EP1065125A1 - Self-propelled bogie with variable wheel gauge - Google Patents

Abstract

The bogie consists of a fixed and non-pivoting axle (1) with sliding bands (2) and support housings (16) at each end. Each support housing has a cavity which allows the axle to move vertically and contains a mechanism to permit or prevent such movement. The wheels (4) are mounted on the bands (2), which are able to slide along the axle and are locked relative to the support housings by mechanisms (18). The two wheels are also linked by a closed kinematic circuit with couplings linked by telescopic toothed mechanisms.

Description

Railway vehicles run on two steel beams (rails) parallel to each other and having a constant spacing, which constitute the track or the raceway for train wheels.

The spacing between the rails is an essential parameter when designing a train because, in addition to having an influence on its dynamics, conditions its operation on track paths having exclusively the gauge for which it was designed. This fact would not cause any inconvenience were it not for the fact that it There are currently different track configurations, with regard to the spacing between the rails which form it. In fact, even in the same country, it is usual to encounter paths with two - or more - different spacings.

This situation implies a serious drawback in the operation of vehicles, because their operational nature is limited to track journeys whose the spacing will be exclusively that for which they were designed.

Traditionally, this problem has been avoided through operations costly to change axles or bogies of vehicles that would require large amount of time and therefore a great loss of competitiveness in the face of other means of transportation.

Already during the first half of this century, we began to work on systems that would reduce both the time and the cost involved in switching of vehicles between two tracks having a different spacing between their rails.

As a result of this research, several systems were born which, on a scale larger or smaller, were trying to automate the lane change process by repositioning the wheels of the train as it passes through a fixed installation designed for this purpose.

• ceux qui maintiennent un essieu fixe sur lequel glissent les roues avec leurs frettes
• ceux qui déplacent l'ensemble formé par la roue, un demi-essieu et des roulements para rapport à un châssis fixe de bogie ou d'essieu.
• Ceux qui incorporent une suspension indépendante dans chaque ensemble de roue
• ceux qui déplacent une partie des châssis du bogie...

Regarding the condition of rolling stock having the capacity to run on tracks with a different gauge, there are several patents which deal with the subject and are based on different concepts, such as, for example:

• those who maintain a fixed axle on which the wheels slide with their frets
• those that move the assembly formed by the wheel, a half-axle and bearings relative to a fixed bogie or axle chassis.
• Those who incorporate independent suspension into each wheel set
• those who move part of the bogie chassis ...

• Il s'agit d'un bogie où le verrouillage des roues n'est pas basé sur des verrous mais sur de simples pitons dont le verrouillage/déverrouillage s'effectue par gravité, ce qui suppose les avantages suivants:
  • Installation fixe simple dans laquelle des actionnements pour ces verrous ne sont pas nécessaires, n'en disposant pas.
  • Le système proprement dit (monté sur le bogie) ne comprend pas de mécanismes qui sont toujours sujets à des défaillances possibles.
  • Les problèmes possibles d'infraction du gabarit inférieur de la voie de la part des dispositifs de verrouillage sont éliminés.
• Le bogie comprend des éléments flexibles sur sa chaíne cinématique, qui empêchent la transmission d'efforts provenant de désalignements dus à des jeux résiduels faibles voire aux efforts roue/rail eux-mêmes.
• La caisse-support extrême comprend un réa d'appui, qui agit lorsque le véhicule passe par l'installation fixe de changement d'écartement de voie. Cet élément, en roulant, évite les usures et les efforts qui se produiraient dans le cas où l'on disposerait d'éléments d'appui coulissant.
• La position des disques de frein est indépendante de l'écartement de la voie sur laquelle on roule, ce qui suppose un facteur additionnel à la simplicité du système et, donc, à sa sûreté et sa fiabilité.
• Le bogie est valable aussi bien pour les arbres moteurs que pour les remorques sans autre modification que celle de remplacer le réducteur par un arbre creux. Celui-ci remplit la fonction de l'arbre creux du réducteur en ce qui concerne le fait de forcer la rotation simultanée des deux roues de l'essieu et, par conséquent, de garantir l'effet de guidage de l'ensemble de l'essieu.
• Le corps à essieu fixe, sur lequel est monté le système, est un élément qui, n'étant pas rotatif, comme sur les essieux conventionnels, a un comportement à la fatigue bien plus favorable que ceux-ci , car, pour des cycles de charge identiques, les rangs des tensions qu'il supporte sont inférieurs.
• L'ensemble de l'essieu est étanche, ce qui garantit son isolement face à des agents extérieurs et, par conséquent, sa durabilité.

