EP1065125B1 - 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

The invention relates to a spreading bogie with spacing variable according to the preamble of claim 1. Such a bogie is known from JP 08 253 147 A.

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

The spacing between the rails is an essential parameter at the time of design a train, because, besides having influence on the dynamics of it, conditions its operation to track tracks having only the spacing for which it was designed. This fact would not be inconvenient except for the fact that exists, at present, different track configurations, as far as the distance between the rails that 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 disadvantage in the exploitation of vehicles because their operational nature is limited to the gauge will be exclusively the one for which they were designed.

Traditionally, this problem was avoided by means of expensive axles or bogies for vehicles that would require a large amount of time and, as a result, a great loss of competitiveness other means of transport.

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

As a result of this research, several systems have emerged that, on a more or less, were trying to automate the process of changing lanes 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...

With regard to the condition of rolling stock with the ability to travel on tracks of different gauge, there are several patents that 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 which move the assembly formed by the wheel, a half-axle and bearings relative to a fixed frame of bogie or axle.
• Those who incorporate an independent suspension in each wheel set
• those who move a part of the chassis of the 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.

With regard to the variable-wheel bearing bogies, which maintain a fixed axle (type of bogie subject of the invention), the invention has the following advantages:

• It is a bogie where the lock of the wheels is not based on locks but on simple pitons whose locking / unlocking is done by gravity, which supposes the following advantages:
  • Simple fixed installation in which actuations for these locks are not necessary, not disposing of them.
  • The actual system (mounted on the bogie) does not include mechanisms that are always subject to possible failures.
  • Possible violations of the lower track gauge on the part of the locking devices are eliminated.
• The bogie includes flexible elements on its driveline, which prevent the transmission of forces from misalignments due to low residual clearance or even wheel / rail efforts themselves.
• The extreme support box comprises a support sheave, which acts when the vehicle passes through the stationary lane change installation. This element, rolling, avoids the wear and efforts that would occur in the case where there are sliding support elements.
• The position of the brake discs is independent of the gauge of the track on which is rolled, which supposes an additional factor to the simplicity of the system and, therefore, to its safety and reliability.
• The bogie is valid for both drive shafts and trailers without any other modification than replacing the gearbox with a hollow shaft. This fulfills the function of the hollow shaft of the gearbox with regard to forcing the simultaneous rotation of the two wheels of the axle and, consequently, of guaranteeing the guiding effect of the whole of the axle. axle.
• The fixed axle body, on which the system is mounted, is an element which, not being rotatable, as on conventional axles, has a much more favorable fatigue behavior than these, because, for cycles of identical load, the ranks of the voltages it supports are lower.
• The entire axle is waterproof, which guarantees its isolation from external agents and, consequently, its durability.

Finally, indicate that the keys to the success of a change system automatic gauge of the track are its reliability and the fact of being able to maintain it at a low cost. In general, a lane change system must be reliable in the sense that it must not only guarantee the correct positioning of the wheels their passage through the gauge change installation, but that position must, in addition, be maintained during the running of the train whatever 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 the train's competitiveness vis-à-vis other means of transport.

JP 08 253147 A discloses a spreading bogie variable for a railway vehicle. The bogie includes an axle received in an axle box and able to move to a certain extent in the vertical direction relative to the axle box. Left and right pairs of cylinders outside the axles are inserted externally with the freedom of move in the direction of the axle, and wheels left and right are fixed with the freedom to turn through wheel bearings. In addition, blocks of locking are integrally attached to the cylinders outside the axles and a pair of protrusions locking, which separate from one another in a direction of the axle, is intended to exceed outer circumferential surface locking blocks. In a circumference outside of the upper surface of the box axle, a locking groove is provided for engage with either of the protrusions of locking. In a change facility fixed distance, the cylinder outside the axle is lowered together with the axle, relative to the axle box, and the locking protrusion is lowered from the locking groove. Then, the bogie advance on a transit rail and left wheels and right are gradually moved towards outside in the direction of the axle. Once the difference of the wheels corresponds to the desired path, the locking projection of the cylinders outside the axles engages in the locking groove so the cylinders outside the axles are locked and that the wheel gap 18 is the distance of the desired track.

The present invention aims to provide a bogie with improved variable gauge ensuring safe operation during normal operation, in which any unlocking mechanism of locking to hold the wheels at a spacing specific is prevented.

This object is made by a spreading truck variable according to claim 1 or 2.

