EP3031693A1 - Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis - Google Patents

Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis Download PDF

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Publication number
EP3031693A1
EP3031693A1 EP14197476.6A EP14197476A EP3031693A1 EP 3031693 A1 EP3031693 A1 EP 3031693A1 EP 14197476 A EP14197476 A EP 14197476A EP 3031693 A1 EP3031693 A1 EP 3031693A1
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EP
European Patent Office
Prior art keywords
rail
chassis
track
wheels
axes
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14197476.6A
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German (de)
English (en)
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EP3031693B1 (fr
Inventor
Lars Grüner-Sickermann
Michael Fritz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vossloh High Speed Grinding GmbH
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Vossloh High Speed Grinding GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Vossloh High Speed Grinding GmbH filed Critical Vossloh High Speed Grinding GmbH
Priority to EP14197476.6A priority Critical patent/EP3031693B1/fr
Priority to CN201510915407.1A priority patent/CN105691413B/zh
Publication of EP3031693A1 publication Critical patent/EP3031693A1/fr
Application granted granted Critical
Publication of EP3031693B1 publication Critical patent/EP3031693B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F7/00—Rail vehicles equipped for use on tracks of different width
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B31/00—Working rails, sleepers, baseplates, or the like, in or on the line; Machines, tools, or auxiliary devices specially designed therefor
    • E01B31/02—Working rail or other metal track components on the spot
    • E01B31/12—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails
    • E01B31/17—Removing metal from rails, rail joints, or baseplates, e.g. for deburring welds, reconditioning worn rails by grinding
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/14—Way of locomotion or support
    • E01B2203/141—Way of locomotion or support on the track to be treated

