SK281265B6 - Bogies for railway vehicles with variable gap between wheels - Google Patents

Abstract

Bogies for railway vehicles with variable gap between wheels, consisting of a center frame (1), to which four oscillating arms are united by means of relative joints (2), at each of which ends bearing boxes for each rolling assemblies (3) are housed, which can be transversely moved, the wheel being located in each of two positions corresponding to two gauges, relying on the fact that the opposed portion of each arm rests on a helical spring (4), the lower end of which is resting on the center frame bottom, and at the end of this portion there is mounted a vertical shock absorber (5).

Description

Technical field

BACKGROUND OF THE INVENTION The invention relates to bogies of railway vehicles with variable wheel spacing to allow changing the track width of bogie wheels, the bogie being equipped with independently mounted wheels.

BACKGROUND OF THE INVENTION

The current problem caused by the different gauge of the railway network is well known. It affects the transport of passengers and goods, which has led to the development of several studies and proposals for solutions to remove many of the obstacles that still exist in the transport of passengers and goods to date.

However, a satisfactory solution of the present invention regarding the adaptation of wagons or wagons equipped with conventional bogies has not yet been obtained. One of the current solutions is to replace the entire chassis, and it is absolutely necessary to lift the car body before dismantling the brake components and also disconnecting the electric cables, etc., these operations represent a substantial part of the lost time and are considered extremely strenuous.

Several solutions are currently known which have been designed to obtain an axle capable of changing the track width by adjusting the wheels to an axle, but this potential solution is not of practical importance for its high complexity and high cost in terms of benefits and maintenance.

The main difficulty to obtain a suitable mechanism of this type is, in particular, to fix the wheel on the axle body so as to provide the same safety, strength, etc. as the wheel pressed on the axle in accordance with the current technology.

In addition, if it is desirable for the gauge change to happen automatically in a short time and at the same time to allow the cars to operate in perfect operating conditions for a sufficiently long time without requiring a general overhaul in the workshops, it is very difficult to devise a device corresponding to all these conditions in practice .

It is known to have a patent filed in Spain under the number 332.453 (= FR-A-1.558.329) on behalf of PATENTES TALGO, S.A, in which the idea of a one-axle bogie with variable wheel spacing is considered.

Also, a railcar bogie comprising cross beams connected to a crossbeam is disclosed in US-A-3.948.188.

SUMMARY OF THE INVENTION

The bogies of the variable wheel track railway vehicles of the invention are a clear solution to the present problem of this type, since it has been shown that each wheel mounting node consisting of a wheel mounted on an independent axle, provided with bearing bushes at both ends which is implemented with respect to the functional requirements of the chassis.

In this way, the same characteristics are achieved with both a conventional and variable track gauge chassis.

The essence of the bogie solution of railway vehicles with variable wheel spacing is that it comprises a central frame and four assembly nodes for aligning the bogie wheels in each of two positions corresponding to two different track gauge, each assembly node consists of a wheel, wheel, two brake discs connected to each other and an inner and outer bearing bush, which are attached to the ends of the shaft and locked against the transverse movement of the latches, the pivoting arm being connected to the central frame via respective pins and comprising two inner and outer adjusting cradles at one end thereof to receive the bearing bushes of each mounting node wherein, in the region opposite the adjusting cradle, each swing arm is mounted on a helical spring whose lower end is at the bottom of the central frame and at the end of said region of each swing arm is a vertical damper, a swing arm with a pin m, the helical spring and the damper form the primary suspension on the assembly node.

In a preferred embodiment, the outer adjustment cradle in each pivoting arm is provided with a sliding and centering slider projecting perpendicular to the outside, the central frame near the outer end of the pin being provided with another sliding and centering slider also projecting perpendicular to the outside of the central pin. are stabilizing elements of position on the sliding and centering track of the fixed gauge of the changed installation.

The slider may comprise a support which is connected to the sliding part by a spherical articulated joint, then the centering part slightly protrudes from the outside of the central frame, the sliding part being in contact with the upper surface of the rail and the centering part in contact with the inner side of the rail.

The bogie of railway vehicles with variable track gauge will allow a rapid change in track spacing when passing through a fixed installation, which will perform the necessary operations when crossing two networks with different track gauge.

