EP2193063B1 - Rail bogie having wheels which can be oriented according to the curvature of the track - Google Patents

Abstract

The chassis C of the bogie carries two opposed Bissel trucks B1, B2 which, while each supporting one of the two wheelsets of this bogie, are articulated on this chassis C about vertical axes Z. Each Bissel truck is extended, on the opposite side to the wheelset and towards the other Bissel truck, by a head (6a, 6b) bearing an articulation A which controls its pivoting movement. According to the invention, this control articulation A surrounds the pivot (5) of the bogie and is connected, via connecting rods (27), to means (28) detecting the relative angular movement of the bogie C with respect to the chassis V of the vehicle. The means (28) act on the connecting rods (27) in order to pivot the Bissel trucks B1, B2 and to give the geometric axes of rotation G1, G2 of the wheelsets (9) an orientation in which these axes substantially progressively converge towards the centre of the curve of the track.

Description

The invention relates to a bogie for railway vehicle with independent and steerable wheels according to the curvature of the track.
Traditionally, 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

In a curve of the track, 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. Now, as they have the same diameters and linear developments and they are connected by the axle-axis, 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. .

It should be noted here that, when a rail vehicle fits in a curve, it is the rolls of the wheels circulating on the outer rail that are the most stressed and their holidays rub more on the rail head than the radius of the rail. curve is weak.

The wear of the wheels is not evenly distributed, it is necessary to carry out regular reprofiling which, by the metal removed on the wheels, reduce the duration of use of each wheel and the distance traveled by it. These reprofiling operations result in vehicle fixed assets and have a significant cost that is added to operating costs.

As for the rails, they are also subject to localized wear which makes it necessary to replace them more frequently in the curves.

To overcome these disadvantages, it is known, on the one hand, to arrange the wheels in a bogie, pivotally mounted about a vertical axis relative to the chassis of the vehicle, and, on the other hand, to make each of the wheels independent of the coaxial one. This arrangement allows each wheel to adapt its rotational speed without being impeded by that which is coaxial with it, and, in curve, reduce the wear of the raceways and bandages by friction and sliding on the rail. On the other hand, it has no effect on the friction of the flanges of the outer wheels against the head of the outer rail of a curve, consecutive friction at the angle of attack or shear, ie at the angle that forms , relative to the tangent to the rail, the part of the wheel coming into contact with this rail. The smaller the radius of the rail curve, the greater the angle and the more friction, noise and wear, even at reduced speed.

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.

In the bogie according to the invention, the control joint of 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.

• le déplacement par rapport au pivot du boggie de l'axe d'articulation de commande de pivotement des bissels,
• le pivotement des bissels, par rapport à l'axe longitudinal du boggie,
• et, le positionnement des axes géométriques des trains de roues des bissels d'un même boggie selon des directions qui convergent vers le centre de la courbure de la voie, ou au moins se rapprochent de ce centre, en réduisant considérablement les frottements.

With this arrangement, each set of wheels of a bissel is angularly independent of the wheel train of the other bissel, and each bissel can rotate relative to the bogie that carries it and depending on the displacement value of the bogie by relative to the vehicle. In this way, when the vehicle enters a curve and the bogie pivots to fit into the curve by changing its angular position relative to the chassis of the vehicle, this pivoting induces in the connecting rods movements of the same direction but which, in pushing or pulling the control joint of the pivoting of the bissels cause:

• the displacement relative to the pivot of the bogie of the articulation axis of pivoting control of the bissels,
• the pivoting of the bissels, with respect to the longitudinal axis of the bogie,
• and positioning the geometrical axes of the wheel trains of the bissels of the same bogie in directions converging towards the center of the curvature of the track, or at least approaching this center, considerably reducing the friction.

• diminution des frottements, des bruits et des usures des roues et des rails, amenant une réduction des coûts de maintenance,
• réduction de la résistance à l'avancement dans les courbes et contrecourbes, entrainant une amélioration du rendement énergétique,
• moindre consommation d'énergie de traction et, à valeur égale, augmentation de la charge remorquée,
• et possibilité de modifier l'écartement des roues d'un mêm train de roue, pour l'adapter sans démontage, à l'écartemen tdes voies.

This simple mechanical device operates completely automatically, without any input of energy and is therefore particularly reliable compared to devices of the state of the art it provides the following vanatages:

• reduced friction, noise and wear of wheels and rails, reducing maintenance costs,
• reduction of the resistance to advancement in the curves and counter-curves, resulting in an improvement of the energy efficiency,
• lower traction energy consumption and, at equal value, increased towing load,
• and the possibility of modifying the wheel spacing of the same wheel train, to adapt it without disassembly, away from the tracks.

