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Bulletin of the Transilvania University of BraşovCIBv 2015 • Vol. 8 (57) Special Issue No. 1 - 2015

NEW TECHNOLOGIES OF GAUGEVARIATION FOR WHEELSET VEHICLES

CROSSING

P. NICOLAE1 C. PLEŞCAN2 I. SZENTES3 M. BOLÂNU4

C. SIMA5 D. MITU6 G. DUMITRU7

Abstract: In Europe there are countries where both freight and passengertransport are affected by different gauges. Need circulation of rolling stockgauge has resulted in looking for solutions to improve various diversifiedsystems in operation. There are two possible solutions, namely the exchangeof axles (rolling element that steering bogies) or adapt them to the new gaugeon the fly (during the journey without stopping the train), for rolling stockoperating on different systems to track or endowment both rolling stock andinfrastructure, with an automatic gauge change.

Key words: variable gauge, unconventional axles, suspensions, trafficsafety.

1 Politechnica University of Bucharest & SNTFC “CFR Travellers”.2 Civil Engineering Department”, Transilvania University of Braşov.3 SNTFC “CFR Travellers” SA.4 Control Traffic Safety Department, National Railway Safety Agency.5 Control Traffic Safety Department - ASFR.6 Control Traffic Safety Department - ASFR.7 Control Traffic Safety Department, National Railway Safety Agency.

1. Introduction

The first trains offering regularpassenger transport services equipped withautomatic gauge change system whiledriving axles are TALGO trains. First, in1969, III RD type TALGO trains (with"variable gauge") and subsequentlydifferent in various other versions ofTALGO trains, equipped with a tilting boxtechnology vehicles (circulation at highspeeds).

The inclination train system is alreadythe fifth generation, 1981. The sixthgeneration of such trains dating from 1988,and the seventh is viable in 2000.

These trains passed through changingtrack tens of thousands of times. They havebeen used since 1969 for internationaltraffic and since 1992 also for domesticrail services using high-speed linespartially.

The passenger carriages type articulatedtrains TALGO RD are autonomous andtherefore can be towed by any type oflocomotive as ancillary services aresupplied (insured) generating units locatedat the ends of the train (the secondlocomotive at trains traction or “end”locomotive classic, that mean pusherlocomotive).

Bulletin of the Transilvania University of Brasov • Vol. 8 (57) Special Issue No.1 - 2015246

Like all TALGO trains, theircomposition is varied. The wagons may beattached separately or in groups constitutedvarious other trains. The series TALGO IIIRD (trains) can run at speeds up to 160km/h in Spain and up to 140 km/h inFrance. The "Catalan Talgo" is a class oftrains / coaches who provide transportfrom Barcelona to Geneva (change trackand locomotives border crossing withFrance from Portbou) for a period of timebetween June 1, 1969 to May 31, 1995,(calendar date that coincides with theintroduction of the transport serviceprovided by SNCF high-speed trainsets -TGV from Geneva to Montpellier) tracewhich made it possible to shorten thedistance to Montpellier.

The frequency of use of transportservices increased immediately from twopassengers on a wagon, until the supply ofsmall vehicles daily service to Barcelonaand Valencia to Montpellier inMontpellier. Moreover, two sleeping carsin composing frames / type trains TALGORD is provide the rail passenger service atnight Remote Barcelona - Paris in theperiod between 1974 and May 1991.

Currently, seven different systems havebeen developed gauge changeautomatically. The TALGO (TrenArticulado Ligero Goicoechea Oriol - theslightly train / articulated frame typeGoicoechea Oriol). Rafila / DB AG -Deutsche Bahn / public limited company(SA), is similar to the German system.There is a generous variety of alternativenames for this acronym. Some of theserefer to wheelsets adjustable depending onthe gauge (GAW - Gauge AdjustableWheelsets variable gauge wheelsets).Another explanation close relates to aswitching system / automatic change oftrack gauge axle (ATGCS / TGC -Automatic Track Gauge ChangeoverSystem). Similarly, we can talk about asystem of rehabilitation / measuring gauge

for rolling stock (RSRS - Rolling StockRe-Gauging System), or gauge railwaycontrol system (RGAS - Rail GaugeAdjustment System) or changing orvariable gauge wheelset tread, or trackchange depending on the track axle tread.Also SUW 2000 / bogie design PKPSystem is manufactured by PolishCompany ZNTK Poznań for The PolishState Railways (PKP) and the BRAVAsystem is built by Spanish consortium CAF(Construcciones y Auxiliar de Ferrocarriles- Constructions of rolling stock andcomponents for railways). The Japaneseamending automatically gauge trainwheelset is known in the literature underthe name (acronym) GCT (Gauge ChangeTrain). Furthermore, Gauge ChangingBogie - EV 90, is a gauge changeover ofthe bogies and in Bulgaria, The BulgarianAutomatic Gauge Changeover System -BAGCS, it is also an automatic gaugechange system.

