• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention describes an articulated connection (1) for transmission of torque in a railway axle of variable width, comprising: a first fork (2) comprising an inner side (21) and an outer side (22), where one end of the outer side (22) is rotatably connected about a transverse axis (E2) to one of a wheel (200) and a rail axis (100); a second fork (3) having an inner side (31) and an outer side (32), where one end of the outer side (32) is rotatably connected about a transverse axis (E3) to the other between the wheel (200) and the railway axle (100); a spherical joint connecting some ends of the inner sides (21, 31) of the first and second forks (2, 3). (Machine-translation by Google Translate, not legally binding)
    公开号:ES2794248A1
    申请号:ES202031004
    申请日:2020-10-05
    公开日:2020-11-17
    发明作者:De Hita Beltran Rubio
    申请人:De Hita Beltran Rubio；
    IPC主号:
    专利说明:

    [0002] OBJECT OF THE INVENTION
    [0004] The invention belongs in general to the railway field, and more particularly to the devices used to change the width of a railway axis.
    [0006] The object of the present invention is a new connection between the wheels and the axle to transmit the torque in a railway axle of variable width
    [0008] BACKGROUND OF THE INVENTION
    [0010] Variable gauge railway axles are designed to accommodate several different track gauges. For this, these axles have a mechanism designed to allow the wheels to slide along the axle between two or more positions corresponding to respective track widths. Once placed in the position corresponding to the desired width, a fixing system locks the position of the wheels. Therefore, unlike conventional railway axles, on a variable gauge railway axle the wheels are not fixed to the axles.
    [0012] Since the wheels are not pegged to the axles, the joint mechanisms of the variable gauge railway axles must have a joint system capable of transmitting the torque of the wheels to the axle. Indeed, due to the loads that the railway axle supports, as well as the braking forces to which it is subjected during its normal life, a torsional force appears that tends to misalign the wheels and the axle. Conventional joint systems that do not allow the possibility of pitching between axles and wheels, such as splines or tongue and groove, deteriorate rapidly due to the accumulation of fatigue loads. In this context, note that a fatigue cycle occurs for each revolution of the wheel. Taking into account that a railway axle has a useful life of several million kilometers, the number of fatigue cycles to which the axle is subjected can exceed 109. Therefore, although the loads in each cycle are small, the system The joint between the wheels and the axle can break due to fatigue. In short, the problem of torque transmission in variable gauge railway axles is an aspect key to its viability.
    [0014] In patent ES2428239B1, of the inventor of the present application, describes a railway axis adaptable to various track gauges. In this document, the problem of torque transmission is solved by means of a joint system formed by two semi-compasses respectively fixed to the axle and to the wheel and articulated in such a way that they can be opened or closed to adapt to the different positions of the wheel, as well as pitch to absorb misalignments between wheel and axle, transmitting the torque without play in all wheel positions with respect to the axle.
    [0016] Figs. 1a and 1b show sectional views of a connection (100) according to patent ES2428239B1. As can be seen, the articulated compasses are made up of two semi-compasses (103a, 103b) that have two arms at one end and a single arm at the other, being connected on the side with a single arm by means of ball joints (104a, 104b ) and joined by a shaft (106). Specifically, the half-bearing (103a) houses the shaft (106) that stacks the cups (105a, 105b), the ball joints (104a, 104b) and the semi-bearing (103b).
    [0018] Suppose the half compass (103a) is attached to the wheel axle (not shown) and the half compass (103b) to the wheel (not shown). If we are transmitting torque from the semi-compass (103a) to the semi-compass (103b), the semi-compass (103a) transmits the force to the shaft (106), this transmits by contact the torque towards the cup (105a), which also by pressure transmits it to the ball joint (104a) and to the semi-compass (103b), which finally transmits it to the wheel. This is the optimal route for the transmission of torque, since it is always transmitted by pressure between the surfaces in contact.
    [0020] However, in the event that the torque is transmitted in the opposite direction, dragging the half-compass (103a) to the half-compass (103b) in its movement, the half-compass (103a) transmits the force to the shaft (106) through the thread, and this transmits it by traction to the farthest ball joint cup, which transmits the pressure effort between surfaces to the cup (105b) and from the ball joint (104b) to the half-bearing (103b).