Advantageously, 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.

The ability of compressibility of the control joint, on the one hand, 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.

To overcome this limitation, and in one embodiment of the invention, 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. , while 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.

This light, which allows the transverse displacements of the superimposed articulation of the pivoting of the bissels relative to the pivot of the bogie, limits the compression stroke of the viscoelastic ring but retains it in part, to benefit from the damping effect, and reminder that it provides.

In one embodiment, 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.

In a motorized embodiment of the invention, 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.

Thus, the speed of rotation of 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.

In an application of the bogie to a vehicle traveling on tracks having different spacings, 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.

This simple arrangement increases the interest of the device according to the invention, without affecting the improvement of the curve inscription.

• Figure 1 est une vue en plan par dessus d'une forme d'exécution d'un boggie ;
• Figure 2 est une vue de coté en élévation avec coupe partielle centrale du boggie de Figure 1 ;
• Figure 3 est une vue partielle de dessus et en coupe suivant III-III de figure 2, montrant à échelle agrandie une forme d'exécution des moyens de guidage d'une roue dans un boggie à écartement de roues variable ;
• Figure 4 est une vue partielle de coté en élévation et à échelle agrandie suivant IV-IV de figure 2,
• Figure 5 est une vue partielle, de coté et en coupe partielle, montrant une autre forme d'exécution de l'interpénétration des articulations superposées des bissels ;
• Figures 6 et 7 sont des vues partielles en plan par-dessus et à échelle agrandie montrant l'articulation des bissels quand le véhicule circule, respectivement, sur une voie rectiligne et sur une voie en courbe ;
• Figures 8 et 9 sont des vues en coupe selon VIII-VIII de figure 6 montrant deux formes d'exécution des articulations des bissels ;
• Figure 10 est une vue par-dessus d'un véhicule abordant une voie courbe ;
• Figure 11 est une vue en plan pardessus et à échelle agrandie du boggie en courbe à la figure 10 ;
• Figure 12 est une vue en plan pardessus d'une forme d'exécution d'un boggie motorisé ;
• Figure 13 est une vue partielle de dessus et en coupe suivant III-III de figure 2, montrant à échelle agrandie une autre forme d'exécution des moyens de commande et de guidage de la translation des bouts d'arbre d'une roue dans un boggie à roues écartables.

Other features and advantages will emerge from the description which follows, with reference to the appended schematic drawing, in which:

• Figure 1 is a plan view over a form of execution of a bogie;
• Figure 2 is a side elevation view with partial partial section of the bogie of Figure 1 ;
• Figure 3 is a partial view from above and in section along III-III of figure 2 showing on an enlarged scale an embodiment of the wheel guiding means in a variable wheel gap bogie;
• Figure 4 is a partial view on the side in elevation and on an enlarged scale according to IV-IV of figure 2 ,
• Figure 5 is a partial view, on the side and in partial section, showing another form of execution of the interpenetration of the superimposed joints of the bissels;
• Figures 6 and 7 are partial plan views over and on an enlarged scale showing the articulation of the bissels when the vehicle is traveling, respectively, on a straight track and on a curved track;
• Figures 8 and 9 are sectional views according to VIII-VIII of figure 6 showing two forms of execution of the joints of the bissels;
• Figure 10 is a view over a vehicle approaching a curved lane;
• Figure 11 is a plan view over and on an enlarged scale of the bogie curved at the figure 10 ;
• Figure 12 is a plan view above an embodiment of a motorized bogie;
• Figure 13 is a partial view from above and in section along III-III of figure 2 , showing on an enlarged scale another embodiment of the means for controlling and guiding the translation of the shaft ends of a wheel in a wheeled bogie.

In the drawing, 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.

In the form of execution of Figures 1 to 4 , 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.

As shown in figure 1 , 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.

In the form of execution of the figure 2 , 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.

It is the same for the bogie which, in known manner, is associated with means which are not described in detail, because out of the invention, such as antilacet and antiroulis device, suspension relative to the chassis of the vehicle,. ..

The Figures 6 to 8 show in detail an embodiment of the articulation A pivoting control of the bissels. In each head 6a, or 6b, 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.

In the form of execution of Figures 6 and 7 , 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.

As shown in figure 2 , 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. In this embodiment and 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. As a result, 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.

The figure 8 shows that 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 . Note that 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.

In an alternative embodiment not shown, 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.

In the embodiment shown in the drawing, 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.

