EP3020610A1 - Schienenachse mit automatischem wechsel zu mehreren spurbreiten - Google Patents

Schienenachse mit automatischem wechsel zu mehreren spurbreiten Download PDF

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Publication number
EP3020610A1
EP3020610A1 EP14822552.7A EP14822552A EP3020610A1 EP 3020610 A1 EP3020610 A1 EP 3020610A1 EP 14822552 A EP14822552 A EP 14822552A EP 3020610 A1 EP3020610 A1 EP 3020610A1
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EP
European Patent Office
Prior art keywords
axle
claws
railway
sleeve
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14822552.7A
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English (en)
French (fr)
Other versions
EP3020610B1 (de
EP3020610A4 (de
Inventor
Beltrán Rubio De Hita
Jose Teodoro Lara Hernandez
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Azvi SA
Ingenieria Y Tecnica Del Transporte Tria SA
Ogi Ejes De Ancho Variable SL
Azvi S A
Ingenieria Y Tecnica Del Transporte Tria S A
Ogi Ejes De Ancho Variable S L
Original Assignee
Azvi SA
Ingenieria Y Tecnica Del Transporte Tria SA
Ogi Ejes De Ancho Variable SL
Azvi S A
Ingenieria Y Tecnica Del Transporte Tria S A
Ogi Ejes De Ancho Variable S L
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Azvi SA, Ingenieria Y Tecnica Del Transporte Tria SA, Ogi Ejes De Ancho Variable SL, Azvi S A, Ingenieria Y Tecnica Del Transporte Tria S A, Ogi Ejes De Ancho Variable S L filed Critical Azvi SA
Priority to PL14822552T priority Critical patent/PL3020610T3/pl
Publication of EP3020610A1 publication Critical patent/EP3020610A1/de
Publication of EP3020610A4 publication Critical patent/EP3020610A4/de
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Publication of EP3020610B1 publication Critical patent/EP3020610B1/de
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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 present invention relates to a railway axle with automatic change to multiple track widths, making it possible to solve the problem of the difference in track widths adopted in different railway networks around the world and which represent a barrier to railway traffic, requiring the transfer of the goods or manual width change.
  • the railway axle of the invention is envisaged to change the width between wheels in railway vehicles to continuously switch from one track width to another, making them circulate along a transition track section with rail and check rail which, by continuously varying its width, connects the two tracks of different width.
  • the object of the invention is to remove the physical barrier currently represented by the change in width both in freight and passenger traffic, in order to execute said transition smoothly, without the need for stopping and without releasing the wheel load during the width change process.
  • the invention falls within the field of railways and, specifically, that of wheel tandems corresponding to railway vehicles or convoys.
  • the Talgo system titled "Railway axle assembly equipped with automatic track width change and adaptable to conventional freight bogies" is known.
  • it is not a typical continuous mounted axle and the width change process is performed by releasing the wheel load.
  • It requires internal bearings which have a problem with the detection of internal hot boxes, in addition to the possibility that the locks may perform poorly in the event of extremely low temperatures.
  • Said locks are disposed in an upright position and have a hollow bridge that joins the vertical unblocking rods on receiving the head of an appropriate profile of an unlocking guide of the width changing installation, which requires precise action on the axle.
  • Typical assembled axle systems valid for freight include, namely, the Polish SUW2000 system and the German Rafil Type V system.
  • SUW2000 has the complication of transmitting torsional torque between wheelsets by means of threaded male-female joining elements, which entail severe deterioration in contact zones, giving rise to clearances that end up being supported by the wheel locking system and consequently destroying it, thereby adding to the complexity of the maintenance tasks.
  • variable-width systems are known that resolve this problem by means of fixation compasses, but do not have an articulated connection and are disposed on the outer part of the axle, which increases fatigue and, therefore, breakage of the part. In addition, they require specially designed grease boxes, which significantly raise the cost of the solution.
  • Other variable-width systems are also known wherein the forces required to perform the change in width are applied by means of the guiding of additional wheel treads of the railway wheels, which adds excess weight.
  • the width-changing process is carried out by means of the participation of pendulums that interact with the width-changing platform, said pendulums being elements which add excess weight to the system, in addition to further complicating maintenance.
  • Rafil Type V and SUW2000 have the characteristic of being exclusively compatible with two different track widths, restricting its use to a single railway border, limiting any traffic to other networks with multiple widths, as becoming required in Europe-Asia freight traffic.
