AU683686B2

AU683686B2 - A guiding system applicable to a four-wheel bogie with variable gap between them

Info

Publication number: AU683686B2
Application number: AU75744/94A
Authority: AU
Inventors: Jose Isidro Nardiz Landa
Original assignee: Investigacion y Asesoramiento Tecnico SA INVATESA
Current assignee: Patentes Talgo SL
Priority date: 1993-10-15
Filing date: 1994-10-11
Publication date: 1997-11-20
Anticipated expiration: 2014-10-11
Also published as: LTIP2053A; HU9402916D0; AU7574494A; TR28161A; FI944844A0; JP2837098B2; FI944844A; EP0648659B1; PL175243B1; ATE175161T1; DE69415626T2; ES2084551B1; PL305450A1; HUH3883A; LT3580B; SI0648659T1; PL175366B1; DK0648659T3; CN1114617A; RO115345B1

Abstract

The purpose of the guiding system applicable to a four-wheel bogie with variable gap between is to guide the two bogies of independent and displaceable wheels (10) with which the body of a conventional railway passenger coach or freight wagon is fitted. The guiding system can be performed with a center balancer disposed in the middle of the coach body or, in a second embodiment, with an independent guiding system for each of the bogies, being constituted by a balancer (36), the turning axle of which is integral with a center frame (1) disposed on each bogie, and a bar (37) is joined to the upper end of the balancer (36), the other end of which is united to a support (38) which is integral with the coach body, the lower end of the balancer (36) having a bar (39) joined to it, the opposite end of which is integral with the outside case of an oscillant fork (6) which, in turn, is integral with a frame (4) carrying the rolling assemblies, the balancer (36) having other joint (40) located above its turning axle and disposed equidistant from a lower joint with regard to the turning axle of the balancer, the bars (41) and (42) being united to this joint (40). <IMAGE>

Description

Our Ref: 526995 P/00/011 Regulation 3:2

AUSTRALIA

Patents Act 1990

ORIGINAL

COMPLETE SPECIFICATION STANDARD PATENT a..

a a Applicant(s): Address for Service: Investigacion Y Asesoramiento Tecnico, S.A. Invastesa Montalban, 14 28014 MADRID

SPAIN

DAVIES COLLISON CAVE -nt Trade Mark Attorneys Level 10, 10 Barrack Street SYDNEY NSW 2000 A guiding system applicable to a four-wheel bogie with variable gap between them Invention Title: The following statement is a full description of this invention, including the best method of performing it known to me:- 5020 I I I i _1 I I (IIQS~S~rlLb 'I A GUIDING SYSTEM APPLICABLE TO A FOUR-WHEEL BOGIE WITH VARIABLE GAP BETWEEN THEM

DESCRIPTION

BACKGROUND OF THE INVENTION The present specification relates to a patent of invention referring to a guiding system applicable to a four-wheel bogie with variable gap between them, the obvious purpose of which is to eliminate the inherent dynamic effects in this type of bogies equipped with independent wheels, so reducing the wear of the tread, specially that of the rim, the steering and conditioning of the brake for both gages being common, not requiring any other additional operation for being adapted to one and other gage.

FIELD OF THE INVENTION This inventions applies to the railway industry.

SRELATED ART It is well known the problem posed by difference of gage existing between railway networks in the passenger and goods trans- 25 portation, which has given rise to several surveys and solutions in order to avoid inconveniences in the passenger and goods transhipment.

Nevertheless, up to date, no solutions have been given which satisfactorily solve this problem, specially in the adaptation of passenger coaches or freight wagons with bogies of conventional type.

One of the present solutions lies in a full replacement of the bogies, for which it is necessary to lift up the coach bodies, I= Y 3 after uncoupling the damping or mechanical elements between body and bogie, as well as the brake system, the electric mass braids, S:l n n ;hich represents a series of laborious operations.

Also, other devices have been adopted in order to obtain a shaft with a variable gap between wheels by a displacement on the shaft body, so that the same safety, toughness, etc. securities as the shaft pressed wheels according to the typical system are obtained.

