Increible e ingeniosa tecnología de Talgo para cambiar el ancho de via sin detener el tren, rápido, seguro y eficiente. Tecnología férrea de España 🇪🇸 para el mundo
I know this technology is built specifically to move between Ibérico and UIC gauge, but could it potentially be utilised in places like South East Asia for moving between metre and UIC gauges, or would there be too many stability issues form the larger difference between gauges?
There are issues when changing large gauge differences like that. The golden-pass Express in Switzerland switches from meter and standard gauge with a different approach
What is the maximum speed that a train can pass over the gauge converter? What kind of braking mechanism is used on these trucks? What is the maximum axle weight allowed? Is it possible to accommodate three different gauges with the same truck? What will happen if the train hits a gauge converter that is not compatible with the trucks?
15km/h at shed. Straight air with plug-in sockets. Regular axle weight. Yes, as long as each have at least 50mm difference. Train would get stuck and manual exchange would be needed.
The Talgo 250 has the capability to change gauge at a transition point on the border of Spain. Spain has a gauge 1668; Standard gauge is 1435 mm. The video at the .30 second mark shows how the transition is accomplished. The benefit is that passengers to not have to debark from the train during the transition; instead of having to debark from one train, and embark on a different train.
Inspired by Polish SUW-2000 Made In Zakłady Naprawcze Taboru Kolejowego W Poznaniu, capable of going through three gauges in Europe, 1435mm, 1520mm and 1668mm
@@poznanskiszybkowiec_official wtf Talgo has this technology since 1970s and is totally different than SUW 2000, because if they were similar the Polish company that invented it would have a pantents problem.
@SuperOpticJ It's spelled gauge, it's the distance between the two rails. The international standard gauge for rail is 1435mm, but some places have different gauges. When changing gauge on a single route you'll need to adjust the wheel distance, so that's where the invention from talgoinc comes in. Another solution is changing the bogies underneath the train with ones with the other gauge, like they do on the border between Germany and Poland. Or use dual gauge track.
@@centredoorplugsthornton4112 yes, it would only need size configuration, here in Spain we have 5 different widen of tracks from 1672 to 941mm. 2 are for subways but it can work for any wide required. (Spanish/espanhol) www.trenvista.net/descubre/mundo-ferroviario/ancho-iberico-otros-anchos-de-via-espana/
Can someone please explain how train wheels that rotate independently on each axles stay aligned to the track and not bounce from side to side against the flanges. I can't get my head round this.
@@Germanwtb Thanks for your reply. Yes I understand that the wheels are tapered but they stay centralised to the track and move on bends to accommodate different track lengths because they are on a fixed axle. With wheels that rotate independently there's nothing to stop the wheels moving from side to side as there's nothing that keeps their rotational speed the same. Whatever it is, works but to my mind it goes against the basic principles.
Trains are fixed axles. Right and left rotate at the same speed. They are like a slice of a cone, in that they are tapered. In a turn, even though they are spinning the same speed, the train shifts slightly out of the curve, making the outside wheel on the wider part, and the inside on the narrower. The fact they are spinning at the same speed with different diameters means the train turns.
I think this is a great idea like the loco changing voltages for different power supplies, I know Russia's gauge is different from the rest of the EU, is there a reason for this?
It is much easier to use adjustable wheel pairs on international routes than to rework the whole railroad and also domestic trains just to match newer standards. Smaller countries like most EU members may still update their railroads because they have more international trains than domestic ones but that is not the case for Russia.
Found a video of the actual operation. It appears to use water and some kind of low-friction pads and rails. Perhaps teflon? ua-cam.com/video/i6LXFXzMNVU/v-deo.html
axle get unloaded (in terms of weight). Coach has sort of rollers on each side and this support the coach while the axle "drops" from the car. As it is not longer under weight, the wheel base is changed with no friction nor effort. After that the rails that guide the wheels RISE and the axle comes up and take the load of the coach again. The rollers are not longer in contact. See also CAF BRAVA system.
