The aforementioned invention consists of a high precision, robust transport vehicle guidance system that simplifies and improves the procedures used to date.
With a view to defining the technical sector in which it might be applied within the overall field of rail transport, it would first be advisable to briefly look at traditional guidance systems.
Background: The guidance system most widely used since the onset of the railway, and the most widespread universally, is the so-called “flanged wheel”, characterised by the fact that the supporting wheels—drive wheels or otherwise—perform a dual function: vehicle support and guidance.
The trunco-conical wheel has a three centimetre flange that runs along a guide rail and prevents derailing from occurring.
This is, and has traditionally been, the most widely used system in railways across the world, regardless of gauge.
Another group of guidance systems is characterised by the supporting wheels being separated or disassociated from the guidance function. Support and guidance are carried out by way of independent mechanisms.
In this group the different systems may be classified in two classes:
The central guidance system constituting the invention for which the patent is sought is to be included under this second group b), in order to define the sector in which study is to be undertaken for the mandatory “Technical status report”.
A comparative study of the systems currently in operation allows us to state that current central guidance mechanisms might be improved upon through the application of significant innovations, and it is with this objective that we present the “CENTRAL GUIDANCE ROLLING BOX”, which aims to overcome the technical problem dealt with above by disassociating the functions of support and guidance that were previously linked in the flanged wheel, and that required the installation of a dual guidance mechanism acting independently on either side, with the disadvantages that this meant and that were underlined in describing the systems in the previous section.
Orienting the vehicle box and guidance of the wheels simultaneously implied serious difficulties that have been efficiently resolved in this case by integrating the guide mechanisms for both sides in a single solid unit, which is described below.
The invention is generically described as being an “Integral system” because it provides overall coordination for the three mechanical assemblies that form a guided transport infrastructure, as shown in
The main mechanism is the “Rolling box” system, which operates as an interface between the vehicle and the platform on which it runs (guide rail). Although the three parts are structurally independent, their operation is necessarily complementary, for which reason they are described below in a stepwise manner in order to clearly explain their characteristics.
Guide Track. Description
Basically, this is made up of two double-T steel profiles or girders with wide wings measuring 260 mm, located parallel and separated by a distance of 500 mm between their webs, as shown in
The mechanical efficiency of this system for use as the lateral rails of a guide track arises from the following factors:
a) Physical characteristics. b) Position. c) Coupling.
Parallelism: This is achieved by having the lower wing of the profiles engaged and attached within the seating and anchoring structure, as shown in
The lower wings of both profiles fit exactly into recesses made in the wings of two parallel double-T steel joists measuring 100 mm (2), separated by 600 mm and oriented perpendicular to the guide track,
The aforementioned device is a particularly solid rectangular structure that ensures equidistance, thus keeping the profiles of the track perfectly and permanently parallel.
Verticality: The structure is kept in the vertical position by means of four tapered or triangular steel stops (two on each transverse joist) that seat horizontally on the transverse joists and rest vertically on the outer face of the guide track web. FIGS. 3 (3) and 4 (2) and (3).
The parallelism and verticality elements allow for quick and accurate adjustment of the guide track on the supporting platform, with maximum savings in time and materials.
Coupling: The continuity of the guide track is achieved by joining various elements or sections (rails or profiles) of easily handled and transported lengths, this allowing any length of track to be built.
In the system described here, the different sections are joined or coupled by tonguing and grooving the ends of the double-T profiles that form the guide track, as shown in isometric perspective in
This type of joint provides maximum security, since it completely prevents the sections from being separated in the transverse direction (horizontally and vertically), such separation being possible only by applying traction longitudinally. This characteristic is particularly important since it opposes the forces that might cause tipping or derailing by acting transversally on the guide track.
The coupling mechanism described allows the track to be quickly assembled and reinforces the parallelism and verticality of the structure without the need for welding or coupling elements to join the numerous double-T profiles of which it is made up.
Central Rolling Guide Box. Description.
The basic design of this unit consists of a set of four wheels (or rollers) with internal bearings, the vertical axes of which (6) are located at the ends of two horizontal steel rods (4) that cross or are articulated via a central shaft (3), thus forming the diagonals of a square at angles of 90 degrees.