The bogie proposed in this document has been developed for motor vehicles only towed, and it combines a high degree of reliability with a great simplicity in design, which makes it versatile and with maintenance Easy.

The bogie presented was designed 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 wheelset and to the grease boxes, and it allows to change between two pre-established track deviations.

The bogie base is a non-gyratory axle body that acts exclusively as a support beam on which the transmission is supported (for engine bogies), the running gear and the bogie frame 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 between the two elements the possibility of rotation relative to the common axis. The fret is mounted, in turn, on the body axle without possibility of pivoting on itself, but having the ability to slide, in such a way as to allow the wheels to be positioned on the axle at the height requested by the gauge of the track. The hoop incorporates the elements that materialize the lock wheels by fixing their position by means of the support boxes mounted to the ends of the axle.

The release of the wheel lock is obtained following the downward displacement of the axle body at the same time as the elements that it incorporates with respect to the box-supports, caused by the own weight of the axle combined with the gradual disappearance (downward ramp) of wheels.

When changing the track gauge of an axle 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 that arrives in situation of circulation. In this way, we obtain, in addition, that the relative distances between the gauge change installation and the bogie itself do not depend on the state of charge of the vehicle at the time of the operation, but exclusively of the state of wear of the wheels.

In the case of drive shafts, the output shaft of the gearbox (one per axle) is composed of a hollow shaft concentric with the body of the axle and supported by this one by means of a system with bearings. The engine torque is transmitted to the wheels by means of two telescopic couplings capable of absorbing transversal displacements necessary for the transverse positioning of the wheels. this is due to the fact that each coupling consists of two hollow shafts, which comprise complementary tooth cutting, in order to guarantee the transmission of the torque, allowing, in turn, the axial displacement between the two elements.

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

The extreme support box of the axle is a rigid element which includes, in its body, the housings necessary for the incorporation of the locking elements, available in the sliding hoop.

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

In a variant, the bogie which is the subject of the invention provides that each box-support is constituted in elements of levitation, which hold between them the axle during traffic and release it by allowing it to fall by garvity, when rotate to change track gauge.

In this same variant, each support-box constitutes two elements of levitation consisting of housings, these levitation elements being articulated on a body that is coaxially 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 in a blocking tooth which fits into the support elements, so that during normal traffic the supporting body-levitation elements 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 that do not distort the foundation.

In Figure 1, there is shown a longitudinal section of a complete axle engine in traffic situation on tracks with a UIC gauge or international. It depicts the essential elements that make up the system of change of track gauge, and one can appreciate how locking the wheels is materialized by means of frustoconical pitons which the sliding hoop has on which 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 band on the left wheel.

FIG. 2 is the same cross section shown in FIG. 1, but for a traffic situation on a RENFE gauge. We appreciate how, on this occasion, the lock bolts of the wheels have changed compared to 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 gearbox has been replaced by a hollow shaft which serves to kinematically connect the rotational movement of the two wheels of the axle. As in Figures 1 and 2, in this figure, the two possible solutions for the sliding hoop.

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

FIGS. 5a and 5b show the transverse views and longitudinal axis of the axle in traffic situation and about to enter the gauge change installation. We can appreciate the materialization of the primary suspension arranged between the support box and the bogie frame, and which is consisting of a coil coil package and two twin rods. In addition, appreciate the locking bolts available to the fret and their housing in the support box. The axle body immobilization bolt with its housing in the support box, the safety catch with its operating mechanism and the sheave of the axle, when it passes through the fixed installation of change spacer.

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

Figures 7a, 7b show the same sections as Figures 5 and 6 but, on this occasion, it is found that the axle has been lowered relative to the support body, the wheels being unlocked and therefore free to reposition them for the new track gauge. In addition, it can be seen that the support-box supports the vertical load from the vehicle, through its support on the sheave incorporated in it. Finally, we appreciate the final section of the rail down the installation fixed and which allows the lowering of the axle.

FIG. 8 shows a longitudinal view of the axle, where appreciates, during the change of lane sequence, the appearance of the guide rails which, by their action on the wheel rims, position them at the required height by the new track gauge.

FIG. 9 represents in projection, and with a severed part, a variant of the object of the invention for a large gauge of track.

FIG. 10 represents in projection, and with a sectioned section, the variant of Figure 9 for a small track gauge or international route UIC.