As regards variable-wheelbase rolling bogies, which maintain a fixed axle (type of bogie which is the subject of the invention), the invention has the following advantages:

• It is a bogie where the locking of the wheels is not based on locks but on simple pegs whose locking / unlocking is effected by gravity, which implies the following advantages:
  • Simple fixed installation in which actuations for these locks are not necessary, without having one.
  • The system itself (mounted on the bogie) does not include mechanisms which are always subject to possible failures.
  • The possible problems of breach of the lower gauge of the track by the locking devices are eliminated.
• The bogie includes flexible elements on its kinematic chain, which prevent the transmission of forces coming from misalignments due to small residual clearances or even to the wheel / rail forces themselves.
• The extreme support box includes a support sheave, which acts when the vehicle passes through the fixed track gauge change facility. This element, while rolling, avoids the wear and the forces which would occur in the case where sliding support elements are available.
• The position of the brake discs is independent of the spacing of the track on which you are driving, which supposes an additional factor to the simplicity of the system and, therefore, to its safety and reliability.
• The bogie is valid both for the drive shafts and for the trailers without any other modification than that of replacing the reduction gear by a hollow shaft. This fulfills the function of the hollow shaft of the reducer with regard to forcing the simultaneous rotation of the two wheels of the axle and, consequently, guaranteeing the guiding effect of the whole of the axle.
• The body with fixed axle, on which the system is mounted, is an element which, not being rotatable, like on conventional axles, has a much more favorable fatigue behavior than these, because, for cycles of identical loads, the ranks of the voltages it supports are lower.
• The entire axle is waterproof, which guarantees its isolation from external agents and, therefore, its durability.

Finally, indicate that the keys to the success of a change system track gauge are reliable and able to maintain it at a low cost. In general, a lane change system should be reliable in the sense that it must not only guarantee the correct positioning of the wheels at their passage through the gauge change installation, but that this position must, in addition, be maintained during the running of the train regardless of the condition of circulation. High reliability and being able to maintain it at a low cost are the factors that will determine economic viability as this will have a consequence directly on the competitiveness of the train compared to other means of transport.

The bogie proposed in this document has been developed for both motor vehicles than towed, and it combines a high degree of reliability with a great simplicity in its design, which make it versatile and with maintenance easy.

The bogie presented was designed to be able to make the change automatic track gauge on self-propelled bogies and trailers conventional rail vehicles.

The location of the system is exclusively restricted to the wheel axle and to grease boxes, and it allows you to change between two preset channel spacings.

The base of the bogie is a non-rotating axle body which acts exclusively as a support beam on which the transmission is supported (for motor bogies), the running gear and the chassis of the bogie by through the extreme support boxes and the primary suspension.

The wheels are mounted on a hoop, by means of a system of bearings, so that there is the possibility of rotation between the two elements relative to the common axis. The hoop is mounted, in turn, on the body axle without possibility of pivoting on itself, but having the ability to slide, so as to allow the positioning of the wheels on the axle at the level requested by track gauge. The fret incorporates the elements that materialize the locking wheels by fixing their position by means of support boxes mounted on the axle ends.

The wheel lock is released after vertical downward movement of the axle body at the same time as the elements that it incorporates in relation to the support boxes, caused by the axle's own weight and combined with the gradual disappearance (down ramp) of the support rails of wheels.

When changing the track gauge of an axle concrete, the bogie is supported on this axle, on the two extreme support boxes, so that the axle is released from a part of the load of the vehicle which arrives in situation traffic. In this way, we also obtain that the relative distances between the gauge change installation and the bogie itself does not not depend on the state of charge of the vehicle at the time of the operation, but exclusively from the state of wear of the wheels.

In the case of drive shafts, the gear unit output axis (one per axle) is composed by a hollow shaft concentric with the axle body and bearing on this by means of a bearing system. The engine torque is transmitted to the wheels by means of two telescopic couplings capable of absorbing the transverse movements necessary for the transverse positioning of the wheels. this is due to the fact that each coupling consists of two hollow shafts, which have complementary toothed cuts, so as to guarantee the transmission of the torque, in allowing, in turn, the axial displacement between the two elements.

In the case of towed axles, the reduction gear is replaced by a shaft hollow, which is also mounted on the axle body by means of bearings and which is used to couple the rotation between the two wheels of the axle.

The extreme axle support body is a rigid element which comprises, in its body, the housings necessary for incorporating the locking elements, available to the sliding hoop.

Its connection with the bogie chassis is made via the primary suspension, materialized by a bundle of coil springs located on its upper part and responsible for transmitting the vertical loads. On the other hand, it has two small twin rods which are parallel to each other, which unite it to the chassis bogie and at the ends of which are mounted the necessary elastic joints guiding the vehicle allowing both longitudinal and transverse rigidities necessary to obtain vehicle stability.

In a variant, the bogie which is the subject of the invention provides that each support box is made up of supporting elements, which hold them together the axle during traffic and release it by dropping it by garvity, when swivel to change the gauge of the track.

In this same variant, each support box constitutes two elements of lift consisting of housings, these lift elements being articulated on a body which is coaoxially coupled to the end of the fixed axle. This body is consists of two parts between which is fixed a projecting end of the hoop sliding, ending with a locking tooth which fits / dislodges in the housings of the lift elements, so that during normal circulation, the support-lift body has a pincer effect on the fixed axle and the sliding assembly.

To better understand the object of the present invention, there is shown in the plans a preferential way of practical realization, likely to accessory changes which do not distort the foundation.

In FIG. 1, a longitudinal section of a complete axle is presented. engine in traffic situation on tracks with a UIC gauge or international. The essential elements of which the system of change of track gauge, and we can appreciate how the locking of wheels is materialized by means of frustoconical studs available to the sliding hoop on which the wheels are mounted. In the same figure, two solutions are presented for the hoop: solution A with the complete hoop, on the right wheel, and solution B with a partial hoop on the left wheel.

Figure 2 is the same cross section shown in Figure 1, but for a traffic situation on a RENFE gauge. We appreciate how, on this occasion, the wheel lock pins have changed from the situation for a UIC gauge.

