Railway system for changing track width

Abstract

The invention describes a railway system tor changing track width which, based on the system described in document ES2428239, includes a series of modifications intended to significantly increase the separation between disc pushers (12) of systems installed on the same axle. Specifically, the system of the invention allows a separation of about 500 millimetres to be achieved, compared to a separation of only 396 millimetres in the system of document ES2428239.

Description

[0001] DESCRIPTION

[0002] Railway system for changing track gauge

[0003] OBJECT OF THE INVENTION

[0004] The present invention belongs to the field of freight trains, and more particularly to axles with automatic gauge change system.

[0005] The object of the present invention is a railway system designed to allow improved track gauge changes in relation to currently known systems of this type.

[0006] BACKGROUND OF THE INVENTION

[0007] Document ES2428239 is a patent entitled “Railway axle with automatic changeover to multiple track gauges” that describes a system capable of automatically changing from one track gauge to another, for example to alternate between Iberian gauge and international gauge depending on needs.

[0008] The system of this document, shown in Fig. 1 (figure present in the document ES2428239 itself) and in Fig. 2 (additional figure), essentially comprises wheels (1 ) mounted on an axle (2) by means of a sliding adjustment, which allows the transition from one width to another without the need to release the load from the wheels. To this end, an inner annular portion of the wheel (1 ) has fixed to it an annular piece (6) provided with grooves (6') into which the claws (5') of a sleeve (5) enter. The sleeve (5) is in a fixed position attached to a base ring (9) fixed to the axle (2) itself by means of strapping. In this way, the wheels (1 ) can alternate between two or more positions that correspond to the introduction of the claws (5') into one or other of the grooves (6').More specifically, the wheel (1 ) can be brought into its outer position by pushing it outwards until the claws (5') of the sleeve (5) enter the groove (6') located furthest to the right in the figure. Similarly, the wheel (1 ) can be brought into its inner position by pushing it inwards until the claws (5') of the sleeve (5) enter the groove (6') located furthest to the left in the figure.

[0009] The forces that move the wheel (1) inward or outward are applied by means of track gauge changing elements located on sections of track designed for this purpose and which are not part of the invention. Thus, when the train passes over these special sections of track, the wheels are pushed inward or outward to change from one track gauge to another.

[0010] In this context, a system is required that allows the wheels (1) to be locked in their position, either inside or outside, during normal train travel. This locking system must be able to be actuated so that the wheels are unlocked only when the gauge is changed, i.e. when the train passes over the track sections mentioned above.

[0011] Locking the wheel (1 ) in a given position involves preventing the claws (5') of the sleeve (5) from coming out of the groove (6') of the ring (6) corresponding to the track gauge in question. For this purpose, i.e. to lock the claws (5') of the sleeve (5) within the corresponding groove (6'), a locking sleeve (10) is used. The locking sleeve (10) has an inner end connected to a pusher disc (12) and an outer end provided with radial protuberances (10a). The locking sleeve (10) can alternate between an inner position, in which the radial protuberances (10a) bear against the outer side of the claws (5'), and an outer position, in which the radial protuberances (10a) do not bear against the outer side of the claws (5').Furthermore, a tubular support sleeve (14) fixed to the wheels (1 ) is parallel to the annular piece (6) with the grooves (6') and, therefore, also parallel to the direction of movement of the locking sleeve (10). In this way, when the locking sleeve (10) is in its inner position, which is its rest position corresponding to normal operation, the radial protuberances (10a) of its outer end are located between the claws (5') and the support sleeve (14), thus preventing the claws (5') from coming out of the groove (6') in which they are inserted. When the locking sleeve (10) moves to its outer position, which is the position corresponding to a change in track width, the radial protuberances (10a) at its outer end move outwards and no longer prevent the claws (5') from coming out of the corresponding slot (6').