Definitions

  • the present invention relates to a chassis for a rail vehicle having thereon at least two axes each with a variable track width arranged at least four rail wheels and with a spreading device which spreads the rail wheels of the respective axes in the direction of an increased track width.
  • Rail vehicles or their chassis that serve the transport of persons or goods and run over this purpose as a means of transport laid in the track rails have fixed gauges that are adapted to the track of the track.
  • the track width, ie the distance of the rail wheels along an axis, of the vehicle is chosen so that in the track with the given track there is a certain lateral play, so that the rail vehicle in the track can "swim".
  • this provides for a compensation for and a tolerance for slight changes in the track spacing in the track, as they can always occur.
  • the measuring equipment such as ultrasonic measuring heads for measuring the rails with regard to cracking, or machining equipment, such as work units for grinding, must run exactly along the run over rail (s).
  • a grinding process of the surface of the rails is carried out today as a possible method.
  • Such a grinding process has over other processes, e.g. a milling, in which considerable material thickness of the rail is removed, the advantage that it can be carried out preventively with little material removal.
  • Such a rail vehicle or such a grinding train is in the EP 0 708 205 A1 described.
  • the grinding wheels are rotationally symmetrical formed as a peripheral grinding and rotate about a grinding body axis of rotation, without being driven by a motor or the like. Drive to such a rotation.
  • the peripheral grinding With lowered onto the rail surface and pressed against this peripheral grinding the grinding now moves forward, the peripheral grinding are placed with their axes of rotation at an acute angle to the rail longitudinal direction, are driven by a relative movement to a rotation and thereby develop a grinding action and a corresponding removal get the worn surface of the rail.
  • a grinding train operating according to this technique can travel at a comparatively high speed; Here, speeds of about 80 km / h can be achieved. This makes it possible to use such grinding trains largely in normal route operation, ie schedule them without separate blockages of sections in the timetable and let go along.
  • the removal tools eg grinding wheels holding grinding racks, Milling tools with appropriate cutting edges or the like.
  • the processing tools are typically positioned true to the alignment of the rail wheels, a corresponding alignment axis is defined as a reference axis, so it is important to position the rail wheels during the crossing exactly on the run over rail.
  • a track clearance existing as in conventional rail vehicles with their fixed and rigid track width as explained above is apparent from those set forth above Reasons in the chassis of a rail vehicle for the material-removing processing of laid in the track rails just undesirable.
  • the wheel flanges of the rail wheels should be placed exactly on both rails laid in the track and the chassis should thereby be accurately positioned with respect to the rails and thus specify an exact position for the alignment of the material-removing machining tools.
  • the track width of the respective axles in a corresponding processing vehicle is made variable, and the rail wheels of an axle are pressed apart, the axle is spread.
  • appropriate mechanisms typically hydraulic rams present, get the appropriate spreading.
  • switches and crossings are problematic in which in the region of a heart of the respective inner rail track is interrupted in order to allow passing and passing the wheel flange of the outer rail wheel through this rail track into the branch. If at this point the axis passing through this section is spread without further countermeasures, the widening of the gauge can take place to the extent that the inner rail wheel unintentionally gets into the branching rail track and thus loses the defined guidance along the rail track provided for further travel, so that it can lead to derailment. Accordingly, therefore, measures must be taken that allows safe guidance of the rail wheels and thus the chassis of the rail vehicle in the direction of onward travel provided track direction in the area of such a heart gap of a switch or crossing. At the same time, it must continue to be ensured that the chassis does not float, so that the defined positioning of the machining tools relative to the rails is maintained.
  • a chassis for a rail vehicle which has at least two axles, each with variable track width and at least four rail wheels and a spreader and compared to the prior art to the effect changed and improved leadership of the variable track Has axes than that it does not require the known and used in the prior art guide blades and so far works well in the field of closely installed rails and tight curve radii.
  • a chassis for a rail vehicle with the features of claim 1.
  • Advantageous embodiments of this chassis are set forth in more detail in the dependent claims 2 to 9.
  • Another aspect of the invention is to provide a rail vehicle with a novel chassis as indicated herein.
  • the chassis according to the invention further comprises a spreader, which spreads the rail wheels of the respective axles in the direction of an increased track width, i. actively parted.
  • This spreader may e.g. be realized by hydraulic ram, but also by a rack and pinion drive, pneumatic cylinder or the like. Which means two apart in the axial longitudinal direction of the respective axis relatively displaceable axle parts in the direction of this axial longitudinal direction apart.
  • the rail vehicle according to the invention In the case of the rail vehicle according to the invention, at least two of the axles, which are variable in their respective track width, are coupled via a coupling mechanism in such a way that the axle which has the smallest track width also specifies this track width for the further axle (s).
  • the rail vehicle according to the invention is not used, for example, as a guide blade, which engages behind a wheel link arranged there in critical track sections and thus determines a maximum track width of the axle guided in this way, preventing further spreading of this axle.