Further, if it is mandatory to carry out automatically the change in a short interval of time, and to travel distances large enough under perfect operating conditions without stopping at a maintenance workshop, it is difficult to get a mechanism meeting V 15 all these requirements in a practical field.

eO e An obvious solution to the present problems in this matter would be to rely firstly on a bogie not only fitted with displa- .ceable and independent wheels allowing it to run on different 20 gages, but also that its frame, fitted with said wheels, should be so designed that its wheels were guided and oriented when the vehicle carrying this type of bogies would run on the track foloooe lowing a curve.

Likewise, in this intended solution, it should be contemplated that the guiding system could be also applicable to c bogie fitted with independent wheels having a fixed width, but not displaceable, to be able to run on different gages.

It should be pointed out, in a specific manner, that the applicant firm for this patent of invention is the owner of the Spanish Patent of Invention No. 9201934 related to bogies for railway vehicles with a variable gap between wheels, partially utilized in the present invention, which have undergone different adaptations with regard to guiding systems, in order to attain the sought re- I M P!'NVPDOCSDYSSEC1ETCLAI. -131197 -4suits, unknown up-to-date, at least by the applicant.

According to one aspect of the present invention there is provided a guiding system for bogies for a two bogie railway vehicle, each bogie including a main frame; two subframes and four rolling assemblies, there being two rolling assemblies operatively mounted to each sub-frame and one rolling assembly associated with each sub-frame being disposed to one side of the railway vehicle, the other rolling assembly associated with each sub-frame being disposed to the other side of the railway vehicle, each sub-frame being operatively mounted for pivotal movement relative to one another so that the rolling assemblies of each bogie on respective sides of the railway carriage can move towards or away from one another; the guiding system including on each side of the railway vehicle, a centre balancing lever operatively mounted to the vehicle between the bogies for pivotal movement about a pivot, a pair of further balancing levers operatively mounted to the main frame of respective 15 bogies for pivotal movement about respective pivots; a link mechanism on each side of the railway vehicle and associated with each bogie, S-each link mechanism including first and second, third and fourth bars, said first bar having one end operatively connected to one of said further balancing levers to one side of the pivot thereof and the other end operatively connected to a support on the vehicle, said second bar having one end operatively connected to said one of said further balancing levers to the other S" side of the pivot thereof and the other end operatively connected to one of the sub-frames of the bogie, said third and fourth bars each having one end thereof operatively connected to said further balancing lever on said one side thereof at a point which is generally equidistant :"**from the pivot at the point where the said one end of the second bar is connected to said one S• 25 of said further balancing levers, the other end of said third bar being operatively mounted to the other of the sub-frames of the bogie and the other end of the fourth bar being operatively connected to the centre balancing lever to one side of the pivot thereof.

According to another aspect of the present invention there is provided a guiding system for a bogie for railway vehicle, the bogie including a main frame; two sub-frames and four rolling assemblies there being two rolling assemblies operatively mounted to each sub- I. Cd I+:\\W'LX)C'SDY X.!'ECIX('LAIM 13,91 frame and one rolling assembly associated with each sub-frame being disposed to one side of the railway vehicle, the other rolling assembly associated with each sub-frame being disposed to the other side of the railway vehicle, each sub-frame being operatively mounted for pivotal movement relative to one another so that the rolling assemblies of each bogie on respective sides of the railway carriage can move towards or away from one another; the guiding system including on each side of the railway vehicle, a centre balancing lever operatively mounted to the main frame for pivotal movement about a pivot, and a pair of first and second end balancing levers operatively mounted for pivotal movement about respective pivots; a link mechanism associated including first and second, third, fourth and fifth bars, one end of said first bar and one end of said second bar being operatively connected to said centre balancing lever to one side of said pivot, one end of said third bar being operatively connected to said first end balancing lever to one side of its pivot, the turning axle of which is attached to one sub-frame, oo.. 15 one end of said fourth bar being operatively connected to the centre balancing lever on the opposite side to said one side, and one end of said fifth bar being operatively connected to one side of the pivot of said S.second end balancing lever, the turning axle of which is attached to the other sub-frame, the other end of said first bar is operatively connected to a support on the vehicle, the other end of said second bar is operatively connected to the said first end balancing lever on the other side of its pivot, the other end of said third bar is operatively connected to the main frame of the bogie, the other end of the fourth bar is operatively connected to the second end balancing lever on the other side of the pivot thereof, and the other end of said fifth bar is operatively connected to the main frame of the bogie.

