EP2193063B1 - Schienengestell mit rädern zur ausrichtung entsprechend einer streckenkrümmung - Google Patents

Schienengestell mit rädern zur ausrichtung entsprechend einer streckenkrümmung Download PDF

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Publication number
EP2193063B1
EP2193063B1 EP08856832A EP08856832A EP2193063B1 EP 2193063 B1 EP2193063 B1 EP 2193063B1 EP 08856832 A EP08856832 A EP 08856832A EP 08856832 A EP08856832 A EP 08856832A EP 2193063 B1 EP2193063 B1 EP 2193063B1
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Prior art keywords
bogie
wheels
track
wheel
chassis
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English (en)
French (fr)
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EP2193063A1 (de
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Henri Guillemaut
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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
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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 bogie for railway vehicle with independent and steerable wheels according to the curvature of the track.
  • a rail vehicle is equipped with paired metal wheels in pairs and at the ends of a shaft axle mounted free to rotate in bearings called axle boxes. These are carried either in the chassis of the vehicle or in the frame of a bogie articulated about a vertical axis relative to the vehicle.
  • Each wheel has a slightly frustoconical shape and is bordered on its inner side by a coil whose portion intended to come into contact with the inside of the rail is in the form of rounded leave. This leave applies from time to time against the head of the rail to reposition the vehicle transversely
  • the radius of the curve of the inner rail is smaller than the radius of the curve of the outer rail, so that when a vehicle is traveling on the curve, the two wheels of one and the same axle traverse different distances.
  • they can rotate at the same speed. This results in wheel slippage with respect to the rails, friction, noise, parasitic vibrations, wheel wear and rails, resistance to travel and additional traction energy to compensate for these resistances. .
  • the document GB 446,565 discloses a railway bogie with steerable wheels according to the curvature of the track, comprising a frame hinged about a vertical pivot relative to the chassis of the vehicle, and two opposite bissels which, each supporting a set of wheels, are hinged to this frame around vertical axes, each bissel extending, opposite the wheel train and to the other bissel, by a head carrying a pivoting control joint.
  • This control articulation is connected to means which, detecting the relative angular displacement of the bogie with respect to the chassis of the vehicle, are able to rotate the bissels to give the geometrical axes of rotation of the wheel trains an orientation, in which these axes will substantially converge towards the center of the curve of the track.
  • This arrangement provides an approach to the solution, but does not solve the problem of friction, sliding, noise and wear of the wheels in curve, since each of the wheels of the same train is linked to its neighbor by the axle which carries it and can not adapt its speed to the track configuration.
  • the object of the present invention is to remedy these drawbacks by providing means which, by improving this state of the art, by reducing in the curves the sliding and the friction between wheels and rails, reduce the various wear and noise, while improving the grip of the wheels on the rails.
  • each bissel surrounds the pivot of the bogie and is connected to the means detecting the relative angular displacement of the bogie by a connecting rod which is independent of the connecting rod of the control joint of the bogie.
  • Another bissel while each of the wheels of one set of wheels is independent in rotation from the other wheel of the same set of wheels.
  • each of the control knuckles of the pivoting of the bissels comprises two concentric and spaced rings, respectively, inner and outer, enclosing a ring of viscoelastic material, and whose inner ring is traversed by the pivot of the bogie.
  • control joint provides the travel necessary for the pivoting of the bissels, and on the other hand, also gives them the possibility of moving vertically or to perform warping movements transversal to absorb the leveling defects of the track or the variations of the level of the apparatus of way, such as crossings, needles, points of connection, joints ...
  • the compressibility of the viscoelastic ring can absorb displacements of several millimeters, sufficient for vehicles traveling on high-speed tracks, equipped with a curve whose spokes are at least 300 meters, but may be insufficient for goods vehicles that can run on service roads with curves with radii of 100 meters. Indeed, in this case and with a bogie having a wheelbase of 2.50 meters, to converge the axes of the wheels with the center of the curve of the tracks, it is necessary that the articulation of the bissels moves 8 millimeters relative to to that of the boggie.
  • the inner ring of each of the two superimposed viscoelastic joints comprises a transverse lumen whose length is greater than the corresponding transverse dimension of the bogie pivot which passes vertically therethrough.
