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EP2524851B1 - Ändern des Abstands von Schienenfahrzeug in Bewegung Räder-Installation - Google Patents

Ändern des Abstands von Schienenfahrzeug in Bewegung Räder-Installation Download PDF

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Publication number
EP2524851B1
EP2524851B1 EP11177143.2A EP11177143A EP2524851B1 EP 2524851 B1 EP2524851 B1 EP 2524851B1 EP 11177143 A EP11177143 A EP 11177143A EP 2524851 B1 EP2524851 B1 EP 2524851B1
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EP
European Patent Office
Prior art keywords
separation
rails
wheels
installation
wheel
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EP11177143.2A
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English (en)
French (fr)
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EP2524851A1 (de
Inventor
Henri Guillemaut
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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
    • 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

  • the invention relates to an installation for modifying the wheel spacing of a moving railway vehicle bogie and having wheels with adjustable spacing between at least two values.
  • each wheel of a bogie is slidably mounted on its shaft, in order to be able, in a spacer change installation, to be moved transversely by counter rails which, coming into contact with both sides of each wheel and at its base, are placed on the ground forming a converging or diverging V
  • each railway vehicle bogie is equipped with wheels adjustable spacing between at least two positions.
  • each wheel is integral with two opposite shaft ends that can slide transversely in their bearings.
  • Each shaft end cooperates, on the one hand, with locking means, unlockable, wedging it in each of its transverse positions and, on the other hand, with assistance means able to communicate to it a transverse translation movement. at least in one direction when changing gauge.
  • the object of the present invention is to supplement the equipment provided on the vehicles with the aim of modifying the wheel spacing to adapt it to that of a railway network by providing stationary means facilitating this adaptation.
  • each railway vehicle relates more particularly to an installation comprising means F installed at a fixed position and means M carried by each railway vehicle, and wherein each of each wheel of these railway vehicles is secured to two opposite ends of the shaft that can slide transversely in their bearings each shaft end cooperating, on the one hand, with releasable locking means stalling it in each of its transverse positions and, on the other hand and during the change of gauge, with means of assistance suitable for it to communicate a translational movement transverse, these means being controlled by a control box adapted to be carried by the vehicle V.
  • the running rails are lined, internally and / or externally, by countersail adapted to come into contact with the wheel flange or each wheel to participate to the transverse translation of the wheel.
  • This arrangement ensures that the transverse displacement of each wheel is related to the variation of the spacing between the rails and eliminates any risk of derailment.
  • the conductor rails of the electricity are carried by insulators and so that their upper faces are at a vertical level greater than that of the upper faces of the rails for wheels.
  • the electrically conductive rails are electrically powered by a control cabinet under the control of means reacting or detecting the entry and exit of a railway vehicle into the modification station of the spacing.
  • each of the running rails has local deformations, inwards and outwards, of the order of 3 to 5 millimeters with respect to the theoretical direction of the rail, apt, after unlocking the shafts, to move transversely the wheel flanges to take off these trees from their bearings.
  • the reference V designates the chassis of the vehicle, C the chassis of the bogie and B1, B2 the chassis of two opposite bissels each carrying a train of coaxial wheels.
  • the frame C of the bogie is a cage frame comprising two horizontal walls, respectively upper 2a and lower 2b, connected by uprights 3 and / or end walls 4. This frame is articulated around a vertical pivot 5 carried by the frame V of the vehicle.
  • Chassis B1 and B2 of the two bissels are articulated on the bogie by hinges 18, whose vertical axis Z intersects the horizontal geometric axis G1 or G2 of the corresponding set of wheels.
  • the frame of each bissel is extended opposite its wheelset and towards the other bissel by a head 6a, 6b, arranged around the vertical pivot 5 and having a pivoting control joint of the bissel, generally designated by A.
  • the head 6a or 6b has a generally triangular shape and is integral with two lateral forks whose arms 8 are spaced by an interval E accommodating a wheel 9.
  • This ci is wedged on two shaft ends 10 and is independent in rotation of the other wheel of the same wheel train.
  • the two shaft ends are rotatably mounted in axle boxes 11, carried by the arms.
  • Each chassis B1 or B2 thus comprises two coaxial wheels 9 forming a train, front or rear, since the bogie carries two bissels.
  • the chassis B1 and B2 have bearing surfaces 12 for the suspension springs 13, bearing on the upper wall 2a of the frame C of the bogie.
  • Each of the wheels 9 is displaceable in translation in the interval E whose value is equal to the functional clearance, to the thickness of the wheel 9 plus half the difference L1 - L2 between the spacings of the channels on which the vehicle may be driven.
  • the transverse travel of each wheel is 116.5 millimeters. It is 217.5 millimeters to go from the standard gauge to the metric gauge, for example to switch from a train track to a track for tram, or vice versa.
