EP1065125B1 - Bogie de roulement à écartement variable autopropulsé - Google Patents
Bogie de roulement à écartement variable autopropulsé Download PDFInfo
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- EP1065125B1 EP1065125B1 EP00500144A EP00500144A EP1065125B1 EP 1065125 B1 EP1065125 B1 EP 1065125B1 EP 00500144 A EP00500144 A EP 00500144A EP 00500144 A EP00500144 A EP 00500144A EP 1065125 B1 EP1065125 B1 EP 1065125B1
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- Prior art keywords
- axle
- support
- sliding
- wheels
- 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 invention relates to a spreading bogie with spacing variable according to the preamble of claim 1.
- a bogie is known from JP 08 253 147 A.
- 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.
- 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.
- 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.
- a locking groove is provided for engage with either of the protrusions of locking.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- solution A with the complete hoop, on the right wheel
- 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.
- 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.
- 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.
- the locking bolts available to the fret and their housing in the support box appreciate the locking bolts available to the fret and their housing in the support box.
- FIGs 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.
- the support-box supports the vertical load from the vehicle, through its support on the sheave incorporated in it.
- 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.
- 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.
- 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.
- the narrow lane 121 approaches the installation and ends with the rails sloping down 121a.
- the broad way 122 which had started with the ascending ramps 122a moving away from installation.
- 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.
- 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.
- the brake discs 8 were mounted on the semi-couplings 14a.
- 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.
- 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.
- 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 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).
- the brake disc 8 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.
- This toothing allows the axial movement between the two semi-couplings, guaranteeing at the same time the transmission of the engine torque between them.
- a mating conventional blade 15 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.
- 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.
- 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.
- 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.
- 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.
- it has two housings 41 in which the locking studs 18 of the hoop.
- 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.
- 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).
- 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.
- 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.
- 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 (FIG. 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 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.
- 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.
- each wheel 4 is brought to the position corresponding to the spacing desired track.
- 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.
- 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.
- FIGS. 9, 10 The variant of FIGS. 9, 10 and following is described below:
- 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.
- the bearings 3 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.
- the discs of brake 8 On the semi-coupling on the side of the gearbox 14a, the discs of brake 8.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- FIG. 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.
- the wall 120 levator of the 120b rolling and sliding tracks that remain hidden.
- 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.
- 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.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Handcart (AREA)
- Vehicle Body Suspensions (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Rolling Contact Bearings (AREA)
- Bearings For Parts Moving Linearly (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
- Regulating Braking Force (AREA)
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.
- 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 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 (17)
- Bogie de roulement à écartement variable, notamment 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 (1) sur lequel sont disposées des frettes coulissantes (2) portant les roues (4), dans lequel, sur l'essieu fixe non pivotant (1), on a disposé:a) des caisses-support (16), une à chaque extrémité, qui disposent d'un logement permettant uniquement le mouvement de l'essieu (1) dans le sens vertical;b) deux frettes coulissantes ayant la possibilité de glisser axialement sur l'essieu (1);c) des moyens (2a) de verrouillage-déverrouillage des frettes coulissantes (2) en rapport avec les caisses-supports (16);d) deux roues (4), chacune sur chaque frette coulissante (2), pouvant pivoter librement sur elle-même et sans la possibilité de déplacement axial par rapport à sa frette coulissante (2); ete) une chaíne cinématique fermée unissant les deux roues (4), qui se compose de deux accouplements(14), un pour chaque roue (4) qui comprend deux semi-accouplements (14a, 14b) chacun, qui sont unis entre eux par des dentures télescopiques (32), l'un des semi-accouplements (14b) étant uni à la roue (4) et l'autre (14a) à un arbre creux (17) coaxial à l'essieu fixe (1), l'arbre creux étant commun aux deux accouplements,