• d'abord, de déplacer transversalement par rapport au pivot 5 l'ensemble de l'articulation viscoélastique A, comprenant les éléments 20, 21 et 22, ce déplacement s'effectuant, grâce au coulissement des bords des lumières 23 des bagues intérieures 22 contre les flancs du pivot, sur une course libre S dépendant de la longueur de la lumière 23,
• puis, quand les bagues intérieures 22 sont en fin de course, par appui du fond de leur lumière 23 contre le pivot 5, de comprimer l'anneau viscoélastique 21, dans sa partie disposée vers l'intérieur de la courbe, comme montré en 36 à la figure 7.

When a vehicle 33 ( figure 10 ) traveling on a straight track 34a approaches a curve 34b, the wheels 9 of each bogie control the pivoting of the bogie around its pivot 5. This movement is perceived by the elbow levers 28 and, in particular by their arms which, articulated in 30 on the vehicle, rotate these bent levers 28 around their articulation 29. Their arms, articulated at 31 on the rods 27, communicate to the latter translational movements, shown by the arrows 35 to the figure 7 , respectively, in thrust towards the pivot 5, for the connecting rod disposed inside the curve, and in pulling outwards of the pivot, for the other connecting rod. These two movements of the same meaning are exerted on the ring 24 surrounding the joints and have the following consequences:

• firstly, to move transversely relative to the pivot 5 the entire viscoelastic joint A, comprising the elements 20, 21 and 22, this displacement taking place, thanks to the sliding edges of the lights 23 of the inner rings 22 against the flanks of the pivot, on a free run S depending on the length of the light 23,
• then, when the inner rings 22 are at the end of stroke, by pressing the bottom of their light 23 against the pivot 5, to compress the viscoelastic ring 21, in its portion disposed towards the inside of the curve, as shown in FIG. to the figure 7 .

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.

As a result of this arrangement, when the vehicle is curved, its wheels are perfectly positioned and that, thanks to their independence, they can each rotate at a different speed from those of others, without generating friction, noise and wear.

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.

In this embodiment, 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. The power supply of 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.

In all embodiments of bissel shown in the drawing, 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.

In the form of execution shown in Figures 1 to 4 , the 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.

The upper left part of the figure 3 , shows that 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.

The figure 4 shows that 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.

When the vehicle reaches a wheel gauge modification station, in which the special rails forming the track will gradually by moving away or moving closer, according to the direction of circulation of the vehicle, 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. In this way when the vehicle is traveling on the rails of the spacing adjustment station, 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 . At the end of the adjustment station and when all the wheels of a bogie are at the new gauge, the pneumatic controls 57 and 51 are vented. Thus, 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.

In the variant embodiment shown in figure 13 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.

• l'alimentation des commandes pneumatiques 66, dans le sens du deverrouillage des verrous 65,
• l'alimentation des chambres 68, ayant la plus petit volume et la mise à l'atmosphère des chambres disposées de l'autre coté de chaque roue, pour assister le déplacement transversal des arbres 10 et des roues 9,
• et, en fin de mouvement, la mise à l'atmosphère des moyens de commande 66, pour rendre prépondérants les ressorts 66a et assurer par le verrou 65 correspondant le verrouillage de la roue 9 dans sa nouvelle position transversale.

Beyond these grooves 64, each extension 10b is shaped as a pneumatic piston, with seals 67 and the arrangement at the end of the box 11a of a sealed chamber 68. The latter is connected by a channel 70 and pipes not shown, to a control installation which, as in the previous embodiment, governs successively:

• supplying the pneumatic controls 66, in the direction of unlocking the locks 65,
• supplying the chambers 68, having the smallest volume and venting chambers disposed on the other side of each wheel, to assist the transverse displacement of the shafts 10 and the wheels 9,
• and, at the end of the movement, the venting of the control means 66, to make the springs 66a predominant and to ensure by the corresponding lock 65 the locking of the wheel 9 in its new transverse position.

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. Thus, for a vehicle whose wheels may have the minimum spacing, 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.