  • variable-width railway axles there is a problem generally associated with current variable-width railway axles, as they require the use of specific rolling material from the manufacturer, which represents a handicap for their use in freight transport, since the car and bogie fleet cannot be reused for the existing fixed width, raising total operating costs.
  • the railway axle with automatic change to multiple track widths which does not need to release wheel load, is based on the design of a new axle which, installed on a train, allows it to freely circulate between railway networks of different widths.
  • the change of width is performed on passing through a system installed on the track which is in charge of performing the corresponding manoeuvres that enable the unlocking and subsequent locking of an internal mechanism envisaged for this purpose.
  • the railway axle of the invention is composed of an actual axle and two wheels which are coupled to said axle by means of adjusted bushings, allowing the axial movement of the wheels on the axle under load conditions, without suffering excessive wear or breakage, even under heavy-haul conditions due to freight traffic.
  • This is possible as a result of the lubrication by means of grease achieved in the inner zone by means of greasers disposed for this purpose.
  • the axle has a system of claws shaped in the manner of a sliding sleeve for each wheel, such that the locking which makes it possible to maintain a constant track width is achieved when the claws of said sleeve enter annular, trapezoidal grooves envisaged in rings mounted on the wheel hub.
  • the axle may be configured to achieve more than two widths by modifying the length of the sliding sleeves, as well as the length of the axle, and mounting more rings with annular, trapezoidal grooves, combined with spacer rings envisaged to separate the rings with annular grooves, and whose separation will establish the appropriate distance until achieving the desired track widths.
  • Each sleeve of claws will rotate secured in rotation to the axle, as it is fixed by means of a base ring that is hooped and secured to the axle, said fixation and hooping being carried out by a single bolt that is screwed onto a threaded section of the hooped base ring.
  • a calibration washer will be installed between the sleeve of claws and the base ring that is hooped and secured to the axle.
  • a clamping sleeve associated with one or more pretensioned springs will be used.
  • the change in width, and therefore the unlocking or unblocking of the wheels, will occur when a force is applied that can overcome the resistance offered by installed pretensioned springs and move the sleeve of claws.
  • This force will be applied throughout the width change process due to the interaction of the axle with a width-changing device or platform installed on the track.
  • the force will be applied to a disc-like pusher secured to the sleeve of claws that will compress the springs installed in the axle, in order to release the claws from the annular grooves, facilitating the movement of the wheels in an axial direction until the claws of the end of the sleeve are housed in the annular groove corresponding to the new track width on which the railway vehicle will circulate.
  • the railway axle also has parts called compasses that serve as a coupling between the wheel and the axle in the direction of rotation, each compass being formed by a pair of semi-compasses or arms, articulated therebetween, with the participation of a ball-and-socket joint which allows for pitching, such that the use of this ball-and-socket joint allows for the absorption of small non-axial movements of the wheel on the axle during rolling thereof, preventing the rod that connects them from breaking.
  • the coupling between the wheel and the axle occurs upon connecting a semi-compass to the inside of the wheel by means of a supporting sleeve and the other semi-compass to the base ring that is hooped and secured to the axle.
  • the compass supports additionally serve to protect the rings having annular, trapezoidal grooves when the axle is operating on greater track-width configurations.
  • the railway axle is complemented with a bellows-type extendable membrane having one or more folds and that will serve as protection for smaller track-width positions, such that said membrane is joined to the axle and to the wheel on the outer part thereof by means of a plate housed in a concave projection of the axle joined to an outer protection part, and joined to the wheel by means of a ring whereto the extendable membrane will be joined.
  • the structural elements that constitute the railway axle object of the invention include, namely, the following:
  • variable-width axle object of the invention is envisaged to be able to change from one width to another in a fully satisfactory manner, such that, in accordance with figure 1 , the railway axle as a whole comprises the wheels (1) mounted on the corresponding axle (2) with sliding adjustment, i.e. with axial sliding capacity of the wheel (1) over the axle (2).