Political reasons. Due to different wheel clearance, an English gauge train cannot travel on a Russian or an Iberian gauge line. Wheels will suddenly get out of the rail. Vice versa, an Iberian gauge train cannot travel on an English gauge rail as wheels will fall between the rails.
different countries have different widths of track called a gauge, this system allows trains to travel across countries without needing to swap trains or completely rebuild a rail network
Some rail systems are built with different gauges (the distance between the rails.) The most common is called Standard guage but if a train wants to travel from a place with a standard guage Railway to a place that can only be reached by let's say a broad cuage railway, then traditionally the train would have to stop, everyone would have to leave the train, while the cars are lifted up in the air, to change the wheelsets to fit the new guage. This could and still does take many hours per train. However with this system the train can automatically switch guage when driving over this device at slow speeds, which changes the wheelsets while the train is travelling at around 20km/h. It's also worth noting that the company that has made this is from Spain, which uses a broad guage system, meaning this system has been used, for ages on trains between Spain and places elsewhere in Europe that uses standard guage.
Let's see. ITEM, The *channel (if you're trying to be spelling police, you might try to avoid Muphry's law, as well as forego extra spaces before punctuation...) is called "Talgo America". ITEM, "gage" is the American English spelling of "gauge". I can't get rid of the nagging feeling that these two facts are connected...
Engineer9736 is right about the different gauges, and the solutions to the problem of different gauges and through going trains. Indeed, deathsquad, the change is between Poland and Russia. But very simple to write you are wrong without mentioning what is right. But, deathsquad, have you got any idea where in Europe there are different gauges?
@@poznanskiszybkowiec_official Dummy you and I posted it in a comment above, Talgo has this in use for more than 40 years, and it is a different type of change how can be Talgo copying SUW if SUW started service in 2003 and Talgo is doing this since 1970 in the Barcelona Geneva service. Btw Spain and Portugal have bigger gauges (Iberian gauges) than the rest of Europe 1668mm for both so it was an awesome improvement for both countries in the 1970s, also the HSL in Spain are standard so this still in use to have trains that operate on both types of lines. And about why do the Iberians have different gauge? Principally it helped the Steam locomotives to have bigger inner cylinders so they could have a bit more power (Both countries have a lot of mountain pases) and also probably strategic reasons, France invaded both countries in 1808 and the rail network started to develop in 1850s. There you have it and read about scientific and historical facts before spamming misinformation.
This is cool but what happens if one of the wheels moves over the slightest bit and then the entire train derails? That's one thing that will have to get fixed unless I missed that
Tony McDonald Dear Tony, this system has been used in Spain for more than 40 years, as he says. It is perfectly texted in daily commercial duties! This is a 100% Spanish technology in place in the USA as well
Wheel base has two possible positions only and there is a lock mechanism that lock the wheel in one position or another. The lock is closed as long as the axle is loaded again. Talgo has been using this without incidents for 40 years.
Yup, With SUW-2000 Wheels Installed on all Carriages. The System Was Built In Zakłady Naprawcze Taboru Kolejowego W Poznaniu. To Fit Three Rail Gauges Used In Europe, The System Is Flawless. Eliminating The Coach Body Lifting and Reloading The Cargo, SUW-2000 Was So Good That The Railways Of Kazakhstan, China, South Korea And Japan Were Interested. I Like How SUW-2000 Gets Lots Of Fame :3
There should be only one gauge: Five foot six inch everywhere in the World including metro rail system. This will prevent many complications, enhance the availability of components which will further reduce the cost.
@infraredbob Yes, but why should we always focus on sharp turns and things like that? The most of the railway lines are not on mountains. What we need is speed, greater capacity and robustness. It is more reliable for longer routes. Take for example, Indian railways run on 68,000 km long broad gauge tracks carrying 22 million passengers a day.
@infraredbob That's legend only. Indian railways run from mountains to coastal areas via long plateau areas and has sharp curves too. Not only in India, but also in Sri Lanka, Bangladesh, Pakistan and even Australian metro is running on broad gauge. . Standard gauge is preferred for cost factor only. More production, less cost. That's why standard gauge is cheaper and popular. But my point was to introduce a universal gauge so trains can run across entire continent. Trains are coming from Europe to Asia but 'gauge barrier' is there. Because, again, Russian gauge is broad gauge. That's why, excluding mountain railways, we must have unified gauge system.