  • This arrangement implements complementary means assisting the displacement of each wheel 9 in its bissel and locking means in each of the positions of each wheel.
  • each axle box 11 extends between the two walls of the arm 8 and has a stepped bore 61 in which is wedged a bearing 62, needle or roller.
  • Each shaft end 10 is mounted freely in rotation and in translation in this bearing 62 and is connected to an extension 10b, with the interposition of a thrust ball bearing 63 preventing the rotational movement of the shaft 10 is transmitted to the extension 10b.
  • This extension 10b comprises, in the axle box 11, two grooves 64, spaced apart and each capable of cooperating with a radial locking lock 65.
  • the body 66 of the lock is carried by the axle box 11 and contains a pneumatic piston 66b with a single effect, giving priority to the return action of the spring 66a to maintain the lock 65 in the locked position and using the pneumatic flow only to ensure the unlocking before and during the adjustment phase of the spacing.
  • the installation according to the invention comprises means F installed at a fixed position and means M carried by each of the railway vehicles.
  • the conductive rails 81 are carried by insulators 82 and so that their upper face is at a distance H1 from the ground having a value greater than the distance H2 between the ground and the top of the rails 80. They are electrically connected by conductors 83 to a stationary supply station 84. The latter is connected by electrical circuits 85a and 85b to signaling lights 86 and passing detectors 87.
  • the rails 80 are lined internally by counter rails 88 adapted to come into contact with the coil 9a of the wheels 9 to guide their transverse translation in the direction of the spacing.
  • This zone Z2 can also be bordered externally by counter-rails able to come into contact with the wheel to assist in its translation to the interior of the track.
  • the guiding of the wheels is provided by the heel or by the edges of the groove of the rails constituting the track.
  • the rails 80, against rails 88 and wheels 9 are lubricated at least in their contacting parts to reduce metal-to-metal friction, generating heating, wear and noise.
  • This lubrication can be performed manually or automatically, for example by spraying means not shown.
  • the means M carried by each vehicle comprise at least two pads 90 electrically conductive and, in this case, two metal brushes, spaced transversely and adapted to come into contact with the conductive rails 81.
  • Each pad 90 is worn under the vehicle by insulating means and is electrically connected by conductors 91 to the control box disposed in the vehicle and governing the operation of the pneumatic means 65-66 for locking the wheel shafts and those 67-68 for assisting the translation of the shafts of a wheel train.
  • the pads 90 are at a level that allows them to meet the switches, such as pedals, switches, crocodiles or the like.
  • the convoy is moved at low speed on the installation F, for example at a speed between 5 and 10 km / h, towards the Z1 or Z3 zone.
  • the control station 84 electrically feeds the conductive rails 81 and allows the pads 90 to supply the electropneumatic control means.
  • the locking means 65-66 are first brought pneumatically in the release position of the shafts 10, then it is the means 67-68 for assistance with the translation which are pneumatically supplied.
  • each wheel 9 and that of each lock 65-66 are detected by electrical contacts carried by the vehicle and reacting on the electropneumatic control means and on visual or audible control means of these positions.
  • the flanges of its wheels 9 come into contact either with the fungi of these rails, or with the edge of the rails 88 and are subjected to transverse forces which, with the using pneumatic assistance means 67-68, cause the transverse displacements of these wheels, between their original position and their position corresponding to another gauge of track.
  • the convoy is again coupled to a driving machine whose wheel spacing corresponds to the new wheel spacing of the vehicle.
  • each of the rails 80 has local deformations, inwardly and outwardly, of the order of 3 to 5 millimeters for a length of several meters, relative to the theoretical direction of the rail, giving it locally and in view over a sinusoidal shape.
  • This arrangement which is performed on the rails in an area thereof after the area in which the locks 65 are unlocked, uses the contact of the strands against the rails to generate alternating transverse forces degumming the shafts of their bearing and making easier subsequent translation changing the value of the wheel spacing.
  • the rails 80 may be associated with localized lubrication means, manual or automatic, reducing friction, wear and noise.
  • the wheel gap adjuster which has been described in an application with two spacings, can also work with other spacings having intermediate values.
  • the standard one of 1.435 meters and the maximum spacing the Spanish one of 1.668 meters, to obtain a wedging of the wheels for an intermediate spacing, corresponding for example to that of Russian tracks, having a value of 1.524 meter, it suffices, on each extension 10b, to add an additional groove between the grooves 64.
  • the installation according to the invention harmoniously complements the vehicles equipped with means for modifying the wheel spacing described in the state of the art and makes it possible, by simple means, inexpensive and operating fast, safe and reliable, to solve the problem of the change of gauge of the wheels to adapt it to the gauge of ways encountered.
  • the installation uses an electric power source only during the passage of vehicles and uses the compressed air available in all railway vehicles to temporarily actuate pneumatic means, while using the mechanical force of springs to ensure the safety functions , such as locking the wheel shafts.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (7)

