PT116937B - WHEELS OF VARIABLE GAGE FOR HEAVY CARGO CARS - Google Patents

Abstract

FOR CIRCULATION ON IBERIAN OR EUROPEAN GAUGE RAILWAY NETWORKS, REUSING IBERIAN GAUGE TYPE Y25 BOGIES. THE WHEEL HAS TWO WHEELS OF VARIABLE GAGE AND A COMMON AXLE [5], EACH WHEEL CONSISTING OF THE BASE WHEEL [2] AND THE CONTACT WHEEL [1] WITH TRANSLATIONAL MOVEMENT. EACH WHEEL HAS EIGHT LOCKING GROUPS AND TWO FIXED FLANGES [6] AND [7] SCREWED ON BOTH SIDES OF THE BASE WHEEL [2] AT THE GAGE CHANGING STATION, THE CONTROL RING [15] PRESSES THE HELICAL COMPRESSION SPRINGS [ 12] AND PUSH THE CLAMPING WEDGES [4] BACKWARDS, ALLOWING THE MAIN CENTRIFUGAL LOCKERS [3] TO RETRACT, FOR THE CONTACT WHEEL [1] TO CHANGE GAGE. THE MAIN CENTRIFUGAL LOCKS [3] KEEP THE CONTACT WHEEL [1] STRONGLY PRESSED AGAINST THE FIXED FLANGES [6] OR [7] OF THE BASE WHEEL [2], DEPENDING ON THE GAGE IN USE, IN ORDER TO OBTAIN A SIMILAR RIGIDITY THAT OF A MONOBLOCK WHEEL WHEEL.

Description

Description

Variable gauge wheelset for heavy freight wagons

The invention relates to a wheelset with a variable gauge for use in heavy-duty wagons that allows circulation in Iberian gauge (1668mm) or in European gauge (1435mm), by passing through an infrastructure located in the Franco-Spanish border area where the gauge change is carried out automatically.

Variable gauge wheelsets make it possible for trains to circulate between two railway networks with different gauges, by passing through an infrastructure that automatically changes from the larger gauge to the smaller gauge or vice versa, eliminating the need for transfers. of passengers or cargo to another train, or changing bogies or wheelsets that require long stops.

Passenger trains with integrated traction, called EMU (Electric Multiple Unit) or UMD (Diesel Multiple Unit) equipped with variable gauge wheelsets do not need to stop at gauge change stations.

On trains pulled by a locomotive, there is a brief stop to replace it with another one with the appropriate gauge for the continuation of the journey.

Research to assess the state of the art resulted in five variable gauge wheelset systems:

-CAFBrava Spanish Pat.ES2184538B2 (05.10.1999)

- Spanish TALGO Pat.ES2657426T3 (29.04.2008)

- SUW2000 Polish Pat.FR9402563 (03.03.1993 PL97238)

- German DBAG Pat.DE19717753 AI (21.04.1997)

- SUMI TOMO Japanese Pat.EP0857636 A2 (06.02.1998)

In the patents cited here, it can be seen that all systems lock the wheels on the tread in static mode. When applied to passenger trains (with lighter carriages and sophisticated bogies) traveling on very well-maintained railway tracks, they should not give rise to stability or safety issues.

However, if these same variable gauge systems are applied to freight cars where the weight per axle can reach twenty-five tons, inserted in bogies with only primary suspension and moving on less well maintained regional railway lines, the transverse forces due to the Hunting effect can, in the short term, cause premature wear of the elements that make up the blocking system on the gauge in use and cause strong vibrations in the wheelset, compromising its stability and safety on the railway.

This invention aims to correct these inconveniences with a view to increasing the interoperability of heavy goods trains between the Iberian rail networks and the European rail network, putting an end to the long delays on the Franco-Spanish border.

Therefore, the technical problem to be solved has to do with creating a variable gauge wheelset with a mechanical resistance similar to that of a monobloc wheelset for heavy loads. Any wheelset (wheel+axle set) is subject to transverse forces (wheel-rail interaction) due to the Hunting effect i.e. oscillations in search of balance between the two wheels of the wheelset that have the same angular speed but momentarily different advances (due to the conicity of the contact surface of the wheels with the rail) an effect caused by irregularities in the railway line (variations in the gauge, in the alignment or leveling the rails).

The technical solution found is a dynamic locking system for the wheels on the gauge in use, using centrifugal force as an element to enhance the required tightening, depending on the speed of the train composition.

In the present invention, the change of gauge is carried out on the wheel itself, with the contact wheel having a translational movement over its base wheel (fixed on the axle), in order to be able to change from the larger gauge to the smaller gauge or vice versa. .

