel translation guides 9, 9' with a resilient portion 5 and a rigid portion 6 for guiding the wheels transversely, and inner and outer unlocking-locking guides 11, 14 for driving the latches of the wheel bearing boxes.
  • the installation illustrated in Figure 2 has additionally centering guard rails 7, 7' and sliding guides 8, 8', as well as a reinforced concrete hollow assembly 10.
  • the installation shown in Figures 2 and 3 has an installation 12 for the bogies to slide on the guide-rails 4 as well as centering guides 13, all of them located in a general pit.
  • the installation comprises an outer support 17, and an assembly composed of a support 22, a nut 21, a screwed cylinder 20 and a nut 19.
  • Figure 10 shows an inclined plane 18 in the movable resilient portion 5 of the guide 9.
  • Figure 11 represents the resilient portion of the guide 9.
  • this installation is designed to be applied to railway vehicles comprising bogies of two wheels of independent turn, in which each wheel is mounted on an independent axle, which is fitted, in turn, with bearings at both ends, so forming the appropiate wheelset, whereby said bogies allow the wheelsets to be transversely and symmetrically translated, the bearing boxes being held in the correct position by the action of fixed stops and by using a simple latch.
  • the essential purpose of this installation is to allow to change the position of the wheelsets, enabling the train to follow its route over a railway network having a different gauge.
  • the gauge changing operation is automatically performed when the train passes over the fixed installation, this operation being perfectly reversible and the wheelsets returning to their initial position if the train passes again over said installation in opposed direction.
  • the fixed installation has four centering guard rails 7, 7', which, at one of their ends, are adapted to the appropriate gauge used as international gauge, while, at the other end, they are adapted to the gauge as used by RENFE, so that they can guide the wheel from one to other position.
  • the installation has two sliding and centering guide-rails 4 which are parallel to the track axis, being designed to help the bogie frame to rest on them when the train runs through the fixed installation, and to facilitate the performance of the whole installation, although, in this point, their function is essentially and specifically to make possible that the wheels can be incorporated into the appropiate dimensions, so constituting, consequently, a step or stage of function.
  • the installation comprises four unlocking-locking guides 11, 14 which are parallel to the track axis, and are inserted into a bridge located on the latches, their function being to lock and unlock the latches.
  • the unlocking-locking guides 11, 14 are arranged so that their ends are located at a fixed height, so allowing to be inserted by the lower supports of the locking device bridges, progressively descending towards their center part, which is maintained at a steady height during the path necessary to allow the wheelsets to be laterally displaced, as during this path the mentioned latches are to be held in their lower unlocking position.
  • each bogie carries out the following process:
  • the train enters the transition station coming from a track 3 having a large gauge, and any bogie belonging to the train, located at the entry of the fixed installation, is driven from the guide-rails 4 having an upper upward face.
  • the horizontal runners of the bogie frame are located at the same vertical as the guide-rails 4.
  • the bogie continues to run on the rails until arriving at a fixed point, in which the runners come into contact with the guide-rails 4, and the bogie starts to ascend, its runners sliding on the guide-rails 4.
  • the wheels detach from the rails, so being unloaded, and the wheelsets remain supported, through lugs of their bearing boxes, on guides provided in the bogie cases housing said bearing boxes.
  • the guide-rail slope is so fixed that it is smooth enough for the bogie frame to tilt and rest on the guide-rails 4 all along the runner length.
  • the height differential of a guide-rail 4 between two planes A and B is defined by the sum of the variation to be presumably undergone by the wheel radius because of the wear, and the descent produced at the bearing boxes from a running position to a sliding position, and the minimal gap which it is desired to have with the wheel having a maximum diameter between the periphery thereof and the rail.
  • the bogie On arriving at plane B, the bogie attains its maximum height and it maintains this height until arriving at the other plane, since the guide-rail surface will be horizontal between the planes in question.
  • Said unlocking-locking guides 11, 14 descend gradually, so forcing the latches consequently to be unlocked until arriving at a point in which they are fully unlocked.
  • These wheel translation guides 9, 9' are located at a greater height than the rails 2, 3, in order to compensate for the elevation undergone by the wheels and the difference of rim diameter and the opposed part of the wheel.
  • the unlocking-locking guides 11, 14 are horizontal, having the function of holding the latches unlocked, and from a definite point the wheel translation guides 9, 9' do not already exist, and the guides 11, 14 start to ascend, pushing the latches upward until a fixed point, in which these guides end, and the latches and the bearing boxes are again laterally locked in a position corresponding to the smaller gauge.