  • this bogie pivot has, at least in its portion passing through said inner rings, a quadrangular cross-section of which one of the dimensions is equal, to the functional clearance, to the width of the transverse openings of said inner rings in which this pivot can slide.
  • the means for detecting the relative angular displacement of the bogie with respect to the chassis of the vehicle consist of a bent lever, articulated close to its elbow on the frame of the bogie, and one of whose arms is linked by a hinge to the chassis of the vehicle, while the other arm is connected, by a hinge, to one end of a control rod pivoting.
  • This simple device is very reliable, easily adjustable and cleanable.
  • each of the wheels of the bogie is rotatably connected to an independent electric motor whose power supply is controlled by means comparing a reference axis of the bogie with a reference axis of the vehicle. , so that the speed of rotation of the wheel is adapted to the radius of the curve of the track and the inner or outer position of this wheel with respect to this track curve.
  • each of the wheels of a bogie is perfectly adapted to its position and the configuration of the track, which, in addition to reducing the friction in the curves, eliminates any source of wheel slip on rails, while increasing, at equal power, the efficiency and the value of the towing load.
  • each bissel has, longitudinally and on both sides of its articulation on the bogie, two lateral and spaced forks, each carrying the axle boxes for the ends of the shaft integral with the corresponding wheel, and the interval (E) between the arms of each fork is at least equal, with the functional clearance, to the transverse travel that the wheel must make to move from a gap of track defined at another defined track gauge, this transverse displacement of the shafts of each wheel being achieved, firstly, by a gradual change in the gauge of the track under the moving vehicle and, secondly, by pneumatic assistance means acting on each shaft end.
  • the reference V designates the chassis of the vehicle, C the chassis of the bogie and B1, B2 the chassis of two opposite bissels each carrying a train of coaxial wheels.
  • the frame C.du bogie is a cage frame comprising two horizontal walls, respectively upper 2a and lower 2b, connected by uprights 3 and / or end walls 4 (visible figure 2 ).
  • This frame is articulated around a vertical pivot 5 carried by the chassis V of the vehicle.
  • Chassis B1 and B2 of the two bissels are articulated on the bogie by hinges 18, whose vertical axis Z intersects the horizontal geometric axis G1 or G2 of the corresponding set of wheels.
  • the frame of each bissel is extended opposite to its wheelset and to the other bissel by a head 6a, 6b, disposed around the vertical pivot 5 and having a bissel pivot control joint, generally designated by A and described in more detail. far.
  • the head 6a or 6b has a general shape of triangular arrow and is integral with two lateral forks 7 whose arms 8 are spaced by an interval E accommodating a wheel 9 which, locked on two shaft ends 10, is independent in rotation of the other wheel of the same wheel train.
  • These two shaft ends are rotatably mounted in axle boxes 11, carried by the arms.
  • Each frame therefore comprises two coaxial wheels 9 forming a train, front or rear, since the bogie carries two bissels.
  • the chassis B1 and B2 have bearing surfaces 12 for the suspension springs 13, bearing on the upper wall 2a of the frame C of the bogie.
  • the heads 6a and 6b of the bissels are superimposed, while in that of the figure 5 , that 106a in the form of a yoke and that 106b in the form of a tenon which penetrates into the yoke.
  • the figure 1 shows that the two bissels comprise, between them and on each side of the articulation A, means 14 limiting their spacing by pivoting, pneumatic assisting means 15 assisting this spacing pivoting means 16 damping the approximation , return means 17 tending to return the chassis to the rest position and any other means known to those skilled in the art and without affecting the present invention.
  • FIGS. 6 to 8 show in detail an embodiment of the articulation A pivoting control of the bissels.
  • the articulation A comprises, around the pivot 5 of the bogie, an outer ring 20 and an inner ring 22 enclosing a ring 21 of viscoelastic material.
  • each of the inner rings 22 of the articulations A superimposed around the pivot 5 comprises a light 23 which is transverse, that is to say which extends in the direction of deformation of the viscoelastic ring 21.
  • the length of the light is greater than the corresponding transverse dimension of the pivot 5 and, for example, is twice that.
  • the pivot 5 is locked in rotation in the chassis V of the vehicle and comprises cylindrical surfaces 5a, on which the chassis C of the bogie is rotatably mounted.