The blocking of the contact wheels on the gauge in use is double and phased: the first phase occurs at the end of the passage through the gauge change station and is static; the second phase takes place after the train gains speed where the blocking becomes dynamic due to the centrifugal force, which automatically eliminates any manufacturing gaps or due to wear on the blocking elements, giving the set a rigidity similar to that of a monobloc wheelset , rigidity that remains until a new gauge change.

The advantage that this invention offers, in addition to boosting heavy-duty rail interoperability, (making the most of the Ibero-Atlantic ports from Sines to Santander, for the flow of maritime traffic from the Americas and the west coast of Africa), is that of contributing to environmental decarbonization (reducing long-distance diesel trucking) and also for the circular economy, through the possibility of reusing the Y25 type bogies built for the Iberian gauge.

Essentially, it is sufficient to replace the original wheelsets with variable gauge wheelsets according to the present invention and make a small change in the braking system so that the brake studs move laterally to accompany the respective contact wheels when they change gauge.

Conversion can be carried out locally in rolling stock maintenance workshops.

One of the embodiments of the invention is described in detail below with reference to the drawings which represent only one embodiment.

Figure 1 represents the variable gauge wheel inserted on the respective axle according to the invention.

Figure 2 represents a partial view of the variable gauge wheel and the position of the respective contact wheel on the rails of the two gauges where it can run.

Figure 3 depicts the two main elements of the locking system in greater detail.

Figure 4 represents a partial section of the variable gauge wheel with all the elements involved in the locking system and their relative movements.

Figure 5 represents a side view of the variable gauge wheel and the circular distribution of the eight locking groups. Figures 6 and 7 represent a partial side view of the variable gauge wheel and the way in which the contact wheel is allowed only translational movement over the base wheel.

Figures 8 and 9 represent the auxiliary blocker and its fixing and guide rail.

In the present invention, the base wheel [2] has a width equal to the sum of the most usual width of the wheels (135mm) plus half the difference between the Iberian gauge (1668mm) and the European gauge (1435mm) that is 116.5mm.

Therefore, as shown in Figure 2, the contact wheel [1] moves transversely 116.5mm over the base wheel [2], now towards the rail [18] (Iberian gauge) now towards the rail [19] (European gauge).

Each base wheel [2] is pressure-fitted onto a common axle [5] just like the wheels on ordinary single-gauge wheelsets.

The lateral displacement of the contact wheel [1] is limited by the false flanges [6] and [7] on both sides of the base wheel [2], each one formed by eight segments.

As shown in Figure 5, each of the eight segments of the false flange [6] is aligned with the respective blocking group and screwed to the base wheel [2], the same happening with the corresponding segment of the false flange [7] on the side opposite. The segmentation of the false flanges [6] and [7] allows the individual disassembly of one or more segments for control, maintenance or replacement, in addition to preventing their warping due to different expansions in contact with the base wheel [2] and the wheel of contact [1] .

The contact wheel [1] has on the outside the contact profile with the rail in accordance with the standards in force and on the inside it has two symmetrical recesses with a trapezoidal profile that fit into the false flanges [6] or [7], depending on the gauge in use, against which it is tightened by the main centrifugal locks [3].

The main centrifugal blockers [3] have an oval-shaped head with an inverted V-shaped Christian that follows the inner curvature of the contact wheel [1], being inserted in existing cavities in the central disk of the base wheel [2] and have a back-and-forth radial motion.

The clearance between the base wheel [2] and the contact wheel [1] is minimal and sufficient for it to be able to slide sideways to change gauges.

The contact wheel [1] has eight sets of balls [20] located between each of the false flange segments [6] and [7] as shown in Figures 5, 6 and 7.

Each of the eight sets of balls [20] is made up of at least two balls housed in recesses in the contact wheel [1] and supported by disc springs [21] that press the balls against the base wheel [2], running in the transverse gutters [22] (as seen in the enlarged A-B cut in Figure 6).

The balls [20] are intended to facilitate the lateral displacement of the contact wheel [1] on the base wheel [2] and ensure synchronization of the set when the train brakes.

In the present invention (as can be seen in the various figures) the system for blocking the position of the contact wheel [1] on the gauge in use, is formed by eight blocking groups arranged radially on the base wheel [2], each group being composed by a main centrifugal lock [3] , an auxiliary centrifugal lock [8], a clamping wedge [4] with extension screw [23], a helical compression spring [12] and the respective support plate [24] , a helical compression spring [10] at the base of the main centrifugal blocker [3], two helical extension springs [11] that act on the auxiliary centrifugal blocker [8] and a split bearing [16a] and [16b]. The helical compression spring [10] acting on the base of the main centrifugal blocker [3] serves to make it return to the service position after the contact wheel [1] has pushed it backwards when changing the gauge.

The helical compression spring [12] serves to return the clamping wedge [4] to its service position and is supported on one side by the bearing [16a] and on the other by the support plate [24] which pulls on the extension screw [23] making the initial tightening of the clamping wedge [4] on the main centrifugal blocker [3], after the command ring [15] is no longer pressed in the final phase of the gauge change operation.