@infraredbob India adopted broad gauge about 150 years ago and Indian railways is the 4th largest railway network. Several countries have broad gauge. It works very fine. Russia also has broad gauge and not standard gauge. So you cannot convert gauge over 200,000 km overnight. But new tracks can be build keeping future perspective in mind. Otherwise airplanes will keep generating more and more hydrocarbon.
@infraredbob Well, if India had standard gauge and Europe had broad gauge even then I'd vote for broad gauge. I am not talking about local traffic. I am talking about much longer routes that connects one country to another. And that again versatility? :D That is required either for local trains or for Disney trains.
Increible e ingeniosa tecnología de Talgo para cambiar el ancho de via sin detener el tren, rápido, seguro y eficiente.
Tecnología férrea de España 🇪🇸 para el mundo
Pure genius.
wow this is very cool, after i keep on repeating this video i finally get it, technology have improve :)
We need this in Adelaide Australia!
I know this technology is built specifically to move between Ibérico and UIC gauge, but could it potentially be utilised in places like South East Asia for moving between metre and UIC gauges, or would there be too many stability issues form the larger difference between gauges?
There are issues when changing large gauge differences like that. The golden-pass Express in Switzerland switches from meter and standard gauge with a different approach
Very Excellent creativity of engineering 😍👍
Great great great rail work & therapy
What is the maximum speed that a train can pass over the gauge converter?
What kind of braking mechanism is used on these trucks?
What is the maximum axle weight allowed?
Is it possible to accommodate three different gauges with the same truck?
What will happen if the train hits a gauge converter that is not compatible with the trucks?
15km/h at shed.
Straight air with plug-in sockets.
Regular axle weight.
Yes, as long as each have at least 50mm difference.
Train would get stuck and manual exchange would be needed.
Show it changing from standard to broad gauge, opposite of what's shown here.
The Talgo 250 has the capability to change gauge at a transition point on the border of Spain. Spain has a gauge 1668; Standard gauge is 1435 mm. The video at the .30 second mark shows how the transition is accomplished. The benefit is that passengers to not have to debark from the train during the transition; instead of having to debark from one train, and embark on a different train.
Inspired by Polish SUW-2000 Made In Zakłady Naprawcze Taboru Kolejowego W Poznaniu, capable of going through three gauges in Europe, 1435mm, 1520mm and 1668mm
@@poznanskiszybkowiec_official wtf Talgo has this technology since 1970s and is totally different than SUW 2000, because if they were similar the Polish company that invented it would have a pantents problem.
Aun no llego a comprender la diferencia con el sistema Brava de CAF.
What is a gage?
@SuperOpticJ It's spelled gauge, it's the distance between the two rails. The international standard gauge for rail is 1435mm, but some places have different gauges. When changing gauge on a single route you'll need to adjust the wheel distance, so that's where the invention from talgoinc comes in. Another solution is changing the bogies underneath the train with ones with the other gauge, like they do on the border between Germany and Poland. Or use dual gauge track.
Moscow-Berlin uses the same stuff.
Este sistema é perfeito incrível. Rio RJ Brasil
Isso é mesmo incrível: o sistema troca de bitola automaticamente! É a solução para as nossas ferrovias.
Would it be feasible betw 1000mm gauge and 1600 mm gauge?
@@centredoorplugsthornton4112 yes, it would only need size configuration, here in Spain we have 5 different widen of tracks from 1672 to 941mm. 2 are for subways but it can work for any wide required.
(Spanish/espanhol) www.trenvista.net/descubre/mundo-ferroviario/ancho-iberico-otros-anchos-de-via-espana/
in America, we all have the same gauge. How is it possible to show this here?
@infraredbob even the United States doesn't use all standard gauge
Can someone please explain how train wheels that rotate independently on each axles stay aligned to the track and not bounce from side to side against the flanges. I can't get my head round this.
They are sloghtly tapered. Outside of switches and maybe curves, the flanges dont wven touch the rails.