  • the track of the axes involved in the coupling is always oriented by the coupling mechanism according to the invention on the track of the narrowest axis because a spreading mechanism acting on the other axes is prevented by the coupling mechanism at a further spreading of the track even if the flanges This axis does not rest completely against two opposite rails of the track.
  • the safe driving of the heart gap, as they occur in switches or crossings, without it comes to an uncontrolled spreading through the heart gap through in the branching strand is achieved here by a mechanical coupling of the spreading movement of at least two, in particular on all axes. Due to the small length of the center piece gap of less than 1 m, a multi-axle chassis will always cover the gap with only one axle at a time, while for the other axles that roll in front of or behind the core, contact between the wheel flange and rail will prevent excessive spreading , By a mechanical, preferably largely play-free coupling of the spreading movements of the axes not rolling over the heart axes prevent the spreading of that axis, which just rolls over the heart, through the gap.
  • gaps in the track such as switches or crossings are never arranged in such close succession and exactly with the distance of the wheelbase between the axles that both the leading and the guided axle simultaneously roll over a gap and so both can spread out in an uncontrolled manner.
  • chassis with a corresponding coupling mechanism, which acts on three or more in their respective track variably shaped axes is preferred in the rail vehicle according to the invention that the chassis has exactly two such axes with exactly four rail wheels, from each one is arranged at one end of the two axes involved (see claim 5).
  • the simplest embodiment of the coupling mechanism consists of a rigid torsion element, which has two or more suspension legs or suspensions a chassis side rigidly connects.
  • the spreading movement of the chassis takes place by rotation about the axis of the torsion element.
  • the arranged at the ends of the legs legs swing in a circular motion. If the chassis legs are long enough, then a small rotational movement leads to a quasi-linear displacement of the wheels transversely to the rail.
  • the chassis is formed by a right and a left assembly consisting of said torsion elements with the chassis legs and associated wheels which are pressed against each other by an actuator. By the torsion elements, the associated wheels are always rotated together and by the same amount (and thus spread).
  • the track gauge of this chassis corresponds to the smallest gauge of the track from all points with wheel contact. However, it comes with a spreading movement on two quasi-linear rotational movements of the chassis legs to a - albeit minor - tilting of the wheels on the rail, thus changing the wheel-rail contact and thus to a possible change in the running characteristics resulting in heavy wear and can express unsafe running behavior.
  • the coupling mechanism used on each axis two tie rods (in the form of pull and push rods), which are hingedly connected to balance beam, wherein the central axis of rotation of the balance beam is arranged rotated by about 90 ° against the tie rods. By twisting the balance beam about the central axis, the tie rods are pushed outwards or pulled inwards.
  • the coupling mechanism then further includes a mechanical connection that ensures that the balance beams of all axles always rotate together.
  • the balance beam can be connected along their respective (then common) axis of rotation by a rigid torsion element, so that a rotation takes place only together.
  • the mechanical connection can be formed for example by coupling rods, for example.
  • the rotation of the balance beams could be transmitted via a rocker arm mechanism and a pull-push rod from the balance beam of one axle to the next.
  • the relative movement of the two tie rods an axis could also be done by a gear with wedges or swivel wedges, or with a slotted guide, the coupling of the transmission in turn by the said mechanical elements (torsion element, push-push rod, chain drive, etc .) could be designed.
  • the chassis according to the invention may in particular comprise a measuring device which follows the course of a rail which passes over the rail vehicle, such as e.g. one or more ultrasonic or eddy current measuring heads for wear measurements, or a processing device which can be precisely guided along the path of the rail, e.g. have one or more grinding unit (s).
  • a measuring device which follows the course of a rail which passes over the rail vehicle, such as e.g. one or more ultrasonic or eddy current measuring heads for wear measurements
  • a processing device which can be precisely guided along the path of the rail, e.g. have one or more grinding unit (s).
  • the chassis or the rail vehicle may in particular comprise a device for material-removing machining of the surface of rails laid in the track during a crossing, in which device it may in particular be such for grinding the rails.
  • This device then has at least one movable in a working position Working aggregate on.
  • This working unit includes the appropriate tools for the material-removing machining, such as grinding, milling or the like.
  • This work unit is in two parts, one half for the right and one for the left rail.
  • the respective aggregate halves are expediently positioned relative to the rail by the wheels rolling on the respective rail and their starting in the spread position on the running edge flanges.
  • the aggregate halves must therefore be firmly connected to the associated axle halves and spread together with the chassis.
  • An arranged on a chassis or rail vehicle according to the invention device for material-removing processing of one or both rails of a track during a crossing allows an exact processing even in the context of such track systems or sections that have tight curve radii or other structural facilities that a construction with the do not allow known leadership swords.