L I I rl 1 ~1-r PA~ I -6- DESCRIPTION OF THE DRAWINGS In order to complement this description and to aid to a better understanding of the features of the invention, the accompanying drawings, which are a part of this specification, show in an illustrative but not limitative sense, the following: Figure 1 shows a side elevational view of the four-wheel bogie with variable gap between them, to which the guiding system, which is the object of the invention, is applied.

Figure 2 shows a plan view of the object illustrated in Fig.

1.

Figure 3 shows a detail seen through A-B of the helicoidal springs incorporated in the bogie illustrated in Figs. 1 and 2.

Figure 4 shows a detail seen through C of the object illustrated in Figs. 1 and 2.

Figure 5 shows a perspective view of one of the wheels incorpoated in the bogie.

9 9 9*

C.

a Figure 6 shows an elevational view of the rolling assemblies on an oscillating arm.

mounting of the Figure 7 shows a plan view of the object illustrated in Fig.

6.

Figure 8 shows a perspective view of a bearing box.

Figure 9 shows a sectioned view of the positioning and blocking elements of a bearing box in the suspension oscillating arm case.

L U I I I d ~nas la I I I -rrr -7- Figure 10 shows a detail seen through D-E of the object illustrated in Fig. 9, specifically, a detail of the retainer monting.

Figure 11 shows a front elevational view, duly sectioned, of the rolling assembly and cases hcusing its bearing.

Figure 12 corresponds to a perspective view of the locking latch assembly.

Figure 13 is a front elevational view of the object illustrated in Fig. 12.

Figure 14 is a diagram of the fixed installation for changing the gage, that is to say, of the changer.

Figure 15 corresponds to a sectioned view of the sliding and centering skids, resting on the slider rail.

Figure 16 is a schematic view of the objecto of the invention applied on a conventional wagon, the senseof the running being indicated.

S: Figure 17 corresponds to a schematic view of the guiding sys- 25 tem assembly of the bogies.

Figure 18 shows a schematic side elevational view of the in- 00 dependent guiding system for each of bogies.

.a Figure 19 shows, lastly, a view in detail of the inscription in right curves travelling in the running sense indicated by an 'arrow corresponding to the independent guiding system for each of the two bogies.

35 DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT i L I I I I -8- From these Figures, it can be seen how the guiding system applicable to a bogie of four wheels with variable gap between them is constituted starting from a bogie, illustrated in Figs.

1 and 2, which is constituted by a center frame to which two identical frames carrying the rolling assemblies, are joined by means of a joint and rubber snadwiches This second frame formed as above mentioned by two identical frames turning around the vertical axle of the joint allows, as later mentioned, the two rolling assemblies to be guided.

Two pairs of oscillating arms are joined to the frame by means of joints Each pair of oscillating arms, jointly with a joint sleeve, forms a stiff assembly having a fork shape.

The ends of each of these forks house the bearing boxes for each wheel, as well as elements allowing to locate the rolling assemblies on each of the two gages, and blocking these in order to assure their total locking during the running.

2The transfer of the vertical load of the vehicle body, as 25 well as that of the rolling, braking and traverse forces to the center frame of the bogie is effected through a pair of pneumatic springs and the corresponding steering, that is to say, secondary suspension.

It is also anticipated to use helical springs, shown in Figs.

3 and 4, instead of pneumatic springs e The transfer of loads and forces from the center frame to the rolling assemblies is carried out through helical springs (8) shown in Figs. 1 and 2, primary suspension.

~lllt~8llse~assm;aoIll~-a -9- The two guiding systems, to be later described in detail, allow to guide the two bogies of independent and displaceable wheels with which a conventional coach or wagon body would be fitted.

These guiding system do not need to connect this coach or wagon to others or to a locomotive, since they operate according to the relative turning between the bogie running ahead in the sense of the running and the body when the vehicle begins to follow a curve.

Because its design symmetry, with regard to the middle transverse plane of the body, its functional character is independent of the running sense.

As already mentioned, this guiding system, in both versions, is also valid to guide bogies equipped with independent wheels having a fixed width.

With regard to the rolling assemblies and locking system, it should be said that each bogies is equipped with four rolling assemblies, like that illustrated in Fig. 5, each of which is constituted by a halfshaft a wheel brake disks which are integrall each other, and bearing boxes which are mounted at a halfshaft end.