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

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

FIG. 16 represents a superior and perspective view of the fixed installation, assuming that in the explanation which is detailed below, the direction of the passage of the train is from top to bottom following the position of the drawing. In the upper part of the drawing, the narrow lane 121 approaches the installation and ends with the rails sloping down 121a. In the lower part, we see the broad way 122, which had started with the ascending ramps 122a moving away from installation. Between the two track gauges, vertical rails are shown double guiding, 3 for the outside and 31 for the interior, whose mission is to retain and guide the wheels by their lower part, when these are released from the vehicle weight and move them from one position to another, ie from one track gauge to another, which they can do precisely because of their oblique channel shape or path of union 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 damping or flexibility, to soften the movement transversal wheel.

This last operation can take place because the axle goes through the installation rolling on 16r sheaves (see Figures 9, 13 and 15) on the 120 walls where find the tracks 120b and, in addition, it is possible to center the axles by relative 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.

FIG. 17 represents in projection and with a sectioned section a axle bearing passing through the change facility with a wheelbase for wide track gauge. There can be a hollow tree 30, which is connected to its ends to semi-couplings 14a, in order to transmit the movement of a wheel to the other and get the self-steering effect of a rigid axle mounted 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 were mounted.

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

In this representation, certain elements such as 16a and the elements lift / support box 16b were designed not mounted on the axle body 1 so you can see the shape. For example, we can observe the sliding hoop 2 with its protrusion 2a which is the fixing tooth, and its cylindrical end, where are wedged the bearings 3 and the wheel 4. This set of 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 piece 2 and the tooth 2a.

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

The lift element 16b on the left is also shown disassembled and removed from the body 16a, in order to be able to see the dwellings 16k in which the sliding hoop 2 according to the gauge of the track where the train is located.

Figure 18a is an enlarged detail of Figure 18, where it can be seen the ring springs 16f, which press against each other the body 16a and the element 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.

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

The description of the system is done by indicating the situation and functionality of each of the essential elements that compose it. These elements are: gearbox 13, coupling 14, brake discs 8, flector 15, sliding ring 2, support box 16 and axle body 1.

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

The output shaft of the gearbox 13 is formed of a hollow shaft 17, which takes support on the body of the axle 1 (non-pivoting) thanks to a system with bearings 6.

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

The casing of the gearbox 13 bears on the hollow shaft 17 of its axis output, by means of bearings and which is connected to the chassis of the bogie (b) by a connecting rod reaction (not shown).

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

HOLLOW TREE 30 (ONLY FOR TRAILER TREE) (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 rotate, which in turn ensures that both wheels 4 of the axle turn 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 via the bearings 6.

COUPLING 14

This element 14, in addition to ensuring that the wheels 4 of the axle pivoting, in the case of motor shafts, transmits the motor torque of the gearbox 13 to the wheels 4. It consists of two parts 14a and 14b, joined together to means of a prismatic pair, materialized by two circumferential gears 32 complementary (telescopic).

.- Semi-coupling 14a on the gearbox side (for motor shaft) or on the side hollow shaft (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 to the hollow shaft of the gearbox 13. At this end, it has a toothing (d) which fits into that of the gearbox, which guarantees the transmission of the couple.

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

Concentrically to the semi-coupling 14a and being attached thereto, the brake disc 8, so that the two elements pivot jointly, without their position varies when you change the gauge of the track.

.- Semi-coupling wheel side 14b.

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

FLECTOR 15

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

WHEEL 4

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

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

The bearings 3 allow the relative pivoting of the wheel 4 relative to at the band 2 (which does not pivot) along their axial axis common in fixing, in addition, the two elements axially, so that they form a solidarity unit whose only possibility of relative movement is the pivoting mentioned before.

LOCKING SLIDING FREIGHT 2

This is the element 2 responsible for positioning the wheel 4 transversely to the body of the axle 1 and it 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 has only the possibility of slide axially relative to the body of the axle 1, that is why the adjustment of two elements is 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 for reference its axial axis, the hoop has two different parts:

• The inner end 2a closest to the longitudinal axis (e) of the bogie (b) provides the surface on which is mounted the bearing system 3, which serve as sustenance to the wheel 4.
• The outer end 2b, outside the bogie, is the part of the hoop 2 which is mounted in the end support box 16 and comprises 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 takes support.
  • Variant B: lower half-band (left figures 1, 2, 3 and 4), so that the support box 16 bears directly on the body of the axle 1.

