WO2019205060A1 - Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train - Google Patents

Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train Download PDF

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Publication number
WO2019205060A1
WO2019205060A1 PCT/CN2018/084661 CN2018084661W WO2019205060A1 WO 2019205060 A1 WO2019205060 A1 WO 2019205060A1 CN 2018084661 W CN2018084661 W CN 2018084661W WO 2019205060 A1 WO2019205060 A1 WO 2019205060A1
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WO
WIPO (PCT)
Prior art keywords
wheel
hydraulic cylinder
adjustment mechanism
shaft
carriage
Prior art date
Application number
PCT/CN2018/084661
Other languages
English (en)
Inventor
Mingxing HONG
Original Assignee
Schaeffler Technologies AG & Co. KG
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.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to PCT/CN2018/084661 priority Critical patent/WO2019205060A1/fr
Publication of WO2019205060A1 publication Critical patent/WO2019205060A1/fr

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Classifications

    • 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

  • This disclosure relates to a wheel gauge adjustment mechanism, a bogie, and a method for adjusting a wheel gauge of a train.
  • the width of the standard gauge is 1435 mm.
  • the width of the wide gauge is 1520 mm.
  • the width of the narrow gauge is 1000 mm.
  • this disclosure provides a wheel gauge adjustment mechanism, a bogie, and a method for adjusting a wheel gauge of a train.
  • a wheel gauge adjustment mechanism comprising a hydraulic cylinder and two connecting devices configured for connecting two end parts of the hydraulic cylinder on a carriage and a wheel module, respectively, wherein states of the hydraulic cylinder and/or the connecting devices are changeable, such that the wheel gauge adjustment mechanism is changeable between a locking state where the carriage is supported by the wheel module and an adjusting state where the wheel gauge is changeable.
  • the hydraulic cylinder comprises a cylinder body and a piston located in the cylinder body, the piston being movable in the cylinder body, such that a distance between a first connecting point for connecting the carriage and the hydraulic cylinder and a second connecting point for connecting the wheel module and the hydraulic cylinder is changeable.
  • At least one of the two connecting devices in the adjusting state of the wheel gauge adjustment mechanism, is in a releasing state where the hydraulic cylinder is rotatable relative to the carriage or the wheel module.
  • At least one of the two connecting devices in the locking state of the wheel gauge adjustment mechanism, is in an engaging state where the hydraulic cylinder is not rotatable relative to the carriage or the wheel module.
  • the connecting device comprises a shaft insertable in a hole in the carriage or the wheel module, or insertable in a hole in the hydraulic cylinder, or
  • the connecting device comprises a hole in which a shaft on the carriage or the wheel module is insertable.
  • the shaft comprises a engaging part having a noncircular cross section and a releasing part, the shaft and the hole are configured such that the shaft is not rotatable in the hole when the engaging part is inserted in the hole and that the shaft is rotatable in the hole when the releasing part is inserted in the hole.
  • the engaging part comprises spline teeth matching the profile of the hole.
  • the hydraulic cylinder is controlled by a hydraulic device, the hydraulic device comprising a solenoid directional valve connected to two cavities of the hydraulic cylinder divided by a piston and a hydraulic pump connected to the solenoid directional valve.
  • the connecting devices are connected to additional hydraulic cylinders for changing the connecting devices between the releasing state and the engaging state, respectively.
  • At least one wheel gauge adjustment mechanism configured for adjusting the wheel gauge defined by the two wheel modules.
  • At least one of the two wheel modules moves along the shaft as a whole when the wheel gauge is adjusted.
  • the wheel module comprises a wheel mounted on the shaft, a railway bearing adjacent to the wheel, and an axle box or adaptor supported by the shaft via the railway bearing.
  • the method comprises steps of
  • the method further comprises a step of supporting the carriage before adjusting the wheel gauge and the length of the hydraulic cylinder, wherein the wheel gauge is adjusted by adjusting the length of the hydraulic cylinder.
  • Fig. 1 schematically illustrates a wheel gauge adjustment mechanism of this disclosure.
  • Fig. 2 schematically illustrates a hydraulic device for changing and keeping a length of a hydraulic cylinder of the wheel gauge adjustment mechanism in Fig. 1.