lesdites caisses-supports (16) comprennent des moyens qui permettent/empêchent le mouvement vertical de l'essieu (4), ces moyens se composent de:a) un levier (25) pivotant dans la caisse-support (16), 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; etb) un ressort (27) 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, notamment 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 (1) sur lequel sont disposées des frettes coulissantes (2) portant les roues (4), dans lequel, sur l'essieu fixe non pivotant (1), on a disposé:a) des caisses-support (16), une à chaque extrémité, qui disposent d'un logement permettant uniquement le mouvement de l'essieu (1) dans le sens vertical;b) deux frettes coulissantes ayant la possibilité de glisser axialement sur l'essieu (1);c) des moyens (2a) de verrouillage-déverrouillage des frettes coulissantes (2) en rapport avec les caisses-supports (16);d) deux roues (4), chacune sur chaque frette coulissante (2), pouvant pivoter librement sur elle-même et sans la possibilité de déplacement axial par rapport à sa frette coulissante (2); ete) une chaíne cinématique fermée unissant les deux roues (4), qui se compose de deux accouplements(14), un pour chaque roue (4) qui comprend deux semi-accouplements (14a, 14b) chacun, qui sont unis entre eux par des dentures télescopiques (32), l'un des semi-accouplements (14b) étant uni à la roue (4) et l'autre (14a) à un arbre creux (17) coaxial à l'essieu fixe (1), l'arbre creux étant commun aux deux accouplements,
lesdites caisses-supports (16) comprennent des moyens qui permettent/empêchent le mouvement vertical de l'essieu (1),
par le fait que chaque caisse-support (16) est constituée par deux éléments sustentateurs (16b) qui comportent des logements, ces éléments sustentateurs étant articulés avec un corps (16a) qui s'accouple coaxialement à l'extrémité de l'essieu fixe (1), ce corps se composant de deux parties (16h, 16j) entre lesquelles est fixée une extrémité en saillie se terminant par une dent de blocage (2a) de la frette coulissante (2), que se verrouille/déverrouille dans les logements des éléments sustentateurs (16b), de sorte que, lors du fonctionnement normal, la caisse-support/éléments sustentateurs réalisent un effet étau sur l'essieu fixe (1) et sur l'ensemble coulissant (2), et
par le fait que les éléments sustentateurs (16b) comportent des cliquets pivotants, actionnés par des réas dans l'installation fixe, qui s'imposent à l'action de ressorts (16p) qui tendent à les maintenir toujours fermés, pour éviter une ouverture non voulue, en marche, des éléments sustentateurs (16b). - Bogie de roulement à écartement variable, suivant une des revendications 1 à 2, se caractérisant par le fait que la frette coulissante se compose de:a) une extrémité intérieure (2a), qui fournit la surface sur laquelle sont montés des roulements (3) qui servent de sustentation à la roue (4); etb) une extrémité extérieure (2b), qui se prolonge dans la caisse-support (16) et qui comprend la partie correspondante des moyens de verrouillage/déverrouillage en rapport avec les caisses-supports (16).
- Bogie de roulement à écartement variable, suivant la revendication 2, se caractérisant par le fait que l'extrémité extérieure (2b) de la frette coulissante (2) se prolonge dans la caisse-support (16), sur toute la circonférence de l'essieu (1), de sorte que le caisse-support (16) prenne appui sur cette extrémité extérieure (2b).
- Bogie de roulement à écartement variable, suivant la revendication 2, se caractérisant par le fait que l'extrémité extérieure (2b) de la frette coulissante (2) se prolonge dans la caisse-support (16), en couvrant une partie de la circonférence de l'essieu (1), de sorte que la caisse-support (16) prenne appui sur l'essieu (1).
- Bogie de roulement à écartement variable, autopropulsé, suivant une des revendications 1 à 5, se caractérisant par le fait que l'arbre creux (17) fait partie d'un réducteur (13) qui prend appui et qui est monté (1) sur l'essieu au moyen de roulements (6).
- Bogie de roulement à écartement variable, suivant une des revendications 1 à 6, se caractérisant par le fait que les caisses-supports (16) disposent de réas de roulement (24) qui, au passage dans l'installation fixe, entrent en contact avec des rails d'appui (29), de sorte que la charge de l'essieu (1) soit supportée sur ces rails (29) et, par conséquent, que les roues (4) soient libérées de la partie de la charge qui y arrivent du véhicule.
- Bogie de roulement à écartement variable, suivant une des revendications 1 à 7, se caractérisant par le fait qu'au moins une des unions extrêmes de chaque accouplement (14) est de nature flexible, ce qui permet d'absorber de petits désalignements radiaux et de petits déplacements axiaux.
- Bogie de roulement à écartement variable, suivant la revendication 8, se caractérisant par le fait qu'au moins une des unions extrêmes de chaque accouplement (14) est dentée.
- Bogie de roulement à écartement variable, suivant une des revendications 1 à 9, se caractérisant par le fait qu'il comprend des disques de frein (8) montés rigidement avec le semi-accouplement qui est uni à l'arbre creux (17).
- Bogie de roulement à écartement variable, suivant une des revendications 1 à 10, se caractérisant par le fait qu'il dispose de balais électriques à toutes les roues (4) et dans toute l'installation électrique, qui assurent la continuité électrique entre les roues (4).
- Bogie de roulement à écartement variable, suivant la revendication 11, se caractérisant par le fait qu'il incorpore au moins un autre balai monté sur chaque roue (4) 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, suivant la revendication 1, se caractérisant par le fait que les moyens de verrouillage/déverrouillage entre les frettes coulissantes (2) et l'essieu par rapport aux caisses-supports (16) sont des pitons (18) tronconiques conjugués avec leurs logements correspondants.