  • the pivot 5 has, in its portion 5b crossing the superimposed joints A, a quadrangular cross section, for example square or rectangular, or two flats, whose thickness, in relation to the width of the light 23, is equal to the value of the latter, to the functional game near.
  • the rings 22 of the joints A can move freely relative to the pivot 5, the value of the race S tolerated by the light 23.
  • each of the outer rings 20 extends in 20a towards the other ring to come into contact and form, between the heads 6a and 6b of the bissels, a cylindrical body which is surrounded by a control ring 24.
  • the latter is provided with two opposite and transverse radial tabs 25 on each of which is articulated, by an axis 26, the inner end of a rod 27 forming part of a wheelhouse, visible in full at the figure 1 .
  • each of the connecting rods 27 is independent of that arranged on the other side of the chassis.
  • the embodiment represented in figure 9 is differentiated from that just described in that the rings 22 traversed by the pivot 5 are surrounded by rings 122, the extensions122a to the ring 122 of the other joint are themselves surrounded by a control ring 124.
  • each of the control joints A comprises only a ring similar to the inner ring 22 with a slot 23 defining the control stroke, without a viscoelastic ring 21 and an outer ring 20, so that the pivoting of the bissels is limited by the end of the free stroke of the light 23 around the fixed pivot 5.
  • the figure 1 shows that the two connecting rods 27 are arranged laterally on either side of the control joints A and are each connected to means detecting relative angular displacement of the bogie relative to the vehicle.
  • these detection means are constituted by an elbow lever 28, articulated near its elbow and at 29 on the frame C of the bogie, and one of whose arms is connected by a hinge 30 to the chassis V of the vehicle, while the other arm is connected, by a hinge 31, to the outer end of the rod 27 of the wheelhouse.
  • the travel path tolerated by the light 23 limits the compression of the viscoelastic ring 21, but it is also possible, as in the embodiment shown in FIG. figure 11 , not to provide a light 23 in the inner ring 22 so as to compress the ring 21 from the beginning of the movement of the joint.
  • This figure 11 shows that the displacement S of the axis of the articulations A of the pivoting of the bissels leads the geometric axes of G1 and G2 rotation of each set of wheels in a position where they converge towards the center of the curve of the track, or at least tend towards this position.
  • the figure 12 shows the application of the invention to a motorized bogie, a single bissel is equipped with an electric motor, to clear the vision of the wheel train 9 of the other bissel and show that each wheel is equipped with its system pneumatic control braking system 47, but it is obvious that, depending on the application, the other bissel can also be motorized in the same way.
  • the motorization is provided by two electric motors 40, arranged between the forks 7 of the chassis B1 of the bissel.
  • the output shaft 41 of each motor is connected in rotation to a pinion 42 meshing with a toothed wheel 43, keyed on the wheel shaft 10.
  • each of the independent motors is ensured by a controlled control unit 44 by means 45 comparing the signals emitted by means 45a for detecting a reference axis of the bogie, for example X'-X of its chassis C, with the signals transmitted by means 45b detecting a reference axis of the vehicle, by example X'1-X1 of its chassis V, so that the rotational speed of the wheel 9 is adapted to the radius of the curve of the track and the inner or outer position of this wheel with respect to this track curve.
  • This arrangement adapts the speed of each wheel, eliminating all slippage between wheel and rail, both in rectilinear movements as in curved movements.
  • each of the wheels 9 is movable in translation between the two arms 8 of the fork 7 which carries it.
  • the value of the interval E is determined constructively and is equal to the functional clearance, to the thickness of the wheel 9 plus half the difference of the extreme spacings of the channels on which the vehicle can be driven. This is the case for European vehicles driven on standard gauge tracks of 1.435 meter and on tracks at the Spanish spacing of 1.668 meter, the transverse stroke of each wheel is 116.5 millimeters. It is 217.5 millimeters to go from the standard gauge to the metric gauge, for example to switch from a train track to a track for tram, or vice versa.
  • This complementary arrangement implements means assisting the displacement of each wheel 9 in its bissel and locking means in each of the positions of each wheel.
  • axle boxes 11 serving as rotational guide bearings for the shaft ends 10 integral with each wheel 9, are wedged in translation on these shaft ends, by their bearings 49, but are slidably mounted on slides or columns 50, arranged parallel to the shaft ends and carried by the arms 8 of the corresponding fork 7.