  • This sliding adjustment occurs due to the use of adjusted bushings (3) lubricated by means of grease on the inside (4) of the wheel (1), allowing the transition from one width to another without the need to release the wheel load, even under heavy-haul conditions, such as freight traffic.
  • the wheels (1) will be immobilised with respect to the axle (2) by means of a sleeve (5) of claws (5') that will prevent the axial movement thereof when the claws (5') are housed in trapezoidal grooves (6') provided in rings (6) mounted on the hub (7) of the wheel (1) itself, such that the layout of the trapezoidal grooves (6') will establish annular grooves that will enable the configuration of two or more track widths, by modifying the length of the hub (7) of the wheel (1), the length of the axle (1) and the use of spacer rings (8) disposed between the rings (6) of the groove (6').
  • the claws (5') will be secured in rotation to the axle (2) and are fixed by means of a base ring (9) that is hooped and secured to the axle, housed in the trapezoidal grooves of the rings (6), where they will form annular wedges along the entire perimeter.
  • a base ring (9) that is hooped and secured to the axle, housed in the trapezoidal grooves of the rings (6), where they will form annular wedges along the entire perimeter.
  • non-ferrous materials will be used both in the contact zone thereof with the trapezoidal grooves (6') and on the outer part that is in contact with a clamping sleeve (10), the latter being envisaged to prevent the claws (5') from abandoning the trapezoidal grooves (6') through the action of one or more pretensioned springs (11).
  • said claws (5') In order to perform the change in width, said claws (5') must be unblocked with respect to the grooves (6'), which is possible by means of the action of a force to overcome one or more pretensioned springs (11) and move the clamping sleeve (10), a force applied when said axle circulates through the track device or mechanism envisaged to perform the change in width.
  • a disc-like pusher (12) secured to said clamping sleeve (10), which will compress one or more pretensioned springs (11), will be actuated, releasing the claws (5') from the grooves (6') for the purpose of facilitating movement in an axial direction until the desired claw (5') enters the corresponding groove (6') and establishes the new track width to which the change is made.
  • the coupling between the wheel (1) and the axle (2), in the direction of rotation, is carried out based on articulated compasses (13) connected by one end to the inside of the wheel (1), by means of a supporting sleeve (14) and, by the other end, to the base ring (9) hooped and secured to the axle (2), whereto the sleeve (5) with claws (5') is also connected, thereby enabling the transmission of moment between the two wheels (1), without preventing axial movement.
  • the compass support (14) will in turn serve to protect the rings (6) with trapezoidal grooves (6') when the axle (2) is in the maximum track-width position.
  • Figure 2 shows a more detailed view of the articulated compass system (13) formed by two semi-compasses (15) which make rotation possible by means of an articulation shaft (16), as well as shifting by means of a ball-and-socket joint (17) coupled to said shaft (16) and housed in one of the semi-compasses (15).
  • This ball-and-socket joint (17) absorbs the small non-axial movements of the wheel (1) on the axle (2), during normal operation, without causing fatigue of the rod that connects them, thereby preventing it from breaking.
  • Figure 3 shows a more precise view of the fixation of the sleeve (5) of claws (5') to the axle (2), said fixation being carried out by means of a single bolt (18) that is screwed onto a threaded section of the base ring (9).
  • a calibration washer (19) will be inserted between the base ring (9) and the sleeve (5) of claws (5').
  • Figure 4 shows the protection system when the axle (2) is in the minimum track-width position, said protection system being based on a bellows-type extendable membrane (20), having one or more folds, which will be joined to the axle (2) by means of a plate (21) disposed on a concave projection (23) of the axle (2) joined to an outer protection part and joined to the external part of the wheel (1) by means of a ring (22) whereto the extendable membrane (20) will be joined.
  • a plate (21) disposed on a concave projection (23) of the axle (2) joined to an outer protection part and joined to the external part of the wheel (1) by means of a ring (22) whereto the extendable membrane (20) will be joined.
  • brake discs can optionally be disposed in the middle area of the axle, secured thereto, or disposed secured to the wheels, requiring in this latter case a simple steering system to accompany the movement of the wheels during the transition from one width to another.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Rolling Contact Bearings (AREA)
  • Springs (AREA)
  • Friction Gearing (AREA)
  • Automatic Assembly (AREA)
  • Hand Tools For Fitting Together And Separating, Or Other Hand Tools (AREA)
EP14822552.7A 2013-07-11 2014-07-10 Schienenachse mit automatischem wechsel zu mehreren spurbreiten Active EP3020610B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14822552T PL3020610T3 (pl) 2013-07-11 2014-07-10 Oś kolejowa z automatyczną zmianą na różne rozstawy kół

