AU615895B2 - Transverse guide roller for track-guided vehicles - Google Patents
Transverse guide roller for track-guided vehicles Download PDFInfo
- Publication number
- AU615895B2 AU615895B2 AU11678/88A AU1167888A AU615895B2 AU 615895 B2 AU615895 B2 AU 615895B2 AU 11678/88 A AU11678/88 A AU 11678/88A AU 1167888 A AU1167888 A AU 1167888A AU 615895 B2 AU615895 B2 AU 615895B2
- Authority
- AU
- Australia
- Prior art keywords
- transverse guide
- guide roller
- hub
- air ducts
- solid tyre
- Prior art date
- Legal status (The legal status 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 status listed.)
- Ceased
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
- B62D1/26—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide
- B62D1/265—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted mechanical, e.g. by a non-load-bearing guide especially adapted for guiding road vehicles carrying loads or passengers, e.g. in urban networks for public transportation
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
S F Ref: 49962 FORM COMMONWEALTH OF AUSTRALIA PATENTS ACT 1952 COMPLETE SPECIFICATION
(ORIGINAL)
FOR OFFICE USE: Class Int Class Complete Specification Lodged: Accepted: Published: Priority: Related Art:
IR
e Name and Address of Applicant: Daimler-Benz Aktiengesellschaft Stuttgart-Unterturkhelm A FEDERAL REPUBLIC OF GERMANY Address for Service: Spruson Ferguson, Patent Attorneys Level 33 St Martins Tower, 31 Market Street .Sydney, New South Wales, 2000, Australia Complete Specification for the invention entitled: 1 4 Transverse Guide Roller for Track-Guided Vehicles The following statement is a full description of this invention, including the best method of performing It known to me/us 5845/3 r Abstract The invention relates to a solid-tyred transverse guide roller for track guided omnibuses. In the case of trace sections in tropical countries the transverse guide roller absorbs a great amount of heat from the transverse guide web which is intensely heated due to solar radiation and heat accumulation, particularly if the vehicle is travelling at a very high speed. In addition to this heating of the roller, flexing also occurs in the solid tyres and this effect can also be considerable at high speeds. To dissipate heat, air ducts which have a conveying effect for cooling the tyres are incorporated in the :ub of the transverse guide roller. These ducts oo* are inclined in the peripheral direction and produce an Saxial conveying effect, Various measures for the turbo- Sdynamic optimization and production favouring design of the cooled transverse guide roller are mentioned. The cooling arrangement is procured cheaply and requires little maintenance during operation. In addition, the air ducts.
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agio aic opimzaio and prdcinfvurn ei o the1 cole tranvers guide~~ rler t -LI^L ar ment:ioned" I, The
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go 6 6 66* 6 6 .6 *o *6 6065 Solid-tyred transverse guide roller for track-guided omnibuses The invention relates to a transverse guide roller particularly, but not exclusively, for" track-guided omnibuses having a solid tyre and a rim-like hub which holds the solid tyre adhesively, as is known for example from German Offenlegungsschrift 29 35 386 or German Offenlegungssohrift 27 46 462.
When subjected to preloading, the transverse guide i0 rollers bear against the associated track-defining transverse guide webs. For reasons of space and weight the construction of the transverse guide roller is otherwise as small as possible. When starting off, a certain flattening of the solid tyre in the contact area occurs as a result of the preloaded applied pressure and a certain flexing of the tyre cross-section also occurs when starting off. The actuating forces for swiveling the steerable vehicle wheels are only relatively small, but the preloading required for a track guidance free ^O from lateral oscillation is essential. This preloading takes place because the overall dimension of the transverse guide rollers on the two opposite sides of the vehicle is slightly greater than the clear dimension between the two oppositely lying transverse guide webs of the track-forming roadway.
Owing to this preloading even high travelling speeds in the region of 100 to 110 km per hour are permissible free from lateral oscillations. In tropical countries where the transverse guide webs become very hot '0 as a result of solar radiation, the solid tyre can be become intensely heated by the continuous rolling of the transverse guide rollers on the transverse guide webs.
This heating is furthered by flexing action in the solid tyre itself. Undesirable approximation of the working temperature to the vulcanization temperature can occur in this way.
