SK105093A3 - 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). <IMAGE>

Description

The present disclosure relates to a patent of the invention for bogies for railway vehicles with variable wheel spacing, the object of which is to allow the change of track of bogie wheels, the bogie being equipped with independently mounted wheels and ensuring that each mounting node consists of a wheel mounted on an independent axle with bearing housings at both ends, allowing each wheel mounting node to be adjusted, the arrangement and position of the bearing housings changing only in relation to the chassis.

The present invention is related to the industry that deals with the design and manufacture of railway vehicles and its application in general is also possible in the railway industry.

JŽÍ'iČS. Ohník

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 several studies e

and proposals for solutions to remove many of the barriers that still exist in the transport of passengers and goods up to now.

however, a satisfactory solution to this problem of adapting wagons or wagons equipped with conventional bogies has not yet been found.

One of the current solutions is to replace the entire chassis and it is absolutely necessary to lift the car body - disassemble the brake components first and also disconnect the electric cables, etc., these operations represent a substantial part of the lost time and are considered extremely strenuous.

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

The main difficulty preventing the obtaining of a suitable mechanism of this type is, in particular, the mounting of 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 long time without requiring an overhaul in the workshops, it is very difficult to devise a device corresponding to all these conditions in practice

It is known that the patent of the invention filed in Spain under number 532.455 is known on behalf of PATENTES TA1GO, S.A., which is also the applicant of the present patent. In the aforementioned patent, the idea of a single axle bogie with variable wheel spacing is contemplated.

However, in the broad context of the invention, a number of requirements currently considered necessary to ensure good operating conditions of the railway unit are not met.

SUMMARY OF THE INVENTION

The bogies for railway vehicles with variable wheel spacing as proposed in the invention are a clear solution to the present problem of this type, since it is shown in the invention that each wheel mounting node, consisting of a wheel mounted on an independent axle, fitted with bearing bushes at both ends, rely on the possibility of adjusting each wheel mounting node, which is realized with regard to the functional requirements of the chassis.

In this way, the same characteristics are achieved as with a conventional bogie and a variable track bogie.

More precisely, the bogie for railway vehicles with variable wheel spacing will allow a rapid change in the wheel 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 which are built into this new type of chassis.

- the wheel assembly nodes are of the same type as those which have been tested for many years in the carriage of goods on track mechanisms used by PATENTES TALGO, who is also the applicant of this patent, which consists of two wheels on one axis running daily on the European rail the network and two gauge lines of the Spanish rail network,

transition from one gauge to the rail network. the second is. performs on a track gauge similar to an existing track gauge; and. used by the TALGO wheel hubs mentioned above,

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

In general, the chassis of the present invention consists of a central frame to which four pivoting arms are attached, at the end of which there are bearing bushes for each wheel mounting node.

Said wheel mounting nodes may move laterally,

- 4 wheels are defined in each of two positions that correspond to two jova j track widths. network.

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

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

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

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

In order to improve the guidance of the bogie in the turns 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 half-wheel, a wheel, brake discs connected to each other, and bearing bushes mounted on the wheel. end of the half-axis.

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 distribute the load more evenly over the bearing surface, a resilient piece may be inserted between the bearing bush and the locating 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.

A resilient lining is inserted between the outer shell of the bearing bush and the cup, so that the bearings will have a small degree of freedom to absorb small axial pegging / mounting / defects, this play is necessary since the opposing driving pressures will be transmitted to. swivel arm of the chassis ezez both bearing bushes on each axle.

Mounts located on the front and back sides of each bearing bush. and which form, as a whole, allow the parts of the bearing bushes to be opposed.

By adapting 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, reduced by the thickness of the stop.

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

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

Vertically, they are fixed in the operating position by 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 supplemented

-6 additional safety intercept device.

The stop bridge is constructed such 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 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 elongate stop for the stops, the bridge has vertically opposite surfaces on which the bearing housing surfaces adapt in the longitudinal sense.

Part represents transversally. a 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 mounts 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 drop until the lower old tabs 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 entry of any foreign particles that could interfere with the adjustment of the wheel when it enters the bogie change gauge.

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

Through the perpendicular sides of the mounts, the guidance of the brakes accompanying the wheel during its adjustment will be firmer.

Ľrohl .-- a. of the drawings

In order to complete the description herein, and for a better understanding of the present invention, the accompanying drawings, which are part of this specification, illustrate by way of illustration the following:

FIG. 1 is a front elevational view of a bogie for a railway vehicle, with variable wheel spacing, which is the subject of the invention

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

In FIG. 5 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. 4 ·

In FIG. 6 is a detail of the cross section 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 in front and one in the back, 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 locating 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. 7 and 8 in section C-D.