Claims (10)

1. Rail bogie with wheels that can be oriented according to the curvature of the track, comprising a chassis (C), articulated about a vertical pivot (5) with respect to the chassis (V) of the vehicle, and two opposed bissels (B1, B2) which, each supporting a set of wheels, are articulated to this chassis C about vertical axes (Z), each bissel being extended, in the opposite direction from the set of wheels and towards the other bissel, by a head (6a, 6b) carrying an articulation A that controls its pivoting, the said control articulation A being connected to means (28) that detect the relative angular displacement of the bogie (C) with respect to the chassis (V) of the vehicle, these means being capable of causing the bissels (B1, B2) to pivot in order to give the geometric axes of rotation (G1, G2) of the sets of wheels (9) an orientation in which these axes substantially converge towards the centre of the curve of the track, characterized in that the control articulation of each bissel (B1, B2) surrounds the pivot (5) of the bogie and is connected to the means (28) that detect the relative angular displacement of the bogie (C) by a link rod (27) that is independent of the link rod (27) of the control articulation of the other bissel (B2, B1), while each of the wheels (9) of a set of wheels is rotationally independent of the other wheel of the same set of wheels.
2. Bogie with orientable wheels according to Claim 1, characterized in that each of the articulations A that control the pivoting of the bissels (B1, B2) comprises two concentric and spaced-apart rings, these respectively being an inner ring (20) and an outer ring (22) sandwiching an annulus (21) made of viscoelastic material, and the inner ring (20) of which has the pivot (5) of the bogie passing through it.
3. Bogie with orientable wheels according to Claim 1, characterized in that the means of detecting the relative angular displacement of the bogie C with respect to the chassis of the vehicle V consists of a cranked lever (28), articulated near to its bend (at 29) to the chassis C of the bogie, and one of the arms of which is connected by an articulation (30) to the chassis (V) of the vehicle, while the other arm is connected by an articulation (31) to one of the ends of one of the link rods (27).
4. Bogie with orientable wheels according to Claim 1, characterized in that the inner end of each of the two lateral link rods (27) is articulated to a lug (25) projecting radially from a control annulus (24, 124) surrounding vertical extensions (20a, 122a) of the outer (20) or inner (22, 122) rings of the superposed articulations (A) that control the pivoting of the two bissels.
5. Bogie with orientable wheels according to Claim 1, characterized in that the inner ring (22) of each of the two superposed control articulations (A) comprises a transverse slot (23) the length of which is greater than the corresponding transverse dimension of the bogie pivot (5) that passes vertically through it, whereas this bogie pivot (5) has, at least in its part that passes through the said inner rings (22), a transverse section that is either quadrilateral or is delimited between two flats, one of the dimensions of which is equal, give or take a functional clearance, to the width of the transverse slots (23) in which this pivot can slide.
6. Bogie with orientable wheels according to Claim 1, characterized in that each of the wheels (9) of the bogie is connected for rotation to an independent electric motor (40) the electrical power supply to which is controlled by means (44, 45) that compare a reference axis (X'-X) of the bogie against a reference axis (X'1-X1) of the vehicle so that the rotational speeds of the motor and of the wheel (9) are tailored to the radius of curvature of the track and to the position of this wheel, namely whether it is on the inside or the outside of this curve in the track.
7. Bogie with orientable wheels according to Claim 1, characterized in that each bissel (B1, B2) has, longitudinally and on each side of its articulation (Z) to the bogie C, two lateral and spaced-apart forks (7) each bearing the axle boxes (11) for the stub shafts (10) secured to the corresponding wheel (9), and in that the gap (E) between the arms (8) of each fork (7) is at least equal, give or take a functional clearance, to the transverse travel that a wheel (9) has to cover in order to move from one defined gauge of track to another defined gauge of track, this transverse displacement of the shafts (10) of each wheel being achieved, firstly, by a progressive modification of the gauge of the track under the vehicle as it moves along and secondly by pneumatic boost means (51, 68) acting on each stub shaft (10).
8. Bogie with orientable wheels according to Claim 7, characterized in that each axle box (11) bearing a stub shaft (10) is mounted such that it can slide on slides (50), parallel to the stub shaft (10) and extending between the two arms (8) of the corresponding fork (7), and, via its ends and in each of its two positions corresponding to a gauge of track, collaborates with radial setting locks (58).
9. Bogie with orientable wheels according to Claim 7, characterized in that each wheel stub shaft (10a) is mounted such that it can slide in the rolling bearing (62) set in its axle box (11a), fixed to the arm (8a) of the corresponding fork (7a), and each of the two stub shafts (10a) is connected for translational movement to an extension (10b) equipped with at least two grooves (64), the spacing of which corresponds to the travel that the wheel has to effect in order to move from one gauge of track to another, each groove being able to receive a radial setting block (65) borne by the axle box (11a).
10. Bogie with orientable wheels according to either one of Claims 8 and 9, characterized in that each lock (58, 65) is secured to the piston (57a, 66b) of a single-acting pneumatic controller (57, 66), this piston being forced, firstly, by a return spring (57b, 66a) pressing against it, acting constantly in the direction of locking and, secondly, by pneumatic flow that acts against the action of the spring and in the unlocking direction during the phase of changing the separation of the wheels.

Images