This mechanism will be positioned between two steel plates (2), forming a box-like structure performing a triple function:
Geometrically, the square at whose corners are located the guide wheel axles is positioned within a rectangular steel plate (2) measuring 700 mm by 500 mm, the longest sides of which are parallel to the guide track, such that the wheels are covered at the front and rear. The height of the box must be less than that of the web of the guide track profiles (260 mm), measuring approximately 210 mm, as shown in
The guide wheels (two on either side) protrude laterally various centimetres from the steel plates (2) (upper and lower), resting tangentially on the web of the two parallel double-T girders that make up the guide track (1).
The anti-tilt rollers (10) are located against the outer face of the upper and lower plates of the rolling box and come into contact with the wings of the guide track profiles only in the event of excessive inclination of the vehicle, thus avoiding sudden rubbing and tipping. The number of these rollers may vary, six having been shown on each plate in
The anchoring for the rolling box assembly is located centrally below the vehicle, equidistant from the supporting wheels and at a different height with respect to them depending on the traction system.
The system described is shown graphically in the drawings attached hereto and its characteristics are detailed below.
Each of the guide wheels (9) on one side is linked to the one on the opposite side by means of a shaft (4) that crosses the shaft supporting the other pair of guide wheels (9) at right angles. In this way, the forces transmitted or withstood on directing the forward movement of the vehicle are balanced and compensated.
The complementary attachment of the upper and lower plates (2) of the box increases the accuracy and strength of the positioning of the guide wheel axles by means of a dual effect: “isostatic” (identical location) and “isodynamic” (identical pressure on both sides).
This is an integral, compact and non-deformable assembly, a type of modular box open laterally and with two guide wheels on either side.
The modular design of the structure allows one or two modules to be installed for each bogie or support wheel axle (even independently). By duplicating the number of guidance points (eight guide wheels, four on either side) the firmness of the guidance is increased, this being especially intense at high speeds.
The anchoring system used for the assembly and the small dimensions of the rolling box provide for a high degree of flexibility as regards the height at which it is installed, with respect to the floor of the coaches and the rolling surface. The structure may be assembled at three levels:
This flexibility in the anchoring system used provides a high degree of compatibility with all types of guided transport vehicles and any type of drive system or wheels (metallic or tyres).
Constructional Details:
Guide Wheels (9): These protrude laterally various centimetres from the upper and lower plates (2) and rest tangentially on the web of the guide track double-T girders (1). Rollers may also be used. The difference between these and the wheels is that although both—wheels and rollers —are cylindrical, in the case of the rollers the height of the cylinder is greater than the diameter of the base, this providing a larger contact and guidance surface. The diameter of the wheels must be greater than 150 mm, and their thickness greater than 50 mm.
The material used for the wheels may be metallic, plastic or ceramic, depending on the degree of hardness and elasticity considered to be most appropriate.
Modular structure integrating the different elements of the system in a single assembly and allowing for multiple applications without having to increase the dimensions of the box (700×400 mm) or the width of the track (500 mm between double-T girders) to reinforce the guidance effect. The installation of two boxes per pair of support wheels is more efficient.
Anchoring of Vertical Axes: Central shaft and four guide wheel shafts.
Central Shaft: This is a thick steel cylinder measuring 70 mm (3) that centres and holds the two rings of the horizontal support axes (4).
The cylinder is tapered at its upper and lower ends and forms a prism with a square base that inserts exactly into a perforation having the same shape and dimensions as the steel plates of the box.
This prism extends also into a threaded stem that protrudes from the plates as the bolt of a strong hexagonal nut that blocks the overall assembly.
Vertical Guide Wheel Axes: These have a double anchor, at the arms of the yokes (5) located at the ends of the horizontal support axes and at the upper and lower plates of the box (2).
The wheels rotate on the axes (6) by means of axial bearings or ball races (7), which remain fixed with their ends housed in the yokes and plates. As in the case of the central shaft, these are tapered and end in the form of a prism with a square base and a threaded stem fitted with a hexagonal nut.
It is important to point out that the housing for the axes on the plates includes a damper (8) in the form of an elastic ring or homokinetic gasket designed to absorb whatever dilations or vibrations might occur.
Pressure Regulating and Constant Adherence Mechanism:
This consists of a rod fitted with an intermediate screw (11) that allows it to be lengthened or shortened by millimetres. It is located between two arms bearing the guide wheels (4) the scissor movement of which (limited by stops) allows for a minimum deviation of the angle of 90 degrees, which translates into a variation of the distance between the points of tangency of the wheels on either side.
