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WO2019123309A1 - Véhicule ferroviaire - Google Patents

Véhicule ferroviaire Download PDF

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Publication number
WO2019123309A1
WO2019123309A1 PCT/IB2018/060331 IB2018060331W WO2019123309A1 WO 2019123309 A1 WO2019123309 A1 WO 2019123309A1 IB 2018060331 W IB2018060331 W IB 2018060331W WO 2019123309 A1 WO2019123309 A1 WO 2019123309A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheels
railway vehicle
railway
operating
adherence
Prior art date
Application number
PCT/IB2018/060331
Other languages
English (en)
Inventor
Federico BERNABEI
Original Assignee
Bernabei Federico
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.)
Filing date
Publication date
Application filed by Bernabei Federico filed Critical Bernabei Federico
Publication of WO2019123309A1 publication Critical patent/WO2019123309A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
    • B60F1/02—Vehicles for use both on rail and on road; Conversions therefor with rail and road wheels on the same axle

Definitions

  • the invention relates to the field of rail transport. More specifically, this invention relates to a railway vehicle. Background art
  • Rail transport is the most energy-efficient mechanical transport system on the ground.
  • the mechanical properties of the railway wheels and of the rails considerably reduce the friction and the energy losses with respect to the other transport systems.
  • the energy used for the motion is generated in electric power stations, which generally have a high energy yield and, even in the case of fuel-based power stations, avoid the emission of harmful gases in town centres.
  • railway vehicles discharge their relative weight on the ground through sleepers, distributing it better and allowing a greater weight per axis compared with road transport.
  • the vehicles and the railway systems known and used have different features which make them suitable solely for mass transport, which many passengers consider inconvenient and which, in any case, requires the use of further means of transport to reach and leave the stations.
  • Some of these drawbacks concern the long braking distances and the low accelerations allowed by the rotation of railway wheels made of steel on rails made of steel, characterised by a low adherence, in particular in damp or humid conditions.
  • Another drawback of the low railway adherence is the difficulty for the railway vehicles to move on tracks travelling upwards or downwards. This results in the need for complex infrastructures for constructing railways in locations with rugged terrain.
  • the technical purpose which forms the basis of this invention is to provide a railway vehicle which overcomes at least some of the above-mentioned drawbacks of the prior art.
  • the aim of the invention is to provide a railway vehicle which is able to combine the advantages of railway dynamics, in particular the efficiency, with the advantages of the traditionally known capillary systems, in particular the flexibility of travel and timetabling.
  • a railway vehicle with mixed steering having a group of main railway wheels normally operating for travel on a running track in a constrained steering configuration and a group of operating wheels which are configured to allow the railway vehicle to disengage from the railway track and move on a surface of a different type, for example paved surfaces, in a configuration with free steering.
  • the railway vehicle is configurable between the constrained steering configuration and the free steering configuration by means of a reciprocal movement of the main railway wheels and of the operating wheels.
  • the main railway wheels are fixed, whilst the operating wheels can be moved vertically with respect to the main railway wheels between the constrained steering configuration, wherein the operating wheels are positioned at a level lower than the main railway wheels and the configuration with free steering, wherein the operating wheels are positioned at a level lower than the main railway wheels for making a support for the railway vehicle on a flooring by means of the operating wheels.
  • both the operating the wheels and the main railway wheels can be moved at least along a vertical direction between the constrained steering configuration and a free steering configuration, to be arranged in the reciprocal positions described above.
  • the railway vehicle also comprises a frame which substantially performs the function of cabin, preferably configured for transporting a reduced number of persons, of between one and ten, comprising an outer aerodynamic body.
  • the outer body has a tapered shape, designed to prevent or minimise separations and/or formations of vortexes in the flow of air slidable on it.
  • the outer body has one or more housing chambers, configured to house at least partly the operating wheels when the vehicle is configured for the constrained steering. More specifically, the housing chamber has a lower opening designed to allow a movement through it of the operating wheels when in movement between the two configurations. Preferably, the housing chamber is associated with at least one closing door designed to reversibly close the lower opening, preferably positioning flush with the surface of the body.