Fig. 10 shows a front view of a separate wheel mounting node a. bearing of its bearings.

On the. Fig. 11 is a perspective view of a mounting node with a locked 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 by pins (pin number 2 is 2), at the end of which bearing housings for each wheel mounting node 3 are located.

These wheel mounting nodes may be transversely displaced, the wheels may be positioned in 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 previous paragraph, a reference vertical damper 5 is mounted.

Each of these assembly nodes, i. a pivot arm with a pin, a coil spring with a 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 be equipped with another secondary suspension.

Although not indicated in the drawing of the bogie of the present invention, in order to improve vehicle guidance, in bends and to eliminate the dynamic effects inherent in the 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 the axle 6, the wheel 7, the brake disks 8 which are connected to each other and the bearing bushes S which are fixed to the ends of the axle.

The bearing bushes S which can be seen with reference to FIG. 3 'have at their upper part a cylindrical surface 10 on which the end of the bogie arm rests in the normal operating position, as shown in the cross-section of FIG. 4th

In order to more evenly distribute the load on the bearing surface, it may be between the bearing bush. a. an elastic piece inserted into the locating cradle, which must be securely fastened to one of these surfaces.

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

For a good understanding of this description, 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. track - from horizontal view.

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 old inserts 12 and 13.

A flexible liner is inserted between the outer shell of the bearing bush 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 swinging arm through both bearing bushes on each axle. .

The tabs 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 and the locks 16, the transverse adjustment of the bearing bushes makes it impossible.

The two vertical longitudinal sides of each of said tabs 12 are separated from each other by a distance that is approximately equal to half the gauge difference, less the stop thickness

U.

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 occur and which prevent them from sinking.

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

The stop bridge 17 is designed so 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 a. it causes the stops to drop, overcoming the spring pressure of the stops and friction.

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

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

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 for 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 an upper 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 tabs 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 tabs 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 synthesized metallic material having a low coefficient of friction and a high pressure resistance located on the inclined surfaces of the tabs 21, the friction of the wheel assembly nodes during adjustment to each of the two track gauges is reduced.

Not to be seen from the figure, the joint fastening of the brake lines that follow the wheel during its adjustment is realized on the perpendicular transverse side 22 of the lugs 14.

In order to complete this description of how the track change between the bogie wheels is complete when 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. 15 shows diagrammatically the parts which make up the gauge change device:

The end of wider gauge rails is marked with 25, while the end of narrow gauge rails is marked with 24.

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

Suppose the chassis gets on. gauge change device from wider gauge, from the left side in FIG. 15, then the process of changing the gauge when 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 25 before they are interrupted. At the right time, depending on the wheel diameter, the sliding and centering sliders mounted on the bogie arm of the bogie frame, designated 29 and 50 in FIG. 2, engage the respective sliding and centering rail marked 25 in FIG. 15th

In order to obtain a greater support surface between the slider 3 and the sliding rail 25, especially in the first, contact contact, the slider 30.B rests on the support 30.A 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 for other lubricants as 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 changing device, which are appropriately positioned relative to the longitudinal axis of the adjusting device.

the upper part of these guides follows the ^K- shape, allowing the stop bridges to run over them and with respect to the perpendicular profile 31 the stops fall and are held unlocked in the middle 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 above advantages.

During the unlocking process of the stops, the resilient portion of the guides causing the adjustment of the wheel mounting node corresponding to the track 27 contacts 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, just as the wheels are unloaded, the wheel mounting nodes slightly drop and cease to support the upper portion of the bearing bushes 10 of the pivot arm bearing sleeves, and then the inclined surfaces 21 of said retainers 14 abut on the inclined surface of the guide 20.

Later, as the bogie wheel mounting node of the present invention continues to travel through a fixed gauge change device, the wheels lose contact with the resilient portion of the movable guides on the side through which the first contact was made and continue to touch the hard portions of the movable on the opposite 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 on the track further, the wheels touch the upper rails of the smaller gauge track and the aforementioned sliding and centering runners lose contact with the sliding rails and the chassis is discontinued for 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, the skilled person 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 the present invention has been described are to be understood in a broad and unlimited sense.