[0012] The locking sleeve (10) is actuated to alternate between the two positions mentioned above by a pusher disc (12). The pusher disc (12) is connected to the base ring (9) in an axially slidable manner via prestressed springs (11 ). Naturally, the pusher disc (12) is also connected to the locking sleeve (10). When the pusher disc (12) is in its rest position, i.e. its inner position, the locking sleeve (10) is also in its inner position, such that the claws (5') are locked inside the corresponding groove (6'). In this situation, which corresponds to normal train operation, the wheels (1 ) are stationary. However, when the train passes over a section of track designed to change gauge, elements of said section of track (not explicitly described here) push the pusher discs (12) outwards, causing them to move into their outer position.This, in turn, moves the locking sleeve (10) into its outer position, thus unlocking the claws (5'), which can now be moved out of the corresponding slot (6').

[0013] The wheels (1 ) are also connected to the base ring (9) through articulated compasses (13). Specifically, the articulated compasses (13) are elements formed by two arms connected by means of a ball joint. The outer end of the outer arm is connected to the support sleeve (14), while the inner end of the inner arm is connected to the base ring (9). The articulated compasses (13) have the function of transmitting the rotation torque of the axle (2) to the wheels, being articulated to allow the wheels (1 ) to change position.

[0014] In short, the complete operation of this system is essentially as follows. In the resting state, i.e. when the wheels (1 ) are locked in a position corresponding to a specific track gauge, the pusher disc (12) is in its rearward position. The springs (1 1 ) ensure that the pusher disc (12) maintains that position. When the pusher disc (12) is in this rearward position, the locking sleeve (10) is also in its rearward position, and therefore the radial protuberances (10a) at its outer end are located just above the locking claws (5') of the sleeve (5), bearing against them.Since said radial protuberances (10a) of the locking sleeve (10) also have their radially outer side resting against the support sleeve (14), i.e. they are sandwiched between the support sleeve (14) and the claws (5') themselves, they prevent the claws (5') from moving radially outwards to come out of the grooves (6').

[0015] However, when the train enters a section of track designed to move the wheels (1 ) from one track gauge to another, elements arranged on said section of track push the pusher disc (12) outwards. As a consequence, the interlocking sleeve (10) also moves outwards, with the radial protuberances (10a) at its outer end being in a position that is no longer radially adjacent to the claws (5'). On the contrary, the portion of the interlocking sleeve (10) close to the radial protuberances (10a) has a much smaller thickness than said protuberances (10a), thus leaving space for the claws (5') to move radially outwards to come out of the grooves (6'). The wheels (1 ) are thus unlocked and ready to move axially from one track gauge to another. To do this, other elements arranged in the section of track width where the change is made push the wheels (1) towards the new width.In this position, the claws (5') are inside a slot (6') corresponding to the new track gauge. Once they are in the new gauge, the elements that pushed the pusher disc (12) disappear, and therefore the springs (1 1 ) make it return to its internal rest position. As a consequence, the radial protuberances (10a) of the locking sleeve (10) also return to their internal position, where they rest against the claws (5'), preventing it from leaving the slot (6').

[0016] While this track gauge change system allows for safe and rapid track gauge changes, there is a need in the art to improve its performance in certain aspects. In particular, the distance between the pusher discs corresponding to the two wheels on the same axle is approximately 396 millimeters. This distance is excessively small for certain applications, for example, for the installation of a traction element connected to the center portion of the axle.

[0017] Therefore, it would be desirable to have a track gauge change system where the pusher discs of gauge change systems installed on the same axle were further apart from each other.

[0018] DESCRIPTION OF THE INVENTION

[0019] The present invention solves the above problem by using the system described in document ES2428239. In particular, the present invention proposes making certain modifications to the configuration of the base ring, the support sleeve and the pusher disc, the effect of which, in combination, is that the pusher discs are separated by a distance of up to 500 millimetres, much greater than the 396 millimetres of document ES2428239.

[0020] The present invention is therefore directed to a railway system for changing track gauge comprising wheels coupled to an axle in a sliding manner to allow the transition from one track gauge to another.

