FR2750105A1 - WAGON FOR NORMAL SPREAD TRACK AND WIDE SPREAD TRACK - Google Patents

Abstract

The wagon for standard gauge and wide gauge track (1435/1520 mm) comprises bogies with axles (5) with variable gauge running gear allowing axial displacement of the wheels from a gauge of 1435 mm to a gauge 1520 mm, and vice versa, when passing through a special gauge change installation, two distributors, respectively of the Matrossow type and according to the UIC 540 leaflet, connected by a switching device and having their own isolation equipment and connected to a continuous brake line, manual or automatic braking and an automatic Willison coupling (7), which can be coupled to the automatic couplers of wide gauge vehicles of the CET and Baltic networks.

Description

WAGON FOR NORMAL WIDTH TRACK AND TRACK A

WIDE GAP

  The invention relates to a wagon usable on European lines with normal gauge tracks, of 1435 mm, and on wide gauge tracks of the States of the CIS and / or the Baltic Republics,

of 1520 (1524) mm.

  Continuous wagon traffic between the European Networks and the Railways of the CIS States and / or the Baltic Republics is strongly penalized due to the differences in the gauge lines

  track, coupling systems and conditions of use.

  There are wagons which are suitable both for traffic on the lines of the Western European Networks, whose gauge is 1435 mm, as on the lines of the States of the CIS and / or the Baltic Republics with a gauge of 1520 ( 1525) mm. These wagons are fitted with bogies which can be replaced by bogies at the other track gauge at the crossing point between the track systems.

normal / wide track.

  There are also wagons on which, at the limit of the Normal gauge track / Wide gauge track networks, the screw hitch is dismantled from European Networks with normal gauge tracks and an automatic hitch assembly usual in the CEI Networks and the networks of the Baltic Republics, and vice versa. The side buffers, in use in the European Networks, remain on the wagon. There are also wagons fitted with a modular pneumatic brake on release, for the normal track network sector, and a direct release brake.

  for the field of CIS Networks and the Baltic Republics.

  These known solutions have the drawback of making it very expensive (time and money) to switch from the normal track to the wide track, and vice

and vice versa.

  To change the bogies, the wagons must be placed on a lifting installation. To do this, the wagons must be uncoupled and stowed. Depending on the constructive design of the bogies, it is necessary to disconnect all the connections between the bogie and the chassis or the body of the wagon (e.g. blocking of the axle of the slider, control rod of the brake linkage, braid of earth). For the change of bogies of a given spacing against bogies with different spacing, the wagons must be placed on jacks, raised and then lowered. Following this, all the connections between the bogie and the chassis must be reconnected. It is necessary, if necessary, to also carry out a correction of the play with the reader. When exchanging the screw coupling for an automatic coupling, and vice versa, the connecting elements between the elastic device must be separated from the screw coupling or the automatic coupling and then repaired. after the exchange. The assembly and disassembly of the automatic coupling requires the use of lifting equipment. In addition, due to the different equipment of the wagons in the various Networks due to the standards, it is often

  necessary to perform operations accordingly.

  The object of the invention is to design a wagon that can transit on normal tracks of 1435 mm wide and on wide tracks of 1520 (1524) mm and allowing to cross, in the shortest possible time and with a minimum of means , the frontier of Networks

  between the normal track and the wide track.

  In addition, it is necessary to ensure that the brake equipment of these wagons with variable spacing meets both the requirements of the IEC Networks and the Republics Networks.

  Baltic States than those of the International Union of Railways (UIC).

  These variable gauge wagons, both as a single wagon and as a group of wagons, or even an entire train, may be coupled to other railway vehicles which are fitted either with automatic coupling of the type SA-3 of the States of the CIS and the Baltic Networks, that is to say of a screw coupling with

UIC Networks side buffers.

  According to the invention, this object, in particular, is achieved by the fact that there is provided: a) running gear with axles with variable spacing, for which the defined distance of the axially movable wheels for the spacings of 1435 mm and 1520 mm is maintained by a special locking system and on which the wheel locking is first unlocked when passing over a special gauge change installation, in order to allow the wheels to move axially from normal gauge ( 1435 mm) to the wide gauge (1520; 1524 mm) or vice versa, to then be locked again in the position of the new gauge, b) a Matrossow type distributor and a distributor according to the UIC 540 sheet or a UIC distributor / Matrossow combining these two distributors, the two distributors and / or the combined UIC / Matrossow distributor being connected via a switching device and each distributor having e n own isolation equipment and a purge zipper or common isolation equipment and a purge zipper, and the distributor according to figure UIC 540 also has equipment for switching goods / passengers, c) general conduct continues to which are connected the two distributors and / or the combined distributor, d) a braking system to the load in order to adapt the braking power to the actual mass of the wagon, the braking system to the load can be carried out manually with several levels, automatically at several levels or automatically in autovariable continuously, the braking control under load can be done separately for each distributor or in common, e) at the end, an automatic coupling according to the Willison principle, which can transmit efforts of traction and compression and can be coupled directly to the automatic couplings of vehicles for wide gauge tracks es Networks

of the CIS and the Baltic Networks.