  • Fig. 3 schematically illustrates a first spline shaft in Fig. 1.
  • Fig. 4 schematically illustrates an engaging state of a second spline shaft in Fig. 1.
  • Fig. 5 schematically illustrates a releasing state of the second spline shaft in Fig. 1.
  • This disclosure provides a wheel gauge adjustment mechanism for adjusting a wheel gauge to fit different rail gauges in different countries or districts.
  • This disclosure also provides a bogie including the wheel gauge adjustment mechanism and a method for adjusting the wheel gauge of a train using the wheel gauge adjustment mechanism.
  • the hydraulic cylinder 2 is used for connecting a carriage 3 and a wheel module 4 of the train to support the carriage 3 by the wheel module 4.
  • the hydraulic cylinder 2 comprises a cylinder body 21, a piston rod 22, and a piston 24.
  • the cylinder body 21 has a pillar 211 extending from a first end thereof. On the tip of the pillar 211, a splined hole is provided.
  • the piston 24 divides the cavity of the cylinder body 21 into a first cavity 25 and a second cavity 26.
  • the piston rod 22 connects with the piston 24 and protrudes from a second end of the cylinder body 21.
  • On the tip of the piston rod 22, a splined hole is provided.
  • the first cavity 25 communicates with a first port 251
  • the second cavity 26 communicates with a second port 261.
  • the first spline shaft 5 comprises a first spline part 51 as a first engaging part and a first shaft part 52 as a first releasing part.
  • the second spline shaft 6 may have the same structure as that of the first spline shaft 5. As shown in Figs. 4 and 5, the second spline shaft 6 comprises a second spline part 61 as a second engaging part and a second shaft part 62 as a second releasing part.
  • the carriage 3 comprises side walls 31 and a bottom wall 32. Lugs 33 extend from the bottom face of the bottom wall 32. Each lug 33 has a splined hole 331.
  • the first spline part 51 of the first spline shaft 5 matches with the splined hole of the pillar 211 and the splined hole 331 of the lug 33.
  • the wheel module 4 comprises the wheel 1 mounted on a shaft 100 such as a drive shaft, a railway bearing (for example, a rolling bearing) 42 adjacent to the wheel 1, and an axle box or adaptor 43 disposed between the support member 7 and the railway bearing 42.
  • a shaft 100 such as a drive shaft
  • a railway bearing for example, a rolling bearing
  • the support member 7 comprises a splined hole matching with the second spline part 61 of the second spline shaft 6.
  • the support member 7 connects with the piston rod 22 at the splined hole by the second spline shaft 6.
  • the support member 7 also connects with the axle box or adaptor 43 in such a way that the support member 7 is movable together with the axle box or adaptor 43, the railway bearing 42 and the wheel 1 along the shaft 100.
  • the hydraulic cylinder 2 When the pillar 211 and the lug 33 are connected by the first shaft part 52 of the first spline shaft 5, the hydraulic cylinder 2 is rotatable relative to the carriage 3.
  • the hydraulic cylinder 2 When the piston rod 22 and the support member 7 are connected by the second shaft part 62 of the second spline shaft 6, the hydraulic cylinder 2 is rotatable relative to the support member 7 and thus the hydraulic cylinder 2 is rotatable relative to the wheel module 4.
  • the railway bearing 42, the axle box or adaptor 43, the support member 7 and the wheel 1 can move along the shaft 100 and the wheel gauge can be adjusted.
  • the length of the hydraulic cylinder 2 is also changed to maintain the level of the carriage 3.
  • the hydraulic cylinder 2 may be an oil cylinder.
  • the wheel gauge adjustment mechanism further comprises a hydraulic device includes a solenoid directional valve 8 connected to the hydraulic cylinder 2 through the first port 251 and the second port 261 to lengthen and shorten the hydraulic cylinder 2.
  • Fig. 2 shows a condition where the hydraulic cylinder 2 is lengthened.
  • An oil pump 11 pumps oil from an oil tank 12 through a filter 10, a pressure regulating valve 9, and the solenoid directional valve 8 into the first cavity 25 of the hydraulic cylinder 2, and then the first cavity 25 expands.
  • the piston 24 and the piston rod 22 are pushed by the oil in the first cavity 25 and the piston rod 22 further protrudes from the cylinder body 21.
  • the second cavity 26 contracts in it length, and the oil in the second cavity 26 flows into the oil tank 12 through the solenoid directional valve 8.
  • the solenoid directional valve 8 may be a three-position four-way valve.
  • the volume of the first cavity 25 and the volume of the second cavity 26 can be maintained or changed by changing the state of the solenoid directional valve 8 (the position of the valve core) .