In FIG. 3, a longitudinal section of a complete axle is presented. towed in traffic situation on a track with a UIC gauge or international. It can be appreciated that the reduction gear has been replaced by a hollow shaft which is used to kinematically connect the rotational movement of the two wheels of the axle. As in Figures 1 and 2, this figure also shows the two possible solutions for the sliding hoop.

Figure 4 shows the same longitudinal section as Figure 3, but for RENFE spacing.

In Figures Sa, 5b, there is shown the transverse views and longitudinal of the axle in traffic situation and about to enter installation of gauge change. We can appreciate the materialization of the primary suspension arranged between the support body and the bogie chassis, and which is composed of a package of coil springs and two twin connecting rods. In addition, we appreciates the locking pins available in the hoop and their housing in the support box. The immobilization pin of the axle body with its housing in the support box, the safety bolt with its actuation mechanism and the axle bearing sheave, when this goes through the fixed changeover installation spacing.

Figures 6a, 6b, are the same views of the axle that appear on Figures 5a, 5b, but showing the situation during the changeover sequence spacer, where the fixed installation removes the safety lock making it possible to axle rest in relation to the support body.

Figures 7a, 7b show the same sections as Figures 5 and 6 but, on this occasion, we see that the axle has been lowered in relation to the support box, the wheels being unlocked and therefore free to reposition for the new track gauge. In addition, we see that the support box supports the vertical load from the vehicle, by pressing on the sheave incorporated into it. Finally, we appreciate the final section of the installation's descending rail fixed and which allows the lowering of the axle.

In Figure 8, there is shown a longitudinal view of the axle, where assesses, during the lane change sequence, the appearance of the guide rails which, by means of their action on the rims of the wheels, position them at the dimension required by the new track gauge.

Figure 9 shows in projection, and with a sectioned part, a variant of the subject of the invention for a large track gauge.

Figure 10 shows in projection, and with a sectioned part, the variant of Figure 9 for a small track gauge or UIC international track.

Figures 11 and 12 show a plan view, with a part sectioned, of the axle for the different track spacings of Figures 9 and 10.

Figures 13, 14 and 15 show a side view of the axle of the Figures 9 and 10 in three distinct phases of the spacing change operation. In the drawings of Figures 14 and 15, there is shown in section the small connecting rod 112, which connects the chassis of the bogie (b) to the axle, and which is not the subject of this patent, in order to better see what is behind it. In Figure 15, we have represented the wall of the raceway in section, so as not to hide the elements of the axle that is interesting to visualize and which are the lift elements - support box 16b of the primary suspension, in the open position, leaving the teeth free 2a.

Figure 16 shows a top perspective view of fixed installation, assuming that in the explanation which is detailed below, the direction of passage of the train is from top to bottom depending on the position of the drawing. In the upper part of the drawing, the narrow track 121 approaches the installation and ends with downwardly sloping rails 121a. In the lower part, we see the wide track 122, which had started with the ascending rails 122a move away from the installation. Between the two track spacings, we see drawn vertical rails double guides, 31 a for the exterior and 31 b for the interior, which are responsible for retain and guide the wheels by their lower part, when these are released from the weight of the vehicle and to move them from one position to another, i.e. from one track gauge to another, which they can do precisely because of their oblique cnala shape or union path between one position and another of the rails of a track gauge and another track gauge.

These slides can be rigid, as shown, or may have some cushioning or flexibility, to soften the movement transverse of the wheel.

This last operation can take place because the axle goes through installation by rolling on sheaves 16r (see Figures 9, 13 and 15) on low walls 120 where find the tracks 120b and, in addition, we manage to center the axles by relation to the axis of symmetry of the tracks, thanks to the sliding and centering tracks 120a, which rub on the pads 16s (See Figures 9 and 10).

This fixed installation is similar in all the variants of the invention.

Figure 17 shows in projection and with a sectioned part a bearing axle weighing by the change facility with a wheel base for a track gauge. There can be a hollow shaft 30, which is connected to its ends to the semi-couplings 14a, in order to transmit the movement of a wheel to each other and get the self-steering effect of a rigid axle because both wheels have the same number of revolutions. As in the solution with the motor shaft, on the semi-couplings 14a, the brake discs 8 have been mounted.

FIG. 18 is an exploded view, section and detail of one half of an axle, allowing to observe the shape of the parts as well as the mechanism and the functioning bogie.

In this representation, certain elements such as 16a and the elements lift / support box 16b were drawn unassembled on the axle body 1 so you can see the shape. For example, we can observe the sliding fret 2 with its projection 2a which is the fixing tooth, and its cylindrical end, where are wedged bearings 3 and wheel 4. This assembly formed by 2, 3 and 4 is what can slide transversely on the axle 1, which has been shown cut in this figure, so as not to hide the head of the first part 2 and the tooth 2a.

The body 16a and the support box / lifting element 16b from the right, when we look at the drawing, are sectioned to see the 16m inclined plane that squeezes the ring springs 16f which are also shown disassembled, for a better view both externally and internally.

The lift element 16b on the left is also shown disassembled and away from the body 16a, in order to be able to see the housings 16k in which it fits the sliding band 2 following the spacing of the track where the train is located.

Figure 18a is an enlarged detail of Figure 18, where we can observe the ring springs 16f, which tighten the body 16a and the element against each other lift 16b, the support box without games thanks to the inclined plane 16m.