Each hoop 2 comprises two pairs of locking studs 18 arranged transversely to the track and oriented vertically and of which only one track gauge intervenes in the fixing of the hoop 2 and, therefore, the wheel 4. To their end, the studs 18 have a frustoconical shape in order to adjust them without play at body of the 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 bolts 18, the wings of guidance 19 for the gap change operation and a flat surface 40 in its lowest point, which serves as support for the axle assembly on its support housing 42, in the support box 16, when changing gauge of the track.

The guide slides 19 are formed of two plane surfaces of two sides of the hoop 2 and, along the longitudinal axis of the bogie, whose surfaces antagonists are in the housing 43 of the support body 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 play (h) necessary for that when the axle mounted falls, consuming this game when changing lanes, locking bolts 18 out of their housing in the body of the support-box 16 leaving unobstructed the fret 2 and, therefore, the wheel 4, to allow the axial displacement to its new location relative to the body of the axle 1 in the change operation of way.

• Charge transversale (H): Elle est transmise de la roue 4 à la frette 2 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 transmission of the forces of the wheel to the support body is done as follows:

• Transverse load (H): It is transmitted from the wheel 4 to the band 2 2 through the bearings 3 and the band 2 of the body of the support body 16, through the locking studs 18.

Variant A:

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

Variant B:

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

CASE-SUPPORT 16 EXTREME. 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 helicals, arranged on the support box 16. The suspension transverse (axle guidance) occurs by means of two small twin rods at the ends of which are mounted the elastic joints which provide the desired longitudinal and transverse stiffness. The arrangement of these rods 21 is such that it garnishes the vertical movement without rotation of the support body 16, because it is prevented from pivoting relative to the transverse axis of the track.

The body of the support body 16 has a hollow 43 necessary for accommodate the outer end 2b of the sliding hoop 2 and the end of the body of axle 1. In addition, it has two housings 41 in which the locking studs 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 in which is introduced a stud 22 mounted on the body of the axle, which ensures that relative movements between the two elements do not occur. The Piton housings incorporate elastic frets 23, which guarantee a support appropriate pitons of the hoop 2 and the body of the axle 1.

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

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

Between the lower part 40 of the hoop 2 and the housing thereof, in the box-support, there is a game (h) necessary so that, during the vertical fall of the axle mounted during the change of lane, the pitons of the collar 18 and the body of the axle 22 leave their housing and thus allow the positioning of the wheels 4.

As an element of security and to avoid the possibility of a unlocking always possible of the wheel, following the loss of load that it supports, the crates-supports incorporate a bolt 25 that maintains in position 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 installation itself of change of lane in the passage of the vehicle on the latter, thanks to a lever system 26 actuated by the rail on which supports the support box 16.

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

BODY OF AXLE 1

It acts as a lift beam 1 of the transmission and the truck bearing assembly. It is an element that 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 he understands) by moving vertically downwards 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 tracks or additional rails 29, on which roll the sheaves 24, which are incorporated in the extreme support boxes.

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

Two guide rails 32 (FIG. 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 and which allows the locking of the wheels by forcing the rise of the axle to its position of the fact that, simultaneously, the sheaves of the crates lose contact with the rolling tracks (operation opposite to that of the lowering).

SPAN CHANGE PROCEDURE

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

The rolling track 28 of the wheels progressively descends (FIG. so that there comes a time when the 16 extreme support boxes of the corresponding axis take advantage, by means of the sheave 24 that 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 catch 25 is removed to allow the fall of the axle and the hoop 2 relative to the support box 16.

At the moment when the support takes place on the support bodies 16, the axle 1 mounted begins to lower until it occupies the hollow (h) existing 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 slider 2 and the mating surfaces of the support box 16.

As the axle lowers, the anchor bolts 18 and 22 of which has the sliding freestyle 2 and the corsp of the axle 1 respectively leave their housing in the body of the support box 16, the wheels then being unlocked and therefore having a freedom of movement transverse 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 (FIG. 8), each wheel 4 is brought to the position corresponding to the spacing desired track.

Once the wheels 4 are positioned, the rail appears with the new ascending ramp gauge, on which they begin to roll, which force the axle to rise vertically, so as to progressively produce the locking of the wheels by means of the introduction of the corresponding 18 bolts of the fret 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 start to support the vertical load until, finally, the crates 16 lose contact with the auxiliary rail and that the entire 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), frets sliding 2 hollow are mounted, which, they too, do not rotate, but who can slide transversely on the axle 1. They can only slide when the vehicle and, therefore, each axle, passes through the fixed installation of change gauge and that this unlocks the sliding frets 2.