  Thus, the wagon has bogies with variable spacing axles and / or variable spacing running gear whose construction guarantees an axial movement of the wheels from a spacing of 1435 mm to a spacing of 1520 mm and vice versa during their

  passage on special gauge change facilities.

  Axles and / or variable spacing running gear have locking systems that guarantee the maintenance of the spacing 1435 mm or 1520 (1524) mm beyond the installation

  gauge change in all operating conditions.

  In order to meet the specific braking conditions in the CEI and Baltic wide gauge networks and in the European UIC normal gauge networks, the wagon is advantageously fitted with two different distributors or a combination of distributors. It is preferably a distributor of the Matrossow N 483-000 type for the field of the CEI and Baltic Networks and a distributor approved according to UIC file 540 for the field of the UIC Networks, or a combination of these two

  dispenser systems (UIC / Matrossow).

  The two distributors or the combination of distributors (UIC / Matrossow) are advantageously connected by switching equipment, each distributor and / or the combination of distributors (UIC / Matrossow) having isolation equipment corresponding to the conditions of the field of use. in question,

  or there is provision for common isolation equipment.

  Each distributor preferably has its own purge equipment, or else a purge rod may be common. The distributor for UIC Networks can receive equipment for changing the Goods / Travelers regime according to UIC leaflet 541-1. Isolation and regime change equipment

  Goods / Passengers have security upon release.

  Regarding the Matrossow distributor, each wagon can have a handle on the side for changing the

  braking regimes as a function of the mass of the wagon.

  The wagons with variable spacing preferably have a continuous general line to which the two distributors or the combination of distributors are connected. Continuous general piping may include one or two shut-off valves

each end.

  The variable gauge wagon has, in the area of European UIC Networks, braking under load satisfying the

conditions of UIC sheets.

  Variable gauge wagons may, for the CIS and Baltic Networks, have a load regime change lever with three positions, empty,

partially loaded, loaded.

  It is advantageous for both distributors to use the automatic braking system under load either in the specific embodiment for the railway system or - especially when using a combination of distributors - using a braking system automatic at unified charge for both areas. In addition, wagons can be fitted with screw brakes which can act independently of the type of brake system

pneumatic used.

  The wagon is braked either with a shoe brake -

  in this case, the variable spacing running gear has brake shoe changing equipment for the independent adaptation of the positioning of the brake shoes relative to the

  wheel running surface - either using disc brakes.

  When used in isolated wagon traffic, these wagons can receive a mixed coupling and side buffers at each of their ends. For the mixed coupling, it can be a folding compression and traction coupling, based on the Willison principle, which can be coupled directly with an SA-3 coupling of the CIS and Baltic Networks. and has a towing hook in the

coupling arm.

  When the coupling head is folded down, the coupling hook appears in the coupling arm, which allows the shackle of the coupling to be hooked on the wagon to be coupled in this hook. The compression forces are transmitted in this case via the

side pads.

  When used in the subdivision, or even as a whole train, wagons with variable spacing may, instead of the mixed coupling, be fitted, at each of their ends, with a compression and traction coupling according to the Willison principle coupling directly to the SA-3 coupling of the IEC Networks and

Baltic, without side pads.

  In this case, the ability to couple with railway vehicles equipped with a screw hitch and side buffers is guaranteed by the formation of the train, by ensuring that it is at the head and tail of the train, at least one vehicle, the end of which

  mating is equipped with a mixed coupling and side buffers.

  Instead of the mixed coupling, explained above, the automatic coupling can be equipped in addition to a mixed coupling permanently fixed to the coupling head or hooked in the opening of the coupling head. This mixed coupling has a coupling bracket which can

  be hung on the towing hook of the railway vehicle to be coupled.

  This mixed coupling can only transmit tensile forces, hence the need to mount more on this end of the wagon

  lateral buffers for the transmission of compression forces.

  The invention will now be explained in more detail using an example embodiment, using the attached drawing, in which: - Figure 1 is a top view of a wagon with variable spacing according to the invention, - Figure 2 is a diagram of the wagon brake, - Figure 3 illustrates the principle of action of the mixed coupling, and - Figure 4 shows an automatic coupling with mixed coupling. The variable gauge wagon 1 comprises a chassis 2 with superstructures 3 and two bogies 4 fitted with axles with

variable spacing 5.

  The compression and traction equipment of the wagon can, depending on the type of intended use, be carried out with a mixed coupling 9 and side buffers 8 at the two ends of the wagon or with a mixed coupling 9 and lateral buffers 8 at the one end while the other end is equipped with an automatic coupling 7 - e.g. SA-3 coupling - or even with an automatic coupling 7 to

each of its ends.

  The wagon shown is equipped with an air brake.

