EP1065125A1 - Bogie de roulement à écartement variable autopropulsé - Google Patents
Bogie de roulement à écartement variable autopropulsé Download PDFInfo
- Publication number
- EP1065125A1 EP1065125A1 EP00500144A EP00500144A EP1065125A1 EP 1065125 A1 EP1065125 A1 EP 1065125A1 EP 00500144 A EP00500144 A EP 00500144A EP 00500144 A EP00500144 A EP 00500144A EP 1065125 A1 EP1065125 A1 EP 1065125A1
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- European Patent Office
- Prior art keywords
- axle
- self
- support
- bogie
- gauge
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F7/00—Rail vehicles equipped for use on tracks of different width
Definitions
- 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.
- 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.
- the bogie 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.
- 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.
- 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.
- the bogie chassis 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.
- the primary suspension materialized by a bundle of coil springs located on its upper part and responsible for transmitting the vertical loads.
- 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.
- 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.
- 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.
- FIG. 1 a longitudinal section of a complete axle is presented. engine in traffic situation on tracks with a UIC gauge or international.
- 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.
- 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.
- FIGs Sa, 5b there is shown the transverse views and longitudinal of the axle in traffic situation and about to enter installation of gauge change.
- 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.
- 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.
- FIGs 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.
- the support box supports the vertical load from the vehicle, by pressing on the sheave incorporated into it.
- the final section of the installation's descending rail fixed and which allows the lowering of the axle.
- FIG 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.
- 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.
- 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.
- the narrow track 121 approaches the installation and ends with downwardly sloping rails 121a.
- the wide track 122 which had started with the ascending rails 122a move away from the installation.
- 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.
- 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.
- 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.
- the brake discs 8 have been mounted on the semi-couplings 14a.
- 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.
- 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.
- 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)
- 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.
- 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.
- 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.
- the pegs 18 At their end, 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.
- 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.
- 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).
- 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.
- pitons 22 housed in the body of the support boxes, guarantee its immobility and spacing between the wheels 4.
- the lane change installation consists of ( Figures 5, 6 and 7):
- 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.
- 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.
- 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.
- each wheel 4 is brought to the position corresponding to the spacing desired track.
- 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.
- 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.
- FIGS. 9, 10 The variant of FIGS. 9, 10 and following is described below:
- 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.
- 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.
- the discs of brake 8 On the semi-coupling on the side of the reducer 14a, the discs of brake 8.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- FIG. 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.
- the low wall 120 is also shown. 120b rolling and sliding tracks which remain hidden.
- 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.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Handcart (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Vehicle Body Suspensions (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
- Regulating Braking Force (AREA)
- Bearings For Parts Moving Linearly (AREA)
- Rolling Contact Bearings (AREA)
Abstract
Description
- 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...
- 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.
- Semi-accouplement 14a côté réducteur (pour arbre moteur) ou côté arbre creux (pour arbre remorque)
- Semi-accouplement côté roue 14b.
- 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.
- 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.
- Charge verticale (Q) et longitudinale (traction/frein): elle est transmise de la roue 4 à la frette 2 à travers les roulements 3 et la frette 2 au corps de la caisse-support 16, par l'intermédiaire de la surface d'appui entre les deux éléments.
- Charge verticale (Q) et longitudinale (traction/frein): elle est transmise de la roue 4 à la frette 2 à travers les roulements 3, de la frette 2 au corps de l'essieu 1, et de celui-ci au corps de la caisse-support 16, par l'intermédiaire de la surface d'appui entre les deux éléments.