Claims (9)

1 / Chassis for railway vehicles with variable wheel spacing, characterized in that they are composed of a central frame (1) on which four pivot arms are fixed by respective pins (2), at the end of each arm bearing bushes for each wheel mounting the node (3), the nodes may be transversely displaced, the wheels may be positioned in each of two positions corresponding to the two track widths, the opposite side of each swinging arm resting on a helical spring (4), the lower end of which rests on the bottom of the central frame; a vertical damper (5) is mounted at the end of this zone, taking into account the fact that each of these devices, consisting of a pivot arm with a pin, a coil spring and a damper, forms a suspension of the wheel mounting node. also with a secondary suspension which is provided with a guide systems, or it is adapted to the articulated chassis. 2 / Undercarriages for railway vehicles with variable wheel spacing according to claim 1, characterized in that each bogie is equipped with four wheel assembly nodes, each node consisting of a axle (6), wheel (7), brake discs (8) and bearing bushes (9) mounted on the ends of the axle, which are designed such that the bearing bushes (9) have a cylindrical surface on their upper side on which the pivot arm is supported in the normal operating position, thereby decomposing. load on the entire surface and thereby allow the insertion of a flexible liner between the bearing bush and the sleeve which is fixedly attached to one of these surfaces. 163 / Chassis for railway vehicles with variable wheel spacing according to item 1, characterized in that the vertical position between the bearing bush and the swing arm is defined in the longitudinal sense of said cylindrical surface and the bearing bush is automatically centered in its of the theoretical position, the vertical smooth sides (11), one at the front and one at the rear, which adjust to the vertical smooth sides of the inserts (12) and (13), where a flexible lining is provided between the outer surface of the bearing bush and the interior for bearings, thereby allowing some absorption of axial assembly errors at transverse pressures due to operation, which are transmitted to the bogie swing arm via two bearing bushes on each axle. 4 / Undercarriages for railway vehicles with variable wheel spacing according to claim 1, characterized in that the fasteners (14) located on the front and rear sides of each bearing bush form a transverse fastening of the bearing bush elements which are fixed between the stop (15). (or) the pivot arm sleeves and the stop (16) which prevent the bearing bushes from transversely adjusting, and the two perpendicular longitudinal sides of each of said clamps (14) are separated from each other by a distance approximately equal to half the difference between the two track widths; reduced by the thickness of the stop (14). Chassis for railway vehicles with variable wheel spacing according to item 1, characterized in that the stops (16) connected to the bridge (17) are adjusted - 17 in their longitudinal direction by their transverse sides, between the two vertical sides of the pivot arm sleeve, being transversely positioned in their position when adjusting the vertical longitudinal sides of the inserts (12) and (15). which are connected to the swivel arm sleeve, the stops are only adjusted. in the vertical direction and prevent other adjustments by means of hard stops. 6 / Undercarriages for railway vehicles with variable wheel spacing according to item 1, characterized in that the strings (18) are held firmly in the operating position, due to the heel being higher than the weight of the stopping device plus the dynamic forces that may arise; prevent the stops from dropping, whereby the spring mechanism (18) may be complemented by an additional safety-guarantee device (19). 7 / Undercarriages for railway vehicles with variable wheel spacing according to claim 1, characterized in that the stop device (17) is designed such that its lower part allows the entry of the T-profile, this T part being part of a fixed gauge change device, the T part forces the bridge to be vertically adjusted and thereby decreases the stops, forcing the bridge to overcome the force of the springs and their friction, the bridge being designed so that its inner space adapts itself to the inclined surfaces on the stop guides on the fixed gauge change device said bridges, while the inserts (12) and (15) »which are mounted on the perpendicular side of the pivot arm sleeve, notwithstanding being an opposite stop for the stops, are vertical opposite faces on which the sides (11) of the bearing bushes are adjusted in longitudinal sense. 13 8 / Undercarriages for railway vehicles with variable wheel spacing according to claim 1, characterized in that the part (13) marked as an insert, except that it has a transverse guide (20), has an upper part inclined, creates a sliding surface of the bearing bush during transverse adjustment and the underside (21) of the clips (14) has the same slope and are separated from the top of the guide during normal operation. (20) and are parallel to it. 9 / Undercarriages for railway vehicles with variable wheel spacing according to item 1, characterized in that when the bogie is suspended, the bearing bushes drop to the stop and the undersides (21) of the fasteners (14) on the guides (20) crosswise and the inclination of the guide sliding surfaces (20) prevents foreign particles from entering, which could prevent later adjustment of the wheel when the track is changed. 10 / Chassis for railway vehicles with variable track spacing according to any one of the preceding points, characterized in that they are equipped with sliding inserts made of a synthetized metallic material with a low sliding friction coefficient and a high pressure resistance placed on inclined The gripping surfaces (21) of the handles facilitating the adjustment of the wheel mounting nodes during passage through the fixed gauge change device, the brake caliper managing the wheel during its adjustment are fixed to the vertical transverse sides of the grips (14).