  • a rail vehicle having such a device for material-removing machining of the rails will have at least two working units, one of which is provided for the processing of the left and the right rail in the track, i. per side of the axes of a.
  • a material-removing machining with particular advantage an abrasive machining, the surfaces of both rail tracks take place in the track at the same time, does not have to be made for the processing of a second rail track a renewed crossing.
  • Fig. 1 is schematically illustrated to explain the problem underlying the invention, the situation of a turnout of a chassis of a rail vehicle with three each spread A axes.
  • On the left side of the figure is a schematic plan view, on the right side of the figure, each assigned to the left in top view A axis, a view from the front of the respective axis A shown.
  • the spread axes A are constructed in two parts from two axially displaceable in the longitudinal direction of the respective axis A axle elements AE.
  • a spreading means SM acts on both axle elements AE, which, in particular the axis A shown in the figure in the middle, forces the two axle elements AE apart in such a way that the wheel flanges SK of the wheels R contact the driving edges FK of the rails S Press and so align the axis A and thus the associated with this chassis in a fixed orientation to the rail S and no lateral play.
  • the spreading mechanism SM may have, for example, the shape of a hydraulic cylinder, not only a spreading movement, but also an opposite the axle elements AE contracting movement can exercise, so as to the corresponding axis A of the chassis with a conventional game in the wheelbase over the distance of the rails S in the track equip for a normal ride with corresponding floating motion in the track.
  • the actuator may have, for example, the shape of a hydraulic cylinder, not only a spreading movement, but also an opposite the axle elements AE contracting movement can exercise, so as to the corresponding axis A of the chassis with a conventional game in the wheelbase over the distance of the rails S in the track equip for a normal ride with corresponding floating motion in the track.
  • the in Fig. 1 to the bottom axis A is shown, which can happen at a turnout at unrestricted spread axis A in the heart of the switch W when passing through the Fahrkantenunterbrechung U.
  • Fig. 1 shown situations are in accordance with spread axes A chassis equipped these axes A, which in turn are formed from two relatively longitudinally displaceable axle elements AE, guide blades FS provided with the axle member AE, on which the running on the center piece side of the switch W current Wheel R is arranged, are firmly connected.
  • the guide blades FS protrude into the area of the rail S in the rail W in such a way that they pass behind the wheel guide RL when passing through the heart of the switch W, thus retaining the soft inner axle element AE and thus also the wheel R arranged on the latter and thereby prevent over-spreading of the axis A.
  • Fig. 2 shown in the lower illustration. For the sake of better clarity of the sketch, only the tracking blade of the left half of the axle (which runs along the right rail) is shown. In a real vehicle, both axle halves would each be equipped with a tracking blade.
  • a coupling of the axles is provided in the chassis for a rail vehicle such that a spread of the track is limited by the corresponding coupling to the lower of the track widths of at least two, in particular adjacent axes.
  • FIG. 4 For this purpose, a first possible embodiment is shown.
  • the chassis there shown schematically with the essential components has rail wheels 1a and 1b, in the example, a total of four rail wheels 1a, 1b.
  • the running on opposite rails S rail wheels 1a are combined to form a first axis 2, the pair
  • the two rails 1 a and 1 b, which are arranged on a chassis side and run one behind the other on a first of the rails S, are fixed via suspensions 4 to the chassis, said suspension in 4 fixed with one about a pivot axis 9a pivotable torsion tube 8a, whose longitudinal axis coincides with the pivot axis 9a, are connected.
  • the two rail wheels 1a and 1b of the other side of the chassis, running in succession on the rail S opposite the rail S, are fixed to wheel suspensions 5, which in turn are fixedly connected to a torsion tube 8b which surrounds a pivot axis 9b coincides with the longitudinal axis of the torsion tube 8b are connected.
  • a hydraulic cylinder 6 forms the actuator of the pivot mechanism by engaging two opposing wheel suspensions 4 and 5 and presses them apart in such a way that flanges 7 of the opposing rail wheels 1a and 1b bear against the edges of the rails S and firmly These are pressed.
  • the coupling comes in the inventive rail vehicle without guide blades, which hook behind a Radlenker and so require a spreading of a moment insecure guided, a Fahrkantenunterbrechung passing axis or the corresponding rail runner.
  • FIG Fig. 5 A further implementation of the coupling according to the invention is shown schematically in FIG Fig. 5 shown. Shown here are the omission of other elements essential for the coupling mechanism components of a chassis according to the invention.
  • the four rail wheels 1 are, as in the previous example, also arranged in each case to two axes 2, 3.
  • the axles 2, 3 are each formed from two axle elements 21, 22 and 31, 32.
  • axle elements 21, 22 and 31, 32 of an axle 2 and 3 in the longitudinal direction of the axis 2, 3 relative to each other displaced, for example telescopic, so as to change the wheel spacing of the rail wheels 1 of the respective axis 2 and 3 can ,
  • an actuator in the form of a hydraulic cylinder 6, the axes 2, 3 are spread in the manner to be described in more detail below.
  • the flanges 7 of the rail wheels 1 are pressed against the edges of the rail S in the opposite rail S, the chassis is faithfully held to the rails S, without causing lateral floating movements of the chassis.
  • Torsionsrohr 9 arranged balance beam elements 8.
  • connection points 10 eleventh provided, on each of which via a rigid power transmission element, here each a pull and push rod 12, one of the axle elements 21, 22 and 31, 32 is connected via a hinged attachment.