@@Germanwtb Thanks for your reply. Yes I understand that the wheels are tapered but they stay centralised to the track and move on bends to accommodate different track lengths because they are on a fixed axle. With wheels that rotate independently there's nothing to stop the wheels moving from side to side as there's nothing that keeps their rotational speed the same. Whatever it is, works but to my mind it goes against the basic principles.
@@paul756uk2 what do you mean by "shells"?
@@Germanwtb was supposed to be wheels. I've corrected it.
Trains are fixed axles. Right and left rotate at the same speed. They are like a slice of a cone, in that they are tapered. In a turn, even though they are spinning the same speed, the train shifts slightly out of the curve, making the outside wheel on the wider part, and the inside on the narrower. The fact they are spinning at the same speed with different diameters means the train turns.
I think this is a great idea like the loco changing voltages for different power supplies, I know Russia's gauge is different from the rest of the EU, is there a reason for this?
history
It is much easier to use adjustable wheel pairs on international routes than to rework the whole railroad and also domestic trains just to match newer standards.
Smaller countries like most EU members may still update their railroads because they have more international trains than domestic ones but that is not the case for Russia.
how does the slide work? does it not cause friction?
oil
Found a video of the actual operation. It appears to use water and some kind of low-friction pads and rails. Perhaps teflon? ua-cam.com/video/i6LXFXzMNVU/v-deo.html
Water.
axle get unloaded (in terms of weight). Coach has sort of rollers on each side and this support the coach while the axle "drops" from the car. As it is not longer under weight, the wheel base is changed with no friction nor effort. After that the rails that guide the wheels RISE and the axle comes up and take the load of the coach again. The rollers are not longer in contact. See also CAF BRAVA system.
Так вот с какой композиции содрана песня группы wi-fi
Nice technology! But I wonder why Spain uses a gauge different from the standard.
Political reasons. Due to different wheel clearance, an English gauge train cannot travel on a Russian or an Iberian gauge line. Wheels will suddenly get out of the rail. Vice versa, an Iberian gauge train cannot travel on an English gauge rail as wheels will fall between the rails.
Military reasons also.
Spain is more mountainous that's why we have wider gauge
It's to avoid being invaded by Andorra..
@@javierba8826 For tighter curves narrower gauges are better.
What was it? Gauge change on 2 rail?
Yes both wheels move symmetrically.
Change the title. It's wrong. It's: "gauge", not: "gage".
Makes me wanna "gag"
American English spelling. Deal with it.
For all the cacography of English, this IS more phonetic than "gauge".
what is a gaughe change
different countries have different widths of track called a gauge, this system allows trains to travel across countries without needing to swap trains or completely rebuild a rail network
Zestaw kołowy SUW-2000 Poland
jak najbardziej :) Bo cóż jest bardziej genialnego?
опасная штука. не хотел бы я на такой системе колес ехать на скорости 160км ч
Он не больше 5 км едет, при переходе
У Тальго есть модели с изменяемой колеёй, которые могут разгоняться до 360.
whats a gage change and whats gage? isn't this the official chanal of your company ? ^^
Some rail systems are built with different gauges (the distance between the rails.) The most common is called Standard guage but if a train wants to travel from a place with a standard guage Railway to a place that can only be reached by let's say a broad cuage railway, then traditionally the train would have to stop, everyone would have to leave the train, while the cars are lifted up in the air, to change the wheelsets to fit the new guage. This could and still does take many hours per train. However with this system the train can automatically switch guage when driving over this device at slow speeds, which changes the wheelsets while the train is travelling at around 20km/h. It's also worth noting that the company that has made this is from Spain, which uses a broad guage system, meaning this system has been used, for ages on trains between Spain and places elsewhere in Europe that uses standard guage.
Exactly. It's gauge not gage.
Let's see.
ITEM, The *channel (if you're trying to be spelling police, you might try to avoid Muphry's law, as well as forego extra spaces before punctuation...) is called "Talgo America".
ITEM, "gage" is the American English spelling of "gauge".
I can't get rid of the nagging feeling that these two facts are connected...
@@Thursdaym2 Unless when it isn't.
On what way is he wrong?