Claims (23)
- Bogie de roulement à écartement variable autopropulsé, de ceux qui sont utilisés dans les systèmes de changement de l'écartement de la voie, avec une installation fixe pour le changement de l'écartement de la voie, le bogie disposant, au moins, d'un essieu fixe non pivotant sur lequel sont disposées des frettes coulissantes portant les roues, qui se caractérise par le fait que sur l'essieu fixe non pivotant, on a disposé:a) des caisses-support, une à chaque extrémité, qui disposent d'un logement permettant uniquement le mouvement de l'essieu dans le sens vertical et de moyens qui permettent/empêchent le mouvement vertical de l'essieu;b) deux frettes coulissantes ayant la possibilité de glisser axialement sur l'essieu;c) des moyens de verrouillage-déverrouillage des frettes coulissantes en rapport avec les caisses-supports;d) deux roues, chacune sur chaque frette coulissante, pouvant pivoter librement sur elle-même et sans la possibilité de déplacement axial par rapport à sa frette coulissante;e) une chaíne cinématique fermée unissant les deux roues, qui se compose de deux accouplements: un pour chaque roue qui comprend deux semi-accouplements chacun, qui sont unis entre eux par des dentures télescopiques, l'un des semi-accouplements étant uni à la roue et l'autre à un arbre creux coaxial à l'essieu fixe, l'arbre creux étant commun aux deux accouplements.
- Bogie de roulement à écartement variable autopropulsé, suivant la revendication précédente, se caractérisant par le fait que la frette coulissante se compose de:a).- Une extrémité intérieure, qui fournit la surface sur laquelle sont montés des roulements qui servent de sustentation à la roue;b).- Une extrémité extérieure, qui se prolonge dans la caisse-support et qui comprend la partie correspondante des moyens de verrouillage/déverrouillage en rapport avec les caisses-supports.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait qu'il dispose de moyens de verrouillage / déverrouillage de l'essieu en rapport avec les caisses-supports.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait que les moyens de verrouillage/déverrouillage entre les frettes coulissantes et l'essieu par rapport aux caisses-supports sont des pitons tronconiques conjugués avec leurs logements correspondants.
- Bogie de roulement à écartement variable autopropulsé, suivant la quatrième revendication, se caractérisant par le fait que la conjugaison pitons-logements est élastique.
- Bogie de roulement à écartement variable auto propulsé, suivant les revendications précédentes, se caractérisant par le fait que les moyens de la caisse-support qui permettent/empêchent le mouvement vertical de l'essieu se composent de:a).- un levier pivotant dans la caisse-support, qui a à son extrémité supérieure un pêne incorporé et qui, à son extrémité inférieure, est en interaction avec l'installation fixe pour le changement d'écartement de la voie;b).- un ressort qui exerce une pression sur l'extrémité supérieure, de sorte que, pendant le fonctionnement normal, le pêne empêche directement/indirectement le mouvement vertical de l'essieu et, lors du changement d'écartement de la voie, l'interaction de l'installation fixe avec le levier pivotant est à l'origine du retrait de ce pêne par rapport à l'essieu.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait que chaque caisse-support est unie au châssis au moyen de deux bielles, qui forment un parallélogramme articulé, qui empêche la caisse-support de pivoter par rapport à l'essieu.
- Bogie de roulement à écartement variable autopropulsé, suivant la septième revendication, se caractérisant par le fait que les articulations des bielles sont élastiques.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait que l'arbre creux fait partie d'un réducteur qui prend appui et qui est monté sur l'essieu au moyen de roulements.
- Bogie de roulement à écartement variable autopropulsé, suivant la deuxième revendication, se caractérisant par le fait que l'extrémité extérieure de la frette coulissante se prolonge dans la caisse-support, sur toute la circonférence de l'essieu, de sorte que le caisse-support prenne appui sur cette extrémité extérieure.
- Bogie de roulement à écartement variable autopropulsé, suivant la deuxième revendication, se caractérisant par le fait que l'extrémité extérieure de la frette coulissante se prolonge dans la caisse-support, en couvrant une partie de la circonférence de l'essieu, de sorte que la caisse-support prenne appui sur l'essieu.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait que les caisses-supports disposent de réas de roulement qui, au passage dans l'installation fixe, entrent en contact avec des rails d'appui, de sorte que la charge de l'essieu soit supportée sur ces rails et, par conséquent, que les roues soient libérées de la partie de la charge qui y arrivent du véhicule.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait qu'au moins une des unions extrêmes de chaque accouplement est de nature flexible, ce qui permet d'absorber de petits désalignements radiaux et de petits déplacements axiaux.