  • the rail wheels 1 shown on the left in the figure are each connected via the connection point 10 located in the figure above the torsion tube 9 of the respective balance beam element 8 with the balance beam element 8, the rail wheels 1 shown on the right in the figure on the opposite connection point 11.
  • front axle is arranged between the axle 21 and the upper connection point 11 of the balance beam element 8 of the hydraulic cylinder 6, which causes the spreading of the axes 2, 3 with a deployment movement.
  • the torsion tube 8 then represents the actual coupling between the gage settings of the two axles 2, 3. Because it synchronizes the tilting movements of the balance beam elements 8 and thus the widening of the wheel spacings of the rail wheels attached to the respective axles 2, 3, this tilting movement being due to the gage adjustment the narrower axis 2 or 3 is determined.
  • a torsion tube 8 can be used as a coupling element in this construction, a massive torsion bar.
  • the force for the spreading mechanism of the axes 2, 3 in one of the representation in Fig. 5 deviating manner can also be accomplished via a corresponding direct loading of the axle elements 21, 22, that other actuators can be used as a hydraulic cylinder for this purpose.
  • Fig. 6 an alternative design of the coupling is shown in which the balance beam elements 8 are not vertically aligned and rotate about a horizontal axis, but tilted by 90 ° and are horizontally or horizontally aligned and rotate about a vertical axis.
  • Fig. 5 Comparable manner here are the axle elements 21, 22 and 31, 32 connected by means of pull and push rods 12 with the respective balance beam elements 8, so that by tilting the balance beam elements 8 is an adjusting movement of the axle elements 21, 22, 31, 32 of the respective axes 2, 3 towards each other or away from each other.
  • the actuator of the spreading mechanism which may also be formed here in particular by a hydraulic cylinder, is shown in the illustration Fig. 6 omitted for clarity.
  • the balance beam elements 8 are not coupled via a torsion tube, but this coupling takes place via a pull and push rod 15.
  • the balance beam elements 8 on a nose-like extension 14 each have a further connection point 13.
  • connection points 10, 11, 13 on the tips of a triangle which is here an isosceles triangle, with the connecting line between the connection points 10 and 11 as a base.
  • the attachment points 13 are connected via the pull and push rod 15, which is articulated with their ends at the attachment points 13, respectively.
  • This pull and push rod 15 here thus represents the actual coupling between the gage settings of the two axes 2, 3. Because it synchronized in this embodiment variant, the tilting movements of the balance beam elements 8, which is determined by the track width adjustment of the narrower guided axis 2 and 3 respectively ,
  • FIG. 7 is a schematic and three-dimensional representation again a possible design variant of the invention with reference to a rail vehicle 100 shown, of which only the chassis 101 and a vehicle compartment 102 are shown in detail here, any further attachments and structures are omitted.
  • track wheels 1 are shown mounted, with which the rail vehicle 100 can travel along a laid in the track rail pair.
  • the rail wheels 1 are attached to the vehicle frame 102 by means of hinges which are mounted to the vehicle frame 102 on swivel joints 103 about a steering knuckle 104 connected pivotably parallel to the running direction of the rail wheels 1.
  • a torsion tube 106 is mounted in such a way that it can be rotated about an axis of rotation running parallel to the running direction of the rail wheels 1.
  • balance beam elements 107 are fixed and can rotate with this.
  • tension rods and push rods 108 are each articulated eccentrically to the axis of rotation of the torsion tube, each with a first end, which are articulated respectively at a second end to a console 109 of an associated stub axle 104 provided for this purpose.
  • the mode of operation of the coupling of the track width adjustment in this exemplary embodiment corresponds to those described above:
  • the track width of the rail wheels 1 of the individual axles is spread over a spreading mechanism (not shown here in detail, for example acting on the torsion tube 106).
  • this spreading is limited by the coupling of the respective axes via the balance beam elements 107 connected to the torsion tube 106 and the tension and compression rods 108 connected to them insofar as the axle with the smaller maximum possible track gauge (limited by the rail spacing) is the track gauge for the other axis pretends.
  • This can be easily recognized by the in the FIG. 7 front side of the torsion tube 106 and the balance beam element 107 arranged thereon is considered. For example, decreases the distance in the FIG.
  • FIG. 7 are also on both sides of the rail vehicle 100 with respect to the lateral alignment (in the transverse direction with respect to the running direction of the track wheels 1) to the rail wheels 1, at least in a working position positionally arranged working units 110 shown.
  • These may be, for example, measuring devices for measuring the rails (eg those with eddy current or ultrasonic measuring heads) or else aggregates for machining the rails, eg grinding or milling units.
  • the working units 110 are always guided by their given in the working position position coupling to the rail wheels 1 in this working position in exact longitudinal alignment to the rail. However, they can be changed in their height position, in particular away from the rail and be deliverable to this.
  • the torsion tube 106 which in turn may also be a torsion bar, in the way.
  • the coupling mechanism can also be realized via laterally arranged torsion bars, which in turn are driven by pairs of push rods. The coupling mechanism then acts around the operator.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
EP14197476.6A 2014-12-11 2014-12-11 Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis Active EP3031693B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP14197476.6A EP3031693B1 (fr) 2014-12-11 2014-12-11 Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis
CN201510915407.1A CN105691413B (zh) 2014-12-11 2015-12-10 用于有轨车辆的强制伸展的车架和具有这样车架的有轨车辆