  • the operating wheels comprise a central support, rotatable about a central axis of rotation, and a plurality of rollers mounted on the central support, designed to form rolling elements of the operating wheels on a flooring and rotatable about respective peripheral axes of rotation.
  • the peripheral axes of rotation are skew with respect to the central axis of rotation, preferably inclined with respect to it according to an angle of greater than 30°.
  • the peripheral axes of rotation are inclined with respect to the central axis of rotation by an angle of between 30° and 60°, preferably 45°.
  • peripheral axes of rotation are inclined with respect to the central axis of rotation by an angle of between 60° and 90°, preferably exactly 90°.
  • the railway vehicle comprises a propulsion system configured for controlling, in the configuration with free steering, the speed of rotation of each operating wheel in an independent fashion, according to an arrangement configured to move the peripheral rollers in a coherent manner with the desired direction and speed of movement and the speed and direction of rotation of the vehicle.
  • a propulsion system configured for controlling, in the configuration with free steering, the speed of rotation of each operating wheel in an independent fashion, according to an arrangement configured to move the peripheral rollers in a coherent manner with the desired direction and speed of movement and the speed and direction of rotation of the vehicle.
  • the operating wheels consist of conventional road steering wheels.
  • a sliding unit on track comprising at least a pair of main railway wheels, preferably fixed, which can be engaged in a rolling fashion on respective head portions of a railway track, and at least a pair of adherence wheels, which can be engaged in a rolling fashion on respective adherence surfaces, preferably positioned at respective opposite side surfaces of the above-mentioned track.
  • Traction and/or braking means are also active on the adherence wheels, preferably in combination with traction and/or braking means operating on the main railway wheels.
  • the adherence wheels have an outer surface made of elastomeric material, or another material which can be engaged in a rolling fashion on a rough or knurled surface to generate a reciprocal static friction coefficient of 0.50 or greater.
  • the movement means are active on the adherence wheels for achieving a movement towards and away from one another of the adherence wheels between an operating position wherein the adherence wheels are positioned in contact with the adherence surfaces of the running track and a non-operating position wherein the adherence wheels are disengaged from the adherence surfaces.
  • the movement means are configured to apply an adjustable thrust of the adherence wheels against the adherence surfaces.
  • the adherence wheels are rotatable about respective axes of rotation which are at right angles relative to the upper surface of the main railway wheels.
  • the axis of rotation of the adherence wheels is fixed and inclined with respect to the direction normal to the upper surface of the track, in such a way as to generate a slip angle with respect to the direction of sliding of the sliding unit for generating a force normal to the above-mentioned sliding direction, preferably a squashing force.
  • the inclination of the axis of rotation of the adherence wheels is variable in such a way as to control the extent and/or the direction of the above-mentioned squashing force, by means of preset adjusting by an operator or through a control system configured to increase the stability of the motion on track of the sliding unit.
  • the invention relates to a vertical exchange system, wherein at least one pair of exchange wheels, which can be engaged in a rolling fashion on a diverted track, are associated with at least one pair of main railway wheels, preferably coaxial to them, which can be engaged in a rolling fashion on a main track, wherein the diverted track and the main track have different gauges and are vertically diverging.
  • the diverted track has a gauge greater than the running track and the exchange wheels are movable along the relative axis of rotation between an exchange position configured to intercept the diverted track and a disengaged position, configured to not intercept the diverted track.
  • the invention relates to a control system for railway vehicles, connected to at least a position, speed or alignment sensor positioned on the vehicle and configured to send a measurement of operating parameters of the vehicle to the control system.
  • the control system may also be connected to an obstacle detector, configured for sending obstacle signals to it.
  • control system is configured for sending operational parameter signals to a remote traffic management system and for receiving response signals from it.