The bearing boxes as shown in Figs. 5 and 8, have at their upper part a cylindrical surface (13) on which the corresponding end of one of the fork arm, in the normal running position, 30 is supported, as shown in the sectional portion of Fig. 7.

a In order to distribute in a more even manner the loads on the supporting surface, an elastic sheet can be inserted between the bearing box and the housing cradle, This elastic sheet must be firmly adhered to one of these surfaces.

I II -r -ar~ ~1~FLI~Plr 10 The upright position between the bearing boxes and each of the oscillant arms of the fork is so defined.

It should be borne in mind, for a better understanding of the present description, that longitudinal shafts, efforts and displacements are those parallel to the track, and transverse ones to those perpendicular to the track according to a horizonfal plane.

In a longitudinal sense, said surface being cylindrical, tile shaft of the bearing box is automatically centered on its theoric position.

The vertLGal flat faces shown in Fig. 8, one anterior and one posterior, are adjusted on the corresponding vertical flat faces of inserts (15) and as illustrated in Fig. 9.

Between the outer case of the bearing box and the pail thereof, an elastic sleeve is inserted, so that the bearings have a small degree of freedom to absorb any small error in the axial alignment necessary to transfer the traverse efforts caused in the running to the oscillating arm of the bogie by both bearing boxes of each halfshaft.

The lugs shown in Fig. 8, positioned on the anterior and posterior vertical faces of each bearing box and integral with it, constitute-the transverse fastening elements for the bearing boxes.

30 Adjusted between a stop (18) and of the fork arm case, shown in Fig. 11, the latch stems (19) impede any transverse displacement of the bearing boxes.

The two vertical faces of each of these lugs wherein this contact is made, are separated one another by a similar I CCI;---sll~ 4P~s ~#%~laruaae~sraPI-~L1111111------- 11 amount to the semidifference of gages diminished by the thickness of the stem (19).

The latch stems which are integral with a bridge S shown in Fig. 12, are adjusted in longitudinal sense at their outside transverse faces, between the two vertical faces of the case shown in Fig. 11, and are held in the correct position because they are adjusted between the longitudinal vertical faces of the inserts (15) and shown in Fig. 9, integral with the oscillant arm case.

So, the latches can only be displaced in a vertical sense, their displacement in any other direction being impeded by means of stiff stops.

Vertically, they hold fixed in their running position by fixed springs, shown in Fig. 9, the pretension of which, higher than the weight of the latching device, plus possible dynamic forces, impedes these to descend.

Eventually, the spring mechanism (21) is completed with a safety additional r3taining device shown in Fig. 9.

5 The bridge (20) of the latching device is so designed that into its lower end, a shaped part can be inserted, this "T" part belonging to the fixed installation, that is to said, the changer, impelling it to be vertically displaced, the latches descending and the force opposed by springs, retainers and frictions being overcame.

o• This bridge is so designed that it adapts itself to the inclined planes existing on the unlatching guides of the fixed installation, so that they act on the center portion of the bridge.

I rirtc*ar~-~al~n 12 Figures 12 and 13 show a design of the type described in the previous paragraph, in perspective and sectional views.

The inserts (15) and shown in Fig. 9, integrally mounted on the vertical faces of the oscillating arm case, besides performing a function as transverse stop for the latches, present vertical transverse faces on which the faces (14) of the bearing boxes are longitudinally adjusted.

The part shown in Fig. 9, presents, moreover, a transverse guide having its upper face inclined and constituting the sliding surface of the bearing box during the transverse displacement of the rolling asembly.

The lower faces (24) of the lugs (17) exhibit this same inclination and, in normal operation, are 9eparated from the upper faces of the guides (23) and parallel thereto.

When the bogie is suspended, the bearing boxes descend untl resting, the lower faces (24) of the lugs on the guides and thorugh this contact, the transverse displacement is :effected.

The inclination of the sliding faces of the guides (23) impe- .25 des the deposit on them, during the running, of any foreign bodies which could interfere with the lateral displacement of the wheel, upon changing the gage.

Sinterized metal material having a low sliding friction coefficient and a high compressive strength sliders, disposed on the inlcined planes (24) of the lugs, facilitate the rolling assembly S..displacement when transferring these assemblies to place them on each of the two gages.

Although not shown in Fig. 8, the support of Figs. 1 and IBR~ I 13 2, carrying the brake cylinder and the steering device transmitting the motion to the brake connecting rods carrying the linings, would be fastened on the vertical transverse face of the lugs (17).