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES201331055A ES2428239B1 (es) 2013-07-11 2013-07-11 Eje ferroviario con cambio automático a multiples anchos de vía
PCT/ES2014/070565 WO2015004303A1 (es) 2013-07-11 2014-07-10 Eje ferroviario con cambio automatico a multiples anchos de vía

Publications (3)

Publication Number Publication Date
EP3020610A1 true EP3020610A1 (de) 2016-05-18
EP3020610A4 EP3020610A4 (de) 2017-02-22
EP3020610B1 EP3020610B1 (de) 2019-09-11

Family

ID=49384246

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14822552.7A Active EP3020610B1 (de) 2013-07-11 2014-07-10 Schienenachse mit automatischem wechsel zu mehreren spurbreiten

Country Status (10)

Country Link
EP (1) EP3020610B1 (de)
CN (1) CN105492292B (de)
CL (1) CL2016000040A1 (de)
EA (1) EA030086B1 (de)
ES (1) ES2428239B1 (de)
MD (1) MD4572C1 (de)
PL (1) PL3020610T3 (de)
PT (1) PT3020610T (de)
UA (1) UA117489C2 (de)
WO (1) WO2015004303A1 (de)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106740964B (zh) * 2016-12-07 2019-05-03 中车株洲电力机车有限公司 一种变轨距轮对及其锁紧机构
CN108674438B (zh) * 2018-05-11 2019-09-27 吉林大学 一种端面驱动式的变轨距转向架轨距变换方法
CN108791352B (zh) * 2018-06-12 2019-10-15 吉林大学 一种变轨距转向架的主动变轨装置及方法
CN108909360B (zh) * 2018-07-05 2021-08-24 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锁紧机构及变轨距轮对
CN108909358B (zh) * 2018-07-05 2021-09-10 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
CN108909359B (zh) * 2018-07-05 2021-06-25 中车青岛四方机车车辆股份有限公司 一种变轨距轮对用轴箱体结构及变轨距轮对
CN111071277B (zh) * 2018-10-19 2021-05-04 中车唐山机车车辆有限公司 轮对、转向架及轨道车辆
CN111071279B (zh) * 2018-10-19 2021-02-02 中车唐山机车车辆有限公司 转向架及轨道车辆
RU2692506C1 (ru) * 2018-10-30 2019-06-25 Александр Иванович Худолий Колесная пара железнодорожного подвижного состава
CN109733435B (zh) * 2019-01-02 2020-01-10 中车青岛四方机车车辆股份有限公司 变轨距轮对用润滑结构及变轨距轮对
CN111942422B (zh) * 2020-08-19 2021-06-15 青岛思锐科技有限公司 识别锁定装置、变轨距制动夹钳单元及轨道车辆
ES2794248B2 (es) 2020-10-05 2021-11-08 Variable Gauge Systems S L Conexion articulada para transmision de torsor en un eje ferroviario de ancho variable
ES2979089A1 (es) * 2024-01-25 2024-09-24 E P E Administrador De Infraestructuras Ferroviarias Adif Sistema ferroviario para cambio de ancho de via

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2492790A1 (es) 2013-03-08 2014-09-10 Salvador COSTA ESPARZA Eje de ancho variable para vehículos ferroviarios y su sistema automático de identificación y localización

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DE1455102A1 (de) * 1964-05-29 1969-04-10 Deutsche Reichsbahn Spurwechselradsatz fuer Schienenfahrzeuge
FI37102A (fi) * 1966-03-01 1967-08-10 Raiteenvaihtopyöräkerta
ES338183A1 (es) * 1967-03-17 1968-04-01 Rubio Lara Bastida Camacho Procedimiento para modificar el ancho entre ruedas en los vehiculos de ferrocarril para pasar de forma continua de un ancho de via a otro.
DE2004725C3 (de) * 1970-02-03 1974-06-20 Fried. Krupp Huettenwerke Ag, 4630 Bochum Spurwechselradsatz für Schienenfahrzeuge
CH517612A (fr) * 1970-10-06 1972-01-15 Vevey Atel Const Mec Installation ferroviaire
DE4405861C2 (de) * 1993-03-03 2002-11-14 Pkp Ts B K Poznan Radsatz mit verschiebbaren Rädern
CA2178177C (en) * 1995-06-06 1999-08-03 Masao Ogawara Variable-wheel-gauge bogie for rolling stock
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Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
ES2492790A1 (es) 2013-03-08 2014-09-10 Salvador COSTA ESPARZA Eje de ancho variable para vehículos ferroviarios y su sistema automático de identificación y localización

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Title
See also references of WO2015004303A1

Also Published As

Publication number Publication date
MD20160011A2 (ro) 2016-06-30
WO2015004303A1 (es) 2015-01-15
UA117489C2 (uk) 2018-08-10
CN105492292A (zh) 2016-04-13
PT3020610T (pt) 2019-10-31
ES2428239B1 (es) 2014-04-16
MD4572C1 (ro) 2019-01-31
EA030086B1 (ru) 2018-06-29
PL3020610T3 (pl) 2020-03-31
EP3020610B1 (de) 2019-09-11
EP3020610A4 (de) 2017-02-22
ES2428239A1 (es) 2013-11-06
MD4572B1 (ro) 2018-06-30
CL2016000040A1 (es) 2016-10-14
EA201690168A1 (ru) 2016-05-31
CN105492292B (zh) 2018-01-30

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