- Bogie de roulement à écartement variable, suivant la revendication 13, se caractérisant par le fait que la conjugaison pitons-logements est élastique.
- Bogie de roulement à écartement variable, suivant la revendication 1, se caractérisant par le fait que chaque caisse-support (16) est unie au châssis (b) au moyen de deux bielles (21), qui forment un parallélogramme articulé, qui empêche la caisse-support (16) de pivoter par rapport à l'essieu (1).
- Bogie de roulement à écartement variable, suivant la revendication 15, se caractérisant par le fait que les articulations des bielles (21) sont élastiques.
- Bogie de roulement à écartement variable, suivant la revendication 1, 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; etb) 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.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES009901477A ES2151871B1 (es) | 1999-07-02 | 1999-07-02 | Bogie de rodadura de ancho variable autopropulsado. |
ES9901477 | 1999-07-02 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1065125A1 EP1065125A1 (fr) | 2001-01-03 |
EP1065125B1 true 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 (1)
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 |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN2753635Y (zh) * | 2004-10-11 | 2006-01-25 | 杨时兰 | 具有轮距调节功能的火车底盘及其配用的火车 |
ES2348895B1 (es) * | 2010-05-28 | 2011-08-16 | Construcciones Y Auxiliar De Ferrocarriles, S.A. | Bogie de rodadura desplazable, para vehiculos ferroviarios. |
ES2728793B2 (es) * | 2018-04-25 | 2020-12-09 | Talgo Patentes | Conjunto ferroviario |
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 |
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 |
CN109532921B (zh) * | 2018-11-29 | 2020-06-02 | 中车青岛四方机车车辆股份有限公司 | 变轨距转向架 |
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 |
CN110228499B (zh) * | 2019-06-21 | 2020-08-07 | 中车青岛四方机车车辆股份有限公司 | 一种用于变轨距轮对的移动盘组件 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0802101A2 (fr) * | 1996-04-17 | 1997-10-22 | Patentes Talgo, S.A. | Ensemble d'axe ferroviaire de changement automatique de la largeur des voies adaptable aux boggies conventionnels pour marchandises |
EP0825085A2 (fr) * | 1996-08-14 | 1998-02-25 | Patentes Talgo, S.A. | Bogie-tracteur incluant un système de changement de la largeur de voie |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
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FR1239102A (fr) * | 1959-10-23 | 1960-08-19 | Ilsenburg Radsatzfab | Train de roues à écartement variable pour véhicules sur rails |
DE2004725C3 (de) * | 1970-02-03 | 1974-06-20 | Fried. Krupp Huettenwerke Ag, 4630 Bochum | Spurwechselradsatz für Schienenfahrzeuge |
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. |
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 |
JPH08253147A (ja) * | 1995-03-20 | 1996-10-01 | Fuji Heavy Ind Ltd | 鉄道車両の軌間可変台車 |
KR100221715B1 (ko) * | 1995-06-06 | 1999-10-01 | 오제키 마사노리 | 철도차량의 궤간가변대차 및 궤간변경장치 |
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 |
JP3499401B2 (ja) * | 1997-06-05 | 2004-02-23 | 富士重工業株式会社 | 鉄道車両用軌間可変台車の軌間変更ロック解除装置 |
-
1999
- 1999-07-02 ES ES009901477A patent/ES2151871B1/es not_active Expired - Fee Related
-
2000
- 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 ES ES00500144T patent/ES2204483T3/es not_active Expired - Lifetime
- 2000-06-30 AT AT00500144T patent/ATE252995T1/de active
- 2000-06-30 DE DE60006188T patent/DE60006188T2/de not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0802101A2 (fr) * | 1996-04-17 | 1997-10-22 | Patentes Talgo, S.A. | Ensemble d'axe ferroviaire de changement automatique de la largeur des voies adaptable aux boggies conventionnels pour marchandises |
EP0825085A2 (fr) * | 1996-08-14 | 1998-02-25 | Patentes Talgo, S.A. | Bogie-tracteur incluant un système de changement de la largeur de voie |
Cited By (1)
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 |
Also Published As
Publication number | Publication date |
---|---|
ES2204483T3 (es) | 2004-05-01 |
ES2151871A1 (es) | 2001-01-01 |
DK1065125T3 (da) | 2004-03-08 |
ATE252995T1 (de) | 2003-11-15 |
DE60006188D1 (de) | 2003-12-04 |
DE60006188T2 (de) | 2004-07-22 |
PT1065125E (pt) | 2004-03-31 |
EP1065125A1 (fr) | 2001-01-03 |
ES2151871B1 (es) | 2001-05-16 |
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