  • the control system also comprises a processing unit configured for calculating at least one parameter relating to a movement of the railway vehicle as a function of operating parameters and/or obstacle signals and/or response signals.
  • Figure 1 is a perspective view of a railway vehicle according to the invention.
  • Figure 2 is a top view of the railway vehicle of Figure 1 ;
  • FIG. 2A is a top view of the railway vehicle of Figure 1 in a different operating configuration
  • Figure 3 is a bottom view of the railway vehicle of Figure 1 ;
  • Figure 4 is a detailed view of a first detail of the vehicle railway of Figure 1 ;
  • FIG. 5 is a schematic view of a second detail of the railway vehicle of Figure 1.
  • a railway vehicle with mixed steering is generically labelled 1.
  • the railway vehicle 1 comprises a frame 10 which substantially has the purpose of providing a cabin for one or more passengers or alternatively for goods.
  • the cabin is configured for transporting a reduced number of persons, preferably between one and ten.
  • the railway vehicle adopts a connotation of capillary transport vehicle, in the way of a car, a taxi or a minibus, both for private and public use.
  • the vehicle shown in the accompanying drawings and described below is a railway motor vehicle, where the term‘motor vehicle’ means a vehicle designed for capillary transport (that is to say, flexible according to itineraries selected each time) both for transporting passengers and freight, with its dimensions and weight limited and lower than, for example, a normal railcar or railway carriage.
  • motor vehicle means a vehicle designed for capillary transport (that is to say, flexible according to itineraries selected each time) both for transporting passengers and freight, with its dimensions and weight limited and lower than, for example, a normal railcar or railway carriage.
  • the frame has a outer body 12 which defines the outer volumetric dimensions of the vehicle 1.
  • the outer body 12 has a tapered shape, configured to prevent detachment of the boundary layer of the flow of air about it during a movement of the railway vehicle 1.
  • the outer body 12 has a smooth surface free from superficial irregularities, in such a way as to minimise the generation of vortexes in the flow of air which, during movement, strikes it.
  • the outer surface of the outer body 12 thus configured minimises the extent of the aerodynamic resistance contrasting the motion of the railway vehicle 1.
  • the main railway wheels 20 are positioned in such a way as to be able to engage in a rolling fashion with a running track‘B1’ in a constrained steering configuration, in such a way as to allow a sliding of the railway vehicle 1 on the running track‘BT.
  • the main railway wheels 20 have a fixed gauge.
  • the railway vehicle 1 also comprises a plurality of operating wheels 30, preferably four, configured for moving the railway vehicle 1 operating on a flooring in a configuration with free steering.
  • the operating wheels 30 allow the movement and the operation of the railway vehicle 1 on surfaces which are not reached by any railway track.
  • the operating wheels 30 are positioned below the frame 10, in a more central position with respect to the main railway wheels 20.
  • each operating wheel 30 comprises a central support 32 rotatable about a central axis of rotation ‘C’, preferably perpendicular to a direction of sliding on the running track‘BT of the railway vehicle 1 , and a plurality of rollers 34, mounted on the central support 32 and rotatably movable about respective peripheral axes of rotation‘P’, designed to define rolling elements of the operating wheels 30 on a flooring.
  • the peripheral axes of rotation ‘P’ of the rollers 34 are skew with respect to the central axis of rotation‘C’.
  • the peripheral axes of rotation‘P’ of the rollers 34 have a angle with the central axis of rotation‘C’ of greater than 30°.
  • the peripheral axes of rotation‘P’ of the rollers 34 have an angle with the central axis of rotation ‘C’ of between 30° and 60°, preferably approximately 45°. In an embodiment not illustrated, the above-mentioned angle is approximately 90°.
  • each operating wheel 30 is associated with a propulsion unit configured to impart a torque or a rotation to the operating wheel 30 independent from torques or rotations imparted to the other operating wheels 30.