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14197476.6A EP3031693B1 (fr) 2014-12-11 2014-12-11 Châssis à écartement forcé pour un véhicule sur rail et véhicule sur rail doté d'un tel châssis

Publications (2)

Publication Number Publication Date
EP3031693A1 true EP3031693A1 (fr) 2016-06-15
EP3031693B1 EP3031693B1 (fr) 2018-11-21

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EP (1) EP3031693B1 (fr)
CN (1) CN105691413B (fr)

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CN110228493B (zh) * 2019-06-21 2020-11-24 中车青岛四方机车车辆股份有限公司 一种变轨距轮对用套筒及锁紧机构
CN110228497A (zh) * 2019-06-21 2019-09-13 中车青岛四方机车车辆股份有限公司 变轨距轮对用横向驱动机构及变轨距轮对
CN110228495B (zh) * 2019-06-21 2021-02-02 中车青岛四方机车车辆股份有限公司 一种变轨距轮对用锁紧机构及变轨距轮对
CN110228494B (zh) * 2019-06-21 2021-02-09 中车青岛四方机车车辆股份有限公司 一种变轨距轮对
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CN110228498B (zh) * 2019-06-21 2020-11-06 中车青岛四方机车车辆股份有限公司 变轨距轮对用锁紧机构的防尘盖及变轨距轮对
CN111661097A (zh) * 2020-06-30 2020-09-15 株洲时代电子技术有限公司 一种钢轨打磨小车车架
CN112498404B (zh) * 2020-12-17 2021-12-03 安徽通盛能源科技有限公司 一种可调轨距低速轨道车用底盘结构
CN113173184B (zh) * 2021-04-06 2023-07-07 南昌航空大学 一种能自动通过道岔有害空间的快速轨检小车
CN114487106B (zh) * 2022-01-14 2023-06-23 河南理工大学 一种具有自动变轨功能的轨道超声无损检测设备

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EP1340664A1 (fr) * 2002-02-27 2003-09-03 Siemens Aktiengesellschaft Train de roulement à écartement variable pour véhicules ferroviaires (mot clef : guidage à bras oscillant)
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CN107143356A (zh) * 2017-07-15 2017-09-08 靳云帆 一种自行式隧道衬砌混凝土养护台架
CN107143356B (zh) * 2017-07-15 2023-10-13 江苏钦宇建设工程有限公司 一种自行式隧道衬砌混凝土养护台架
WO2019108583A1 (fr) 2017-11-29 2019-06-06 Sperry Rail Holdings, Inc. Système et procédé d'inspection d'un rail
LT6694B (lt) 2019-01-31 2020-01-27 Fokin Aleksandr Universalus geležinkelio vežimėlis su judėjimo ritinėliais
EP4153463A4 (fr) * 2020-05-23 2024-07-17 Anupam Vibhuti Système de transport à haut rendement comprenant un changement de chariot sans interruption entre des voies le long du plan vertical
CN112829791A (zh) * 2021-02-24 2021-05-25 梁波 一种变轴距转向架的路面配套结构
CN112829791B (zh) * 2021-02-24 2024-03-01 梁波 一种变轴距转向架的路面配套结构
CN113832791A (zh) * 2021-09-26 2021-12-24 中国铁建高新装备股份有限公司 一种用于轨道在线快速修整小车的框架

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CN105691413B (zh) 2019-01-11
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