The stiffness of the oscillant forks carrying the rolling assemblies, as well as that of its union joint to the frame assures both the parallelism and convergence of the wheels when these are positioned on any of the two gages, and are subject to the vertical or transverse demands inherent in the circulation on the track.

With regard to the change of gap between wheels to adapt them to each of the two gages, this operation is to be performed with aid of a fixed installation located in the transition railway station.

This change is carried out in succession in each of the bogies upon passing these to a reduced speed up to 15 km/hour, also in said installation known as changer.

For a better understanding of this process, F.g 14 shows schematically the several elements constituting the installation, which are as follows: 25 Extremity of the rails of the larger gage, reference (27).

Extremity of the rails of the larger gage, reference (27).

Extremity of the rails of the smaller gage, reference (28).

Sliding and centering guiding rails, reference (29).

Guides for latch unlocking and locking, reference Guides for transferring the rolling assemblies, composed of elastic parts (31) and stiff parts (32).

I I I 14 Supposing that a bogie accedes to the fixed installation by a side of the larger gage, left side in Fig. 14, the gage cnange process is carried out by displacing the vehicle as follows: In order to carry out the rolling assembly transferring operation, it is necessary that the wheels do not carry any load.

This is obtained by supporting the bogie on the guide-rails, that is to say, by unloading the wheels.

This unloading is gently effected by descending the rails (27) before being interrupted, and then, at a determined time, according to the diameter of the wheels, the sliding and centering skids, with which the oscillant arms and the bogie frane (33) in Fig. 1, will come into contact with their corresponding sliding and centering rail.

In order to secure a large supporting surface between the sliding skids Fig. 15, and the sliding carril specially at the initial contact point, the skid rests on its support (33.A) by means of a ball joint.

Both the supporting skids and the centering skids are made of plastic material, and are water lubricated in order to obtain a remarkably low friction coefficient upon sliding on the sliding rail.

a..

The water lubrication offers an advantage over other lubri- 30 cants, since it does not cause adherences or contamination.

Once the rolling assemblies have been unloaded, it is necessary to unblock their bearing boxes from the dual locking of the latch stems.

111111 111 1 C- B~BICr ~r I 15 For it, the fixed installation has four unlocking-locking guides shown in Fig. 14, conveniently disposed with regard to the longitudinal axis of the installation.

The section of the upper part of these guides is shaped, which allows the latch bridges to penetrate through it, and owing to the shape of its vertical profile, reference (34) in Fig. 7, the latch descend, and are held unlocked on the center portion of the guides where the profile is horizontal.

Due to the fact that the friction parts of the latch bridges in Fig. 13, are also made of plastic material, they are likewise water lubricated During the unlocking process of the latches, the elastic part of the guides for displacing the rolling assemblies, corresponding to that gage, reference (31) in Fig. 14, comes into contact with the inner face of the wheels. The pressure exerted on these wheels helps the unlatching operation.

Before the unlatching operation, once the wheels have been unloaded, the rolling assemblies descend slightly, and stop supporting the upper part (13) of the bearing boxes on the seats of the oscillant arm cases, and then they support the inclined faces 25 (24) of the lugs (17) on the inclined face of the guide (23).

Later, and as the rolling assemblies of the bogie move forward through the fixed installation, the wheels do not contact with the elastic part of the translation guides on the side petrated, and, next, come into contact with the stiff part of the translation guides on the opposite side, small gage.

9 During the contact of the wheels with this stiff part (32), the latches are unlocked, and the wheels are transferred to the smaller gage.

rl B1LI~III11 'I 16 Next, the wheels are still in contact with the elastic part of the translation guides, and the latch guides impel the latches pw.;ards, locking them.

The pressure exerted on the elastic part of the translation guides helps the locking of the latches.

Once the translation process of the rolling assemblies has finished, these assemblies are locked in a position corresponding to the smaller gage.

Lastly, if the rolling assemblies continue to move forward, it happens that the wheels come into contact with the upward rails of the smaller gage, and the sliding and centering skids loss their contact with the sliding rail, the bogie remaining ready to run on that gage.

The reverse process of passing from the smaller gage to the larger gage is carried out in a similar way.