  • a first drive such as a motor or an additional hydraulic cylinder and a second drive such as a motor or an additional hydraulic cylinder
  • the first drive is configured for driving the spine shaft 5 to change its connecting position with the cylinder body 21 and the carriage 3
  • the second drive is configured for driving the second spline shaft 6 to change its connecting position with the piston rod 22 and the support member 7.
  • the additional hydraulic cylinder for driving the first spline shaft 5 or the second spline shaft 6 may work on the same principle of the hydraulic cylinder 2.
  • the wheel module 4 further comprises a journal bearing 44 (for example, a sliding bearing) disposed between the railway bearing 42 and the shaft 100 and between the wheel 1 and the shaft 100, in order to reduce friction between the railway bearing 42, the wheel 1 and the shaft 100 when the wheel gauge is adjusted.
  • the wheel module 4 further comprises a cover 45 for securing the position of the railway bearing 42 between the cover 45 and the wheel 1.
  • this disclosure uses the hydraulic cylinder 2 instead of a spring to support the carriage 3.
  • the length of the hydraulic cylinder 2 is controlled by the hydraulic device comprising the solenoid directional valve 8 and the oil pump 11 to fit different rail gauges. Normally the spline shafts 5 and 6 work at an engaging state by their spline parts 51 and 61 as shown in Fig. 4.
  • the carriage 3 When passing the railway where a change of the rail gauge happens, the carriage 3 should be supported by another means (not shown) , the spline shafts 5 and 6 are driven by drives and the spline shafts 5 and 6 work at a releasing state by their shaft parts 52 and 62 as shown in Fig. 5, such that the hydraulic cylinder 2 is rotatable relative to the carriage 3 and the support member 7.
  • the length of the hydraulic cylinder 2 is changed by the hydraulic device as shown in Fig. 2 to move the wheel module 4 along the shaft 100 and fit the new rail gauge.
  • the spline shafts 5 and 6 are driven by drives and work at the engaging state by their spline parts 51 and 61 as shown in Fig. 4.
  • the carriage 3 is supported by the hydraulic cylinder 2 and the wheel module 4 again.
  • the axle box or adaptor 43, the railway bearing 42, the support member 7, the wheel 1 and the spline shaft 6 move together along the shaft 100, and thus the load centerline of the railway bearing always aligns with the bearing centerline for three rail gauges including the standard gauge, the wide gauge and the narrow gauge. There is no offset between the load centerline and the bearing centerline anymore. Therefore it’s good for the working lifetime of the railway bearing 42.
  • the spline shafts 5 and 6 can endure higher load and can stop carriage 3 moving.
  • the hydraulic cylinder 2 is controlled by the hydraulic device to fit different rail gauges, therefore automatic gauge adjusting can be realized.
  • the first and second connecting devices are not limited to the spline shafts 5 and 6.
  • the engaging part may also have other non-circle cross section such as triangular or rectangular cross section, as long as the engaging part can connect the hydraulic cylinder 2 and the carriage 3 or the hydraulic cylinder 2 and the support member 7 by shape locking, such that the hydraulic cylinder 2 is non-rotatable relative to the carriage 3 or the support member 7.
  • the shaft part (releasing part) also is not limited to have circle cross section, as long as the hydraulic cylinder 2 is rotatable relative to the carriage 3 and the wheel module 4 when the hydraulic cylinder 2 and the carriage 3 or the wheel module 4 are connected by the shaft part (releasing part) .
  • the spline shaft 5 may be a separate member or a part of the carriage 3 or the hydraulic cylinder 2.
  • the spline shaft 6 may be a separate member or a part of the support member 7 or the hydraulic cylinder 2.
  • the support member 7 can also be omitted and the splined hole for connecting with the spline shaft 6 may directly form on the axle box or adaptor 43.
  • piston rod 22 can be connected to the carriage 3 and then the cylinder body 21 can be connected to the support member 7.
  • the wheel module 4 may have other structure instead of that shown in Fig. 1.
  • the other side (the right side in Fig. 1) of the shaft 100 may use the same mechanism as the above explained wheel gauge adjustment mechanism.
  • the other mechanism on the same shaft 100 can form a mirror image of the wheel gauge adjustment mechanism disclosed herein. In such a condition, two wheels on the same shaft can move in the opposite directions when the wheel gauge is adjusted.