Figure 19 is the same as Figure 18, but with its elements assembled.

A practical, non-limiting example of embodiment of the present invention.

The description of the system is made by indicating the situation and the functionality of each of its essential elements. These are: reducer 13, coupling 14, brake discs 8, flector 15, sliding hoop 2, support box 16 and axle body 1.

REDUCER (13) (ONLY FOR MOTOR SHAFT) (FIGURE 1)

The output axis of the reducer 13 is formed by a hollow shaft 17, which takes support on the axle body 1 (not swiveling) thanks to a bearing system 6.

The hollow shaft 17 has a front toothing (d) at both ends, by which the engine torque is transmitted to the coupling 14 and ultimately to the wheels 4.

The casing of the reducer 13 is supported on the hollow shaft 17 of its axis outlet, by means of bearings and which is joined to the chassis of the bogie (b) by a connecting rod jet (not shown).

The reducer 13 is actuated by means of a cardan shaft by a engine / transmission installed in the vehicle body (not shown).

HOLLOW SHAFT 30 (ONLY FOR TRAILER SHAFT) (FIGURE 3)

This is the element that serves as a kinematic union between the two couplings 14, which are mounted on each axle 1 and which therefore guarantees that they turn together, which in turn guarantees that the two wheels 4 of the axle rotate at the same speed, providing the autoguiding effect that occurs in conventional axles.

Physically, it is a hollow shaft 30 which is mounted on the central part of the axle body by means of the bearings 6.

COUPLING 14

• Semi-accouplement 14a côté réducteur (pour arbre moteur) ou côté arbre creux (pour arbre remorque)

This element 14, in addition to guaranteeing that the wheels 4 of the axle pivot in an integral manner, in the case of drive shafts, transmits the driving torque of the reduction gear 13 to the wheels 4. It consists of two parts 14a and 14b, joined together by means of a prismatic couple, materialized by two complementary circumferential teeth (telescopic).

• Semi-coupling 14a on the reduction side (for motor shaft) or hollow shaft side (for trailer shaft)

It is a hollow shaft 14a which is mounted concentrically to the body of the axle 1 and which is united frontally with the hollow shaft of the reducer 13. At this end, it has a toothing (d) which fits into that of the reducer, which guarantees the torque transmission.

At the opposite end, it has inside teeth 32 circumferential, which allows the axial displacement of the semi-coupling on the wheel side 14b, which does not allow the relative pivoting between the two elements and, consequently, ensuring the transmission of engine torque.

• Semi-accouplement côté roue 14b.

Concentrically to the semi-coupling 14a and being fixed thereto, the brake disc 8 is mounted, so that the two elements pivot together, without their position varying when the gauge of the track is changed.

• Wheel side semi-coupling 14b.

It is a hollow shaft 14b also mounted concentrically to the body of axle 1 and which meshes with the crown of the semi-coupling on the reduction side 14a by means of the circumferential teeth which it has on the external surface of one of its ends. This toothing allows axial movement between the two semi-couplings, at the same time guaranteeing the transmission of the engine torque between them.

FLECTOR 15

Conceptually, it responds to the behavior of a mating conventional with blades 15 and can be mounted between the hollow shaft (17 for the driving shafts, 30 for trailer shafts) and coupling 14; or between the coupling 14 and wheel 4. This is an element which is capable of transmitting the engine torque and the movement between the elements to which it is united and which, by bending, allows small relative pivoting with respect to axes perpendicular to that of rotation between the two elements. In this way, small misalignments are allowed between the axes without that, for this, significant efforts being due to it be transmitted.

WHEEL 4

It is the rolling element itself and it is mounted on a hoop 2 with interposition of a bearing system 3.

As previously indicated, the engine torque is transmitted to the wheel 4 by means of coupling 14.

The bearings 3 allow the relative pivoting of the wheel 4 relative to to the hoop 2 (which does not pivot) along their common axial axis by fixing, in addition, the two elements axially, so that they form an integral assembly of which the only possibility of relative movement is the pivot mentioned before.

SLIDING FREIGHT LOCK 2

It is element 2 responsible for positioning the wheel 4 transversely to the axle body 1 and incorporates with the extreme support box 16, the system of locking it.

Given its geometry and taking into account that it is partly introduced into the body of the extreme support box 16, it only has the possibility of slide axially relative to the axle body 1, this is why the adjustment of the two elements is done without tightening.

• L'extrémité 2a intérieure la plus proche de l'axe (e) longitudinal du bogie (b) fournit la surface sur laquelle est monté le système de roulements 3, qui servent de sustention à la roue 4.
• L'extrémité 2b extérieure, extérieure au bogie, est la partie de la frette 2 qui est montée dans la caisse-support extrême 16 et comprend les éléments de verrouillage. Cette partie peut avoir deux exécutions différentes:
  • Variante A: frette complète (droite figures 1, 2, 3, 4) de façon à ce que la caisse-support 16 y prenne appui.
  • Variante B: demi-frette inférieure (gauche figures 1, 2, 3 et 4), de sorte que la caisse-support 16 prenne directement appui sur le corps de l'essieu 1.