Spain has a gauge different from theEuropean one. In addition, the decision ofimplementing high-speed lines, 1435 mmcreated an internal barrier between theconventional network and the new highspeed line in the country. Spain has alsodeveloped different solutions to solve bothproblems.

In 2000, Spain has developed differentsolutions to solve both problems. Solutionbegan with variable gauge Talgo trains in1969, and to date, more than 260,000 trainsand 325 million passengers used the trains.In 2000, the second Spanish variable gaugesystem developed by CAF was introducedin commercial operation.

Japan has the same internal matterbetween the narrow gauge (1067 mm) andtrack "Shinkansen" (1435 mm), andSwitzerland also has two distinct types ofgauge to its network of railways (1000 mm/ 1435 mm). Furthermore there is avariable gauge system Polish (PKP SUW2000), A German - track system variable

P. NICOLAE et al.: New Technologies of Gauge Variation for Wheelset Vehicles Crossing 247

(Rafila - DB) and Bulgarian variable gaugesystem developed in these countries toconnect rail network 1435 mm with therailway network of 1520 mm.

The fifth generation of trains TALGO isa class of trains equipped with technologyfor tilting boxes and variable gaugewheelset. Three of these trains were builtto provide the transport of passengers onthe route Madrid - Paris from May 1981until May 1991, when this type of trainswas replaced by the new class of trainsTALGO - the sixth generation.

The sleeping carriages fifth generation ofTALGO trains were able to run at speedsup to 160 km/h in France for a period often years (between 1981 and 1991) and inSpain, they were able to run at speeds up to180 km/h, the technology of buildingperformance of vehicles with tilting box.

Later, these trains were sixth generationpassenger transport services at nightdifferent in Spain for a period of timebetween 1992 and 2009.

The sixth generation of TALGOpassenger trains (those who only haveberths) began to circulate on the nationalnetwork of railways in Spain since 1988.There were technical improvements suchas automatic door closing, which madethem suitable for speeds of up to 200 km/h.

Trains consist of sleeping cars were putinto service for movement betweenBarcelona and Bern in 1989 (and laterbetween Zurich and Milan) and alsogeneration VI trains Talgo replaced incirculation series of trains Talgo RD andfifth-generation trains TALGO trails nightin Barcelona to Paris and from Madrid toParis.

Since 2000, the consortium Talgo madea number of further technicalimprovements for coaches who haveimplemented the box tilting technology,including pressurization systems,underfloor air-conditioning systems andbetter sound insulation. These new wagons

(third Generation) can run at a maximumspeed of 220 km/h, and their outerdimensions are identical to those inprevious generations factory wagonsrespectively 4, 5 and 6). Passengercarriages of the current generation begancirculating since the summer of 2000between Madrid and Barcelona onconventional line. These trains areequipped with static frequency convertersarranged in two vehicles by the end of thetrain set, which are supplied withelectricity from 3000 V the engine for thispurpose.

Action connection / disconnection ofthese vehicles from mains electricity isneeded bushing sleeve handling ofauxiliary circuit when changes or reversesthe change gauge train locomotive. Thesetypes of trains provided rail servicesinvolving partial use of high-speed linesfrom 2003 until 2008. Movements suchtrains (trailer) was suspended in June 2009.

2. Specific Characteristics GaugesVariation Systems Automatically forRolling Stock Axles in Movement

The system was a solution offered by thecompany RENFE (Red Nacional de losFerrocarriles Españoles - NationalNetwork of Spanish Railways) to preventpassengers refractor change to the Spanishborder - French appliances running duegauge different from Spain, which hasgauge the width of 1668 mm and otherEuropean countries that have lines withgauge 1435 mm), except by Portugal,which same type of gauge as Spain. TheTALGO gauge change technology wasdeveloped smoothly and successfully since1969, it is the newest and best technologygauge changeover "experienced" in theworld. Initially was solely assigned just forthe TALGO carriages of passenger trains,but its use was later extended tolocomotives and locomotive end high


power (from high-speed trains type offrame, such as factories built by Alsthom).