The two helical extension springs [11] serve to position the auxiliary centrifugal blocker [8], through the contact of the roller [13] on the ramp [25] of the respective clamping wedge [4], working in conjunction with the helical spring compression [12].

The split bearing used to support and guide the clamping wedge [4] consists of two parts [16a] and [16b] screwed onto the central disc of the base wheel [2] in order to allow the back and forth movement of the main centrifugal choke [3].

On the outer side of the base wheel [2] the bearing [16b] has a rail [27] which fixes and guides the auxiliary centrifugal block [8] in its radial movement, namely to let the clamping wedge [4] retract. when the system is unlocked.

The clamping wedge [4] passes through the middle of the main centrifugal stopper [3] as can be seen in Figures 2, 3 and 4. The clamping wedge [4] contacts via the ramp [26] (at a very acute angle ) with the main centrifugal blocker [3] makes it difficult to recoil due to the friction created between its contact surfaces.

The auxiliary centrifugal blocker [8] through the contact of the roller [13] on the ramp [25], presses the clamping wedge [4] further increasing the pressure on the main centrifugal blocker [3] and consequently the contact pressure of the contact wheel [1] on the false flanges [6] or [7] .

With the train stationary or idling, the pressure exerted by the clamping wedge [4] on the main centrifugal block [3] results from the combined effect of the helical extension springs [11] and the helical compression springs [12] (blocking static).

As the rotation of the wheelset increases, the centrifugal force developed in the main centrifugal locks [3] and in the auxiliary centrifugal locks [8] in conjunction with the permanent pressure exerted by the helical extension springs [11] and the helical compression springs [12] exert on the clamping wedges [4], the clamping of the contact wheel [1] against the false flanges [6] or [7], depending on the gauge in use, is strong enough to cope with any transverse forces depending on the train speed (dynamic blocking) .

It should be noted that the auxiliary centrifugal blockers [8], with their servo control function through the clamping wedges [4] on the main centrifugal blockers [3], ensure that with the train in full movement it is not possible to release the system by pressure or accidental shock exerted on the command ring [15].

The control ring [15] is made up of at least two parts so that it can be mounted on the shaft [5] where it works centered and stops against the ring [17] by the action of the helical compression springs [12].

Pressure is exerted on the control ring [15] (in an appropriate infrastructure to change the gauge) to simultaneously push back the clamping wedges [4] compressing the helical compression springs [12], allowing the retraction of the main centrifugal blockers [3] in order to make it possible to change the gauge of the contact wheel [1]. Between the control ring [15] and the base wheel [2] there is a dust cover [14] as well as a rigid plug [9] on the outside of the base wheel [2] to prevent the entry of moisture, dust, debris or foreign bodies in the locking system.

Claims (6)

Claims 1 - Variable-gauge wheelset for heavy-duty wagons comprising two variable-gauge wheels and a common axle [5], each variable-gauge wheel consisting of a contact wheel [1] with translation movement, a base wheel [2] with two false flanges [6] and [7], eight blocking groups arranged radially, each group consisting of a main centrifugal blocker [3], an auxiliary centrifugal blocker [8], a clamping wedge [4] with the extension screw [23], a helical compression spring [12] and its support plate [24], a helical compression spring [10] at the base of the main centrifugal stopper [3], two helical extension springs [11 ] that act on the auxiliary centrifugal block [8] and a split bearing [16a] and [16b] to support and guide the clamping wedge [4], characterized in that the positioning of the contact wheel [1] on the gauge in use is carried out dynamically by the main centrifugal blockers [3], when the blocked ones act auxiliary centrifuges [8] as servo controls via clamping wedges [4]. 2 - Variable gauge wheelset according to the previous claim, characterized in that the contact wheel [1] has recesses on the inner surface to accommodate the balls [20] that roll in the transverse grooves [22] of the base wheel [2]. 3 - Variable gauge wheelset according to the previous claims, characterized in that the contact wheel [1] has on the inner surface two symmetrical recesses with a trapezoidal profile that fit in the false flanges [6] or [7]. 4 - Variable gauge wheelset according to the previous claims, characterized in that each of the false flanges [6] and [7] are made up of eight segments bolted on both sides of the base wheel [2]. 5 - Variable gauge wheelset according to the previous claims, characterized in that the main centrifugal locks [3] have an oval-shaped head with an inverted V-shaped Christian that follows the inner curvature of the contact wheel [1]. 6 - Variable gauge wheelset according to the previous claims, characterized in that the clamping wedges [4] have two ramps [25] and [26] with the appropriate inclinations to complete and guarantee the tightening of the respective main centrifugal locks [3 ] on the contact wheel [1].