[0021] An inner annular portion of the wheel has fixed thereto at least one annular piece provided with grooves into which the claws of a claw sleeve enter, the claw sleeve being connected to a base ring firmly fixed to the axle, the wheels alternating between at least two inner and outer positions corresponding to the introduction of the claws into one or the other of the grooves.

[0022] A reinforcing sleeve has an inner end connected to a pusher disc and an outer end provided with radial protuberances, said locking sleeve alternating between an inner position in which the radial protuberances bear against the claws, and an outer position in which the radial protuberances do not bear against the claws.

[0023] The system further comprises a tubular support sleeve parallel to the axle and fixed to the wheels such that, when the reinforcing sleeve is in an inner position, the radial protuberances at its outer end are sandwiched between the claws and the support sleeve, thus preventing the claws from coming out of the groove in which they are inserted, while when the reinforcing sleeve is in its outer position, the radial protuberances at its outer end move outwards and no longer bear against the claws, allowing them to come out of the corresponding groove.

[0024] The enervation sleeve is actuated to alternate between the two positions mentioned by a pusher disc which is connected to the base ring in a sliding manner through pre-tensioned springs such that, when the pusher disc is in its inner position, the enervation sleeve is also in its inner position and the claws are locked inside the corresponding groove, while when the pusher disc passes to its outer position, the enervation sleeve also passes to its outer position and the claws are unlocked;

[0025] The wheels are also connected to the base ring through articulated compasses that transmit the rotation torque of the axle to the wheels, the articulated compasses comprising two arms connected by means of a ball joint, an outer end of the outer arm being connected to the support sleeve, and an inner end of the inner arm connected to the base ring.

[0026] Up to this point, a railway track gauge changing system similar to that described in document ES2428239 has been described. However, the system of the present invention has the following characteristics that differentiate it from the same: a) The support sleeve comprises connection tabs with the compasses that are flush with the inner end of the support sleeve and protrude radially outwards from a radially outer surface of said support sleeve.

[0027] This configuration contrasts with that of the support sleeve described in document ES2428239, where the connection tabs are fixed to a radial flange of the inner end of the support sleeve and protrude longitudinally inwards.

[0028] Thus, the proposed modification has the effect of shifting the connection point between the stays and the support sleeve outward, ultimately contributing to shifting the corresponding pusher disc outward. b) The pusher disc comprises equally spaced peripheral gaps whose angular positions coincide with the positions of the articulated stays. Thus, when the wheel is in its inner position and the articulated stays are in their fully folded position, the ball joint of the articulated stays passes at least partially through said peripheral gaps.

[0029] Again, this configuration contrasts with the pusher disc described in document ES2428239, which has a completely circular shape and therefore does not allow the articulated compass' ball joint to pass through. Consequently, this pusher disc must be kept further away from the shaft.

[0030] This second modification, therefore, has the effect of allowing greater outward movement of the pusher disc. c) The base ring comprises connecting tabs with the articulated compasses located adjacent to an inner end of said base ring.

[0031] This contrasts with the connection point on the base ring of document ES2428239, which is located more externally. By moving the connection point inward, the distance that these articulated stays extend inward in their most folded position, i.e., when the wheels are in the inward position, is reduced.

[0032] This modification also has the effect of allowing the pusher disc to move outwards.

[0033] Ultimately, the proposed modifications have the combined effect of increasing the distance between the two pusher discs corresponding to two wheels on the same axle to at least 500 millimeters. This is a considerable increase compared to the 396 millimeter distance presented in the system in document ES2428239.

[0034] In a particularly preferred embodiment of the invention, the support sleeve and the connecting tabs are manufactured as a single piece from a steel tube. In contrast, in document ES2428239, the support sleeve and the connecting tabs are separate elements that are connected by bolting. The proposed embodiment is therefore advantageous because it facilitates assembly of the system and reduces the likelihood of failure.

[0035] In another particularly preferred embodiment of the invention, there is a clearance of one millimeter between a radially inner surface of the support sleeve and a shoulder of the locking sleeve. The support sleeve of document ES2428239, however, is thicker and therefore has a much smaller clearance, so that friction occurs between the locking sleeve and the support sleeve.