In this onnection it should also be mentioned that the problems also apply to so-called push rollers which
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-2are mounted in the region of the unsteered rear axle of track-guided omnibuses, but which do not come into contact with the! transverse guide webs during straight running. They are only effective on bends and are intended to prevent the rear wheels from scraping against the transverse guide webs. In the case of tight bends scraping against the inner side of the bend can be expected whereas in the case of large bends which are driven through at speed, scraping against the outer side of the bend due to centrifugal force may be prevented. Also, on extended and rapidly covered bends these so-called push rollers are in danger of overheating as a result of the relatively high loading.
The present Invention seeks to provide a simple and effective method of cooling the transverse guide or push rollers which does not involve any maintenance problems.
According to the present invention there is provided a m 15 transverse guide roller for track guidable omnibuses, comprising a solid tyre and a rim like hub which permanently receives the solid tyre, .oooii S"wherein axially extending air ducts for cooling the tyre extend through go~o•: S•the hub adjacent said solid tyre, and the axis of each of the air ducts is inclined relative to and remote from the axis of the roller, such 20 that, with the transverse guide roller installed in a horizontal fitted position, on the circumferential side which is remote from a track defining guide web on which the roller runs, an inlet of each of the ducts arranged in a bottom face of the hub lies forwardly of an outlet of the respective duct arranged in a top face of the hub, so that, in S 25 operation, the air ducts convey air through the hub in an upward Sd direction.
Owing to the air ducts having a conveying effect in the hub, intensive air exchange occurs also on the radially inner side of the solid tyre the solid tyre is also subjected to the Impact of the I head-wind on its exposed outer sides. Because of the cooling of the solid tyre also on the fourth circumferential side of its cross-section, the cooling action is increased by approximately 30 to 50%. On the other hand, complicated designs prone to maintenance are not required. The surrounding air Is distinctly less hot than the transverse guide webs which are intensely heated by heat accumulation so that despite the transverse guide rollers or push rollers being cooled by ambient air, a considerable reduction in working temperature can be achieved.
,rhk/1193E 3 The invention will now be described by way of example with reference to the accompanying draw -gs, in which: Figure 1 shows a diagrammatic plan view of a trackguided omnibus on a corresponding track-forming roadway.
Figure 2 shows a detail view of a first exemplary embodiment of a transverse guide roller, along the section II-II in Figure 1, and Figure 3 shows a second exemplary embodiment of a tO transverse guide roller along the section III-III in Figure 1.
The omnibus 1 shown in Figure 1 can be track-guided on a roadway 2 having track-defining transverse guide webs 3 arranged on both sides. For this purpose transverse guide rollers 6, which are maintained in a constant relative position to the vehicle wheels 5 by way 'I of support arms 7 encompassing the steerable vehicle
S
wheels 5, are fitted on both sides in the region of the front axle 4. The transverse guide rollers 6 near to the ground project laterally from the outer contour of the vehicle by a certain degree; that is, the external pacing measured across and beyond the two transverse guide rollers between the circumferential faces of the opposite transverse guide rollers 6 is greater than the clear dimension between the two transverse guide webs 3 e: so that the transverse guide rollers bear against the correspondirg transverse guide webs 3 while being subjected to a certain preloading. This ensures track guidance free from lateral oscillations even at high O speeds.