  • the operating wheels 30 and/or the main railway wheels 20 can be moved along at least a vertical direction between a constrained steering configuration, in which the main railway wheels 20 are in contact with the track and the operating wheels 30 are raised with respect to the main railway wheels 20, and a free steering configuration in which the main railway wheels 20 are disengaged from the track and the operating wheels 30 are lowered with respect to the main railway wheels 20.
  • the lowering or raising of the operating wheels 30 with respect to the main railway wheels 20 may be performed by moving vertically the operating wheels 30 and/or the main railway wheels 20.
  • the main railway wheels 20 are positioned at a level lower than the operating wheels 30 for forming a support for the railway vehicle 1 on the running track‘BT by means of the same operating wheels 20.
  • level is used to mean, more specifically, the height of the lowest portion of the wheels 20, 30.
  • the main railway wheels 20 are positioned, on the other hand, at a level higher than the operating wheels 30 for forming a support for the railway vehicle 1 on a flooring by means of the operating wheels 30.
  • the main railway wheels 20 are positioned in a fixed position relative to the frame 10 of the railway vehicle 1 , whilst the operating wheels 30 can be moved between a raised position, corresponding to the constrained steering configuration, and a lowered position, corresponding to the free steering configuration.
  • a lower portion of the outer body 12 defines at least one housing chamber 14, in particular one for each pair of operating wheels 30.
  • the housing chamber 14 has a lower opening 14a.
  • the operating wheels 30, in a raised position, are positioned at least partly, preferably completely, inside a respective housing chamber 14 and may be moved through the lower opening 14a between the lowered position and the raised position.
  • the housing chamber 14 may be associated with a closing door 15 designed to reversibly close the lower opening 14a. More specifically, the door 15 is configured to be positioned flush with the body 12 when closing the lower opening 14a, so as not to alter the aerodynamic properties and shape of the outer body 12.
  • the housing chamber 14 and the door 15 allow a retraction of the operating wheels 30, when in a raised position and therefore not in use, inside the outer body 12 in such a way as to reduce the aerodynamic resistance of the railway vehicle 1.
  • the railway vehicle 1 comprises at least one pair of adherence wheels 40, in particular four pairs of adherence wheels 40, mounted on the frame 10 and designed to transfer on the track the braking and acceleration forces, in such a way as to confer to the main railway wheels 20 the main or exclusive function of supporting and guiding.
  • the adherence wheels 40 can be engaged in a rolling fashion on respective adherence surfaces, opposite one another, of the running track‘BT.
  • the adherence wheels 40 have a high adherence tread, for example elastomeric, and the corresponding adherence surfaces have a knurling or a surface roughness which is adequate to favour a high adherence in a rolling fashion of the adherence wheels 40.
  • the railway vehicle 1 comprises movement means 42, acting on the adherence wheels 40 to achieve a movement towards and away from one another of the adherence wheels 40 between an operating position and a non-operating position.
  • the adherence wheels 40 are positioned in contact with the adherence surfaces of running track‘B1 ⁇
  • the adherence surfaces which are substantially vertical and positioned below the upper surface of the track are not subject to the accumulation of water, mud or dirt in general and remain, advantageously, always substantially clean.
  • the adherence wheels 40 are positioned away from the adherence surfaces;
  • the railway vehicle 1 also comprises braking means, acting on the adherence wheels 40 for braking the railway vehicle 1 when the above- mentioned adherence wheels 40 are in the operating position.
  • the railway vehicle 1 also comprises traction means, in addition or alternatively to the above-mentioned braking means, acting on the adherence wheels 40 for accelerating the railway vehicle 1 when the above-mentioned adherence wheels 40 are in the operating position.
  • At least one between the traction means and the braking means acts both on the adherence wheels 40 and on the railway wheels 20. In an alternative embodiment, at least one between the traction means and the braking means acts only on the adherence wheels 40. In a further embodiment, the railway wheels 20 are idle and the accelerations of the railway vehicle 1 , for traction and braking, are exerted only by the adherence wheels 40.