    [0022] In this second case, the route followed involves making the axis (106) that joins the semi-compasses (103a, 103b) work under traction and also, due to friction between the ball joint and cup, under flexion, accumulating in each turn a cycle of effort. As the axis that joins the semi-compasses is the weakest part of the system, the accumulation of fatigue loads could This can cause an axle breakage and is a problem for systems that require greater transmission of forces, such as in the case of drive axles or with disc brakes incorporated in the central area of the axle.
    [0024] On the other hand, as shown in Fig. 1b, there is the drawback that the shaft (106) is fixed to the cups (105a, 105b) and passes through the hole of the ball joints (104a, 104b). Due to this, the pitching movement between both semi-compasses (103a, 103b) is limited by the difference in diameters between the shaft (106) and the ball joint bore (104a, 104b), thus imposing a mechanical limit that restricts the movement and forces greater precision in assembly. Furthermore, in case of contacting the shaft (106) with the ball joint (104a, 104b) in the areas marked in Fig. 1b, a breakage of the same could occur.
    [0026] Breaking the ball joint of a single set of semi-compasses would not be catastrophic, since normally two or more joint systems of this type are assembled. However, it would cause an overload on the remaining joint systems which, under very adverse conditions, could cause the rest of the joint systems to break. This risk increases if the axle is driving, since in this case, in addition to transmitting the torque due to self-centering on the track, it must also transmit traction and braking forces.
    [0028] In short, there is still a need in the art for a railway wheel-axle connection system that solves the above problems.
    [0030] DESCRIPTION OF THE INVENTION
    [0032] The present invention describes an articulated connection for the joint between axle and wheel in a railway axle of variable width that solves the previous problems. The main concept consists in the use of a spherical joint connecting two forks which, in turn, are connected respectively to the wheel and axle. This spherical joint allows misalignment between the two forks and, therefore, also between the wheel and the rail axle.
    [0034] More specifically, the connection of the present invention fundamentally the following elements:
    [0036] a) First fork
    [0038] It is a fork comprising an inner side and an outer side.
    [0039] The end of the outer side is connected to one of the wheel and the railway axle rotatably about an axis transverse to said wheel or axle. For example, in a particularly preferred embodiment, the connection between the end of the outer side of the first fork to the wheel or the axle comprises a bolt oriented along the transverse axis that passes through holes arranged at the ends of two branches of said peripheral side. .
    [0041] b) Second fork
    [0043] The second fork has an inner side and an outer side.
    [0045] The end of the outer side is connected to the other of between the wheel and the railway axle in a rotatable manner about an axis transverse to said wheel or axle. As in the first fork, here the connection between the end of the outer side of the second fork to the wheel or the axle preferably comprises a bolt oriented along the transverse axis that passes through holes arranged at the ends of two branches on said side. peripheral.
    [0047] c) Ball joint
    [0049] The ball joint connects the ends of the inner sides of the first and second forks together. In this way, an additional degree of freedom is provided to the joint between both forks that allows misalignments between the wheel and the railway axle, thus reducing the wear that occurs during the useful life of said railway axle.
    [0051] In principle, the ball joint can be implemented in different ways as long as it allows such misalignments. Specifically, according to a particularly preferred embodiment of the invention, the ball joint comprises a central arm on the inner side of the first fork arranged between two lateral arms on the inner side of the second fork. In addition, opposite faces of the end of the central arm of the first fork comprise two spherical joints embraced by two cups fixed by means of two corresponding threaded supports to holes provided at the ends of the two lateral arms of the second fork. That is, the spherical bearings attached to the faces of the end of the central arm of the first fork are housed inside some spherical cavities of the cups which, in turn, are fixed to the lateral arms of the second fork. In this way, misalignment can occur between the axes of rotation respectively of the first and second forks, and therefore also between the axes of the wheel and the rail axle.
    [0053] According to a particularly preferred embodiment of the invention, each support comprises a first section of support against the cup, a second threaded section for fixing to the hole at the end of the arm of the second fork, a third threaded section to receive a nut of fixation, and a fourth section of polygonal shape to adjust the cup in its position. These brackets allow easy mounting and dismounting of the ball joint.