The invention has the following advantages:

- the wheel assembly nodes are of the same type as those which have been tested for many years in the transport of goods on track mechanisms used by PATENTFS TALGO and consist of two wheels on one axis running daily on the European rail network and two gauge of the Spanish rail network .

- the change-over from one gauge to another is carried out on the gauge change device used at the wheel hubs mentioned above,

- the braking conditions and wheel guidance on the track are the same for both track gauges, requiring no further adaptation operations for one or the other track.

The wheels are defined in each of the two positions corresponding to the two track gauge.

The opposite part of each arm rests on a helical spring, the lower part of which rests on the bottom of the central frame.

A vertical silencer is mounted at the end of this section.

Each of these mounting nodes, i.e. the pivot arm with a pin, a screw spring and a damper, forms a suspension of the respective knee mounting node.

In addition to this primary suspension, the chassis is also equipped with another, secondary suspension.

In order to improve the bogie guidance in the bends and to eliminate the dynamic effects inherent in the independent suspension, this type of bogie may be equipped with a guide system or the system could be adapted to the articulated bogie.

Each bogie is connected to four wheel mounting nodes, each of which consists of a wheel, a wheel, brake discs that are connected to each other, and bearing bushes attached to the ends of the axle.

The bearing bushes have a cylindrical surface on the top on which the end of the bogie swing arm rests in the normal operating position.

In order to more evenly distribute the load on the support surface, a resilient piece may be inserted between the bearing bush and the adjusting cradle, which must be securely fastened to one of these surfaces.

The vertical position between the bearing bushes and the swing arm is hereby defined.

In order to properly understand the essence of the invention, it should be appreciated that the longitudinal axes and spacing adjustments are defined parallel to the track and the opposite axes are defined perpendicular to the track, from a horizontal perspective.

Since the surface is cylindrical, the axis of the bearing bush is automatically centered to its theoretical position.

The perpendicular smooth sides, one at the front and one at the rear, are attached to the vertical smooth sides of the inserts.

An elastic lining is inserted between the outer housing of the bearing bush and the cup so that the bearings will have a small degree of freedom to absorb a small axial alignment error, this play is necessary since the opposing driving pressures will be transmitted to the bogie swinging arm through both bearing bushes. on every half.

The fasteners located on the front and rear sides of each bearing bush and which form a single unit allow the parts of the bearing bushes to be opposed.

By adjusting between the extreme positions of the pivot arm bushing and the several bolts, any opposing (axial) displacement of the bearing bushes is prevented.

The two perpendicular opposite sides of said clip are separated from each other by a distance approximately equal to half the difference in gauge, changed by the thickness of the stop.

The stops which are connected by the bridge are adapted in the longitudinal sense by their outer opposing sides between the two perpendicular sides of the pivot arm housing, their correct position being maintained because the stops are adapted between the perpendicular longitudinal sides of the inserts which are connected in the oscillating arm housing.

In this case, the stops can only move in the vertical sense, their adjustment in any other direction is prevented by hard stops.

They are fixed vertically in the operating position by means of springs whose bias is greater than the weight and dynamic forces of the stop device, and this bias prevents them from dropping.

Depending on the conditions, the spring mechanism is complemented by an additional safety catch device.

The stop bridge is designed so that the T-shaped part belonging to the fixed part can be guided to the lower part of said bridge. This part "T" is pushed into the vertical displacement, causing the stops to drop and overcome the pressure of the springs, stops and friction.

Said bridge is designed to internally adapt itself to inclined surfaces which are on the anti-stop guides of the fixed attachment so as to act on the central part of the bridge.

By means of inserts which are jointly mounted on the vertical sides of the pivot arm housing, which, in addition to acting as an opposing stop on the stops, the bridge has vertically opposed surfaces on which the bearing housing surfaces adapt in the longitudinal sense.

The part represents a transverse guide having an upper side inclined and which forms the sliding surface of the bearing bush during transverse adjustment of the wheel mounting node.

The lower side of the clips has the same slope and, in normal operation, they are separated from the top of the guides and parallel to them. When the chassis is suspended, the bearing bushes lower until the lower sides of the clips rest on the guides and the transverse adjustment will be realized through this contact.

The inclination of the friction surfaces of the guides prevents the ingress of any foreign particles that could interfere with the adjustment of the wheel when it enters the bogie changing device.