[0036] In another preferred embodiment of the invention, the pusher disc comprises recessed support surfaces for the prestressed springs instead of through holes sealed by an additional plate. That is, in document ES2428239, the pusher disc comprises through holes through which the springs pass, so that it is necessary to fix an additional plate to the inner face of said pusher disc to provide support for the springs. In this way, safety is improved by preventing the welding of said additional plate from being a critical assembly point.

[0037] Even more preferably, the pusher disc of the present invention is essentially flat. This also contrasts with the pusher disc of document ES2428239, which has a greater thickness. Reducing the thickness of the pusher disc contributes to increasing the distance between the pusher discs on the same axis. In another preferred embodiment of the invention, the system comprises a friction disc fixed to an inner surface of the pusher disc. More preferably, this friction disc has a thickness of 9 millimeters, less than the 19 millimeters thickness of the friction disc of document ES2428239. Reducing the thickness of the friction disc, on which the gauge-changing elements arranged in the track section where the change is carried out act, also ultimately impacts the distance between pusher discs.

[0038] In yet another preferred embodiment, the base ring comprises a guide bushing at its outer end for guiding the locking sleeve, both being configured as a single piece machined from a forged blank. In document ES2428239, on the other hand, the guide bushing is a separate piece that is fixed to the base ring. Due to manufacturing tolerances accumulated between the bushing's seating in said base ring—since the bushing, being made of bronze, is delicate and can easily deform—precision is lost and the concentricity of the locking sleeve-shaft assembly is impaired. These problems are resolved by including the bushing in the base ring itself.

[0039] In yet another preferred embodiment of the invention, the interlocking sleeve comprises three pneumatic silencers equally spaced along its periphery to allow air inlet and outlet.

[0040] BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Fig. 1 shows a longitudinal section of the system described in document ES2428239.

[0042] Fig. 2 shows a perspective view of the system described in document ES2428239.

[0043] Figs. 3A-3B show respectively the support sleeve of document ES2428239 and the support sleeve of the present invention.

[0044] Figs. 4A-4B show respectively the pusher disc of document ES2428239 and the pusher disc of the present invention.

[0045] Figs. 5A-5B show respectively the base ring of document ES2428239 and the base ring of the present invention.

[0046] Figs. 6A-6B respectively show the interlocking sleeve of document ES2428239 and the interlocking sleeve of the present invention.

[0047] Fig. 7 shows a longitudinal sectional view of the innermost portion of the system of the present invention.

[0048] Fig. 8 shows a longitudinal sectional view of the outermost portion of the system of the present invention.

[0049] Fig. 9 shows a perspective view of two systems as described in document ES2428239 installed on the same axis.

[0050] Fig. 10 shows a perspective view of two systems according to the present invention installed on the same axis.

[0051] Fig. 1 1 shows a perspective view of an axle provided with two systems according to the present invention.

[0052] Figs. 12A-12B show a detail respectively of the system of document ES2428239 and of the system of the invention where the reduction in thickness of the friction disc can be seen.

[0053] Figs. 13A-13B show a detail respectively of the system of document ES2428239 and of the system of the invention where the differences in the configuration of the guide bushing can be seen.

[0054] PREFERRED EMBODIMENT OF THE INVENTION

[0055] As mentioned earlier in this document, the system of the present invention is similar to that described in document ES2428239 with a series of modifications that give it advantageous features. Since document ES2428239 itself already describes the previous system, and since a detailed description of its operation was also provided at the beginning of this application, the following paragraphs focus on describing the differences between the elements that make up the system of the invention and those of document ES2428239.

[0056] Figs. 3A and 3B show perspective views respectively of the support sleeve (14) of document ES2428239 and of the support sleeve (14) of the present invention. As can be seen, the connecting tabs (14a) with the articulated compasses that the support sleeve (14) of the present invention has are located in a different position than those of the support sleeve (14) of document ES2428239.