  • centering guard rails 7, 7' having a smaller gauge extend until a fixed point parallel to the rails 2, 3, in order to laterally guide the wheels by the part opposed to the rim, so impeding their possible sideways displacement before producing the locking.
  • sliding guides 8 which are a part of the guide-rails 4, said sliding guides 8 starting at a fixed point and, gradually, they reduce the play between guide-rails 4 and bogie frame, until this play is adjusted, and these conditions are maintained until a point in which the play starts to gradually increase, until other fixed point in which the sliding guides 8 disappear.
  • the guide-rails 4 end and leave the bogie ready to continue to run over the network 2 having the new narrower gauge.
  • This guide grooves are parallel to the track axis, and later they approach one another a distance equivalent to the difference of gauges, and starting from this point they are again parallel to the track axis.
  • Said appendices are still inserted through the parallel zone of the guide grooves, so impeding the bearing boxes to separate from the stop position before the locking operation.
  • a rubber ring-shaped part interposed between the bushing and the fixed part of the support, which is integrally joined to the bearing box, makes it possible said appendix to rotate about a longitudinal horizontal axis, taking a tilted position.
  • the invention has an additional advantage defined by laterally displacing the unlocking-locking guides 11, 14 some centimeters on the appropiate path, so generating a force maintaining the bearing boxes squeezed against the bogie frame stop, so making easy the locking and unlocking operations since the bearing boxes do not exert any force in the opposed direction, i.e., against the latches themselves.
  • the ends of the unlocking-locking guides 11, 14 are slightly below the maximum height attained by these guides so that the position of the latch bridge when leaving the installation corresponds to an intermediate height.
  • the vertical layout of the unlocking-locking guides 11, 14 or of the guides 9, 9' transversely displacing the wheels is made according to the height of the horizontal section of the guide-rails 4.
  • the installation which is the object of the present invention, has other additional advantages, such as the existence of more ample tolerances, since the possible dimensional differences are absorbed by the resilience of the resilient portion 5 of the wheel translation guides 9, 9', securing also the non-existence of any type of transverse force on the latch in the moment of unlocking, due to the fact that the resilient portion 5 is pushing the wheelset against the fixed stop.
  • the double wheel translation guides 9, 9' are comprised of two differentiated portions 5, 6, of which one 6 is fixed and the other 5 is transversely resilient.
  • the latter resilient portion 5 is articulated at its end close to the fixed portion 6 by means of a pivot with vertical axis.
  • a spring opposes the rotation of the articulated resilient portion 5 in a direction and a fixed stop limits said rotation in an opposite direction.
  • This rest position of the resilient portions 5 does not correspond to the nominal distance between the wheels entering the installation, but it is slightly changed so as to force the wheelsets apart from the latches, namely at the area where the unlocking prior to the gauge change and the locking following that change take place.
  • a fixed stop to be used in the event the spring breaks accidentaly, impedes the wheel translation guides 9, 9' from yielding even more to what is pre-established, and thus it is sure a correct operation, even in the case that the spring breaks, although it is evident, in this case, that the resilient portion 5 of the guides 9, 9' does not carry the wheel until its limit position, but it can bring it near enough for the latch, the ends of which will be formed by inclined faces, shaped like a pyramid trunk, to place, in its upward motion, the wheelset in its correct position.
  • the fixed portions 6 of the wheel translation guides 9, 9' are not rigidly mounted on the fixed installation, but they are mounted with a relative elasticity, in order to reduce the impact when the wheels rest on them.
  • the springs are generally precompressed, this precompression being dimensioned to have the required force on the resilient portions 5 without the need to use springs having greater characteristics.
  • An additional improvement consists of transversely centering the bogie, with which, before the latch bridge houses in the unlocking-locking guide 11, 14, the bogie becomes perfectly centered.
  • the guide-rails 4 begin upto the second plane, these guide-rails having a lateral transversely inclined face, so obtaining to laterally center the bogie.
  • the wheelsets will rest on the bogie frame by means of lugs located on the respective bearing boxes.
  • the rails 3 are suppressed, as they are not necessary since the wheels are not already resting on same, and, instead, the unlocking-locking guides 11, 14 begin to gradually descend until the second plane, forcing the locking latches to unlock progressively the wheelsets, which is fully obtained on the third plane.