A deviation of 0.5 degrees is equivalent to 2.7 mm, and 2.5 degrees to a distance of 1.4 mm between points of tangency, this implying sufficient tolerance to compensate for the dilation or wear of the guidance materials, without this varying the pressure, since the regulating screw compensates for whatever variations might occur.
At the opposite angle and at the same distance between axes a spring or damper is fitted, this maintaining the guide wheels in constant contact with the guide track.
This mechanism might be replaced by an automatic pressure regulating arrangement, consisting of installing two variable pressure telescopic dampers with two springs, similar to those used in automobiles.
The central rolling guide box model described herein is the only system that simultaneously compensates and balances the pressure and adherence of the four guide wheels through a single modular mechanism.
This is an extraordinarily robust assembly and is subjected only to transverse guidance forces, since it does not bear the weight of the vehicle.
Its small size and the ease with which it is assembled and removed allow rolling box overhauls, repairs and greasing and cleaning tasks to be carried out rapidly.
Rotating Anchor Cylinder. Description
Introduction: The different possible anchoring models are complementary to the main mechanism of the rolling box system. A distinction may be made between two different groups, depending on the effects of the guidance provided:
I—Rigid or semi-rigid anchoring and II—Rotating anchoring (pivoting)
Neither of these models is a sub-system of the “Rolling box” system, both being mechanisms involved in its installation, without autonomous effects.
Concept: This mechanism transmits the rotation movement of the rolling box to the support wheels, on adapting to the guide track. The guidance effect is similar to that of the steering of an automobile.
Structure and Operation:
The mechanism is made up of three basic components:
The lower end of the shaft has a flange on which the bearing rests, and its upper end is threaded or milled to allow for its attachment to the vehicle frame or shaft and for height regulation (2a).
The objective of the mechanism is to convert the circular movement of the rolling box into a linear movement by means of the orientation cylinder, the toothed collar of which acts on a set of gears, rods and swivels that move the spindles of the support wheels for the latter to rotate around their vertical diameter.
At this juncture it should be pointed out that the orientation of these wheels is achieved by means of two mechanisms that are functionally complementary but different in their construction:
The pivoting anchor cylinder is the reference mechanism for measurement of the angle of deviation of the rolling guide box with respect to the longitudinal axis of the vehicle.
Theoretically, the bodywork or chassis of trains follows a linear path that adapts progressively to curves in a more or less obligatory manner depending on the guide track (double rail or monorail).
In the “Central rolling guide box” system, the angle of deviation of the support wheels with respect to the longitudinal axis of the vehicle must be equal to the angle of deviation of the guide box.
Deviation of the wheels (orientation) is achieved by means of the rotation of the anchor cylinder that connects to mechanism b), the parts of which form an articulated trapezium that acts on the ends of the horizontal diameter of the wheels, such that the lafter rotate around their vertical axis.
The angle of deviation of the box when entering a curve is measured in relation to the longitudinal axis of the vehicle. The rotating anchor cylinder determines this deviation in degrees, beginning from 0° at the entry into the curve and increasing to a maximum value at its centre, from where the values trends towards 0° once more, this being reached at the exit. At this point the angle of deviation is cancelled out, since the longitudinal axis of the vehicle now coincides geometrically with the axis of the guide track.
Measurement of the angle of deviation is achieved by means of optical sensors, such that via an integral mathematical function it is possible to know at each moment in time the angular value of the deviation, its oscillation from 0° to 0° and the radius of the curvature of the track.
Overall, and as regards its effects, the rotating and pivoting anchor sub-system is similar to the steering systems used in the automobile industry, but safer since its components are more robust and are subjected to lower dynamic stresses. It is even possible to insert “multiplication boxes” or devices to increase the sensitivity of its movement.
The simple efficiency of the device may be summarised by pointing out that it allows for orientation of the support wheels by replacing the steering box normally used in automobiles with the anchor and orientation cylinder described above.
Observation: In the present Description of the system no specific dimensions have been included, since the conceptual validity of the system is not altered when different measures are used, as long as the shapes indicated are maintained.
The description of the different components of the system provided above is complemented with a series of drawings providing orthogonal and axonometric projections aimed at facilitating understanding of its structure and operation.