[0057] In particular, in document ES2428239 the tabs are in a position that projects axially from the inner end of the support sleeve (14). In the system of the present invention, the tabs (14a) have been moved to a more rearward position towards the outside that does not project axially. To do this, however, they project radially outwards from the radially outer surface of the support sleeve (14). In addition, the support sleeve (14) of the present invention is a single integral piece that integrates the tabs (14a). The new configuration allows the pusher disc (12) to be moved towards the outside.

[0058] Figs. 4A and 4B show perspective views respectively of the pusher disc (12) of document ES2428239 and of the pusher disc (12) of the present invention. The peripheral gaps (12a) of the pusher disc (12) of the present invention can be observed. These are three cavities or radial cutouts in relation to the circular perimeter of the pusher disc (12). When they are in their most folded position, the heads or joints (13c) of the articulated compasses (13) can thus exceed the position of the plane where the pusher disc (12) is located by at least a small distance. This allows the pusher disc (12) to be moved somewhat further outwards.

[0059] Furthermore, the pusher disc (12) of the present invention does not have holes for the passage of the springs (11 ), but rather recessed surfaces (12b) provided with a centering pin for the spring (1 1 ) in question. This avoids the need to fix an additional plate to the pusher disc (12) that provides support to the spring, also contributing to the pusher disc (12) of the present invention being flatter and thinner compared to the one described in document ES2428239.

[0060] The pusher disc (12) of the present invention also has a series of holes in its peripheral area for fixing a friction disc (20). These elements are described in greater detail later.

[0061] Figs. 5A and 5B show perspective views respectively of the base ring (9) of document ES2428239 and of the base ring (9) of the present invention. As can be seen, the base ring (9) of the present invention is manufactured as a single piece where the connecting tabs (9a) with the articulated compasses (13) are positioned adjacent to the inner end of the base ring (9) itself. Specifically, the holes to which the articulated compasses (13) are fixed are substantially closer to the inner end of the base ring (9) than the holes of the equivalent connecting tabs present in the base ring (9) of document ES2428239. Thanks to this, the articulated compasses (13) in their most folded position do not protrude as much inwards, and this allows the pusher disc (12) to be moved even further outwards. Additionally, the base ring (9) of the present invention includes the guide bushing (9b).

[0062] Figs. 6A and 6B show perspective views respectively of the interlocking sleeve (10) of document ES2428239 and of the interlocking sleeve (10) of the present invention. The interlocking sleeve (10) of the present invention has three pneumatic silencers (10b) equally spaced along its periphery to allow air to enter and exit. This prevents pressurization of the interior of the mechanism that hinders movement of the wheel (1 ) during the width change and, at the same time, prevents contamination from entering the interior of the mechanism.

[0063] Figs. 7 and 8 show cross-sections where the effect of these changes can be appreciated. As can be seen in Fig. 7, as well as in Figs. 12A and 12B, the arrangement of the peripheral gaps (12a) in the pusher disc (12) allows the heads of the compasses (13) to slightly exceed the plane of the pusher disc (12) when they are in their most folded position. Also in Fig. 7, it can be seen how the connection point between the articulated compasses (13) and the support sleeve (14) has moved to the left in relation to the position described in document ES2428239. Also observed, in this case in Fig. 8, as well as in Figs. 13A and 13B, is the guide bushing (9b) which now forms an integral part of the base ring (9).

[0064] All these modifications have, in combination, the effect of allowing the pusher discs (12) to move outwards. As can be seen in Figs. 9 and 10, the distance between the pusher discs (12) of two systems installed on the same shaft (2) is thus increased from 396 millimetres (ES2428239) to 500 millimetres (present invention). Fig. 11 shows a complete perspective view of two systems according to the invention installed on the same shaft (2).

[0065] Finally, Figs. 12 and 13 show details of changes mentioned earlier in this document. In particular, reference can be made to the reduction in the thickness of the friction disc (20) which, as seen in Figs. 12A and 12B, goes from 19 millimeters to 9 millimeters.