~The guiding system which is the object of this invention, in cooperalon with the above mentioned bogie and, of course, the too: changer, has two possible configuration and actuation embodiments, o *i complying the three following functions, that is: to o To improve the running on the track following a curve of the V. two shafts of each of the bogies, the term shaft meaning the as- "sembly of a pair of two wheels, the bearing boxes of which being integrated in the carrying frame shown in Fig. i, and this 30 improvement in the phase of following a curve is obtained by means of a correct guiding for any curve radius.

To contribute to eliminate the dynamic effects inherent in this type of bogies equipped with independent wheels, owing to the circumstance that the dynamic effects do not make use of a i lrr 8B~ursarrwss I 17 selfcentering couple of conventional mounted shafts.

To reduce the tread wear, since it is not subjected to the pseudosliding supporting the mounted shaft as a result of the selfcenzering, and to specially reduce the rim wear as a consequence of the wheel guiding.

In an embodiment of the invention, the guiding system is configured with a center balancer disposed on the centre portion of the coach or wagon body, and is schematicallyshown in Fig.16.

This Figure shows only the system corresponding to a side of the coach or wagon, existing, of course, other similar on the opposite side.

The system is composed of the following elements, namely: A balancer the turning axle of which is integral with a center frame of each of the bogies, shown in Fig. 1.

A bar (37) joined to the upper end of said balancer, the other end being joined to a support which is integral with the coach or wagon body.

o A bar (39) joined to the lower end of said balancer, the opa 25 posite end of which is integral with the outside case of an oscillating fork shown in Fig. 1, which, in turn, is integral with a frame shown in the same Figure 1, carrying the rolling assemblies.

30 Said balancer (36) has other joint (40) located above its turning axle and equidistant from the lower joint with regard to the balancer turning axle. The bar (41) and bar (42) are joined to this joint The other end of the bar (41) is integral with the outside I -M MOM,- -gRI 18 case of the other oscillant fork on this side of the bogie, which, in turn, is int-gral with the second frame These elements are not shown in Fig. 1.

The other end of the bar (42) is joined to the lower or upper end of the center balancer, the turning axle of which is integral with the frame of the coach or wagon body.

With regard to the functional description of the system, although the sketch of Fig. 16 shows the position to be taken by the elements forming this guiding system when the coach or wagon follows a curve right, bearing in mind the running sense in said sketch, for a better understanding of its operation, the enlarged sketch of Fig. 17 show schematically the assemblies of the guiding elements disposed at each side of The coach or wagon body, and the positions to be taken by these elements whether the vehicle is or not on a straight track or on a curve.

When the coach or wagon is on a curve, a relative turning is produced between bogie and body.

goo: The geometrical axis of this turning is vertical and passes S the point shown in Fig. 2.

Assuming that the coach or wagon would circulate in the sense ""indicated by the arrow, Fig. 16, and entered in a curve right, when the bogie ahead would enter in the curve and said bogie 30 turning would gradually produce along the transition curve, the balancer joint which is integral with the center frame shown in Fig. 1, would displace back, as can be seen in Fig. 17.

This displacement of the balancer joint, produced when this I II I M 111~1~ __I 19 turns around the union between it and the fixed bar leads to a similar displacement in the bars (41) and which generate a turning in both frames carrying the rolling assemblies of this bogie, with which the guiding of the wheels improves remarkably.

The new position of the geometric axis of the wheels is shown in the center sketch, corresponding to the plan view shown in Fig. 17.

The turning of the two frames carrying the rolling assemblies, is produced by turning these around the joint and when produced, the rubber plates mounted on the lower part of the helical springs that is to say, primary suspension and rubber sandwiches are deformed by shear effect.

The stiffness by shear effect of these elements will generate tractive or compressive forces on the bars (39) and (41), and also on the long bars Owing to the system symmetry and in order to avoid possible bends of these bars (42) because their slimness, these bars are so designed that only work under traction.

This stiffness to shear of the rubber elements, above men- 25 tioned, and the own damping capacity of this material, will help with a stabilizing factor to eliminate the inconvenient motions possibly produced on the carrying frames and their rolling assemblies.

The displacement of the bar provoked by the balancer turning (36) will rotate the balancer which, in turn, a.

will displace the other bar (42).

The displacement of the bar (42) provokes, on the balancer (36) of the rear bogie, a motion which is equivalent to that L a IL CI li~sWI~Bs~s~r I- I 20 of its homonym, so that the shafts of the second bogie rotate at the same angle as those of the bogie ahead.