On the sliding hoop 2, the bearings 3 have been 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 with another semi-coupling 14a joined to a shaft hollow 17, by which they receive the rotational torque and, therefore, the movement that transmits a gearbox 13 which rotates while being supported with the bearings 6 on the axle 1. On the semi-coupling on the side of the gearbox 14a, the discs of brake 8.

In the case of towed equipment (see Figure 17), the gearbox is replaced by a hollow shaft 30 which kinematically couples the two wheels of the axle, behaving like a wheel set, for self-orientation. The hollow shaft 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 crates. The box-support is constituted basically by two elements lift members 16b hinged to a body 16a by means of bolts 111. Thanks to the articulations, the support box can be opened to allow the axle to lower and unlock from its original position. At each excrement of the body of the fixed axle 1, there is a body 16a (see FIGS. 9, 10, 11, 12 and 17), formed of two parts 16h and 16j. These two parts are those which make it possible to fix the projecting end of the 2. This end has a very prominent area, where are the teeth for blocking 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 body of the axle 1, thanks to the action of the guide rails 31. The transverse stroke of the sliding fret 2 is limited, because the projection of the teeth 2a can not move between the stops 16c and 16d of the body 16a, (FIGS. 9 and 10). These stops will admit always a certain race a little longer than that which is necessary and which is not other than the differential between the two track gauges. This tolerance too makes it possible to ensure that the exact fixation is done by the teeth 2a, when they are embedded in the housing 16k of the support boxes 16b of the springs of the primary suspension.

The weight transmitted by the springs 27 of the primary suspension has 16b cause these to tighten on the teeth 2a allowing a lock without any play between the lifting elements 16b and the sliding hoop 2. This locking without games is possible thanks to the trapezoidal shape of the teeth. Possible games occurring from made of games due to the bolt 11 are also eliminated thanks to the thrust the ring springs 16f (see FIGS. 11, 12 and 18a) to the union of the body 16a on the support / element box lift 16b. On the other hand, the articulated configuration of the support box 16b allows the axle 1, when it bears on its sheaves 16r, to discharge the vertical load and fall in relation to it and to the bogie frame. 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 lift elements 16b which, supporting the weight of the vehicle, the take both sets in a vise with all that weight and no play in between.

To prevent, because of any unwanted movement in the circulation of the support-box / load-bearing elements 16b, they do not lose momentarily the thrust of the vehicle weight, so that the security of this union may be endangered and, therefore, there may be an unforeseen sliding frets 2, which would cause the position to be undesirably lift elements 16b comprise articulated pawls 16n, on which the 16p springs exert a pressure, so that they do not come out of the nipples 16g of the body 16a (see Figure 18). In this way, as long as these ratchets are not raised by the fixed installation, the union between the sliding frets 2, the body 16a and the support box / elements 16b load cells is guaranteed.

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

Two lateral rolling tracks 120, where the axle will go when rolling on the sheaves 16r of the lift elements (see Figures 9, 10, 13, 14 and 15), on the surface of bearing 120b, and the axles sliding on skids 16s centering on the surface of centering 120a. These treads and sliding are, both, tapered both at the beginning and at the end, in order to avoid, in both directions, passage, that is to say when passing from the Spanish route to the international or Conversely, possible interference at the beginning of the operation. These taperings serve also to guide and center the axle at the entrance of the installation.

Before and after these side tracks, there are the tracks having different spacings, one at each entrance of the installation. At the same point where ends Taper the runway, start the lanes to go downhill. Of this way, the axle, when driving on the slope, loses height until that the ratchets 16n ratchets (see Figure 13) come into contact with the tracks of side roll 120, begin to open and release the nipples 16g, as one can see it in Figure 6. Then they come in contact with the 16r sheaves that will end up by loading the weight of the vehicle and free the wheels of this load (see figure 15).

Once the weight that the weight of the vehicle is fully supported by the lift elements / box-support 16b and because of the very geometry of the primary suspension, these elements lift 16b open, their housing 16k is release teeth 2a of the sliding hoop 2 and the body 16a is lowered in accompanying the axle.

It is obvious that this happens because the axle 1, the sliding frets 2 fall from their own weight with the wheel 4, the gearbox 13 and the body 16a, being aided, in addition, by the rotation which takes place due to the thrust of the springs 27 of the suspension primary.