By sliding surfaces made of a synthesized metallic material having a low coefficient of friction and a high pressure resistance, located on the inclined surfaces of the clips, the friction of the wheel assembly nodes is facilitated when changing to a different track gauge.

Through the perpendicular sides of the clips, the guiding of the brakes accompanying the wheel during its adjustment will be stronger. BRIEF DESCRIPTION OF THE DRAWINGS

In order to supplement the description herein and for a better understanding of the invention, the accompanying drawings, which are part of this Specification, illustratively illustrate the following:

In FIG. 1 is an elevational view of a bogie of railway vehicles with variable wheel spacing, which is the subject of the invention.

In FIG. 2 is a plan view of the object shown in FIG. 1.

In FIG. 3 is a perspective view of one of the four wheel mounting nodes that are part of the chassis of the present invention.

In FIG. 4 is a front elevational view of a cylindrical surface on which the reference end of the pivot arm rests in a normal operating position.

Fig. 5 shows a plan view of the object shown in FIG. 4th

In FIG. 6 is a cross-sectional detail between points A-B of the object shown in FIG. 4 and 5.

In FIG. 7 is a perspective view of vertical smooth sides, one at the front and one at the rear, which are adjusted to the vertical smooth sides of the inserts.

Fig. 8 shows a cross-section of the object shown in FIG. 7, which corresponds to the adjusting and locking elements of the bearing bushes in the pivot arm of the pivot arm.

In FIG. 9 is a detail of the object shown in FIG. Fig. 7 and 8 in section C-D.

Fig. 10 shows a front view of a separate wheel mounting node and the bearing arrangement thereof.

On the. Fig. 11 is a perspective view of a mounting node of the locking stop.

In FIG. 12 is a cross-sectional view of the body shown in FIG. 11th

In FIG. 13 is a plan view of a fixed track changeover device.

In FIG. 14 is a cross-sectional view of the centering and friction runner resting on the braking track.

DETAILED DESCRIPTION OF THE INVENTION

It is evident from these figures how the variable gauge bogie of the present invention is constructed. The description begins with a central frame 1, to which four pivot arms are attached to the pivot points (pivot position number 2), at the end of which bearing housings are located for each wheel mounting node 3.

These wheel mounting nodes can be moved transversely, the wheels can be adjusted to each of the two positions corresponding to the track gauge.

The other end of the arm rests on a helical spring 4, the lower end of which rests on the bottom of the central frame 1.

At the end of this part of the arm, as mentioned in the preceding paragraph, a reference vertical damper 5 is mounted.

Each of these assembly nodes, i. j. the pivot arm with the pin, the coil spring with the shock absorber, form the suspension of the respective wheel mounting node, but it should be noted that in addition to this primary suspension, the chassis will also be equipped with another secondary suspension.

Although not indicated in the drawing of the bogie subject of the invention, in order to improve vehicle guidance, in bends and to eliminate the dynamic effects inherent in independent suspension, this type of bogie will be provided with a guide system, or the system could be adapted to the articulated bogie.

Each bogie is connected to four wheel mounting nodes, as shown in FIG. 3, each of which consists of a shaft 6, a wheel 7, brake disks 8 which are connected to each other and bearing bushes 9 which are attached to the ends of the shaft.

The bearing bushes 9 which can be seen in FIG. 3, have at their upper part a cylindrical surface 10 on which the end of the bogie pivot arm rests in the normal operating position, as shown in the cross-section of FIG. 4. In order to distribute the load more evenly over the bearing surface, a flexible piece may be inserted between the bearing bush and the adjusting cradle, which must be securely attached to one of these surfaces.

This defines the vertical position between the bearing bush and the swing arm.

In order to understand this description well, it should be noted that the longitudinal axes, pressures and displacements are parallel to the track and the transverse axes, pressures and displacements are perpendicular to the track - from a horizontal perspective.

Since said surface is cylindrical, the axis of the bearing bush is automatically centered to its theoretical position.

The perpendicular smooth sides 11, one at the front and one at the back, are attached to the perpendicular sides of the inserts 12 and 13.

A flexible liner is inserted between the outer sleeve shell and the cup, so that the bearings will have a small degree of freedom to absorb a small axial mounting error, this freedom is necessary because lateral travel pressures will be transmitted to the bogie swing arm via both bearing bushes on each bearing. .

The clips 14 located on the front and rear perpendicular sides of each bearing bush, which together form a unit, form a transverse attachment of the bearing bushes.