- Bogie de roulement à écartement variable autopropulsé, suivant la treizième revendication, se caractérisant par le fait qu'au moins une des unions extrêmes de chaque accouplement est dentée.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait qu'il comprend des disques de frein montés rigidement avec le semi-accouplement qui est uni à l'arbre creux.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait qu'il dispose de balais électriques à toutes les roues et dans toute l'installation électrique, qui assurent la continuité électrique entre les roues.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications précédentes, se caractérisant par le fait qu'il incorpore au moins un autre balai monté sur chaque roue et donnant une continuité électrique au rail du courant de traction et une protection contre les dérivations électriques accidentelles des châssis du bogie et du véhicule.
- Bogie de roulement à écartement variable autopropulsé, suivant la première revendication, se caractérisant par le fait que la frette coulissante se compose de:a).- une extrémité intérieure qui fournit la surface sur laquelle sont montés des roulements qui servent de sustentation à la roue;b).- une extrémité intérieure qui se prolonge dans un corps où est incorporée la partie correspondante des moyens de verrouillage/déverrouillage en rapport avec les caisses-supports.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications une à dix-huit, se caractérisant par le fait que chaque caisse-support est constituée par deux éléments sustentateurs qui comportent des logements, ces éléments sustentateurs étant articulés avec un corps qui s'accouple coaxialement à l'extrémité de l'essieu fixe, ce corps se composant de deux parties entre lesquelles est fixée une extrémité en saillie se terminant par une dent de blocage de la frette coulissante, que se verrouille/déverrouille dans les logements des éléments sustentateurs, de sorte que, lors du fonctionnement normal, la caisse-support/éléments sustentateurs réalisent un effet d'étau sur l'essieu fixe et sur l'ensemble coulissant.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications une à dix-neuf, se caractérisant par le fait que les caisses-supports/éléments sustentateurs soutiennent les deux ressorts de la suspension primaire et disposent de réas qui, au passage dans l'installation fixe, entrent en contact avec elle sur ses murets latéraux, ce qui oblige la caisse-support/éléments sustentateurs à pivoter par rapport au corps et, en s'écartant, les éléments sustentateurs du corps libèrent l'essieu fixe avec l'ensemble coulissant.
- Bogie de roulement à écartement variable autopropulsé, suivant la dix-neuvième revendication, se caractérisant par le fait que les logements des éléments sustentateurs et les dents de blocage ont une forme conjuguée.
- Bogie de roulement à écartement variable autopropulsé, suivant la dix-neuvième revendication, se caractérisant par le fait que la conjonction entre les éléments sustentateurs et le corps se fait sur des plans inclinés, des ressorts de pression étant diposés entre eux.