The TALGO-RD has a system ofautomatic change of the gauge that can beused in general bogies for locomotivesengines and locomotives end high powerelectric trains type frame speeds. This typeof bogie frame (Figure 1) is BO (ie twoaxles) and consists of two longitudinalbeams, two beams cross at the ends and acentral transverse beam (central beam).

Fig. 1. The motor bogie - The TALGO systemadaptability to change gauge locomotives walk

This construction provides a lightweightsubset of the entire bogie and also ensuresa sufficient degree of safety in areassubject to waiver requests.

In contrast to fixed-gauge bogieswheelset, this type of variation of thegauge bogie frame axle wheels is via atrack width is variable, not being fixed onthe axles. For freight wagons, companyTalgo developed a set of wheels capable ofchanging the gauge bogie-fit technology"Y-25". This technology has been tested inthe area Happaranda (border Swedish -Finnish) in 1997-1999 and betweenlocalities Sherbinka and Moscow (Russia)1996. Attempts to approval by RENFE,continued and were also made during theyear 1999. However, this technology is notyet in service.

O wheel sets from this type of bogies,including two sets of wheels locking

elements (Figure 2). Motor bogie,bogie freight car and passenger carriage.

Fig. 2. The scheme sequence-specificmodification technology for TALGO gauge

This type of bogie comprises a weldedsteel structures with four swings of supportbearings (2) and four consoles bracket ofthe primary suspension springs (3), whichare designed to transmit forces to thewheel axle (the bearing support on bothsides of the bogie frame) the primarysuspension and guidance to ensure theability of the bogie via connecting rodsconnecting.

The bearing support swings areprocessed and so willing to accommodateall the components of change in the gaugeaxles and locking elements thereof (Figure3).

Fig. 3. The scheme of wheel set axles lockingdevice / wheels

The axle of the gauge variation is


possible through a number two "sets"independent wheels that are coupled via agear (gear / clutch) gear. Each set ofwheels consists of single-wheel type (1),outer bearing (2) and the inner bearing (3)- Figure 4.

Fig. 4. a. The monoblock elements of wheelsets: 1- Monoblock wheel set 2 - Locking

system 3 - Buffer 4 - Outer bushes

The lateral bearing surfaces aremachined a stop buffer for the lock side ofthe wheels on the axle spindle in thewedging / clamping and transmission oflateral forces. On the outer surface of thecylindrical support mounts and lockcoupling gear (gear train). This linkconnection is likely rigid and preventsunwanted relative rotation of the elementsthat must remain fixed. It allows themovements necessary for safe operation ofchanging the gauge (wheels) in thetransverse direction (the axis of theundercarriage).

2.1. Automatic of the Gauge ChangeSystems of Axles for PassengerCarriages

The gearing of the wheel set for sleepingcar wagons is similar to the axle bogiesengines. The only difference lies in the factthat the two "sets" of wheels are coupledvia a gear box of transfers. "Rodal" is adevice (type gear) running for coaches(Figure 5), which was drafted / developedby the TALGO Consortium.

Fig. 5. Scheme variation device gauge of axlesbogies for RODAL type

This device is used by the TALGO RDfor change / variation of the gauge..

2.2. The Automatic of the Gauge ChangeSystems of Axles Specific FreightWagons

The purpose of using of this equipmentis to keep all parts of a standard bogieframe freight wagon and change only theaxles are able to use the system variationtype gauge Talgo. The design of theelements for changing track gauge of axlesmust be simple, so that the axles can bereplaced because it have not done yet thespace for the manufacture of conventionalof axles of bogie frame (Figure 6). It was abogie designed for a maximum speed of120 km/h and a maximum axle load of22.5 t.

Fig. 6. Scheme variation device gauge of axlesbogies for freight wagons

This technology has been tested, but notyet in operation.

2.3. The CET Vehicle

The CET type vehicles have a motorbogie equipped with automatic gaugechange of axle. The differences betweenthese and the bogie engine track gaugechange system are represented by thebogie. The supports were removed, but


were used for engine and reduction gear,shock absorbers respectively. Theremaining components are identical.