By adjusting between the stops 15 or 15 'of the pivot arm bushes and the bolts 16, they prevent the transverse adjustment of the bearing bushes.

The two vertical longitudinal sides of each of said fasteners 12 are separated from each other by a distance approximately equal to half the difference in gauge less the thickness of the stop 14.

The stops 16 which are connected to the bridge 17 are adapted in the longitudinal sense, with their outer transverse sides between the two vertical sides of the pivot arm housing, their correct position being maintained because the stops are adapted between the perpendicular sides of the inserts 12 and 13 which are connected pivot arm sleeve.

In this way, the stops can only be adjusted in a vertical sense, in any other direction their adjustment is prevented by means of hard stops.

From a vertical perspective, they are fixed in the operating position by means of springs 18 whose bias is higher than the stop device plus the dynamic forces that may arise and prevent them from sinking.

Optionally, the spring mechanism 18 may be supplemented by an additional safety catch device 19.

The stop bridge 17 is designed such that the T-shaped part belonging to the fixed installation can be guided to the lower part of said bridge, the T-part being pushed into the vertical adjustment, causing the stops to fall, overcoming the spring pressure of the stop and friction.

Said bridge is designed so that it itself adapts internally to inclined surfaces which on the anti-stop guides of the fixed grip are adjusted to act on the central part of the bridge.

The construction of this solution is shown in a perspective view and also in section in FIG. 11 a. 12th

The inserts 12 and 13 which are mounted together on the perpendicular sides of the pivot arm sleeve, which inter alia act as a transverse stop on the stops, have perpendicular opposite sides on which the sides of the bearing bushes 11 are adjusted in the longitudinal sense.

The part 13 furthermore has a transverse guide 20 which has its top side inclined and which forms the sliding surface of the bearing bush during transverse adjustment of the wheel mounting node.

The lower sides 21 of the fasteners 14 have the same slope and, in normal operation, are separated from and parallel to the upper sides of the guides 20.

When the chassis is suspended, the bearing bushes lower until the lower sides 21 of the clips 14 rest on the guides 20 and the transverse adjustment is made by this contact.

The inclination of the friction surfaces of the guides 20 prevents the ingress of any foreign particles that could interfere with the lateral adjustment of the wheel when it changes over during operation.

By sliding surfaces made of a synthetized metallic material having a low coefficient of friction and high pressure resistance located on the inclined surfaces of the clips 21, the friction of the wheel mounting nodes during adjustment to each of the two track gauges is reduced.

Although not to be seen from the figure, the joint attachment of the brake lines that follow the wheel during its adjustment is realized on the perpendicular transverse side 22 of the clips 14.

In order to complete this description of changing the track between the bogie wheels while adapting to each of the two track widths, it is necessary to add a brief description of several operations on the subject of the invention.

The change of the track between the wheels should always be carried out by means of a fixed installation on the changing station.

The change is carried out in succession on each bogie when passing through said device, at a reduced speed that can reach max. 20 km / h

In FIG. 13 schematically illustrates the parts that make up the gauge change device.

The end of wider gauge rails is marked 23, while the end of narrow gauge rails is marked 24.

Sliding and centering rails are marked 25, guides for unlocking and locking the stops are marked 26 and v4 handles for moving wheel mounting nodes, their resilient parts are marked 27 and fixed parts 28.

Suppose that the bogie enters the gauge change device from the wider gauge, from the left side in FIG. 13, then the process of changing the gauge while moving the vehicle through said device is as follows.

In order to be able to adjust the wheels of the chassis, it is important that the wheels are not loaded with any load.

This can be done by supporting the chassis on the guide rails and thereby relieving the wheels.

The wheel unloading is carried out continuously by lowering the rails 23 before they are interrupted. At the right time, which depends on the wheel diameter, the sliding and centering sliders mounted on the bogie arm of the bogie frame, rotated 29 and 30 in FIG. 2, engage the respective sliding and centering rail marked 25 in FIG. 13th

In order to obtain a greater support surface between the sliding runners 30 and the sliding rail 25, especially at the first start-up contact, the slider 30B rests on the support 30A by means of a spherical articulated pin.

The support runners and centering runners are made of plastic material and are lubricated with water, so that a very low coefficient of friction is achieved when sliding on a slide rail.