  • the distance between the two walls constituting a fork arm 8 is equal to the length of the axle box 11 increased by a value equal to at least half of the stroke of change of the gauge of the tracks.
  • each box 11 is connected to pneumatic assistance means 51 and for example to the body 52 of a double-acting pneumatic cylinder, whose rods 54 of the piston 53 are wedged in the arms 8 of the corresponding fork 7.
  • each axle box 11 is associated, on the one hand, with a sensor 56 detecting its position and its movement and, on the other hand, with locks 58, able to be inserted alternately between the box 11 and the corresponding wall of the arm 8 to wedge this box and the wheel 9 in each of its spacing positions.
  • Each latch 58 is keyed on the piston 57a of a pneumatic control 57. This piston is urged permanently and in the locking direction by a return spring 57b resting on it. It is biased in the unlocking direction by a pneumatic flow backing it. This action is controlled only in the phase of changing the wheel spacing.
  • Each pneumatic control 57 is associated with contacts 59 electrically connected to a synoptic table, not shown, indicating the locked or unlocked state of the lock and the position of the wheel.
  • the pneumatic controls 57 and 51 are energized to cause the locks 58 to move against their return spring 57b, to unlock the axle boxes 11 and the wheels 9 , and keep the latches 58 in the unlocked position during the adjustment operation, which is assisted by the pneumatic means 51.
  • the rolls of the wheels 9 coming from in contact either with the mushrooms of these rails, or with the outer edge of a groove adjacent to this mushroom cause the transverse displacements of these wheels, as the vehicle is moved longitudinally, at slow speed and in a continuous manner .
  • the pneumatic controls 57 and 51 are vented.
  • the springs 57b become preponderant and bring the latches 58 to the locking position, ensuring the locking of the wheel 9 in its new position.
  • each axle box 11a is connected to the arm 8a of the fork 7a, extends between the two walls of the arm 8a and has a stepped bore 61 in which is wedged a bearing 62, needle or roller.
  • Each shaft end 10a is mounted free to rotate and translate in this bearing 62 and is connected to an extension 10b, with the interposition of a thrust bearing 63 preventing the rotational movement of the shaft 10a is transmitted to the extension 10b.
  • This extension 10b comprises, in the box 11a, two grooves 64, spaced apart and each capable of cooperating with a radial locking lock 65.
  • the body 66 of the lock is carried by the axle box 11a and contains a single pneumatic control Indeed, operating as the pneumatic drives 57, that is to say favoring the return action of the spring 66a to maintain the lock 65 in the locked position and using the pneumatic flow only to ensure the unlocking before and during the adjustment phase of the gap.
  • the means used to adapt the spacing of the wheels to that of the tracks fit without difficulty, and at lower costs, in the means for orienting the wheels curve, whether these wheels are motorized or not. This gives the vehicle thus equipped a lot of advantages over current vehicles and, in particular, the reduction of friction and slippage, the reduction of noise and wear, and at equal power, a better performance.
  • the device for adjusting the wheel spacing which has just been described with reference to the figure 13 to manage two spacings, can also work with other spacings having intermediate values.
  • the standard one of 1.435 meters and the maximum spacing the Spanish one of 1.668 meters, to obtain a wedging of the wheels for an intermediate spacing, corresponding for example to that of the Russian tracks, having a value of 1.524 meters, it suffices, on each extension 11b, to add an additional groove between the grooves 64.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Polishing Bodies And Polishing Tools (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)

Claims (10)

  1. Eisenbahndrehgestell mit gemäß der Krümmung des Gleises ausrichtbaren Rädern, umfassend ein Chassis (C), das um einen bezüglich des Chassis (V) des Fahrzeugs vertikalen Drehzapfen (5) angelenkt ist, und zwei sich gegenüberliegende Bissel-Gestelle (B1, B2), die unter jeweiliger Abstützung eines Radsatzes um vertikale Achsen Z an diesem Chassis C angelenkt sind, wobei jedes Bissel-Gestell gegenüber dem Radsatz und in Richtung des anderen Bissel-Gestells durch einen Kopf (6a, 6b) verlängert ist, der ein Gelenk A zur Betätigung seines Schwenkens aufweist, wobei das Betätigungsgelenk A mit Mitteln (28) verbunden ist, die den relativen Winkelversatz des Drehgestells (C) bezüglich des Chassis (V) des Fahrzeugs erfassen, wobei diese Mittel die Bissel-Gestelle (B1, B2) schwenken können, um den geometrischen Drehachsen (G1, G2) der Radsätze (9) eine Ausrichtung zu geben, in der diese Achsen in Richtung der Mitte der Kurve des Gleises im Wesentlichen konvergieren, dadurch gekennzeichnet, dass das Betätigungsgelenk jedes Bissel-Gestells (B1, B2) den Drehzapfen (5) des Drehgestells umgibt und mit den den relativen Winkelversatz des Drehgestells (C) erfassenden Mitteln (28) durch eine Stange (27) verbunden ist, die von der Stange (27) des Gelenks zur Betätigung des anderen Bissel-Gestells (B2, B1) unabhängig ist, während jedes der Räder (9) eines Radsatzes von dem anderen Rad des gleichen Radsatzes drehunabhängig ist.