Abstract

L'invention concerne un mécanisme de réglage de l'écartement des roues, un bogie et un procédé de réglage de l'écartement des roues d'un train. Le mécanisme de réglage de l'écartement des roues comprend un cylindre hydraulique (2) et deux dispositifs de liaison (5, 6) configurés pour relier deux parties d'extrémité (21, 22) du cylindre hydraulique (2) sur un chariot (3) et un module de roue (4), respectivement, les états du cylindre hydraulique (2) et/ou des dispositifs de liaison (5, 6) sont en mesure d'être changés, de telle sorte que le mécanisme de réglage de l'écartement des roues est en mesure d'être changé entre un état de verrouillage dans lequel le chariot (3) est supporté par le module de roue (4) et un état de réglage dans lequel l'écartement des roues est en mesure d'être changé.
PCT/CN2018/084661 2018-04-26 2018-04-26 Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train WO2019205060A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/CN2018/084661 WO2019205060A1 (fr) 2018-04-26 2018-04-26 Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2018/084661 WO2019205060A1 (fr) 2018-04-26 2018-04-26 Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train

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WO2019205060A1 true WO2019205060A1 (fr) 2019-10-31

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PCT/CN2018/084661 WO2019205060A1 (fr) 2018-04-26 2018-04-26 Mécanisme de réglage de l'écartement des roues, bogie et procédé de réglage de l'écartement des roues d'un train

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021088685A1 (fr) * 2019-11-05 2021-05-14 京东数科海益信息科技有限公司 Dispositif de déplacement sur voies

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3306390A (en) * 1962-07-02 1967-02-28 Jamme Andre Georges Four-wheel-driven-and-steered vehicle with wheel gage adjusting means
WO1993019974A1 (fr) * 1992-03-31 1993-10-14 Nobas Gmbh Mecanisme de roulement a ecartement variable
KR20030054574A (ko) * 2001-12-26 2003-07-02 한국철도기술연구원 철도차량의 궤간가변 대차장치
CN2753635Y (zh) * 2004-10-11 2006-01-25 杨时兰 具有轮距调节功能的火车底盘及其配用的火车
CN200992209Y (zh) * 2006-12-28 2007-12-19 齐齐哈尔轨道交通装备有限责任公司 铁路货车变轨距转向架及与其配套的地面变轨距轨道装置
CN106882199A (zh) * 2017-02-07 2017-06-23 李勇 列车不同轨距通用车桥

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3306390A (en) * 1962-07-02 1967-02-28 Jamme Andre Georges Four-wheel-driven-and-steered vehicle with wheel gage adjusting means
WO1993019974A1 (fr) * 1992-03-31 1993-10-14 Nobas Gmbh Mecanisme de roulement a ecartement variable
KR20030054574A (ko) * 2001-12-26 2003-07-02 한국철도기술연구원 철도차량의 궤간가변 대차장치
CN2753635Y (zh) * 2004-10-11 2006-01-25 杨时兰 具有轮距调节功能的火车底盘及其配用的火车
CN200992209Y (zh) * 2006-12-28 2007-12-19 齐齐哈尔轨道交通装备有限责任公司 铁路货车变轨距转向架及与其配套的地面变轨距轨道装置
CN106882199A (zh) * 2017-02-07 2017-06-23 李勇 列车不同轨距通用车桥

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021088685A1 (fr) * 2019-11-05 2021-05-14 京东数科海益信息科技有限公司 Dispositif de déplacement sur voies

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