  1. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines in Bewegung befindlichen Schienenfahrzeugs V, wobei die Anlage stationär eingebaute Einrichtungen F und von jedem der Schienenfahrzeuge getragene Einrichtungen M enthält, während jedes Fahrzeug mit Rädern (9) mit zwischen mindestens zwei Stellungen einstellbarem Abstand versehen ist, wobei jedes der Räder (9) fest mit zwei entgegengesetzten Wellenstümpfen (10) verbunden ist, die quer in ihren Lagern (11) gleiten können, wobei jeder Wellenstumpf (10) einerseits mit entriegelbaren Verriegelungseinrichtungen (65, 66), die ihn in jeder seiner Querstellungen fixieren, und andererseits und bei der Abstandsänderung mit Hilfseinrichtungen (67) zusammenwirkt, die ihm eine Quertranslationsbewegung verleihen können, wobei diese Einrichtungen von einem Steuergerät gesteuert werden, das vom Fahrzeug V getragen werden kann, dadurch gekennzeichnet, dass:
    - A) die an einer stationären Stelle F eingebauten Einrichtungen F zur Änderung des Abstands der Räder (9) enthalten
    • eine Zone Z1 mit Fahrschienen (80), die einen breiten konstanten Abstand L1 haben,
    • eine Zone Z3 mit Fahrschienen (80), die einen verringerten konstanten Abstand L2 haben,
    • und eine Übergangszone Z2, in der der Abstand der Fahrschienen (80) symmetrisch und gleichmäßig bezüglich der Mittelachse des Gleises und zwischen dem maximalen Wert L1 des Abstands der breiten Zone Z1 und dem Wert L2 der schmalen Zone Z3 variiert,
    • und mindestens über die Länge der Stelle F zwei stromleitende Schienen (81), die parallel zu und zwischen den zwei Fahrschienen (80) angeordnet sind;
    - B) während die von den Fahrzeugen getragenen Einrichtungen M das Steuergerät und unter jedem Schienenfahrzeug V mindestens zwei stromleitende Kontaktschuhe (90) enthalten, die in Querrichtung beanstandet sind und mit den leitenden Schienen (81) in Kontakt kommen können, wobei diese Kontaktschuhe elektrisch mit dem Steuergerät verbunden sind und vom Fahrzeug getragen werden können.
  2. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines Schienenfahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass an der Änderungsstelle des Abstands die Fahrschienen (80) innen und/oder außen von Leitschienen (88) umrandet werden, die mit dem Spurkranz (9a) der Räder (9) oder dem Rad in Kontakt kommen können, um ihre Quertranslation zu führen.
  3. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines Schienenfahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass die stromleitenden Schienen (81) von Isolatoren (82) und so getragen werden, dass ihre Oberseite sich in einem Abstand (H1) zum Boden befindet, der größer ist als derjenige (H2) der Oberseite der Fahrschienen (80).
  4. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines Schienenfahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass die stromleitenden Schienen (81) von einem Schaltschrank (84) und unter der Kontrolle von Einrichtungen (87) mit Strom versorgt werden, die reagieren oder den Eingang und den Ausgang eines Schienenfahrzeugs V an der Stelle F zur Änderung des Abstands der Räder erfassen.
  5. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines Schienenfahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass in jeder der Zonen Z1 und Z3, die einen konstanten Gleisabstand haben, jede der Fahrschienen (80) Querverformungen nach innen und nach außen aufweist, was jeder Schiene (80) ein sinusförmiges Profil verleiht, das nach dem Entriegeln der Wellen (10) die Radspurkränze (9a) quer verschieben kann, um diese Wellen von ihren Lagern (11) zu lösen.
  6. Anlage zum Ändern des Abstands der Räder eines Drehgestells eines Schienenfahrzeugs nach Anspruch 1, dadurch gekennzeichnet, dass sie in der Übergangszone (Z2) Einrichtungen enthält, die das Schmieren der Fahrschienen (80), der Leitschienen (88) und der Räder (9) in ihren Teilen gewährleisten, die miteinander in Kontakt kommen.
  7. Anlage nach Anspruch 1, dadurch gekennzeichnet, dass sie Schienenfahrzeuge mit Drehgestellen enthält, und dass jedes Fahrzeug in jedem seiner Drehgestelle B1 oder B2 elektrische Kontakte aufweist, die, wenn sie die Querstellung jedes der Räder (9) seiner Radsätze und die Stellung seiner Verriegelungseinrichtungen (65-66) erfassen, elektrisch mit dem elektropneumatischen Steuergerät verbunden sind, dessen Versorgung von den Kontaktschuhen (90) gewährleistet wird.
EP11177143.2A 2010-08-27 2011-08-10 Ändern des Abstands von Schienenfahrzeug in Bewegung Räder-Installation Active EP2524851B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL11177143T PL2524851T3 (pl) 2010-08-27 2011-08-10 Urządzenie do zmiany rozstawu kół pojazdu szynowego w ruchu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1003465A FR2964076B1 (fr) 2010-08-27 2010-08-27 Installation pour modifier l'ecartement des roues d'un bogie de vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2524851A1 EP2524851A1 (de) 2012-11-21
EP2524851B1 true EP2524851B1 (de) 2013-06-05