    [0055] BRIEF DESCRIPTION OF THE FIGURES
    [0057] Figs. 1a and 1b show a sectional view of a connection according to the prior art.
    [0059] Fig. 2 shows a perspective view of a railway axle with the wheels engaged and provided with a connection according to the present invention.
    [0061] Fig. 3 shows a perspective view of a connection according to the present invention.
    [0063] Figs. 4a and 4b show respective perspective views of a connection according to the present invention in a partially disassembled state.
    [0065] Fig. 5 shows a perspective view of a connection according to the present invention where the misalignment between both forks can be seen.
    [0067] Fig. 6 shows a perspective view showing the coupling between the connection of the invention and the wheel of the railway axle.
    [0069] PREFERRED EMBODIMENT OF THE INVENTION
    [0071] An example of connection (1) according to the present invention is described below with reference to the attached figures, in which the different parts that compose it.
    [0073] The connection (1) is essentially formed by a first fork (2) and a second fork (3) that are connected by a ball joint.
    [0075] The first fork (2) has an inner side (21) and an outer side (22). On the outer side (22) it has two essentially parallel branches (221) provided with respective holes aligned for their rotational coupling to the railway axis (100). As can be clearly seen in Fig. 5, the coupling is carried out by passing a bolt or shaft through said aligned holes and corresponding holes arranged in a piece integral with the railway axis (100). Thus, the outer side (22) of the first fork (2) is articulated to the railway axis (100) around an axis (E2a) that is contained in a plane transverse to said railway axis (100). This joint is rigid, since it only allows one degree of freedom.
    [0077] On the other hand, the inner side (21) of the first fork (2) has a central arm (211) essentially parallel to the branches (221) of the inner side (22). Spherical hinges (4) are fixed on the side faces of the end of the central arm (211) of said inner side (21). Specifically, each of these ball joints (4) comprises a spherical portion, for example essentially a hemisphere.
    [0079] The second fork (3) also has an inner side (31) and an outer side (32). The outer side (32) of the second fork (3) is similar to that of the first fork (2), and has two branches (321) essentially parallel and provided with respective aligned holes for their rotational coupling to the wheel ( 200). As shown in Fig. 5, the coupling is carried out by means of a bolt (8) that passes through said holes and corresponding holes in a piece integral with the wheel (200). The outer side of the second fork (3) is thus also articulated to the wheel (200) around an axis (E3a) which is contained in a plane transverse to the axis of rotation of the wheel (200). This joint is also rigid, allowing only one degree of freedom.
    [0081] The inner side (31) of the second fork (3) comprises two arms (311) essentially parallel to each other and parallel to the branches (321) of its outer side (32). These arms (311) have at their end respective aligned holes, and on the inner faces of said ends they are configured to support some cups (5). Each cup (5) has an essentially spherical cavity that is complementary to the shape of the ball joints (4).
    [0082] Thus, it is possible to place the end of the central arm (211) of the first fork (2) between the two ends of the arms (311) of the second fork (3) in such a way that the ball joints (4) are housed in the inside the cups (5), thus forming the spherical joint that connects the first fork (2) and the second fork (3). To complete the articulation, supports (6) threaded to the holes provided at the ends of the inner side (31) of the arms (311) compress the cups (5) against the ball joints (4). These supports (6) basically have four parts or sections: a first section (61) that has a diameter designed to fit in a cylindrical cavity arranged on a face of the bowl (5) opposite that in which the cavity is located. spherical; a second threaded section (62) that is fixed by thread to the hole in the end of the corresponding arm (311); a third section (63) also threaded for fixing by thread a nut (7) for fixing the assembly; and a fourth section (64) located at the end and having a polygonal shape, so that it is possible to rotate the support (6) as a whole to properly locate the bowl.
    [0084] Thanks to this configuration, this connection (1) allows a certain misalignment between the first fork (2) and the second fork (3). Fig. 4 shows a situation of this type where the shaft (E 2 b) that passes through the hole in the end of the central arm (211) of the first fork (2) and the shaft (E 3 b) that passes through the holes in the ends of the side arms (311) of the second fork (3) form an angle a. Therefore, this connection (1) allows the wheel (200) and the railway axle (100) to be misaligned when necessary depending on the stresses to which they are subjected during their useful life, thus avoiding breaks caused by fatigue loads.