Claims

CLAIMS 1. Railway system for changing track gauge, comprising wheels (1) coupled to an axle (2) in a sliding manner to allow the transition from one track gauge to another, where an inner annular portion of the wheel (1) has fixed thereto at least one annular piece (6) provided with grooves (6') into which the claws (5') of a claw sleeve (5) enter, the claw sleeve (5) being connected to a base ring (9) firmly fixed to the axle (2), the wheels (1) alternating between at least two inner and outer positions corresponding to the introduction of the claws (5') into one or the other of the grooves (6');where a locking sleeve (10) has an inner end connected to a pusher disc (12) and an outer end provided with radial protuberances (10a), said locking sleeve (10) alternating between an inner position in which the radial protuberances (10a) bear against the claws (5'), and an outer position in which the radial protuberances (10a) do not bear against the claws (5');the system further comprising a support sleeve (14) of tubular shape parallel to the axle (2) and fixed to the wheels (1) such that, when the locking sleeve (10) is in an inner position, the radial protuberances (10a) of its outer end are sandwiched between the claws (5') and the support sleeve (14), thus preventing the claws (5') from coming out of the slot (6') in which they are inserted, while when the locking sleeve (10) is in its outer position, the radial protuberances (10a) of its outer end move outwards and stop bearing against the claws (5'), which allows them to come out of the corresponding slot (6');where the locking sleeve (10) is actuated to alternate between the two positions mentioned above by a pusher disc (12) which is connected to the base ring (9) in a sliding manner through prestressed springs (11) such that, when the pusher disc (12) is in its inner position, the locking sleeve (10) is also in its inner position and the claws (5') are locked inside the corresponding groove (6'), while when the pusher disc (12) passes to its outer position, the locking sleeve (10) also passes to its outer position the claws (5') are unlocked;and where the wheels (1) are also connected to the base ring (9) through articulated compasses (13) that transmit to the wheels (1) the rotation torque of the axis (2), the articulated compasses (13) comprising two connected arms (13a, 13b) by means of a ball joint (13c), an outer end of the outer arm being connected to the support sleeve (14), and an inner end of the inner arm being connected to the base ring (9); characterized in that the support sleeve (14) comprises connecting tabs (14a) with the compasses (13) which are flush with the inner end of the support sleeve (14) and project radially outwards from a radially outer surface of said support sleeve (14), in that the pusher disk (12) comprises equally spaced peripheral gaps (12a) whose angular positions coincide with the positions of the articulated compasses (13) such that, when the wheel (1) is in its inner position and the articulated compasses (13) are in their maximum folded position, the ball joint (13c) of the articulated compasses (13) passes at least partially through said peripheral gaps (12a), a friction disk (20) being fixed to an inner surface of the pusher disk (12),and because the base ring (9) comprises connection tabs (9a) with the articulated compasses (13) located in a position adjacent to an inner end of said base ring (9), such that the distance between the two pusher discs (12) corresponding to two wheels (1) of the same axle (2) is at least 500 millimeters.

2. Railway system according to claim 1, wherein the support sleeve (14) and the connection tabs (14a) are manufactured as a single piece from a steel tube.

3. Railway system according to any of the preceding claims, wherein there is a clearance of one millimeter between a radially internal surface of the support sleeve (14) and a flange of the locking sleeve (10).

4. Railway system according to any of the preceding claims, wherein the pusher disc (12) comprises recessed support surfaces (12b) for the prestressed springs (11) instead of through holes sealed by an additional plate.

5. Railway system according to any of the preceding claims, wherein the pusher disc (12) is essentially flat.

6. Railway system according to any of the preceding claims, wherein the friction disc (20) has a thickness of 9 millimeters.

7. Railway system according to any of the preceding claims, wherein the base ring (9) comprises at its outer end a guide bushing (9b) for guiding the nerve sleeve (10), both being configured as a single piece machined from a forged blank.

8. Railway system according to any of the preceding claims, wherein the interlocking sleeve (10) comprises three pneumatic silencers (10b) equally spaced along its periphery to allow air inlet and outlet.

Images