In the region of the rear axle 8 having driven vehicle wheels 9, push rollers 10 are supported near to the ground on both sides by a cross piece 11 rigidly associated with the rear-axle assembly, but the push rollers 10 are set back relative to the transverse guide webs 3 in the direction of the vehicle interior so that a clearance is formed between the transverse guide webs 3 and the outside of the push roller 10. The function of
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4 the push rollers 10 is to force the rear axle 8 outw, ards in the region of -tight bends so that the driven vehicle wheels 9 do not scrape against the transverse guide web 3 o n the inner side of the bend. In the region of widely sweeping bends which can be driven through at high speed, there is a tendency due to centrifugal force for the driven vehicle wheels 9 to scrape against the transverse guide web 3 on the outside of the bend; in this case -the push roller on the outside of -the bend must prevent this -0tendency, It is in these very cases high centrifugal force and high travelling speed -where the push roller 10 is subjected -to very high loading; in addition, when :*first coming into contact with -the -transverse guide web o n -the outside of the bend, the push roller 10 must be accelerated from the stationary state to a very high circumferential speed, for example 100 km per hour, which does not take place witLhout temporary slip and corresponding wear. Also, this slippage heats the solid tyre due to friction, To reduce this, the moment of ZO inertia of both the push rollers and transverse guide rollers shall, be minimized where possible, for example by using only lightweight constructional materials and/or producing weight-reducing recesses as far as possible on the hub, .:The transverse guide rollers 6 (Figure 2) and 6' (Figure 3) shown in two different exemplary embodiments in Figures 2 and 3 have hubs 14 and 15, respectively, which are rotatably mounted on a pivot and which adhesively support a solid tyre 12 and 13 on their respective outer circumferences.
Corresponding to the rolling of the transverse guide roller on a vertical -transverse guide web 3, the wheel plane of the -transverse guide roller in the fitted position is horizontal. The bearing journal for the transverse guide roller or push roller is also vertical and the support arm 7 holding the journal or the corre sponding cross piece It lies above the transverse guide roller.
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S a *5 *5 In order to reduce the moment of inertia of the transverse guide roller or push roller, but particularly to enable the solid tyre to be cooled also in the region of its radially inner circumferential side, ducts 16 and 17 are incorporated in the hubs 14 and 15, respectively.
By virtue of having an inclined position relative to the surface lines of the running tread 29 of the transverse guide roller, the air ducts are inclined in the manner of turbine blades angle of inclination 18 so that, 0) because of this inclined position, they produce an axial conveying effect upon the rotation of the transverse guide roller. With a circumferential speed of 50 km per hour, the transverse guide roller with common dimensions rotates at approximately 1500 revolutions per minute, and accordingly rotates at twice the speed when the travelling speed is doubled. High turbo-dynamic effects which are exploited for cooling purposes are therefore obtained because of the inclined position of the air ducts and owing to the high rotational speeds of the C) transverse guide roller during operation. The inclined position of the air ducts 16 or 17 is such that, on the circumferential side which is remote from the transverse guide web, i.e. the side which leads during forward travel (direction arrow 19), the ducts are forwardly directed on the face of the transverse guide roller 6 on the entry side. The leading circumferential side of the transverse guide roller is identified by the lead arrow the absolute speed of the transverse guide roller at this point on the circumference is twice the travelling speed.
The ducts can be differently shaped. In the case of the transverse guide roller 6 shown in Figure 2 the one-piece hub is fully rotated and the air ducts 16 are created in the form of rectilinear round openings which can be produced by boring; the bores may be produced out of the faces of the hubs. It would also be conceivable for the air ducts to have a bent path, and in this connection an air duct must be bored out of the two faces. Apart from having an inclined position in the circumferential direction, as can be seen by the angle of inclination 18 in the right-hand half of Figure 2, the air ducts 16 are also inclined in the radial direction as illustrated in the left-hand half of Figure 2; that is, the opening of -the air ducts 16 is arranged, in the region of the face of -the transverse guide roller 6 on the entry side, on a smaller part circle than on the face on the exit side. This achiev es also due to centrifugal force a conveying effect in -the axial direction which, in -the case of relatively high speeds and small diameter, is quite perceptible even when there 0 is a slight inclination in -the radial direction.
The selected conveying direction of -the air ducts is upward -incidentally in both exemplary embodiments according to Figure 2 or Figure 3. In the region of the lower side of the transverse guide rollers located near D2~ the ground there occurs during travel a lower localized 0 0O pressure than on the upper side of the rollers so that for this reason a downward conveyance of air would appear to be expedient and efficient. However, since -the dynamic effects are prevalenZ- particularly in the region of the leading circumferential side of the transverse guide rollers, but the upper side of the transverse guide roller is covered by the support arm in -this area? poor conditions for air induction occur in -this case. For this reason it is more expedient -to select the mentioned ?0 upward conduction of air; the air which is sucked in on the underside in the region of the leading position on the circumference is expelled again at a different point on the circumference where -the escape of air Is less obstructed.