- Bogie de roulement à écartement variable autopropulsé, suivant les revendications dix-neuf et vingt, se caractérisant par le fait qu'il dispose d'un système de sécurité qui empêche un déverrouillage en marche à la suite d'une irrégularité de la voie, car les éléments sustentateurs comportent des cliquets pivotants, actionnés par des réas dans l'installation fixe, qui s'imposent à l'action de ressorts qui tendent à les maintenir toujours fermés, pour éviter une ouverture non voulue, en marche, des éléments sustentateurs.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES9901477 | 1999-07-02 | ||
ES009901477A ES2151871B1 (es) | 1999-07-02 | 1999-07-02 | Bogie de rodadura de ancho variable autopropulsado. |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1065125A1 true EP1065125A1 (fr) | 2001-01-03 |
EP1065125B1 EP1065125B1 (fr) | 2003-10-29 |
Family
ID=8309075
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00500144A Expired - Lifetime EP1065125B1 (fr) | 1999-07-02 | 2000-06-30 | Bogie de roulement à écartement variable autopropulsé |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1065125B1 (fr) |
AT (1) | ATE252995T1 (fr) |
DE (1) | DE60006188T2 (fr) |
DK (1) | DK1065125T3 (fr) |
ES (2) | ES2151871B1 (fr) |
PT (1) | PT1065125E (fr) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006039848A1 (fr) * | 2004-10-11 | 2006-04-20 | Shilan Yang | Boggie a ecartement reglable et vehicule ferroviaire utilisant celui-ci |
RU2567679C2 (ru) * | 2010-05-28 | 2015-11-10 | Конструксионес И Ауксилиар Де Феррокаррилес, С.А. | Смещаемая колесная тележка для железнодорожных вагонов |
CN108680371A (zh) * | 2018-07-23 | 2018-10-19 | 吉林大学 | 变轨距转向架轮对变轨性能及可靠性试验台 |
CN109532921A (zh) * | 2018-11-29 | 2019-03-29 | 中车青岛四方机车车辆股份有限公司 | 变轨距转向架 |
WO2020007075A1 (fr) * | 2018-07-05 | 2020-01-09 | 中车青岛四方机车车辆股份有限公司 | Essieu monté à calibre variable et bogie à calibre variable |
WO2020253436A1 (fr) * | 2019-06-21 | 2020-12-24 | 中车青岛四方机车车辆股份有限公司 | Ensemble disque mobile pour train de roues à calibre variable |
RU2783764C1 (ru) * | 2019-06-21 | 2022-11-17 | СиЭрЭрСи ЦИНДАО СЫФАН КО., ЛТД. | Узел подвижного диска колесной пары с изменяемой шириной колеи |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2631167C1 (ru) * | 2016-10-18 | 2017-09-19 | Александр Иванович Худолий | Устройство для перевода колесных пар с одной колеи на другую |
ES2728793B2 (es) * | 2018-04-25 | 2020-12-09 | Talgo Patentes | Conjunto ferroviario |
CN109532920B (zh) * | 2018-11-29 | 2020-06-02 | 中车青岛四方机车车辆股份有限公司 | 一种变轨距轮对及变轨距转向架 |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1239102A (fr) * | 1959-10-23 | 1960-08-19 | Ilsenburg Radsatzfab | Train de roues à écartement variable pour véhicules sur rails |
ES2021919A6 (es) * | 1990-01-04 | 1991-11-16 | Pinto Silva Julio | Variador del ancho de via de los vehiculos ferroviarios provistos de arboles montados, con ruedas remolcadas o motorizadas con motores dispuestos transversalmente al eje del vehiculo. |
JPH08253147A (ja) * | 1995-03-20 | 1996-10-01 | Fuji Heavy Ind Ltd | 鉄道車両の軌間可変台車 |
EP0747278A1 (fr) * | 1995-06-06 | 1996-12-11 | Japan Railway Construction Public Corporation | Bogie avec écartement variable pour matériel roulant |
JPH10329712A (ja) * | 1997-06-05 | 1998-12-15 | Fuji Heavy Ind Ltd | 鉄道車両用軌間可変台車の軌間変更ロック解除装置 |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2004725C3 (de) * | 1970-02-03 | 1974-06-20 | Fried. Krupp Huettenwerke Ag, 4630 Bochum | Spurwechselradsatz für Schienenfahrzeuge |