Engineer9736 is right about the different gauges, and the solutions to the problem of different gauges and through going trains.
Indeed, deathsquad, the change is between Poland and Russia.
But very simple to write you are wrong without mentioning what is right.
But, deathsquad, have you got any idea where in Europe there are different gauges?
Hans2406, He has any idea you dummy. SUW-2000 Was The Inspirer of The Talgo 250 Gauge System, You Should Know That
@@poznanskiszybkowiec_official Dummy you and I posted it in a comment above, Talgo has this in use for more than 40 years, and it is a different type of change how can be Talgo copying SUW if SUW started service in 2003 and Talgo is doing this since 1970 in the Barcelona Geneva service.
Btw Spain and Portugal have bigger gauges (Iberian gauges) than the rest of Europe 1668mm for both so it was an awesome improvement for both countries in the 1970s, also the HSL in Spain are standard so this still in use to have trains that operate on both types of lines. And about why do the Iberians have different gauge? Principally it helped the Steam locomotives to have bigger inner cylinders so they could have a bit more power (Both countries have a lot of mountain pases) and also probably strategic reasons, France invaded both countries in 1808 and the rail network started to develop in 1850s.
There you have it and read about scientific and historical facts before spamming misinformation.
espania for exaple ?
¿?
This is cool but what happens if one of the wheels moves over the slightest bit and then the entire train derails? That's one thing that will have to get fixed unless I missed that
Tony McDonald
Dear Tony, this system has been used in Spain for more than 40 years, as he says. It is perfectly texted in daily commercial duties!
This is a 100% Spanish technology in place in the USA as well
It is not in place in America because we use only one size track.
Tony McDonald the wheel can't move.
Wheel base has two possible positions only and there is a lock mechanism that lock the wheel in one position or another. The lock is closed as long as the axle is loaded again. Talgo has been using this without incidents for 40 years.
@@Ham549 Some trains go from one country to another. also they allow high speed trains to mount on commuter railways that have different base
we
@Engineer9736 You are wrong. This action takes place between the Polish and its eastern neighbors such as Ukraine.
Yup, With SUW-2000 Wheels Installed on all Carriages. The System Was Built In Zakłady Naprawcze Taboru Kolejowego W Poznaniu. To Fit Three Rail Gauges Used In Europe, The System Is Flawless. Eliminating The Coach Body Lifting and Reloading The Cargo, SUW-2000 Was So Good That The Railways Of Kazakhstan, China, South Korea And Japan Were Interested. I Like How SUW-2000 Gets Lots Of Fame :3
There should be only one gauge: Five foot six inch everywhere in the World including metro rail system. This will prevent many complications, enhance the availability of components which will further reduce the cost.
@infraredbob Yes, but why should we always focus on sharp turns and things like that? The most of the railway lines are not on mountains. What we need is speed, greater capacity and robustness. It is more reliable for longer routes. Take for example, Indian railways run on 68,000 km long broad gauge tracks carrying 22 million passengers a day.
@infraredbob That's legend only. Indian railways run from mountains to coastal areas via long plateau areas and has sharp curves too. Not only in India, but also in Sri Lanka, Bangladesh, Pakistan and even Australian metro is running on broad gauge. . Standard gauge is preferred for cost factor only. More production, less cost. That's why standard gauge is cheaper and popular. But my point was to introduce a universal gauge so trains can run across entire continent. Trains are coming from Europe to Asia but 'gauge barrier' is there. Because, again, Russian gauge is broad gauge. That's why, excluding mountain railways, we must have unified gauge system.
@infraredbob India adopted broad gauge about 150 years ago and Indian railways is the 4th largest railway network. Several countries have broad gauge. It works very fine. Russia also has broad gauge and not standard gauge. So you cannot convert gauge over 200,000 km overnight. But new tracks can be build keeping future perspective in mind. Otherwise airplanes will keep generating more and more hydrocarbon.
@infraredbob Well, if India had standard gauge and Europe had broad gauge even then I'd vote for broad gauge. I am not talking about local traffic. I am talking about much longer routes that connects one country to another. And that again versatility? :D That is required either for local trains or for Disney trains.