The wheelset, engine and reduction gearare not required. Instead, the clutch isfitted in the same way as if the gearreducer (Figure 7). This class of Spanishhigh-speed trains can travel at a maximumspeed of 250 km/h (lines 1435 mm) andmaximum speed of 220 km/h (to the lineswith track gauge 1668 mm). This seriestrains began to provide rail passengerservices involving partial use of high-speed lines in Spain in 2007.

Fig. 7. The Coupling Type wheels CET

However, the set of wheels fittedequipment is identical to the bogie specificengine.

2.4. The Motor Bogies

The TRAVCA locomotives (Tren de altavelocidad con cambio de ancho = highspeed train with variable gauge wheelset)are a prototype locomotive has two drivingcabs (series production of this type ofmotor vehicle with just a cabin type headlocomotive, being intended for use indesigning tow only passenger trains highspeed under the frame speed, servicing andany maintenance being performed withoutdisengaging / posting locomotive from thetrain and brake thus permanently coupledto each end of the train), while having twobogies of trains that can be coupled hookedtraction (Figure 8).

Fig. 8. The motor bogie - The TALGO systemfor locomotives adaptability

walk gauge variation

Each axle is driven by a three-phaseinduction motor. That can be poweredfrom a voltage source with a nominal valueof 25 kV AC - AC or DC 3 kV DC, andhas four pantographs (two for eachvoltage). These two units were purchasedengines with four and two intermediatecars fitted with cabin hauled by the railwayinfrastructure manager in Spain that mean(ADIF - Administrator de InfrastructuresFerroviarias). ADIF made two tests gaugevariation axle bogies respectively RíoAdaja and route Madrid - Barcelona,which set a new world speed record inJune 2002 with diesel traction (over 256km/h).

2.5. The first Generation of Changeableand Entities in Charge of Maintenancefacilities

The automatic installation for changingof the gauge consists of two rails of therunning track or tracks mounted on theinstallation more fixed. These arepermanently lubricated with greasemaintained. In the process of change /modification the automatic of the gauge ofaxles, they are lubricated with water. Theconnecting element between the axles is a


hollow shaft which liaises with equipmentmounted on the inner end of the "set"wheel. The TALGO train S130 series is anelectric train. Is formed of two unitsengines (locomotives) end and a variablenumber of cars in the TALGO’s seventhgeneration. The TALGO Consortium hasdeveloped a system gauge changeover ofaxles in 1966 allowing cross-bordermovement of Spanish trains in France. Thecommon denominator of these exchangersgauge 'first generation' is that they aresuitable only for The TALGO trains andare used only for towed vehicles. Thellocomotives do not pass throughexchanger gauge for wagons and thereforethey use trains must change locomotive toshift from one track to another [6].

These variable track width of the axles ofvehicles used by trains covering longdistances (with travel time ofapproximately 12 hours or more), andtherefore, time for browsing facilityamending the of the gauge is quiteinsignificant in relation to durationpassengers' overall journey. Moreover, thenumber of kilometers traveled per day islimited (one train per direction and day fordestinations Irun and three or four trains ineach direction per day if the destinationPortbou), which means you need fewerresources allocated for change gauge sincethis is a low plant utilization degree ofvariation gauge of axles [4].

These exchangers (installation amendingof the gauge) is installed between tworailway networks provided by differentregulations (ADIF and RFF) whichcomplicates customs procedures andverification of coupling and uncoupling,samples of the brake system etc. Therefore,for many years, of the gauge of axles forchange affected during a trainset (withoutdriver) was nearly half an hour, time thatincluded all associated operationspreviously mentioned [1]. Since 1999, theprocedures were simplified by the

possibility (thanks to the advantages of thesystem change gauge axles on the Madrid -Sevilla) trains to pass through theinstallation of checking the brakes,connected to the facility gauge changeoverof axles and replacing "sample brakecomplete "with" verification of binding totrain and locomotive brake ".

This simplified procedure facilitateddeeds that trains do not have to longer stopwhen necessary to amend of the gaugewheelset system with changeable beingused in 1981 Portbou in both directions oftravel (leading to reduced the time spentchanging of the gauge up to 15 minutes)and Irun in 1999 and 2003, although onlyNorth-South.

The first five generations of exchangeThe TALGO Track International TrainsCenter are built to Port Bou (Girona) in1969, International Technology TheTALGO Trains in Irún (Guipúzcoa), 1981,The TALGO technology for internationaltrains, Aravaca (Madrid), 1967-2001,Talgo technology, for tests andmaintenance, Pueblo Nuevo (Barcelona),1969 located in Sant Andreu in 1988,Technology The TALGO maintenance /repair, and Las Matas (Madrid) 1980Technology The TALGO maintenance /repair [1].