  • the resilient portions 5 of the wheel translation guides 9, 9' begin to be driven by the action of the springs, pivoting on the vertical axis compressing the bearing boxes against the fixed stops of the bogie frame.
  • the resilient portions 5 of the wheel translation guides 9, 9' compress the bearing boxes through the wheels against fixed stops of the bogie frame corresponding to the new gauge.
  • the bogie On finishing the guide-rail action, the bogie will be ready to continue to run over the network 2 of the new narrower gauge, and all bogies will undergo successively this same process when passing over the fixed installation which is the object of the invention.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Escalators And Moving Walkways (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Road Paving Structures (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Handcart (AREA)

Claims (9)

  1. Ortsfeste Vorrichtung zur Änderung der Eisenbahngleisspurweite, für den Einsatz bei Schienenfahrzeugen mit Bogies, welche jeweils mit zwei voneinander unabhängig drehbaren Rädern ausgestattet sind, bei denen jedes Rad an einer unabhängigen Achse montiert ist, die mit jeweils einem Achslagergehäuse an beiden Enden ausgestattet ist, wobei das Rad, die Achse und die beiden Achslagergehäuse zusammen eine Rolleinheit bilden, wobei beide Rolleinheiten jeden Bogies sich quer und symmetrisch fortbewegen können und die Achslagergehäuse über Riegel in ihrer korrekten Position gehalten werden können, wobei die genannte Vorrichtung einen Gleisabschnitt (2) mit einer engeren Weite, einen Gleisabschnitt (3) mit einer grösseren Weite und einen Übergangsabschnitt umfasst, der diese Gleisabschnitte (2, 3) miteinander verbindet und der symmetrisch angeordnet ist in Bezug auf eine vertikale axiale Ebene, die parallel zu einer gemeinsamen Längsachse der beiden Gleisabschnitte (2, 3) verläuft, wobei eine hohle Einheit (10) aus Stahlbeton vorgesehen ist, die die verschiedenen Bestandteile der Vorrichtung trägt und in der die Gleisabschnitte (2, 3) mit der engeren und der breiteren Gleisspurweite enden; vier Gegenschienen (7, 7') zum Zentrieren, wobei jeweils zwei innerhalb je einem Gleisabschnitt (2, 3) eingebaut sind; zwei Führungsschienen (4) zum Gleiten und Zentrieren, die symmetrisch bezüglich der Längsachse der Vorrichtung angeordnet sind und so angepasst sind, dass an ihnen horizontale und vertikale mit den Bogies verbundene Gleit- und Zentrierkufen in Anlage kommen können, um die Bogies während der Durchführung des Gleisspurweitenwechsels zu tragen, wobei jede Führungsschiene (4) durch eine Gleitführung (8) gebildet ist, die dazu geeignet ist, den Bogie quer zu führen; vier parallele Längsführungen (11, 14) für die Entriegelung-Verriegelung, die symmetrisch in Bezug auf die Längsachse der ortsfesten Vorrichtung zwischen den Enden der Gleisabschnitte (2, 3) angeordnet sind und die dazu bestimmt sind, auf die Riegel der Achslagergehäuse der Rolleinheiten des Bogies einzuwirken, um die Querposition jeden Rads festzulegen; und Führungen (9, 9') für das Querfortbewegen der Rolleinheiten, wobei diese Führungen paarweise angeordnet sind, jeweils zwischen jedem Paar der genannten Führungen (11, 14) für die Entriegelung/Verriegelung und jeweils auf beiden Seiten der Längsachse der Vorrichtung.