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

It is logical that the installation be designed taking into account the wear always possible wheels and rails, that may be the bogie and its elements during normal operation.

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

In the drawing of Figure 13, there is shown a side view of an axle a bogie equipped with a lane change system which, track, whatever its spacing, is ready to enter the installation of change. In the drawing, the wall 120 levator of the 120b rolling and sliding tracks that remain hidden. We can also observe the rail 121 on which the wheel is traveling and the inclined part 12 la which starts at go down.

In Figure 14, we can see how, the wheel having started to down on the slope of the rail 121a, the sheaves 16n ratchets have come into contact with the 120b runway before the 16r sheave that will do it later. During this time interval, the ratchets 16n have completely opened in releasing nipples 16g. From this moment on, the crate / elements 16b can separate from one another as a result of the action of the springs of the primary suspension, as the wheels continue to descend with the body of the axle on the rail 12a (see Figure 15).

It can be seen, moreover, in the same figure 15, how the wheel, at a some time, lost contact with the rail. The weight of the vehicle now rests on the sheaves 16r which, by receiving it, have imbalanced the lift elements 16b of their normal position. This takes place because of the geometrical 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 lift element 16b, which makes that this one will pivot with respect to the bolt 111, making that the body of the axle 1, the sliding frets 2, the wheel 4, the reducer 13 and the body 16 lower.

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

This new position will have to be fixed again with all the safety, as before, the vehicle continuing to pass through the facility and thus realizing the inverse process of that described previously. First, the wheels will start rolling on the rail having the new gauge which is now in rising slope.

In this way, the wheels, the lift elements 16b, which regain weight, are closed gradually by pivoting on the bolts 111 until that they take in vise the teeth 2a of the sliding hoop, by means of their housings 16k in the new position.

Finally, the ratchets 16n ratchets will cease gradually rolling on the track 120b and re-lock the assembly by entering the nipples 16g. This happens because the axle continues to climb on the inclined plane of the track until it reaches the flat road.

Claims (17)

1. Variable-gauge bogie, particularly a self-propelled bogie, of the kind used for systems for changing the gauge of the track, with a fixed installation for changing the gauge of the track, the bogie having at least a fixed non-pivoting axle (1) on which there are arranged sliding bands (2) bearing the wheels (4), and in which, there are arranged on the fixed non-pivoting axle (1):

   a) supporting boxes (16), one at each end, which have a receptacle allowing the axle (1) to move only in the vertical direction;

   b) two sliding bands having the possibility of sliding axially along the axle (1);

   c) means (2a) for locking/unlocking the sliding bands (2) with respect to the support boxes (16);

   d) two wheels (4), each one on a sliding band (2), able to pivot freely on itself and without the possibility of axial movement with respect to its sliding band (2); and

   e) a closed driveline connecting the two wheels (4), which is made up of two couplings (14), one for each wheel (4), each of which comprises two half-couplings (14a, 14b), which are connected together by telescopic tooth sets (32), one of the half-couplings (14b) being connected to the wheel (4) and the other (14a) to a hollow shaft (17) coaxial with the fixed axle (1), the hollow shaft being common to the two couplings,

   characterized in that
   the support boxes (16) comprise means which allow/prevent the vertical movement of the axle (1), these means comprising:

   a) a pivoting lever (25) in the support box (16) which at its upper end has a built-in lock bolt and at its lower end interacts with the fixed installation for changing the gauge of the track; and

   b) a spring (27) which exerts pressure on the upper end so that during normal operation the lock bolt directly/indirectly prevents the vertical movement of the axle and, when the gauge of the track is being changed, interaction of the fixed installation with the pivoting lever causes this lock bolt to withdraw with respect to the axle.
2. Variable-gauge bogie, particularly a self-propelled bogie, of the kind used for systems for changing the gauge of the track, with a fixed installation for changing the gauge of the track, the bogie having at least a fixed non-pivoting axle (1) on which there are arranged sliding bands (2) bearing the wheels (4), and in which, there are arranged on the fixed non-pivoting axle (1):

   a) supporting boxes (16), one at each end, which have a receptacle allowing the axle (1) to move only in the vertical direction;

   b) two sliding bands having the possibility of sliding axially along the axle (1);

   c) means (2a) for locking/unlocking the sliding bands (2) with respect to the support boxes (16);

   d) two wheels (4), each one on a sliding band (2), able to pivot freely on itself and without the possibility of axial movement with respect to its sliding band (2); and