  • the movement means 42 are able to apply a force on the adherence wheels 40 in an operating position against the adherence surfaces of the running track‘B1’ which is sufficient for generating a rolling friction suitable for the functionality of the braking and/or traction means.
  • the movement means 42 are configured for adjusting the forces exerted on the adherence wheels 40 in an operating position against the adherence surfaces of the running track ‘B1’, preferably as a function of the desired braking or traction torque.
  • the adherence wheels 40 are rotatable about respective axes of rotation ‘R’ which are vertical relative to the upper surface of the main railway wheels 20, illustrated in Figure 3.
  • the axes of vertical rotation‘R’ are inclined forwards or backwards relative to the direction of travel of the vehicle. In this way, the axes of rotation ‘R’ have a main vertical component and a horizontal component, parallel to the running track‘B1’ during a sliding of the railway vehicle 1 on it.
  • the horizontal component of the vertical axes of rotation‘R’ determines a slip angle of the adherence wheels 40 in a rolling fashion on the adherence surfaces of the running track‘BT relative to the direction of motion on the above-mentioned track, in such a way as to generate a vertical force on the railway vehicle 1.
  • the above-mentioned horizontal component is directed forwards relative to the direction of motion of the railway vehicle 1 , in such a way as to generate a thrust downwards during the traction/braking.
  • the adherence wheels 40 are mounted in such a way as to be adjustable on the frame 10 of the railway vehicle 1 , in such a way as to allow a variation of the inclination of the vertical axis of rotation‘R’ of the adherence wheels 40 relative to an axis vertical to the upper surface of the main railway wheels 20.
  • This feature allows the above-mentioned vertical force exerted on the railway vehicle 1 to be varied.
  • the railway vehicle 1 also comprises a system for controlling the slip angle, in such a way as to control the vertical force exerted on the railway vehicle 1 by the individual adherence wheels 40.
  • the railway vehicle 1 comprises at least one pair of exchange wheels 25, rotatably movable about a respective secondary axis of rotation‘S’, parallel to an axis of rotation of the main railway wheels 20, preferably coaxial with them. More specifically, the railway vehicle 1 comprises two pairs of exchange wheels 25.
  • the exchange wheels 25 can be engaged in a rolling fashion on a diverted track‘B2’, with a gauge greater than the running track‘B1’, to allow a diversion of the railway vehicle 1 from the running track B1 to the diverted track B2.
  • the exchange wheels 25 of each pair of exchange wheels 25 are movable relative to each other along the secondary axis of rotation‘S’ between an exchange position, illustrated in Figure 2A, and a disengaged position, illustrated in Figures 1 and 2.
  • the exchange wheels 25 engage respective exchange volumes laterally adjacent to the frame 10 of the railway vehicle 1 and are configured to engage with the diverted track‘B2’.
  • the exchange wheels 25 disengage at least partly the above-mentioned exchange volumes and are positioned closer to a lateral surface of the frame 10 so as not to engage with the diverted track‘B2’.
  • the exchange wheels of 25 are positioned in contact with the main railway wheels 20.
  • the railway vehicle 1 has means for controlling the position, acting on the exchange wheels 25 to adjust the exchange position along the secondary axis of rotation‘S’, in such a way as to allow the engaging of different types of diverted tracks‘B2’ with different gauges.
  • the exchange wheels 25 configured in that way, in an exchange position, allow the railway vehicle 1 to engage diverted track ‘B2’, initially parallel to the running track‘B1’, to perform a change of track, configured as follows.