2.6. Second Generation of Changers andEntities in Charge of MaintenanceFacilities

A second generation gauge changersemerged in response to a new need arisingfrom the construction of the Spanish high-speed lines built with standard gauge (1435mm). These changers gauge associatedwith high-speed lines to meet the criteriaand stricter requirements regarding morestringent in terms of distance, must takeinto account that traffic everyday of thesetrains has a high degree together with thefact that the journey time is about 4 to 5


hours, which is important to reduce thetime for the train to pass through the gaugechanger. Moreover, since these trainsprovide frequent service, it is alsoimportant to reduce the use of resourcesallocated to gauge changers.

These changers second generation differfrom their counterparts in the firstgeneration in terms of how they performchange operation gauge speed andefficiency of their operation have beenimproved considerably by retooling 1994 -1997 to reduce costs overall. This newoperation requires the installation of airvalves for front brake system (at the endsthereof), set in the first wagon of theTALGO train set.

With the posting / absolution locomotivefrom the train and brake, a driver got intothe first car of the train set and manipulatesthe brake to tighten / loosen the brakesfrom the head of the train and stabilize theforward speed of the string parsing facilitygauge change, until the cars stop at fixeddepending on the length of the train, whenthe train brake weakens again until the firstcar of the train set (with modified trackafter riding gauge changeover system) ishandled on with a speed of 10 km/h andengages the engine at standstill beyond thefacility.

On this line, using gravity handlingfacility trains the gauge changeover ispossible in the Madrid - Atocha station andPuerta Cordoba train station on the north -south direction and in the directionMajarabique station south - north.

Once exchanger gauge was built, there isneed for significant changes to the railprofile. Therefore, if the apartmentchangers that do not offer minimumgradient for use in assisted gravity whenpassing through these changers (withgradients of between 4 and 6‰), the trainis moving about maneuver using "specialvehicles", running on the rail foot and liftsthe wheels thus contributing to make the

change of the gauge passage throughexchange facility.

Using these vehicles maneuvering makesit possible to reduce costs through the useof an auxiliary locomotives' handling push"is necessary, but caries increased timemakes it possible to use torque handling ofwagons / by train garnish gaugechangeover system (2 - 3 minutes), giventhe fact that pushing wagons is very slowly[1].

The changers second generation gaugeinstalled in Spain, were primarily relatedfirst high-speed lines, the construction ofthese changers closely linked to theconstruction of these new types of railwayand are fitted in Madrid - Puerta de Atocha1992, with TALGO implementedtechnology intended for transfer to theentity in charge of maintenance and basiccommercial services. Another location is inCórdoba, 1992 - 2006, The TALGOtechnology for commercial services. Andalso in Lleida there is a location entity incharge of maintenance 2003 - 2006, TheTALGO technology for commercialservices.

2.7. The Third Generation ofChangeable and Entities in Charge ofMaintenance Facilities

The advent of the third generation ofchangers gauge is linked to the new highspeed line Madrid - Barcelona. The project/ actual design overcomes thedisadvantages and limitations detected inprevious generations. Both new aspects aretaken into account that a new technologygauge changeover developed by CAF andthe fact that both systems (both Talgo andCAF) allow vehicle engines (locomotivesand EMUs / trains propelled) can passthrough the system change of the gauge.

Talgo and CAF technologies developedare based on the same principles, but arenot geometrically compatible. ADIF has


integrated both technologies in a singlesystem called the double shift system usedfor passenger trains.

The most important innovations consistof coexistence Talgo and CAF technologyplatforms. The fact that the same channelmaintenance (and, therefore, access to sub-assemblies of vehicles as possible on bothsides of the tread in the system) is suitablefor the Talgo platform, and the platformCAF, or both, it gave rise to "dualexchangers" incorporating both platforms,any of which can be placed in alignmentwith the rail, depending on the type of trainto pass through this system to modify theof the gauge at a point [3].

A "Sunken" in areas adjacent to the railgauge changer enables optimal functioninglubrication system and water collectionand changing gravity assisted by centeringthe wheel in both directions.