Taking as reference its axial axis, the hoop has two differentiated parts:

• The inner end 2a closest to the longitudinal axis (e) of the bogie (b) provides the surface on which the bearing system 3 is mounted, which serve to support the wheel 4.
• The outer end 2b, external to the bogie, is the part of the hoop 2 which is mounted in the extreme support box 16 and includes the locking elements. This part can have two different executions:
  • Variant A: complete hoop (right figures 1, 2, 3, 4) so that the support box 16 is supported there.
  • Variant B: lower half-hoop (left in Figures 1, 2, 3 and 4), so that the support box 16 is directly supported on the axle body 1.

Each hoop 2 comprises two pairs of locking pins 18 arranged transversely to the track and oriented vertically, of which only one per track spacing intervenes in the fixing of the hoop 2 and, therefore, of the wheel 4. At their end, the pegs 18 have a frustoconical shape so that they can be adjusted without play to support body 16.

The outer end 2b (Figure 5) of the hoop 2 is mounted inside of the support box 16 and comprises, in addition to the locking pins 18, the slides of guide 19 for the spacing change operation and a flat surface 40 in sound lowest point, which serves as support for the axle assembly on its housing-support 42, in the support box 16, when changing the gauge of the track.

The guide slides 19 are formed from two flat surfaces of the two sides of hoop 2 and, along the longitudinal axis of the bogie, the surfaces of which antagonists are located in the housing 43 of the support box 16 for the hoop.

At the lower part 40 of the hoop and its support housing 42, in the support box 16, there is a vertical clearance (h) necessary so that, when the axle mounted falls, consuming this game when changing lanes, the locking pins 18 come out of their housing in the body of the support box 16, leaving the hoop 2 and, consequently, the wheel 4, in order to allow the axial displacement towards its new location relative to axle body 1 in the change operation of track.

• Charge transversale (H): Elle est transmise de la roue 4 à la frette 2 à travers les roulements 3 et la frette 2 du corps de la caisse-support 16, par l'intermédiaire des pitons de verrouillage 18.

The forces are transmitted from the wheel to the support body as follows:

• Transversal load (H): It is transmitted from the wheel 4 to the hoop 2 through the bearings 3 and the hoop 2 of the body of the support box 16, via the locking pins 18.

Variant A :

• Vertical (Q) and longitudinal (traction / brake) load: it is transmitted from the wheel 4 to the hoop 2 through the bearings 3 and the hoop 2 to the body of the support box 16, via the bearing surface between the two elements.

Variant B :

• Vertical (Q) and longitudinal (traction / brake) load: it is transmitted from the wheel 4 to the hoop 2 through the bearings 3, from the hoop 2 to the axle body 1, and from it to the body of the support box 16, via the support surface between the two elements.

EXTREME SUPPORT BOX 16. PRIMARY SUSPENSION

It is the element which fixes the axle 1 mounted on the chassis of the bogie (b) by through the primary suspension.

The vertical suspension is materialized by means of a package of springs concentric helical 20, arranged on the support box 16. The suspension transverse (axle guide) occurs by means of two small twin connecting rods horizontal 21 at the ends of which are mounted the elastic joints which provide the desired longitudinal and transverse stiffness. The arrangement of these connecting rods 21 is such that it garnishes the vertical movement without rotation of the support box 16, because it is prevented from pivoting relative to the transverse axis of the track.

The body of the support box 16 has a hollow 43 necessary to accommodate the outer end 2b of the sliding hoop 2 and the end of the body the axle 1. In addition, it has two housings 41 into which the locking pins 18 of the hoop. Finally, and as a measure to ensure the gap between the wheels and to ensure that the axle body does not pivot, it has a third housing into which is introduced a stud 22 mounted on the axle body, which ensures that relative movements between the two elements do not occur. The pitons housing incorporates elastic frets 23, which guarantee support suitable for hoop pins 2 and axle body 1.

Externally and in its lower part, it includes a 24 sheave on which it is supported during the lane change operation.

The body of the support box 16, in traffic situation, is supported either on the hoop 2, or on the axle body 1, depending on the type of hoop which is mounted (variant A or B).

Between the lower part 40 of the hoop 2 and the housing thereof, in the support box, there is a clearance (h) necessary so that, during the vertical fall of the axle mounted during the lane change, the pins of the hoop 18 and the body of the axle 22 comes out of their housing and thus allows the positioning of the wheels 4.

As a security feature and to avoid the possibility of always possible unlocking of the wheel, following the pressure drop it supports, the support boxes incorporate a bolt 25 which is held in position by a spring 27, which blocks the vertical movement of the hoop 2 relative to the support box 16. This bolt is removed by the fixed lane change installation itself of the vehicle thereon, thanks to a lever system 26, actuated by the rail on which supports the support box 16.

Longitudinally, we arranged two slides 29 (anterior and posterior to the axle), which serve as a vertical guide for the axle in its movement by report to the support body when changing lanes.

AXLE BODY 1

It acts as a support beam 1 of the transmission and the bogie bearing assembly. It is an element which does not rotate and whose position is guaranteed by the support boxes 16.

It only moves when changing lanes (at the same time as all the elements that it includes) by moving vertically down relative to to the body of the support box 16.

It includes two pitons 22 (one at each end) in its upper part, which, housed in the body of the support boxes, guarantee its immobility and spacing between the wheels 4.

FIXED INSTALLATION

The lane change installation consists of (Figures 5, 6 and 7):

Two additional tracks or tracks 29, on which roll sheaves 24, which are incorporated in the extreme support boxes.