  • the railway vehicle 1 moving on the running track ‘B1’ and approaching the diverted track ‘B2’ is set up to change the track by arrangement of the exchange wheels 25 in an exchange position, on the basis of the gauge of the diverted track‘B2 ⁇
  • the exchange wheels 25 engage the diverted track‘B2’ and, for a transition stretch, the railway vehicle 1 has the main railway wheels 20 engaged in rolling fashion with the running track‘B1’ and the exchange wheels 25 engaged in rolling fashion with the diverted track‘B2 ⁇ In this stretch, the railway vehicle 1 is supported by both the tracks, the running track‘B1’ and the diverted track‘B2 ⁇
  • the arrangement of the exchange wheels 25 in the disengaged position allows the railway vehicle 1 to not engage with the diverted track‘B2’ and continue the path on the running track‘B1 ⁇
  • the railway vehicle 1 also comprises a control system and a position sensor, for example GPS, connected to the control system and configured to send position signals to it.
  • a position sensor for example GPS
  • the term position sensor is used to also mean an alignment sensor, for example gyroscopic.
  • the control system is configured to send position signals to a remote traffic management system, for example by radio or satellite radio transmission.
  • the remote traffic management system is for receiving the position and/or the speed of the vehicles traveling, calculating a correction to the above-mentioned position and/or the speed and sending response signals to the control systems installed on the individual railway vehicles 1.
  • the control system installed on railway vehicles 1 is configured to receive and process the above-mentioned response signals from the traffic management system.
  • the control system comprises a processing unit configured to process the position signals sent by the position sensor and the response signals sent by the remote traffic management system so as to determine at least one parameter relating to at least one movement of the railway vehicle 1 , for example the speed of the adherence wheels 40, a braking force, a lowering of the operating wheels 30 or an angular speed of the operating wheels 30.
  • the control system processes only one between the position signals sent by the position sensor and the response signals sent by the remote traffic management system so as to determine at least one parameter relating to at least one movement of the railway vehicle 1.
  • the remote management system calculates the target position of each railway vehicle 1 moving on a portion of railway network controlled by it and sends it to the system for controlling the railway vehicle 1. Consequently, the processing unit of the control system calculates at least one of the above-mentioned parameters as a function of the position target provided by the remote management system.
  • the railway vehicle 1 also comprises an obstacle detector connected to the control system.
  • the processing unit is configured to process the signals from the obstacle detector to determine at least one parameter relative to a movement of the railway vehicle 1 , for example a braking parameter relative to the braking unit.
  • the invention achieves the set aim by overcoming the disadvantages of the prior art. More specifically, the presence of extractable operating wheels allows a multitude of the railway vehicles to reach a railway station on the same track and abandon the above-mentioned track to operate and park in a special parking area. Moreover, the structure of the operating wheels described, wherein a plurality of rollers are mounted on a support, slanting relative to its axis of rotation, allows the railway vehicle to perform translatory movements in all directions and rotary movements, as it is particularly suitable for operating in small spaces.
  • the track preferably terminates at the entrance to the station.
  • the operating wheels are retractable inside suitable housing chambers equipped with closing doors in such a way as to minimise or eliminate the aerodynamic resistance associated with the presence of the above- mentioned operating wheels during the travel of railway vehicle on the running track.
  • the presence and the configuration of the adherence wheels makes it possible to increase the traction and braking force of the vehicle with respect to the to the railway wheels.
  • the maximum adherence force of the railway wheels is proportional to the wheel-rail adherence coefficient and to the vertical force, determined by the weight of the railway vehicle.
  • the adherence wheels can adopt a suitable tread and engage in a rolling fashion on adherence surfaces configured for maximising the corresponding adherence coefficient.
  • the contact force exerted on the adherence wheels is not limited by the weight of the railway vehicle, but by the force exerted by the movement means on the adherence wheels in an operating position against the respective adherence surfaces, which can be adjusted according to requirements.
  • the greater braking and/or traction torque due to the adherence wheels makes it possible to reduce the safety distances between the vehicles, thus increasing the transport capacity of the individual lines. Moreover, the greater braking and/or traction torque due to the adherence wheels allows quicker accelerations and decelerations, with consequent reduction in the length of travel times.
  • a further advantage consists of the possibility of implementing steeper slopes, upwards and downwards, without slipping, thus allowing the simpler construction of railway lines in locations with rugged terrain.