As inferred from the above, this system produces a guiding which is similar at the shafts of both bogies, and its operation is autonomous, and it does not need any conjuction of the vehicles which could be coupled to this coach.

In a second embodiment of the system, taht is to say, when the guiding system is independent for each bogie, as schematically shown in Fig. 18, it should be pointed out that, in a similar manner to the other system, this Figure shows only the system corresponding to a side of each of the two bogies, existing, of course, another similar on the opposite side.

The system, in this second embodiment, consists of the following element in each of the bogies: A balancer the turning axle of which is integral with the center frame A bar (45) is joined to the upper end of said balancer (44), Sthe rear back of which is joined to a support which is integral with the coach body.

-A bar (47) is also joined to the upper end of said balancer the opposite end of which is joined to the upper end of a balancer and the turning axle of this balancer (48) is "integral with the outside case of the oscillant fork of the rear shaft of the bogie, which in turn is integral with the frame carrying the rolling assemblies.

S

The lower end of this balancer (48) is joined to the bar (49), the rear end of which is integral with the center frame of the bogie.

1~ 1 r-r- 1 21 A bar (51) is joined to the lower end of the center balancer the opposite end of which is joined to the lower end of the balancer The turning axle of this balancer is integral with the outside case of the oscillant fork of the front shaft of the bogie, which, in turn, is integral with the frame carrying the rolling assemblies.

A bar (52) is joined to the upper end of this balancer, the opposite end of which is integral with the center frame The functional descripticnof the second embodiment of this system can be seen in the sketch of Fig. 19, which schematically shows the assemblies of guiding elements carried by each of the two bogies on both sides, and the positions to be occupied by these if the vehicle is on a straight tract or on a curve.

When the coach is on a curve, a relative turning between the bogie and the body is produced, and the geometric axis of this turning is vertical and passes the point as in the first system or first embodiment of same.

9* 99 Assuming that the coach would circulate in the sense indica- 25 ted by the arrow, Fig. 19, and entered a curve right, when the bogie ahead would enter the curve, and said bogie turning would gradually produce along the transition curve, the balancer inclines, since its joint, being integral with the center frame displaces rearwards, that is to say, towards the in- 30 ner side of the curve.

The displacement of this balancer is effected by turning around its upper joint, since the bar (45) is integral with the support which, in turn, is integrally joined to the frame of the coach body.

sl ~8~1~811~ 1- 22 The lower end of this balancer (44) moves the bar which pulls the lower end of the balancer the upper end of which is also pulled by the bar since the rear end thereof undergoes a displacement as a result of the bogie turning with regard to the body being integrally joined its joint fastening (53) to the main frame (1) This simultaneous displacement and turning of the balancer displaces rearwards its turning axle, which is integral with the case of the oscillant fork and, therefore, this motion provokes the frame turning of the first shaft of this bogies, with which the guiding of its wheels improves remarkably.

In an analogous way, the displacement of the joint (54), also produced by the relative turning between bogie and body, displaces rearwards the bar which displaces the lower end of the balancer since it is joined to the bar that is fixed, is impelled to turn around its upper joint.

The turning axle of this balancer when displaced, and being integral with the case of the oscillant fork of the rear shaft, provokes the turning of the frame of this second shaft.

With this, the guiding of its wheels improves also remarkably.

•o 'The operation of the guiding system of the rear bogie is si- 30 milar to that described, for which reason its repeated description is omitted.

Due to the geometric configuration of the system of the first and second shaft of each bogie, the guiding system of both are exactly the same; now then, it is the same for homonymous shafts r C ill I pl~P ~gmrears I 23 in each of the bogies.

The center sketch shown as a plan view in Fig. 19, illustrates the geometric position in which the shafts of the nheels of both bogies are guided.

As in the previous guiding system, the sense of the coach circulation does not affect the guiding, and its operation is autonomous, and it does not need any conjunction of the vehicles which could be coupled to this coach.