The central guidance system described above: Rolling box and guide track, allows for variations in its construction as regards the materials used and the dimensions of the overall assembly. This versatility does not alter the mechanical concept nor does it have any impact on operation.
Basic structure: the horizontal support axes (4) that cross at right angles and at whose ends are anchored the guide wheel vertical axes (6) may be rods or metallic profiles of variable cross-section. Such variation does not influence either the structural strength of the assembly or its operation.
Furthermore, certain elements may be integrated in a single part or be made up of several parts, especially the horizontal support axes, which may be rigid or articulated.
The constructional example presented here is characterised by its simplicity and may be described as the “Rolling guide box with central ring-threaded composite axes”.
Two diagonal steel rods with a circular cross-section (half shaft type) (4) forming a geometric square of 40 centimetres per side and each divided into two equal parts are bolted to two thick rings around a vertical steel shaft that centres the assembly, allowing it to move in a scissor-like manner with a minimum angular displacement of less than one degree.
Between each set of two arms and perpendicular to the guide track are installed two damping rods with springs (11), which constitute the mechanism providing guide wheel (9) adherence and pressure regulation. These will be described below.
At opposite ends, and also threaded, are bolted four robust yokes (5) that hold the vertical shafts (6) of the guide wheels, located at the angles of the geometric square. This is a cross-shaped structure whose arms form angles of 90 degrees. See
This mechanism is placed between two steel plates of variable thickness (20 to 30 mm) (2), which hold the five vertical shafts of the box: one central shaft and four guide wheel shafts. These two plates are rectangular and measure 700×400 cm. They are positioned such that the longest sides are parallel to the guide tracks and protrude 5 cm from the 40×40 cm geometric square, at whose angles are the vertical guide wheel shafts.
Detailed Explanation of Construction: “Rotating Anchor”
The construction of the rotating anchor for support wheel orientation may vary, without this implying and alteration of the structural or functional concept. However, basically there are two construction modes that are clearly differentiated on the basis of the shape and dimensions of the central shaft or anchoring pivot. These are detailed below:
This last type of anchoring device, with a shaft made up of two independent parts, will be used as an example model, since its graphic description will allow its structure and operation to be easily visualised, due to its being disassociated from other elements of the rolling box system.
Anchor and orientation cylinder: This is a steel part measuring 200 mm in diameter and 200 mm in height.
It has a central bore of 70 mm allowing for insertion of the pivoting shaft, which is centred by means of two axial bearings (3) housed at the upper and lower ends of the cylinder.
At its lower end it is fitted with a flange measuring 25 mm in width and 50 mm in height. This has a series of drill-holes allowing it to be bolted to the upper plate of the box, such that the latter rotates along with the cylinder around the anchoring shaft.
Central shaft or anchoring pivot: This is a cylindrical element measuring 70 mm in diameter which at its lower end has a flange measuring 35 mm in width and 25 mm in height, this serving as a seat for the bearing on which the orientation cylinder rests.
The length of this element is greater than that of the cylinder through which it passes, and it extends in the form of a threaded end part that anchors the assembly and allows it to be regulated in height. The centre of this pivot is aligned geometrically with the rolling box shaft.
Toothed collar or circular rack: This is a steel ring (4) that wraps around the outer face of the anchor cylinder and that is located at a height adequate for it to be coupled to the gears (pinions or toothed wheels) of the support wheel steering (orientation) system.
The overall assembly is a robust and secure mechanism that converts the angular movement of the rolling box into a linear movement orienting the support wheels of the vehicle, in a manner similar to that used in the automobile industry, and allowing all the complementary mechanisms, such as propulsion, suspension, damping and braking, to be used without the need for modifications.
Both mechanisms, System and Sub-system, come together to form a strong, compact whole that is easily installed through a single anchoring operation in any guided collective transport vehicle:
The current description of the System indicates that the mechanisms involved are innovative compared to the current technical state of the art in the guided transport sector to which it belongs.
It may also be deduced that the inventive activity involved in creation of the System is not the result of the technical situation existing as of this time.
Finally, attention should be brought to the fact that the System is fully compatible for application to collective guided transport in the railways sector through the introduction of techniques applied in the automobile industry, giving rise to new hybrid train-automobile vehicles.
Number | Date | Country | Kind |
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P200301253 | May 2003 | ES | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/ES04/00237 | 5/25/2004 | WO | 11/28/2005 |