The exchanger gauge is located in asmaller area, which facilitates the access tothe downward along the rails in thedirection of the gradient (slope of line) tothe exchanger, allowing the train to passthrough the system in both directions withthe aid of gravity. This kind of gauge is"modular" and "Portal" enabling it and itssystems ancillary to transport to differentlocations and, where appropriate, be usedand investment costs can be amortized inproportion up to 80% if its parts andcomponents are moved or used in otherplaces. The possibility of simultaneouschange of the gauge of axles for trainstraveling in opposite directions [4].

3. Sequences of Operation to Changes inthe Way for Gauge Axles

When the train passes over of the gaugeAxle plant modification speeds between10and 15 km/h, the vertical load is removedfrom the wheels to alter its track to a set ofexternal bearings attached to the axle shaftand then the wheels are moved / translated

in the new position of a set of built ininstallation guides. The same gauge changesystem drive axles, makes it possible tosequence specific amendment axles butalso those of our engines equipping wagonbogies, this operation being carried out infive stages (Figure 9).

Fig. 9. The Sunken rail profile

In the first stage, the pads (pads) on theside of the bogie frame in contact with theouter guides installed along the sectionsand them. Subsequently wheels aresuspended. Thereafter, in the second stage,feet facility located at the base locks thatblock axles are inserted into guides in theform of "T" and slides vertically in thegravitational effect that can resubmit trainon. The axles are locked and free to movelaterally. In stage three, the wheels of axlesmoving them lateral position, pushedthrough the system about the specificinstallation guides. Stage four isresponsible for blocking the upwardmovement and fixing the wheel axle inposition, while during the last stage (fifth),vehicle wheels (equipped with the systemby automatic variation of the gauge ofaxles route) resumes again contact with therail and resume rolling movement /running at the same time taking the verticalload of the rolling stock (vehicle in fact).

There are two types of operations in anautomatic track gauge change system,according to the type of train used. Thefirst subject towed trains (of the type TheTALGO, older and without an automaticgauge changeover).


Operation amending of the gauge trainstowed of axles is going through a fourstage, first of them namely the arrival ofthe train, posting and garaging thelocomotive (means towing / traction whichlasts for six minutes) [7]. The second stepis assigned to the transition / browsingsystem of changing the top level of thegauge, normally, by force of gravity. Twostages of the three minutes assigned to betraveled. The third stage is to carry-out themaneuver to attach the other end of thetrain locomotive. This step is designed tobe implemented within four minutes. Thelast stage, the fourth, is designed to bind totrain and locomotive brake operationshould be carried out within two minutes.Total process time required reserve is 15minutes, ppropelled trains (train equippedwith bogie frames motors) as if new trains/ technologies towing.

3.1. The Lock and Control Systems

The verification blocking / wedgedcorrect wheelset is done in two waysrespectively automatic and visual. Ifautomatic control sensors are installed onthe end shaped guides "T".

If it is found that the locks do not lockaxle ensures good (wheel) or any otherelements of the locking mechanism, itactivates an alarm signal. In Spain, onlysome locations equipped with suchfacilities and ensure the lock control(Figure 9). As regards the visual inspectionto verify the correct installation of gaugechange axles is designated a qualifiedperson [2].

3.2. Configuring of ComponentsAutomatically Adjusted to the NewRailway Gauge

The brake disc is mounted to the wheelaxle screwed in assembly. Therefore, it is

necessary for the system to provide theautomatic replacement of the brake lining.

When the vehicle passes through thegauge changeover system, brake cylinderand air brake equipment are moved to fitand suit the way with the new gauge [2].

Replacing the brake and wheel sets issimultaneously. The parallelism remainedconstant between the brake disc and thebrake lining, the TALGO automatic gaugeexchanger systems/driving lead guides).This type of operation is faster (effective interms of reserve time). The train isautomatically switched to traction andpower supply [5].

3.3. Electrical Protection of System

Electrical protection of system of theautomatic of the gauge change systemwhile driving of axles is through a systemof shorting the railroad. The systemprovides electrical continuity between thewheels consists in ensuring contactbetween them by means of groundingbristles. The bristles are fixed on theintermediate element. This element isscrewed onto the outer bearing bracket.

The system fulfills the requirement UIC.Electrical resistance does not exceed0.01Ω. The protection against electricoverloads and the consequences caused bycurrents return is possible thanks to theexistence of an electrical connectionbetween overheated axle boxes and bogieframe or frame it as is the case of the bogietype RODAL. The ground connection(earthing), allows the electrical protectionof the running gear [6].