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Claims

1. A guiding system for bogies for a two bogie railway vehicle, each bogie including a main frame; two sub-frames and four rolling assemblies, there being two rolling assemblies operatively mounted to each sub-frame and one rolling assembly associated with each sub- frame being disposed to one side of the railway vehicle, the other rolling assembly associated with each sub-frame being disposed to the other side of the railway vehicle, each sub-frame being operatively mounted for pivotal movement relative to one another so that the rolling assemblies of each bogie on respective sides of the railway carriage can move towards or away from one another; the guiding system including on each side of the railway vehicle, a centre balancing lever operatively mounted to the vehicle between the bogies for pivotal movement about a pivot, a pair of further balancing levers operatively mounted to the main frame of respective e 15 bogies for pivotal movement about respective pivots; a link mechanism on each side of the railway vehicle and associated with each bogie, :each link mechanism including first and second, third and fourth bars, said first bar having one end operatively connected to one of said further balancing levers to one side of the pivot therer, 'nd the other end operatively connected to a support on the vehicle, said second bar having one end operatively connected to said one of said further balancing levers to the other side of the pivot thereof and the other end operatively connected to one of the sub-frames of :the bogie, said third and fourth bars each having one end thereof operatively connected to said further balancing lever on said one side thereof at a point which is generally equidistant CC *C from the pivot at the point where the said one end of the second bar is connected to said one of said further balancing levers, the other end of said third bar being operatively mounted to the other of the sub-frames of the bogie and the other end of the fourth bar being operatively connected to the centre balancing lever to one side of the pivot thereof.

2. A guiding system according to claim wherein the said other end of each fourth bar is operatively connected to the centre balancing lever on opposite sides of the pivot thereof. IIL~al 'p~=la IL_ I C~ I V' %PDOVCSfYSSPECIECLAIM- 131i897

3. A guiding system for a bogie for railway vehicle, the bogie including a main frame; two sub-frames and four rolling assemblies there being two rolling assemblies operatively mounted to each sub-frame and one rolling assembly associated with each stb-frame being disposed to one side of the railway vehicle, the other rolling assembly associated with each sub-frame being disposed to the other side of the railway vehicle, each sub-frame being operatively mounted for pivotal movement relative to one another so that the rolling assemblies of each bogie on respective sides of the railway carriage can move towards or away from one another; the guiding system including on each side of the railway vehicle, a centre balancing lever operatively mounted to the main frame for pivotal movement about a pivot, and a pair of first and second end balancing levers operatively mounted for pivotal movement about respective pivots; a link mechanism associated including first and second, third, fourth and fifth bars, 15 one end of said first bar and one end of said second bar being operatively connected to said centre balancing lever to one side of said pivot, I :one end of said third bar being operatively connected to said first end balancing lever to one side of its pivot, the turning axle of which is attached to one sub-frame, one end of said fourth bar being operatively connected to the centre balancing lever i 20 on the opposite side to said one side, and one end of said fifth bar being operatively connected to one side of the pivot of said second end balancing lever, the turning axle of which is attached to the other sub-frame, the other end of said first bar is operatively connected to a support on the vehicle, S. the other end of said second bar is operatively connected to the said first end balancing S" 25 lever on the other side of it. pivot, the cther end of said third bar is operatively connected to the main frame of the bogie, the otffer end of the fourth bar is operatively connected to the second end balancing lever on the other side of the pivot thereof, and the other end of said fifth bar is operatively connected to the main frame of the bogie. 26

4. A guiding system substantially as herein described with reference to the accompanying drawings. DATED this 13th day of August, 1997. MTVSTIGACLON Y ASESORAMIENTO TECHNICO, S.A. INVASTESA By Its Pateut Attorneys DAVIES COLLISON CAVE ft... *0* *t ft 4 *4* 4.

5 S.. ft. ft ft 4 4* eft 5 4 ft 4 ft

44454. ~1 A GUIDIN SYSIEM APP~JCABE 'I A RXR-WBEL B3IE WHITH VARIABLE GAP BETWEEN THEM ABSTRACT The purpose of the guiding system applicable to a four-wheel bogie with variable gap between is to guide the two bogies of independent and displaceable wheels with which the body of a conventional railway passenger coach or freight wagon is fitted,it being not necessary to connect said coach or wagon to others or to a locomotive operating acording to the relative rotation between the bogie ahead in the sense of the run and the body when the vehicle begins to describe a curve,and in view of its design symmetry with regard to the middle transverse plane of the body,its funtional character is independant of the sense of the run,being valid to guide bogies equiped with independent wh als having a fixed width. *eo* I I 1 I