  2. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass jedes der Gelenke A zur Betätigung des Schwenkens der Bissel-Gestelle (B1, B2) zwei konzentrische und beabstandete Hülsen, eine innere (20) bzw. eine äußere (22), umfasst, die einen Ring (21) aus viskoelastischem Material umschließen und von denen die innere Hülse (20) von dem Drehzapfen (5) des Drehgestells durchquert wird.
  3. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass die Mittel zur Erfassung des relativen Winkelversatzes des Drehgestells C bezüglich des Chassis des Fahrzeugs V durch einen Winkelhebel (28) gebildet werden, der nahe seinem Winkel (bei 29) am Chassis C des Drehgestells angelenkt ist und von dem einer der Arme durch ein Gelenk (30) mit dem Chassis (V) des Fahrzeugs verbunden ist, während der andere Arm durch ein Gelenk (31) mit einem der Enden einer der Stangen (27) verbunden ist.
  4. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass das innere Ende jeder der beiden lateralen Stangen (27) an einem Ansatz (25) angelenkt ist, der von einem Betätigungsring (24, 124), der die vertikalen Verlängerungen (20a, 122a) der Hülsen, der äußeren (20) oder der inneren (22, 122), der übereinander gelagerten Gelenke (A) zur Betätigung des Schwenkens der beiden Bissel-Gestelle umgibt, radial vorsteht.
  5. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass die innere Hülse (22) jedes der beiden übereinander gelagerten Betätigungsgelenke (A) einen Querkanal (23) umfasst, dessen Länge größer ist als die entsprechende Querabmessung des Drehzapfens (5) des Drehgestells, der ihn vertikal durchquert, während dieser Drehzapfen (5) des Drehgestells, zumindest in seinem die inneren Hülsen (22) durchquerenden Teil, einen quadratischen oder zwischen zwei Abflachungen begrenzten Querschnitt aufweist, von dem eine der Abmessungen mit Ausnahme des funktionellen Spiels gleich der Breite der Querkanäle (23) ist, in denen dieser Drehzapfen gleiten kann.
  6. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass die Räder (9) des Drehgestells drehfest mit einem unabhängigen Elektromotor (40) verbunden sind, dessen elektrische Versorgung durch Mittel (44, 45) gesteuert wird, die eine Referenzachse (X'-X) des Drehgestells mit einer Referenzachse (X'1-X1) des Fahrzeugs vergleichen, damit die Drehzahlen des Motors und des Rads (9) an den Krümmungsradius des Gleises und an die, innere oder äußere, Stellung dieses Rads bezüglich dieser Krümmung des Gleises angepasst werden.
  7. Drehgestell mit ausrichtbaren Rädern nach Anspruch 1, dadurch gekennzeichnet, dass jedes Bissel-Gestell (B1, B2) longitudinal und auf beiden Seiten seines Gelenks (Z) am Drehgestell C zwei laterale und voneinander beabstandete Gabeln (7) aufweist, die jeweils die Achslager (11) für die Wellenstümpfe (10), die mit dem entsprechenden Rad (9) fest verbunden sind, tragen, und dass der Abstand (E) zwischen den Armen (8) jeder Gabel (7) mit Ausnahme eines funktionellen Spiels mindestens gleich dem Querweg ist, den ein Rad (9) zurücklegen muss, um von einer definierten Spurweite zu einer anderen definierten Spurweite zu passieren, wobei diese Querverschiebung der Wellen (10) jedes Rads einerseits durch allmähliche Änderung der Spurweite unter dem sich bewegenden Fahrzeug und andererseits durch pneumatische Hilfsmittel (51, 68), die auf jeden Wellenstumpf (10) einwirken, realisiert wird.