Water lubrication has a considerable advantage over other lubricants, since it in no way causes adhesion or contamination.

When the bogie is unloaded, it is necessary to unlock the wheel mounting nodes from the double locking by the stops and for this there are four locking-unlocking guides marked 26 on the fixed gauge change device, which are appropriately positioned relative to the longitudinal axis of the adjusting device.

The upper part of these guides follows the "T" shape, allowing the stop bridges to run over them and, with respect to the perpendicular profile 31, the stops fall and are kept unlocked in the central part of the guides where their profile is completely horizontal. Since the friction parts of the stop bridges 32 are also made of plastic material, lubrication is also performed with water to obtain the aforementioned advantages.

During the unlocking process of the stops, the elastic portion of the guides causing the adjustment of the wheel mounting node corresponding to the track 27 touches the inside of the wheels.

This lateral pressure exerted on the wheels supports the unlocking operation of the stops.

Prior to the unlocking of the stops, once the wheels are unloaded, the wheel mounting nodes slightly drop and cease to support the top of the bearing bushes 10 of the pivot arm bearing sleeves, and then the inclined surfaces 21 of said clip 14 abut on the inclined surface of the guide 20.

Later, as the bogie wheel assembly node of the present invention continues to travel through a fixed gauge change device, the wheels lose contact with the flexible portion of the movable guides on the side through which the first contact was made and further, touching the hard portion of the movable guides on the other side, where there is a narrower track gauge.

During contact with this hard part of the guides, the stops are unlocked and the wheels are moved to a smaller track.

Later, the wheels still touch the resilient portion of the movable guides and the guide of the stops pushes the stops upwards, causing the stops to lock.

The pressure exerted by the flexible part of the movable guides facilitates locking of the stops.

Once the process of adjusting the wheel mounting nodes has been completed, the wheel mounting nodes are locked at a position corresponding to a smaller track gauge.

Finally, since the wheel assembly node continues to run along the track, the moment comes when the wheels touch the upper rails of the smaller gauge track and the sliding and centering runners lose contact with the sliding rails and the chassis is rebuilt to a new track gauge.

The reverse process of moving from a smaller gauge to a larger gauge is done in a similar way.

We do not deem it necessary to extend this description, one skilled in the art will understand the scope of the invention and the benefits derived therefrom. The materials, shape, form, dimensions and arrangement of the components of the present invention are open to variations, but it is to be understood that there is no change in the spirit of the invention.

The terms and expressions with which this invention has been described are to be understood in a broad and unlimited sense.

Claims (4)

1. The bogie of railway vehicles with variable wheel spacing comprises a central frame (1) and four mounting nodes (3) for aligning the bogie wheels (7) in each of two positions corresponding to two different track widths, each mounting node (3) consisting of a half ( 6), a wheel (7), two brake disks (8) connected to each other and an inner and an outer bearing bush (9) which are attached to the ends of the axle and locked against transverse movement by the latches (16), characterized in that comprises a pivot arm connected to the central frame (1) via respective pins (2) and comprises at one end thereof two inner and outer adjusting cradles for receiving the bearing bushes (9) of each mounting node (3), each a pivot arm mounted on a coil spring (4), the lower end of which is at the bottom of the central frame (1) and at the end of said region of the pivot arm is a vertical damper (5), the pivot arm with pin (2), the screw spring (4) and the damper (5) form a primary suspension on the mounting node (3). The bogie of railway vehicles with variable wheel spacing according to claim 1, characterized in that the external adjusting cradle in each swinging arm is provided with a sliding and centering slider (29) projecting perpendicular to the outside, the central frame (1) being near the outer end of the pin (2) provided with another sliding and centering slider (30), also projecting perpendicular to the outside of the central pin (1), and both sliders (29,30) are stabilizing elements of position on the sliding and centering rail (25) gauge of the changed installation. The bogie of railway vehicles with variable wheel spacing according to claim 2, characterized in that the runner (30) consists of a support (30A) which is a spherical articulated joint connected to the sliding part (30B), then the centering part (30C). slightly protruding from the outside of the central frame (1), the slide (30B) in contact with the upper surface of the rail (25) and the centering member (30C) in contact with the inner side of the rail (25). The bogie of claim 3 wherein the sliding member (30B) and the centering member (30C) are of plastic material and lubricated with water to reduce their friction coefficient when sliding on the rails (25).