  2. Ortsfeste Vorrichtung zur Änderung der Eisenbahngleisspurweite, für den Einsatz bei Schienenfahrzeugen mit Bogies, welche jeweils mit zwei voneinander unabhängig drehbaren Rädern ausgestattet sind, bei denen jedes Rad an einer unabhängigen Achse montiert ist, die mit jeweils einem Achslagergehäuse an beiden Enden ausgestattet ist, wobei das Rad, die Achse und die beiden Achslagergehäuse zusammen eine Rolleinheit bilden, wobei beide Rolleinheiten jeden Bogies sich quer und symmetrisch fortbewegen können und die Achslagergehäuse über Riegel in ihrer korrekten Position gehalten werden können, wobei die genannte Vorrichtung einen Gleisabschnitt (2) mit einer engeren Weite, einen Gleisabschnitt (3) mit einer grösseren Weite und einen Übergangsquerschnitt umfasst, der diese Gleisabschnitte (2, 3) miteinander verbindet und der symmetrisch angeordnet ist in Bezug auf eine vertikale axiale Ebene, die parallel zu einer gemeinsamen Längsachse der beiden Gleisabschnitte (2, 3) verläuft, wobei eine hohle Einheit (10) aus Stahlbeton vorgesehen ist, die die verschiedenen Bestandteile der Vorrichtung trägt und in der die Gleisabschnitte (2,3) mit der engeren und der breiteren Gleisspurweite enden; vier Gegenschienen (7, 7') zum Zentrieren, wobei jeweils zwei innerhalb je einem Gleisabschnitt (2, 3) eingebaut sind; zwei Führungsschienen (4) zum Gleiten und Zentrieren, die symmetrisch bezüglich der Längsachse der Vorrichtung angeordnet sind und so angepasst sind, dass an ihnen horizontale und vertikale mit den Bogies verbundene Gleit- und Zentrierkufen in Anlage kommen können, um die Bogies während der Durchführung des Gleisspurweitenwechsels zu tragen, wobei jede Führungsschiene (4) durch eine Gleitführung (8) gebildet ist, die dazu geeignet ist, den Bogie quer zu führen; vier parallele Längsführungen (11, 14) für die Entriegelung-Verriegelung, die symmetrisch in Bezug auf die Längsachse der ortsfesten Vorrichtung zwischen den Enden der Gleisabschnitte (2, 3) angeordnet sind und die dazu bestimmt sind, auf die Riegel der Achslagergehäuse der Rolleinheiten des Bogies einzuwirken, um die Querposition jeden Rads festzulegen; und Führungen (9, 9'), die als Nuten in den Führungsschienen (4) ausgebildet sind, um die Rolleinheiten quer fortzubewegen.
  3. Ortsfeste Vorrichtung nach den Ansprüchen 1 oder 2, dadurch gekennzeichnet, dass die Führungsschienen (4) ortsfeste Elemente sind, die parallel und symmetrisch in Bezug auf die mittlere vertikale Längsebene der Gleisabschnitte (2, 3) angeordnet sind, und die eine obere Ebene (12) aufweisen, die auf ihrer gesamten Länge horizontal verläuft, wenn beide Gleisabschnitte (2, 3) an ihren Enden nach unten geneigte Ebenen aufweisen.
  4. Ortsfeste Vorrichtung nach den Ansprüchen 1 oder 2, dadurch gekennzeichnet, dass die Führungsschienen (4) ortsfeste Elemente sind, die parallel und symmetrisch in Bezug auf die mittlere vertikale Längsebene der Gleisabschnitte (2, 3) angeordnet sind, und die eine obere Fläche (12) aufweisen, welche einen horizontalen mittleren Teil und zwei nach unten in Richtung der jeweiligen Enden geneigte Teile aufweist, wenn die gegenüberliegenden Enden der beiden Gleisabschnitte (2, 3) horizontal verlaufen.
  5. Ortsfeste Vorrichtung nach den vorhergehenden Ansprüchen, dadurch gekennzeichnet, dass die Gleitführung (8) der Führungsschienen (4) am oberen Teil derselben über deren Innenseiten hervorsteht und einen mittleren Teil, der parallel zur vertikalen Längsebene der Gleisbschnitte (2, 3) verläuft, sowie zwei Endteile aufweist, die sich in Bezug auf die genannte Ebene divergent zu den Enden neigen.
  6. Ortsfeste Vorrichtung nach den Ansprüchen 1, 3, 4 und 5, dadurch gekennzeichnet, dass jedes Führungspaar (9, 9') für die Querverschiebung der Rolleinheiten des Bogies parallel verlaufende Mittelteile (6) aufweist, die eine geeignete Neigung aufweisen, um zu ermöglichen, dass die Rolleinheiten von einer Gleisspurweite auf die andere umgestellt werden, sowie Teile (5), die an ihren freien Enden geneigt sind und so angeordnet sind, dass die innere Führung jeden Führungspaares (9, 9') am Ende und auf der Innnenseite der entsprechenden Schiene des Gleisabschnittes (3) mit der grösseren Gleisspurweite beginnt, während die andere Führung jeden Führungspaares (9, 9') am Ende und auf der Aussenseite der entsprechenden Schiene des Gleisabschnittes (2) mit der engeren Gleisspurweite beginnt.