   e) a closed driveline connecting the two wheels (4), which is made up of two couplings (14), one for each wheel (4), each of which comprises two half-couplings (14a, 14b), which are connected together by telescopic tooth sets (32), one of the half-couplings (14b) being connected to the wheel (4) and the other (14a) to a hollow shaft (17) coaxial with the fixed axle (1), the hollow shaft being common to the two couplings,

   characterized in that:

   the said support boxes (16) comprise means which allow/prevent the vertical movement of the axle (1),

   each support box (16) consists of two supporting elements (16b) comprising receptacles, these supporting elements being articulated to a body (16a) coupled coaxially to the end of the fixed axle (1), this body being made up of two parts (16h, 16j) between which there is fixed a protruding end ending in a locking tooth (2a) of the sliding band (2) for locking/unlocking in the receptacles of the supporting elements (16b) such that during normal operation the support box/supporting elements exert a vice-like effect on the fixed axle (1) and on the sliding assembly (2), and

   the supporting elements (16b) comprise pivoting pawls, actuated by pulleys in the fixed installation, which are subject to the action of springs (16p) which tend to keep them always closed, to avoid undesired opening, in operation, of the supporting elements (16b).
3. Variable gauge bogie according to one of Claims 1 and 2, characterized in that the sliding band comprises:

   a) an inner end (2a) which provides the surface on which the rolling bearings (3) that serve to support the wheel (4) are mounted; and

   b) an outer end (2b), which continues into the support box (16) and comprises the corresponding part of the means for locking/unlocking with respect to the support boxes (16).
4. Variable gauge bogie according to Claim 2 characterized in that the outer end (2b) of the sliding band (2) is extended into the support box (16) around the entire circumference of the axle (1) so that the support box (16) bears on this outer end (2b).
5. Variable gauge bogie according to Claim 2, characterized in that the outer end (2b) of the sliding band (2) is extended into the support box (16), covering part of the circumference of the axle (1) so that the support box (16) bears on the axle (1).
6. Variable gauge self-propelled bogie according to one of Claims 1 to 5, characterized in that the hollow shaft (17) forms part of a reducer (13) bearing and mounted (1) on the axle via rolling bearings (6).
7. Variable gauge bogie according to one of Claims 1 to 6, characterized in that the support boxes (16) have running pulleys (24) which, on passing into the fixed installation, come into contact with bearing rails (29) so that the load on the axle (1) is supported on these rails (29) and the wheels (4) are consequently relieved of the part of the load imposed on them by the vehicle.
8. Variable gauge bogie according to one of Claims 1 to 7, characterized in that at least one of the end unions of each coupling (14) is of a flexible kind, making it possible to absorb small radial misalignments and small axial movements.
9. Variable gauge bogie according to Claim 8, characterized in that at least one of the end unions of each coupling (14) is toothed.
10. Variable gauge bogie according to one of Claims 1 to 9, characterized in that it comprises brake discs (8) mounted rigidly with the half-coupling which is connected to the hollow shaft (17).
11. Variable gauge bogie according to one of Claims 1 to 10, characterized in that it has electric brushes on all the wheels (4) and throughout the electrical installation to ensure electrical continuity between the wheels (4).
12. Variable gauge bogie according to Claim 11, characterized in that it incorporates at least one other brush mounted on each wheel (4) and providing electrical continuity with the traction-power rail and protection against accidental electrical tappings-off from the chassis of the bogie and that of the vehicle.
13. Variable gauge bogie according to Claim 1, characterized in that the means providing locking/unlocking between the sliding bands (2) and the axle with respect to the support boxes (16) are frustoconical pegs (18) meeting with their corresponding receptacles.
14. Variable gauge bogie according to Claim 13, characterized in that the peg-receptacle interaction is elastic.
15. Variable gauge bogie according to Claim 1, characterized in that each support box (16) is connected to the chassis (b) by means of two connecting rods (21) which form an articulated parallelogram preventing the support box (16) from pivoting with respect to the axle (1).
16. Variable gauge bogie according to Claim 15, characterized in that the articulations of the connecting rods (21) are elastic.
17. Variable gauge bogie according to Claim 1, characterized in that the sliding band comprises:

    a) an inner end which provides the surface on which the rolling bearings that serve to support the wheel are mounted; and

    b) an inner end which extends into a body into which the corresponding part of the means providing a locking/unlocking with respect to the support boxes are incorporated.

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