  • the adherence wheels have the further advantage of being able to be moved in a non-operating configuration, in which they do not generate rolling friction. Consequently, in standard travel situations, the rolling friction of the railway vehicle is limited to the wheel-track friction of the main railway wheels, in such a way as to not adversely affect the greater efficiency which is distinctive of the normal railway vehicles with respect to other transport systems.
  • the presence and the structure of the exchange wheels allows an alternative configuration of the railway point switches, in which the diverted track extends vertically above the running track.
  • This configuration allows new structural solutions in the construction of the tracks, especially in stations, that substantially reduce the horizontal dimensions on the ground which, for example, in town centres is considerably valuable.
  • this configuration works in synergy with the adherence wheels, since it allows the running track to be disengaged by a translation upwards, whilst their lateral translation which would be determined by the classic configuration of the railway point sets according to the prior art would be obstructed by the presence of the running track rails.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un véhicule ferroviaire (1) à direction mixte, comprenant un cadre (10) sur lequel sont montés une pluralité de roues de chemin de fer principales (20), qui peuvent venir en prise de manière roulante avec une piste de roulement (B1) dans une configuration de fonctionnement 5 avec une direction contrainte, et une pluralité de roues de fonctionnement (30), configurées pour déplacer le véhicule ferroviaire (1) sur un sol dans une configuration de fonctionnement avec une direction libre. Les roues de commande (30) et/ou les roues de chemin de fer principales (20) peuvent être déplacées le long d'une direction verticale entre la configuration de fonctionnement avec une direction contrainte, les roues de chemin de fer principales (20) sont positionnées à un niveau inférieur aux roues de fonctionnement (30), et une configuration de direction libre, les roues de chemin de fer principales (20) étant positionnées à un niveau supérieur par rapport aux roues de fonctionnement (30). [Figure 1]
PCT/IB2018/060331 2017-12-20 2018-12-19 Véhicule ferroviaire WO2019123309A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT201700147269 2017-12-20
IT102017000147269 2017-12-20

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WO2019123309A1 true WO2019123309A1 (fr) 2019-06-27

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1827898A (en) * 1930-11-10 1931-10-20 William J Laffey Vehicle for highway and railway travel
US2116525A (en) * 1936-02-12 1938-05-10 Milton A Luce Motor-rail vehicle
US3338184A (en) * 1964-10-20 1967-08-29 Earl H Fisher Convertible rail-highway vehicle
US3701323A (en) * 1970-11-16 1972-10-31 W T Cox Co Convertible rail-highway vehicle
US5868078A (en) * 1995-07-21 1999-02-09 Harsco Technologies Corporation Road and rail vehicle using rail wheel drive and apparatus
WO2002046531A1 (fr) * 2000-12-06 2002-06-13 Linsinger Maschinenbau Gesellschaft M.B.H. Dispositif roulant destine a l'usinage de rails par enlevement de copeaux
EP1378380A1 (fr) * 2002-07-01 2004-01-07 Christian Louveau Tracteur rail-route tractable à grande vitesse

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1827898A (en) * 1930-11-10 1931-10-20 William J Laffey Vehicle for highway and railway travel
US2116525A (en) * 1936-02-12 1938-05-10 Milton A Luce Motor-rail vehicle
US3338184A (en) * 1964-10-20 1967-08-29 Earl H Fisher Convertible rail-highway vehicle
US3701323A (en) * 1970-11-16 1972-10-31 W T Cox Co Convertible rail-highway vehicle
US5868078A (en) * 1995-07-21 1999-02-09 Harsco Technologies Corporation Road and rail vehicle using rail wheel drive and apparatus
WO2002046531A1 (fr) * 2000-12-06 2002-06-13 Linsinger Maschinenbau Gesellschaft M.B.H. Dispositif roulant destine a l'usinage de rails par enlevement de copeaux
EP1378380A1 (fr) * 2002-07-01 2004-01-07 Christian Louveau Tracteur rail-route tractable à grande vitesse

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