    权利要求:
    Claims (4)
    [1]
    1. Articulated connection (1) for torque transmission on a variable gauge railway axle, comprising:
    - a first fork (2) comprising an inner side (21) and an outer side (22), where an end of the outer side (22) is connected to one of a wheel (200) and a railway axle (100) rotatably around an axis transverse (E2) to said wheel (200) or axis (100);
    - a second fork (3) having an inner side (31) and an outer side (32), where one end of the outer side (32) is connected to the other between the wheel (200) and the railway axle (100) rotatably about an axis transverse (E3) to said wheel (200) or axis (100);
    characterized in that some ends of the inner sides (21, 31) of the first and second forks (2, 3) are connected to each other by means of a spherical joint.
    [2]
    Fork (1) according to claim 1, wherein the ball joint comprises a central arm (211) on the inner side (21) of the first fork (2) arranged between two lateral arms (311) on the inner side (31 ) of the second fork (3), where opposite faces of the end of the central arm (211) of the first fork (2) comprise two spherical joints (4) embraced by two cups (5) fixed by two corresponding threaded supports (6) to holes arranged at the ends of the two lateral arms (311) of the second fork (3).
    [3]
    Fork (1) according to claim 2, wherein each support (6) comprises a first section (61) for support against the cup (5), a second section (62) threaded for attachment to the hole at the end of the arm (311) of the second fork (3), a third section (63) threaded to receive a fixing nut (7), and a fourth section (64) of polygonal shape to adjust the cup (5) in its position.
    [4]
    Fork (1) according to any of the preceding claims, wherein the connection between the ends of the outer sides (22, 32) of the first and second forks (2, 3) to the wheel (200) or the axis (100) comprises a bolt (8) oriented according to the transverse axis (E 2 , E 3 ) that passes through holes arranged at the ends of two branches (221,321) of said outer side (22, 32).
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    同族专利:
    公开号 | 公开日
    ES2794248B2|2021-11-08|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB590924A|1945-04-09|1947-07-31|Miles Aircraft Ltd|A self-aligning bearing or universal joint|
    ES338183A1|1967-03-17|1968-04-01|Rubio Lara Bastida Camacho|Procedure to modify the width between wheels in the railroad vehicles to pass continuously from one width from one to the other. |
    US3584918A|1969-10-07|1971-06-15|Jarva Inc|Articulated torque arm construction|
    SU393494A1|1970-09-28|1973-08-10|UNIVERSAL HINGE FOR DRIVING ROLL MILLS DRIVES|
    SU631702A1|1977-05-16|1978-11-05|Bychenko Grigorij M|Equal angular velocity fork joint|
    ES2428239A1|2013-07-11|2013-11-06|Beltrán RUBIO DE HITA|Railway axle with automatic change to multiple track widths|
    CN107061527A|2017-06-12|2017-08-18|江苏丰东热技术有限公司|Can axial stretching shaft coupling|
    CN208651460U|2018-08-01|2019-03-26|河北金菱尔特传动科技股份有限公司|A kind of extension type shaft coupling|
    法律状态:
    2020-11-17| BA2A| Patent application published|Ref document number: 2794248 Country of ref document: ES Kind code of ref document: A1 Effective date: 20201117 |
    2021-10-01| PC2A| Transfer of patent|Owner name: VARIABLE GAUGE SYSTEMS, S.L. Effective date: 20210927 |
    2021-11-08| FG2A| Definitive protection|Ref document number: 2794248 Country of ref document: ES Kind code of ref document: B2 Effective date: 20211108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ES202031004A|ES2794248B2|2020-10-05|2020-10-05|ARTICULATED CONNECTION FOR TORSOR TRANSMISSION ON A VARIABLE WIDTH RAILWAY AXLE|ES202031004A| ES2794248B2|2020-10-05|2020-10-05|ARTICULATED CONNECTION FOR TORSOR TRANSMISSION ON A VARIABLE WIDTH RAILWAY AXLE|
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