A section of descending track 28 with the current gauge. This way disappears when the axle is fully supported, and through the grease boxes, on the raceways 29. At this time, the wheels 4 and their frets 2 are unlocked due to the lowering of axle 1.

Two guide rails 32 (Figure 8) which are responsible for carrying each wheel at its transverse position for the new track gauge, once it has been unlocked.

An ascending section of track with the new track gauge which allows the wheels to be locked by forcing the axle to rise to its position of circulation, which causes the sheaves of the support boxes to lose contact simultaneously with runways (reverse operation to lowering).

GAP CHANGE PROCEDURE

The unit passes through the low gauge change facility speed, driven by its own traction equipment.

The running track 28 of the wheels descends gradually (FIG. 6), from so that there comes a time when the end support boxes 16 of the corresponding axis are supported by means of the sheave 24 which they incorporate on an additional rail 29, arranged for this purpose. Simultaneously, and thanks to the interaction of the end 50 of the lever 26 with the additional rail 29, the safety bolt 25 is removed to allow the fall of the axle and the hoop 2 relative to the support box 16.

When the support takes place on the support boxes 16, the axle 1 mounted begins to lower until it occupies the hollow (h) between the support box 16 and the sliding hoop 2, the axle then being completely unloaded, when disappears the track rail 28 (Figure 7). The vertical movement of the axle is guided by relative to the support box by means of two slides 19 which include the hoop sliding 2 and the mating surfaces of the support box 16.

When the axle lowers, the anchor bolts 18 and 22 of which has the sliding freete 2 and the axle corsp 1 respectively out of their housing in the body of the support box 16, the wheels then being unlocked and thus having a freedom of transverse movement relative to the body of the axle 1 (figure 7).

By means of the cam guides 31, which act on the sides of the rim of the wheels 4 (figure 8), each wheel 4 is brought to the position corresponding to the spacing desired track.

Once the wheels 4 positioned, the rail appears with the new track ascending ramp, on which they begin to roll, which forces the axle to mount vertically, so as to gradually produce the locking of the wheels by means of the introduction of the corresponding pins 18 of the hoop 2 in their housing of the support box 16, at the same time as the bolt 25 returns to its original position, pushed by the recovery spring 27. Simultaneously, the wheels begin to support the vertical load until, finally, the support boxes 16 lose contact with the auxiliary rail and all the load is supported by the new track, via the wheels of the axle 4.

The variant of FIGS. 9, 10 and following is described below:

On the axle body 1 which does not pivot (see Figures 9 and 10), hoops sliding 2 hollow are mounted, which also do not rotate, but which can slide transversely on axle 1. They can only slide when the vehicle and therefore each axle goes through the fixed changeover facility track gauge and that it releases the sliding frets 2.

On the sliding hoop 2, the bearings 3 were installed, on which the 4 wheels can roll. These wheels 4 are coupled, by means of a flector 15 to a semi-coupling striated 14b, which meshes on another semi-coupling 14a joined to a tree hollow 17, by which they receive the rotational torque and, therefore, the movement that transmits a reduction gear 13 which turns while being supported with the bearings 6 on the axle fixed 1. On the semi-coupling on the side of the reducer 14a, the discs of brake 8.

In the case of towed equipment (see figure 17), the reduction gear is replaced by a hollow shaft 30 which kinematically couples the two wheels of the axle, behaving like a wheel axle for self-orientation. The hollow tree 30 used on the bearing axle is the equivalent of the hollow shaft 17 of the drive shaft.

The ends of the body of the fixed axle 1 bear on the support boxes. The support box basically consists of two elements lifters 16b articulated to a body 16a by means of bolts 111. Thanks to the joints, the support box can be opened to allow the axle to be able lower and unlock from its original position. At each end of the body of the fixed axle 1, there is a body 16a (see figures 9, 10, 11, 12 and 17), formed of two parts 16h and 16d. These two parts are those which allow the projecting end of the sliding hoop 2. This end has a very protruding area, where the teeth for locking 2a.

When the vehicle goes through the gauge change installation, the axle falls by gravity, the sliding hoop 2 is released and begins to slide on the axle body 1, thanks to the action of the guide rails 31. The transverse stroke of the sliding hoop 2 is limited, because the projection of the teeth 2a cannot move that between the stops 16c and 16d of the body 16a, (Figures 9 and 10). These stops will admit always a certain stroke a little longer than that which is necessary and which is not other than the differential between the two track spacings. This excess tolerance ensures that the exact fixation is achieved by the teeth 2a, when they fit into the housings 16k of the support boxes 16b of the springs of the primary suspension.

The weight transmitted by the springs 27 of the primary suspension to 16b make these tighten on teeth 2a allowing locking without any play between the lift elements 16b and the sliding hoop 2. This locking without play is possible thanks to the trapezoidal shape of the teeth. Possible games occurring from made of games due to bolt 11 are also eliminated thanks to the thrust that effect the ring springs 16f (see Figures 11, 12 and 18a) at the union of the body 16a on the support box / element lift 16b. On the other hand, the articulated configuration of the support box 16b allows the axle 1, when the latter is supported on its sheaves 16r, to be unload vertical load and fall relative to it and the bogie chassis. Of this way it is possible to unlock the axle from its position initial.

On the other hand, the firm union between the sliding frets 2 and the body 16a is guaranteed by the lifting elements 16b which, supporting the weight of the vehicle, take the two sets in a vice with all this weight and without play between the two.