  As Figure 2 shows, the general line 13 is connected to the Matrossow distributor 15 and to the UIC distributor 16 by means of switching equipment 14. Simultaneously, the relay valve 17 for braking under load is clamped on the switching equipment 14, the connection piping also. Via the two connections C1 and C2, the double-body brake cylinder 18 is supplied with air either in the two chambers or in a single one, depending on the position of the switching equipment 14. The brake cylinder transmits the force thus produced to the brake shoes 21, by means of the brake linkage 19 and automatic adjustment or adjustment equipment 20, of the brake shoes to the modified spacing of the axles when passing through a gauge change installation. The wagon is arranged so that the switching between the two distributors and / or the switching of the combined distributor takes place automatically when passing through the gauge change installation. The wagon can also be arranged so that the switching between the two distributors and / or the switching of the combined distributor simultaneously achieves the adaptation of the braking power to the network conditions corresponding to the spacing set up, knowing that it is arranged so that the braking force can be achieved as desired by at least one of the following elements: - one or more brake cylinders, which can be put into service or out of service, - elements of a brake cylinder (18), which can be put into service or out of service, - one or more disc brake units, which can be put into service or out of service - pressure bearings of the brake cylinder pressure. Disc brakes could also have been provided, with

discs mounted on the axle.

  Figure 3 shows, on the left side, the mixed coupling 9 in the raised position. In this position, the mixed coupling 9 is directly coupled to an automatic compression and traction coupling of the SA-3 type of the CIS Networks and the Baltic Networks. On the right side, there is shown the mixed coupling 9 whose coupling head 10 is in the folded position which releases the coupling hook or traction 11

  integrated in the body of the hitch.

  FIG. 4 shows a mixed traction coupling 12 hooked into an automatic coupling 7. This mixed traction coupling 12 has, on one side, an element adapted to the contour of the automatic coupling 7 and, on the other side, a stirrup coupling which can be attached to the coupling hook 11. This mixed traction coupling 12 transmits only traction forces, which makes it necessary to use

  lateral buffers 8 for the transmission of compression forces.

Claims (6)

  1 - Variable gauge wagon for normal gauge track and wide gauge track (1435/1520 umm), comprising: a) running gear (4) with axles with variable gauge (5), for which the defined gap axially displaceable wheels for the spacings of 1435 mm and 1520 mm is maintained by a special locking system (6) and on which the wheel locking is released first when passing over 1o a special gauge change installation, in order allow axial movement of the wheels from the normal spacing (1435 mm) to the wide spacing (1520; 1524 mm) or vice versa, to then be locked again in the position of the new spacing, b) a Matrossow type distributor (15) and a distributor according to UIC leaflet 540 (16) or a UIC / Matrossow distributor combining these two distributors, the two distributors and / or the UIC / Matrossow combined distributor being connected via a switching device (14) and each distributor having its own isolation equipment and a purge zipper or a common isolation equipment and a purge zipper, and the distributor according to figure UIC 540 also has an equipment Commodity / Passenger switching system, c) a continuous general line (13) to which the two distributors and / or the combined distributor are connected, d) a braking system to the load in order to adapt the braking power to the actual mass of the wagon, the load braking system being able to be carried out manually at several levels, automatically at several levels or automatically in variable automatic mode, the control of the load braking being able to be carried out separately for each distributor or in common, e) in end, an automatic coupling (7) according to the Willison principle, which can transmit traction and compression forces and can be directly coupled 1 ′ automatic couplings of vehicles for wide gauge tracks of the Networks of the CIS and the Baltic Networks.   2 - Wagon according to claim 1, characterized in that s the automatic coupling (7) is in the form of a mixed coupling (9), with a folding coupling head (10) and a traction hook (11) of the coupling body, and that side buffers (8) are   mounted on the considered end of the wagon.   3 - Wagon according to claim 1, characterized in that the automatic coupling (7) is in the form of a mixed traction coupling (12), with a coupling stirrup which can be hung on the coupling hook (11) of the railway vehicle to be coupled and to transmit tensile forces, and as lateral buffers (8)   are mounted on the considered end of the wagon.   4 - Wagon according to claim 1, characterized in that it has equipment (20) for adapting the brake shoe for, when passing through the gauge change installation, automatically adapting the brake shoes ( 21) at the modified axle spacing. - Wagon according to claim 1, characterized in that   the car has disc brakes with discs mounted on the axle.   6 - Wagon according to claim 1, characterized in that it is arranged so that the switching between the two distributors and / or the switching of the combined distributor takes place automatically   when passing through the gauge change installation.   7 - Wagon according to claim 1, characterized in that it is arranged so that the switching between the two distributors and / or the switching of the combined distributor simultaneously realizes the adaptation of the braking power to the network conditions corresponding to the '' spacing in place, knowing that it is arranged so that the braking force can be achieved as desired by at least one of the following elements: - one or more brake cylinders, which can be put into service or out service, - elements of a brake cylinder (18), which can be put into service or out of service, - one or more disc brake units, which can be put into service or out of service   o0 - pressure bearings of the brake cylinder pressure.