In the exemplary embodiment according to Figure 2 with air ducts 16 bored out of -the faces, the circumferential surface which bears the solid tyre 12contact surface 28 remains intact and is able to 7 receive the solid tyre 12 without an intermediate layer; the solid tyre 12 can therefore be vulcanized or moulded directly on "to the contact surface 28 of the hub 14.
This results in good heat transmission from the solid tyre 12 to be cooled, through the metal of the hub 14 to the air flowing through the air ducts 16. In this connection it should be mentioned that not only a conveying effect and an intensive circulation of air, but also a surface-enlarging cooling fin effect are produced by the air ducts. Thermal conduction from the solid tyre 12 to the air ducts 16 is favoured by the use of aluminium; as is generally known, aluminium is also a good conductor of heat.
S o The good heat transmission from the solid tyre to the air ducts 16 in the exemplary embodiment according to Figure 2 contrasts with the disadvantage of a relatively complicated renewal of a worn solid tyre; a worn transverse guide roller on the solid tyre must be sent to the tyre manufacturer for retreading. However, this -,xpense is justifiable.
The already mentioned contact surface 28 is intentionally selected with a cylindrical shape in order to provide an emergency running tread for the transverse guide roller in the event of a solid tyre becoming detached from the hub. It would be obvious step to improve adhesion between the solid tyre 12 and hub 14 by providing a surface-enlarging grooved structure which creates toothing between the two parts. However, this is omitted for the sake of a high load capacity on the contact surface 28 serving as the emergency tread. For this reason no part of the hub projects radially outwards above this contact surface 28.
Instead of manufacturing the air duets by machining, it is also conceivable to manufacture them by casting. However, the pattern costs necessary for casting are hardly justifiable in view of the relatively small numbers of transverse guide rollers required; moreover, the surfaces in the region of the air ducts are 8 relatively rough during casting but in this case manufacture by the casting practice offers great freedom in designing the shape of the ducts so that turbodynamically optimised duct or blade shapes can be used in this respect.
A compromise between manufacturing by machine, on the one hand, and an advantageous duct shap~e, on -the other, is represented by -thle exemplary embodiment according -to Figure 3. In the case of the hub 15 of this transverse guide roller the air ducts 17 are milled radially into the circumference of the hub 15 for example 0 go by means of an end mill, before the solid tyre 13 is applied. Because of this design it is possible to produce by machining turbo -dynamically favorable, curved air ducts 17 in which the entry angles 21 are grater -than *the exit angles 22 in the uipper side region, The surfaces o-f -tile intermediate walls between adjacent air ducts are cleanly rounded so as to favour air flowleading edge rounding 23 or 23'. Because of the air ducits 17 being manufactured out of the circumferential .side of the hub 15, -the air ducts 17 are open in a radially outward direction and accordingly do riot provide sufficient support for a solid tyre 13 applied directly to the hub. The tyre Is therefore vulcanized or moulded on a metal band 24 which is slipped on the hub 15 or on the intermediate walls between the air ducts, 17. For reasons of good 'thermal conduction and reduction of the moment of inertia, -thle metal band 24 is also made cof light metal. In order to achieve the most intense ~Opossible heat -transmission from the band 24 to the intermediate walls between adjacent air ducts 17,p -thle band 24 is slipped tightly on -to the cylindrically turned intermediate walls, The band is fixed axially between two collars 25 and 25' Tile first collar 25 is formed by small webs on the front ends o-f the intermediate walls~ between adJacent air ducts 17. The second collar 25' on the underside, is detachable; for this purpose -the hub in the region c-f thle underside oollaz' 25' is transversely 1! I 00 as divided in the axial direotion into a hub shell 26 and a cover 27. The collar 25' is formed in a similar manner -to that on the upper side. The cover 27 must be fitted together with -the hub shell 26 in the correct circumferential direction to ensure that the intermediate walls of the hub shell are perfectly flush, in t'le direction of the air ducts 17, with the pin-like projectilons of the cover which firm the bottom leading edges. The collars 25 and 25' are