3.4. The Monitoring and Gauge ChangeSystem Maintenance and Over-Temperature Detection Level AxleBoxes

Variation monitoring system (automaticchange) gauge while driving, consists of


over-temperature detection equipment onboard hot axle boxes [2]. This systemtransmits warning and alarm messages inorder to slow or stop the vehicle accordingto the temperature rise. Is there atemperature measurement every axlebearing. The temperature parameter theycontrol and command to assist eachbearing temperature and the differencebetween two consecutive axle box. Asthere is an axle box mounted betweenaxles (indoors), over temperature detectorsin the running (mounted raceway) are notable to measure the temperature of the axleboxes. In other words, it is onlyresponsible for monitoring temperature -board equipment (from the endowment oflocomotives) [1]. All the maintenanceoperations that are applied to fix of axles iscarried out also and variable gauge of axles[4]. The maintenance requirements arespecific the automatic of the gauge changesystem components.

3.5. The Defrost / Thaw Cycles System

Some of changers gauge of third-generation systems include deicing ofaxles / wheels rolling stock operating incold climates or in winter season. Whenthere is snowing on the railway line, watercan enter the zones concentrates efforts ontrains Talgo wheelsets and frost, thuspreventing the forward movement inexchanger gauge of the train wheelset.When the train reaches the axles frozen ata gauge changeover system of axles first orsecond generation, helping nozzle type"Kärcher" is used manually to spraypressurized hot water frozen on therunning of the trains arrived at the facility,but can take up to five hours to thawswhole trainset. To carry out this operationquickly review channels were equippedwith automatic defrosting system whichsprays appropriate areas with hot water

under pressure in a more concentrated onthe sides of exchangers, which areconsidered necessary [5].

The capacity defroster for beingestablished (and thus to determine the timerequired to complete the process itself)depends on the schedule anticipatedmovement of trains (of graphics andprograms movement of trains) and theprobability for trains to arrive gaugechangeover installations of axles with thisproblem. Exchanger gauge at Plasencia DeJalon was the first facility thaw cycles /defroster which was installed in thislocation, operated bilateral (on both sidesof the train / vehicle) and this type offacility defroster was used andimplemented the installation gaugechangeover axles from Roda, Antequera,Valladolid, Valdestillas, Lérida andZaragoza Delicias (Spain). The range ofambient temperatures at which operation isdesigned to function wheelset (wheel):from 25° C up to +50° C.

4. Conclusions

The TALGO gauge change technologywas developed smoothly and successfullysince 1969, it is the newest and besttechnology gauge change "experienced" inthe world. Originally it was solely forTALGO carriages of passenger trains, butits use was later extended to locomotivesand locomotive end high power (fromhigh-speed trains type of frame, such asfactories built by Alsthom).

Spain has a gauge different from theEuropean one. In addition, the decision ofimplementing high-speed lines, 1435 mmcreated an internal barrier between theconventional network and the new highspeed line in the country. In 2000, Spainhas developed different solutions to solveboth problems.


Japan has the same internal matterbetween the narrow gauge (1067mm) andtrack "Shinkansen" (1435 mm), andSwitzerland also has two distinct types ofgauge to its network of railways (1000 mm/ 1435 mm).

Acknowledgements

The work has been funded by theSectorial Operational ProgrammeHuman Resources Development 2007-2013 of the Ministry of European Fundsthrough the Financial AgreementPOSDRU / 159 / 1.5 / S / 132395.

References

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2. Dumitru, G. Consideraţii asupra unoraspecte legate de dinamica

vehiculelor motoare de cale ferată(Considerations on some aspectsrelated to dynamic of railway vehicleengine), MID-CF Magazine, no.1/2008.

3. Garcia, E. - Solución Talgo parasistemas de cambio de ancho en ejes.First European Forum on RailwayRunning Gears, June 2011.

4. Geissler, J. H. - Results of FeasibilityStudy “Automatic Gauge ChangeoverSystems”, October 2009.

5. Hiroumi, S. Railway Technology inJapan, Challenges and Strategies,2003.

6. Iglesias, I.J. - The UNICHANGERProject: A unique approach toeliminate rail frontiers due to thevariable gauge, May 2011.

7. Kazuhiro, O. - Developing a GaugeChanging EMU, Railway TechnicalResearch Institute, 2001.

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