  8. Drehgestell mit ausrichtbaren Rädern nach Anspruch 7, dadurch gekennzeichnet, dass jedes Achslager (11), das einen Wellenstumpf (10) trägt, verschiebbar auf Gleitschienen (50), die parallel zum Wellenstumpf (10) angebracht sind und sich zwischen den beiden Armen (8) der entsprechenden Gabel (7) erstrecken, angebracht ist und durch seine Enden und in jeder seiner beiden Stellungen, die einer Spurweite entsprechen, mit radialen Arretierungsverriegelungen (58) zusammenwirkt.
  9. Drehgestell mit ausrichtbaren Rädern nach Anspruch 7, dadurch gekennzeichnet, dass jeder Radwellenstumpf (10a) verschiebbar in dem in seinem Achslager (11a), das an dem Arm (8a) der entsprechenden Gabel (7a) befestigt ist, arretierten Lager (62) angebracht ist und jeder der beiden Wellenstümpfe (10a) translatorisch mit einer Verlängerung (10b) verbunden ist, die mit mindestens zwei Nuten (64) versehen ist, deren Abstand dem Weg des Rads zum Passieren von einer Spurweite zu einer anderen entspricht, wobei jede Nut eine Arretierungsverriegelung (65) aufnehmen kann, die am Achslager (11a) vorgesehen ist.
  10. Drehgestell mit ausrichtbaren Rädern nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass jede Verriegelung (58, 65) fest mit dem Kolben (57a, 66b) einer einfach wirkenden pneumatischen Steuerung (57, 66) verbunden ist, wobei dieser Kolben einerseits durch eine daran anliegende Rückholfeder (57a, 66a), die dauerhaft und in Verriegelungsrichtung wirkt, und andererseits während der Phase des Wechselns des Reifenabstands durch einen Druckluftstrom, der gegen die Feder und in Entriegelungsrichtung wirkt, vorgespannt wird.
EP08856832A 2007-09-24 2008-09-18 Schienengestell mit rädern zur ausrichtung entsprechend einer streckenkrümmung Active EP2193063B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0706649A FR2921326B1 (fr) 2007-09-24 2007-09-24 Boggie ferroviaire a roues orientables selon la courbure de la voie
PCT/FR2008/001308 WO2009071768A1 (fr) 2007-09-24 2008-09-18 Boggie ferroviaire à roues orientables selon la courbure de la voie

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Publication Number Publication Date
EP2193063A1 EP2193063A1 (de) 2010-06-09
EP2193063B1 true EP2193063B1 (de) 2011-07-20

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EP (1) EP2193063B1 (de)
AT (1) ATE517009T1 (de)
ES (1) ES2369386T3 (de)
FR (1) FR2921326B1 (de)
WO (1) WO2009071768A1 (de)

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Publication number Priority date Publication date Assignee Title
JP5331045B2 (ja) * 2010-03-31 2013-10-30 三菱重工業株式会社 鉄道車両用台車
FR2964076B1 (fr) * 2010-08-27 2012-08-17 Henri Guillemaut Installation pour modifier l'ecartement des roues d'un bogie de vehicule ferroviaire
CN106080644B (zh) * 2016-08-30 2018-07-31 中车株洲电力机车有限公司 一种铰接式轨道车辆转向架及轨道车辆
CN107697094B (zh) * 2017-09-01 2023-08-04 西南交通大学 一种应用于变轨距转向架的锁紧件
CN109187059A (zh) * 2018-11-28 2019-01-11 中车长春轨道客车股份有限公司 整车半消声室环境下轨道车辆结构传声路径试验测试方法
CN117509050B (zh) * 2023-11-20 2024-05-03 北京朗信智能科技有限公司 一种行走机构

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FR2921326A1 (fr) 2009-03-27
EP2193063A1 (de) 2010-06-09
FR2921326B1 (fr) 2009-11-13
ATE517009T1 (de) 2011-08-15
ES2369386T3 (es) 2011-11-30
WO2009071768A1 (fr) 2009-06-11

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