  7. Ortsfeste Vorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass der Teil (6) der Führungen (9, 9') an der Vorrichtung befestigt ist, und dass der Teil (5) der genannten Führungen als Verlängerung des Teils (6) gebaut ist und an dem Ende angelenkt ist, das der mittleren Querebene der Vorrichtung am nächsten liegt, wobei der genannte Teil (5) seitlich elastisch ausgeführt ist.
  8. Ortsfeste Vorrichtung nach den Ansprüchen 6 und 7, dadurch gekennzeichnet, dass die Führungen (9, 9') an ihrer Oberseite mit einer geneigten Ebene (17) ausgestattet sind.
  9. Ortsfeste Vorrichtung nach den vorhergehenden Ansprüchen, dadurch gekennzeichnet, dass die Führungen (11, 14) zur Entriegelung-Verriegelung aus einem T-Profil bestehen, das einen mittleren flachen horizontal verlaufenden Teil und nach oben, in Richtung zu den entsprechenden Enden geneigte Endteile aufweist, wobei die genannten Führungen (11, 14) an ihren Enden eine Sicherheitsvorrichtung (16) aufweisen.
EP94500014A 1993-02-19 1994-02-03 Vorrichtung um die Spurweite einer Schienenanlage zu verändern Expired - Lifetime EP0611847B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES9300329 1993-02-19
ES09300329A ES2072809B1 (es) 1993-02-19 1993-02-19 Instalacion fija para cambio de ancho de via.

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EP0611847A1 EP0611847A1 (de) 1994-08-24
EP0611847B1 true EP0611847B1 (de) 1999-08-04

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EP (1) EP0611847B1 (de)
JP (1) JP2928052B2 (de)
AT (1) ATE182937T1 (de)
DE (1) DE69419790T2 (de)
DK (1) DK0611847T3 (de)
ES (1) ES2072809B1 (de)
GR (1) GR3031619T3 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0942100A3 (de) 1998-03-12 2000-04-12 Patentes Talgo, S.A. System zum Verändern der Spurweite eines Schienenfahrzeuges
DE10060957A1 (de) * 2000-12-06 2002-06-13 Butzbacher Weichenbau Gmbh Anordnung zum Wechseln einer Spur eines Schienenfahrzeuges
ES2353770B1 (es) * 2008-02-26 2012-01-16 Administrador De Infraestructuras Ferroviarias (Adif) Dispositivo cambiador de ancho dual en plataforma única.
CN108407840B (zh) * 2018-04-13 2020-01-10 中车青岛四方机车车辆股份有限公司 一种用于变轨距转向架的地面变轨设施
CN110877625B (zh) * 2018-09-05 2020-11-10 中车唐山机车车辆有限公司 地面变轨装置及变轨距系统
CN110274780B (zh) * 2019-08-02 2024-04-12 吉林大学 一种平移式变轨距转向架变轨功能及可靠性试验台
CN111537248B (zh) * 2020-05-09 2021-11-16 中车长春轨道客车股份有限公司 一种用于变轨距转向架的地面变轨试验装置

Citations (1)

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FR2236708A1 (en) * 1973-07-09 1975-02-07 Vevey Ateliers Const Mecanique Gauge changing station for rail vehicle wheels - includes fixed and moving rail sections and axle support rails
ES1003171Y (es) * 1987-09-24 1989-02-16 Alvarez Luis Francisco Dispositivo automatico para adpatacion de bogies de ferrocarril a dos anchos de via.
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EP0594040A1 (de) * 1992-10-21 1994-04-27 Kawasaki Jukogyo Kabushiki Kaisha Verfahren zum Verändern der Spurweite eines Schienenfahrzeuges, Schienenfahrzeug mit veränderlicher Spurweite und zugehörige Bodeneinrichtung

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DE69419790T2 (de) 1999-12-16
JP2928052B2 (ja) 1999-07-28
DK0611847T3 (da) 2000-03-06
ES2072809B1 (es) 1998-03-01
DE69419790D1 (de) 1999-09-09
JPH06240608A (ja) 1994-08-30
ES2072809R (de) 1997-07-01
ES2072809A2 (es) 1995-07-16
GR3031619T3 (en) 2000-01-31
ATE182937T1 (de) 1999-08-15
EP0611847A1 (de) 1994-08-24

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