To avoid that, due to any unwanted movement in the circulation of the support box / lifting elements 16b, they do not lose momentarily pushing the weight of the vehicle so that the safety of this union may be endangered and, therefore, there may be an unexpected slide in the sliding frets 2, which would cause the position to be undesirably varied, the lift elements 16b comprise articulated pawls 16n, on which the springs 16p exert a pressure, so that they do not come out of the nipples 16g of the body 16a (see figure 18). This way, as long as these pawls are not lifted by the fixed installation, the union between the sliding hoops 2, the body 16a and the support box / elements lift 16b is guaranteed.

As can be seen in the drawing in Figure 16, the installation of change of track gauge consists of:

Two lateral running tracks 120, where the axle will pass while rolling on the sheaves 16r of the lift elements (see FIGS. 9, 10, 13, 14 and 15), on the surface of bearing 120b, and the axles sliding on centering pads 16s on the surface of centering 120a. These treads and slip are both tapered both at their beginning and at their termination, in order to avoid, in both directions of passage, that is to say when going from the Spanish way to the international or to conversely, possible interference at the start of the operation. These tapers serve also to guide and center the axle at the entrance to the installation.

Before and after these side tracks, there are the tracks having the different spacings, one at each entrance to the installation. At the same point where it ends tapering of the runway, the tracks begin to slope. Of this way, the axle, when rolling on the slope, loses height until that the sheaves of the pawls 16n (see figure 13) come into contact with the tracks of side bearings 120, begin to open and release the 16g nipples, as we can see it in figure 6. Then they come into contact with the 16r sheaves which will end by taking on the weight of the vehicle and freeing the wheels from this load (see figure 15).

Once the weight the vehicle weight is fully supported by the lift elements / support box 16b and due to the very geometry of the primary suspension, these lift elements 16b open, their housings 16k disengage teeth 2a from the sliding hoop 2 and the body 16a lowers in accompanying the axle.

Obviously this happens because the axle 1, the sliding frets 2 fall of their own weight with the wheel 4, the reduction gear 13 and the body 16a, being helped, in addition, by the rotation which takes place due to the thrust of the springs 27 of the suspension primary.

The fixed change installation is completed by guide rails wheels 31, one outside 3 a and the other inside 31 b, which serve to guide and move the wheel from one gauge to another, and to ensure that the wheel arrives at its position correct.

It is logical that the installation should be designed taking wear into account wheels and rails, which the bogie and its components can always undergo during normal operation.

In FIGS. 13, 14 and 15, the moments are shown in three phases the most representative of the situation concerning the entry of an axle, passing through the track gauge change facility, so that the change can have location.

In the drawing of Figure 13, there is shown a side view of an axle a bogie fitted with the track gauge changmenet system which, running on a track, whatever the gauge, gets ready to enter the installation of change. In the drawing, the low wall 120 is also shown. 120b rolling and sliding tracks which remain hidden. We can also observe the rail 121 on which the wheel circulates and the inclined part 12 la which begins to go down.

In figure 14, we can see how, the wheel having started to descend on the slope of the rail 121a, the sheaves of the pawls 16n have come into contact with the rolling track 120b before the rolling sheaves 16r which will do so later. During this time interval, the pawls 16n have fully opened in releasing the nipples 16g. From this moment, the support box / elements lifters 16b can separate from each other, following the action of the springs the primary suspension, as the wheels continue to descend with the body of the axle on the rail 12 la (see FIG. 15).

We can also observe, in the same figure 15, how the wheel, at a moment, lost contact with the rail. The weight of the vehicle is now based on the sheaves 16r which, when received, have unbalanced the lifting elements 16b of their normal position. This takes place as a result of the geometric arrangement of these elements: the point of application of the vertical load transmitted by the spring on the rail (sheave 16r) is off-center with respect to the pivot axis of the lifting element 16b, which makes that it will pivot relative to bolt 111, making the axle body 1, the sliding hoops 2, the wheel 4, the reduction gear 13 and the body 16 are lowered.

The support box / lifting elements 16b will pivot until its projection 16s abuts on body 16a, which gives rise to a sufficient separation between the teeth 2a of the sliding hoop and the housings 16k, to disengage and allow the sliding of the sliding hoop 2 on the axle 1. The transverse movement between the sliding frets and the axle is carried out until the tooth 2a is placed opposite its new housing. All this is made possible by the guide rails 31a and 31b of the fixed installation, which requires the assembly formed by the wheel 4 mounted on the bearings 3 in the sliding hoop 2 to change spacing.

This new position will have to be fixed again with all the safeties, as before, the vehicle continuing to pass through the installation and therefore carrying out the reverse process to that described above. First, wheels will start to roll on the rail with the new gauge which is now in rising slope.

Going in this way, the wheels, the lifting elements 16b, which gain weight, gradually close by pivoting on bolts 111 until they grip the teeth 2a of the sliding hoop, by means of their housings 16k in the new position.

Finally, the sheaves of the 16n pawls will gradually stop rolling on the track bearing 120b and relock the assembly when entering the nipples 16g. This happens, because the axle continues to climb on the incline of the track until it reaches the level track.