JP3265024B2 (ja) * | 1993-01-12 | 2002-03-11 | 財団法人鉄道総合技術研究所 | 鉄道車両の軌間可変台車 |
ES2130039B1 (es) * | 1996-04-17 | 2000-02-16 | Talgo Patentes | Conjunto de eje ferroviario dotado de cambio automatico de ancho de via y adaptable a bogies convencionales de mercancias. |
ES2133224B1 (es) * | 1996-08-14 | 2000-04-16 | Talgo Patentes | "bogie tractor con sistema incorporado de cambio de ancho de via" |
JP3893187B2 (ja) * | 1997-04-22 | 2007-03-14 | 財団法人鉄道総合技術研究所 | 鉄道車両用軌間可変台車 |
-
1999
- 1999-07-02 ES ES009901477A patent/ES2151871B1/es not_active Expired - Fee Related
-
2000
- 2000-06-30 DE DE60006188T patent/DE60006188T2/de not_active Expired - Lifetime
- 2000-06-30 PT PT00500144T patent/PT1065125E/pt unknown
- 2000-06-30 EP EP00500144A patent/EP1065125B1/fr not_active Expired - Lifetime
- 2000-06-30 DK DK00500144T patent/DK1065125T3/da active
- 2000-06-30 AT AT00500144T patent/ATE252995T1/de active
- 2000-06-30 ES ES00500144T patent/ES2204483T3/es not_active Expired - Lifetime
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1239102A (fr) * | 1959-10-23 | 1960-08-19 | Ilsenburg Radsatzfab | Train de roues à écartement variable pour véhicules sur rails |
ES2021919A6 (es) * | 1990-01-04 | 1991-11-16 | Pinto Silva Julio | Variador del ancho de via de los vehiculos ferroviarios provistos de arboles montados, con ruedas remolcadas o motorizadas con motores dispuestos transversalmente al eje del vehiculo. |
JPH08253147A (ja) * | 1995-03-20 | 1996-10-01 | Fuji Heavy Ind Ltd | 鉄道車両の軌間可変台車 |
EP0747278A1 (fr) * | 1995-06-06 | 1996-12-11 | Japan Railway Construction Public Corporation | Bogie avec écartement variable pour matériel roulant |
JPH10329712A (ja) * | 1997-06-05 | 1998-12-15 | Fuji Heavy Ind Ltd | 鉄道車両用軌間可変台車の軌間変更ロック解除装置 |
Non-Patent Citations (2)
Title |
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PATENT ABSTRACTS OF JAPAN vol. 1997, no. 02 28 February 1997 (1997-02-28) * |
PATENT ABSTRACTS OF JAPAN vol. 1999, no. 03 31 March 1999 (1999-03-31) * |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2006039848A1 (fr) * | 2004-10-11 | 2006-04-20 | Shilan Yang | Boggie a ecartement reglable et vehicule ferroviaire utilisant celui-ci |
RU2567679C2 (ru) * | 2010-05-28 | 2015-11-10 | Конструксионес И Ауксилиар Де Феррокаррилес, С.А. | Смещаемая колесная тележка для железнодорожных вагонов |
WO2020007075A1 (fr) * | 2018-07-05 | 2020-01-09 | 中车青岛四方机车车辆股份有限公司 | Essieu monté à calibre variable et bogie à calibre variable |
CN108680371A (zh) * | 2018-07-23 | 2018-10-19 | 吉林大学 | 变轨距转向架轮对变轨性能及可靠性试验台 |
CN108680371B (zh) * | 2018-07-23 | 2023-10-27 | 吉林大学 | 变轨距转向架轮对变轨性能及可靠性试验台 |
CN109532921A (zh) * | 2018-11-29 | 2019-03-29 | 中车青岛四方机车车辆股份有限公司 | 变轨距转向架 |
WO2020253436A1 (fr) * | 2019-06-21 | 2020-12-24 | 中车青岛四方机车车辆股份有限公司 | Ensemble disque mobile pour train de roues à calibre variable |
RU2783764C1 (ru) * | 2019-06-21 | 2022-11-17 | СиЭрЭрСи ЦИНДАО СЫФАН КО., ЛТД. | Узел подвижного диска колесной пары с изменяемой шириной колеи |
Also Published As
Publication number | Publication date |
---|---|
DK1065125T3 (da) | 2004-03-08 |
ES2151871B1 (es) | 2001-05-16 |
ATE252995T1 (de) | 2003-11-15 |
PT1065125E (pt) | 2004-03-31 |
ES2151871A1 (es) | 2001-01-01 |
EP1065125B1 (fr) | 2003-10-29 |
DE60006188T2 (de) | 2004-07-22 |
ES2204483T3 (es) | 2004-05-01 |
DE60006188D1 (de) | 2003-12-04 |
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