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EP (1) EP2524851B1 (de)
FR (1) FR2964076B1 (de)
PL (1) PL2524851T3 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2607380B1 (es) * 2015-09-29 2018-02-13 Patentes Talgo, S.L. Conjunto de eje ferroviario
PL3936405T3 (pl) * 2019-06-21 2023-10-30 Crrc Qingdao Sifang Co., Ltd. Mechanizm blokujący do zestawu kołowego o zmiennym rozstawie kół, zestaw kołowy o zmiennym rozstawie kół i wózek o zmiennym rozstawie kół
CN112537336B (zh) * 2020-11-27 2022-05-03 中车长江车辆有限公司 一种铁路车辆变轨距方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH517612A (fr) * 1970-10-06 1972-01-15 Vevey Atel Const Mec Installation ferroviaire
FR2874883A1 (fr) * 2004-09-07 2006-03-10 Henri Guillemaut Bogie, pour vehicules ferroviaires, a roues orientables selon la courbure des voies
FR2921326B1 (fr) * 2007-09-24 2009-11-13 Henri Guillemaut Boggie ferroviaire a roues orientables selon la courbure de la voie

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Publication number Publication date
PL2524851T3 (pl) 2013-11-29
EP2524851A1 (de) 2012-11-21
FR2964076A1 (fr) 2012-03-02
FR2964076B1 (fr) 2012-08-17

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