Claims (23)

Self-propelled variable-gauge bearing bogie, of those used in track gauge change systems, with a fixed installation for changing track gauge, the bogie having at least a non-pivoting fixed axle on which are sliding hoops carrying the wheels, which is characterized by the fact that on the non-pivoting fixed axle, there are: a) support boxes, one at each end, which have a housing allowing only the movement of the axle in the vertical direction and means which allow / prevent the vertical movement of the axle; b) two sliding hoops having the possibility of sliding axially on the axle; c) means for locking and unlocking the sliding hoops in connection with the support boxes; d) two wheels, each on each sliding hoop, able to pivot freely on itself and without the possibility of axial displacement relative to its sliding hoop; e) a closed kinematic chain uniting the two wheels, which consists of two couplings: one for each wheel which comprises two semi-couplings each, which are joined together by telescopic teeth, one of the semi-couplings being united to the wheel and the other to a hollow shaft coaxial with the fixed axle, the hollow shaft being common to the two couplings. Self-propelled variable-gauge bearing bogie according to the preceding claim, characterized in that the sliding hoop consists of: a) .- An inner end, which provides the surface on which are mounted bearings which serve to support the wheel; b) .- An outer end, which extends into the support box and which includes the corresponding part of the locking / unlocking means in relation to the support boxes. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that it has means of locking / unlocking of the axle in relation to the support boxes. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that the means for locking / unlocking between the sliding hoops and the axle with respect to support boxes are frustoconical peaks combined with their housings correspondents. Self-propelled variable-gauge bearing bogie, according to the fourth claim, characterized in that the piton-housing combination is elastic. Self propelled variable spacing bearing bogie according to the preceding claims, characterized in that the means of the support body which allow / prevent the vertical movement of the axle consist of: a) .- a pivoting lever in the support box, which has an incorporated bolt at its upper end and which, at its lower end, interacts with the fixed installation for changing the gauge of the track; b) .- a spring which exerts pressure on the upper end, so that, during normal operation, the bolt directly / indirectly prevents the vertical movement of the axle and, when the track gauge changes, the interaction of the fixed installation with the pivoting lever is at the origin of the withdrawal of this bolt with respect to the axle. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that each support box is united to the chassis by means of two connecting rods, which form an articulated parallelogram, which prevents the support body from pivoting relative to the axle. Self-propelled variable-gauge bearing bogie, according to the seventh claim, characterized in that the articulations of the connecting rods are elastic. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that the hollow shaft is part of a gearbox which is supported and which is mounted on the axle by means of bearings. Self-propelled variable-gauge bearing bogie, according to the second claim, characterized in that the outer end of the hoop sliding extends into the support box, around the entire circumference of the axle, so that the support box is supported on this outer end. Self-propelled variable-gauge bearing bogie, according to the second claim, characterized in that the outer end of the hoop sliding extends into the support box, covering part of the circumference axle, so that the support box is supported on the axle. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that the support boxes have rolling sheaves which, when passing through the fixed installation, come into contact with support rails, so that the axle load is supported on these rails and, by Therefore, let the wheels be released from the part of the load arriving there from the vehicle. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that at least one of the unions extremes of each coupling is flexible in nature, allowing absorption of small radial misalignments and small axial displacements. Self-propelled variable-gauge bearing bogie, according to the Thirteenth claim, characterized in that at least one of the extreme unions of each coupling is toothed. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that it comprises discs of brake rigidly mounted with the semi-coupling which is joined to the hollow shaft. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that it has electric brushes to all wheels and throughout the electrical installation, which ensure continuity between the wheels. Self-propelled variable-gauge bearing bogie, according to previous claims, characterized in that it incorporates at least one other brush mounted on each wheel and giving electrical continuity to the rail of the current traction and protection against accidental electrical diversions of the chassis bogie and vehicle. Self-propelled variable-gauge bearing bogie according to the first claim, characterized in that the sliding hoop consists of: a) .- an inner end which provides the surface on which are mounted bearings which serve to support the wheel; b) .- an inner end which extends into a body into which the corresponding part of the locking / unlocking means is incorporated in connection with the support boxes. Self-propelled variable-gauge bearing bogie, according to claims one to eighteen, characterized in that each support body is constituted by two lifting elements which include housings, these elements lifters being articulated with a body which mates coaxially at the end of the fixed axle, this body consisting of two parts between which is fixed a protruding end ending in a blocking tooth of the sliding hoop, which locks / unlocks in the housings of the lift elements, so that when during normal operation, the support box / lifting elements have an effect vice on the fixed axle and on the sliding assembly. Self-propelled variable-gauge bearing bogie, according to Claims one to nineteen, characterized in that the support boxes / elements lifters support the two springs of the primary suspension and have sheaves which, when passing through the fixed installation, come into contact with it on its side walls, which forces the support box / lifting elements to pivot relative to the body and, moving away, the body's lift elements release the axle fixed with the sliding assembly. Self-propelled variable-gauge bearing bogie, according to the nineteenth claim, characterized in that the housings of the elements lifters and blocking teeth have a conjugate shape. Self-propelled variable-gauge bearing bogie, according to the nineteenth claim, characterized in that the conjunction between the lift elements and the body is done on inclined planes, pressure springs being available between them. Self-propelled variable-gauge bearing bogie, according to claims nineteen and twenty, characterized in that it has a system of safety which prevents an unlocking in motion following a track irregularity, because the lifting elements include pivoting pawls, actuated by sheaves in the fixed installation, which are imposed on the action of springs which tend to hold them always closed, to avoid unwanted opening of the elements lifters.

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