set back radially in relation to the contact surface 28' between the solid tyre 13 and the band 24 so that -the cylindrically shaped contact surface 28' can serve as an emergency running -tread in the event of -the loss of the solid tyre 13, Apart from the advantage of a flow-favouring manufacture of the air ducts 17 by machining, the exemplary embodiment according to Figure 3 also offers the advantage of a relatively simple and quick renewal of the solid Lyre 13, including the band 2, but -the band 24 cannot as a rule be re-used for retreading, Since the ZO inner side of the band 24 is directly subjected to the effect of coolin~g air from the air duots 17t good heat dissipation also takes place; only -the heat -transmission from -the band 24 to the intermediate walls between Lte air ducts 17 is less good so that the cooling fin effect of the intermediate w~alls is not quite as good as in the exemplary embodiment according to Figure 2,
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Claims (6)
1. A transverse guide roller for track guidable omnibuses, comprising a solid tyre and a rim like hub which permanently receives the solid tyre, wherein axially extending air ducts for cooling the tyre extend through the hub adjacent said solid tyre, and the axis of each of the air ducts is inclined relative to and remote from the axis of the roller, such that, with the transverse guide roller installed in a horizontal fitted position, on the circumferential side which is remote from a track defining guide web on which the roller runs, an inlet of each of the ducts arranged in a bottom face of the hub lies forwardly of an outlet of the respective duct arranged in a top face of the hub, so that, in operation, the air ducts convey air through the hub in an upward direction,
2. A transverse guide roller according to Claim 1, wherein the outlet of the duct, is inclined to the axis of the roller at a smaller angle than in the area of an inlet of the duct. S3, A transverse guide roller according to any one of Claims 1 or 2, wherein the inlets of the ducts is closer to the axis of the roller 20 than the outlets of the ducts, 4, A transverse guide roller according to any one of Claims 1 to 3, wherein at least the inlets of the air ducts or the intermediate walls are rounded so as to favour flow in the manner of turbine blades. 5, A transverse guide roller according to any one of Claims 1 to 25 4, wherein the air ducts are bored out of the faces of the roller, S6 A transverse guide roller according to any one of Claims 1 to 4, wherein that before the solid tyre is applied, the air ducts are milled radially Into the circumference of the hub. 7, A transverse guide roller according to Claim 6, wherein the solid tyre is moulded on to a metal band which is slipped on to the hub S with the radially outwardly open air ducts and is secured axially by means of two collars bearing against the face of the band.
8. A transverse guide roller according to Claim 7, wherein the area of a lower one of the collars, the hub Is transversely divided in the axial direction into a hub shell and a cover, L rhk/ll93E K 2 m t *z v i 1. ~tn~i 11
9. A transverse guide roller according to any one of Claims 1 to 8, wherein the contact surface, along which the solid tyre is secured to an inner work-hub or band, is cylindrically formed and projects radially outwards over all other parts of the hub.
10. A transverse guide roller according to any one of Claims 1 to 9, wherein the mass moment of inertia of the transverse guide rollers is minimized by using lightweight constructional materials and/or producing weight-reducing recesses.
11. A transverse guide roller substantially as described herein with reference to and as illustrated in figures 1 and 2, or figures 1 and 3, of the accompanying drawings. p p p.. p DATED this SIXTEENTH day of JULY 1991 Daimler-Banz Aktiengesellschaft Patent Attorneys for the Applicant SPRUSON FERGUSON I I: Ir
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3704512 | 1987-02-13 | ||
| DE19873704512 DE3704512A1 (en) | 1987-02-13 | 1987-02-13 | Transverse guide roller, with solid rubber tyre, for track-guidable buses |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU1167888A AU1167888A (en) | 1988-08-18 |
| AU615895B2 true AU615895B2 (en) | 1991-10-17 |
Family
ID=6320902
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU11678/88A Ceased AU615895B2 (en) | 1987-02-13 | 1988-02-12 | Transverse guide roller for track-guided vehicles |
Country Status (2)
| Country | Link |
|---|---|
| AU (1) | AU615895B2 (en) |
| DE (1) | DE3704512A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3928061C1 (en) * | 1989-08-25 | 1990-11-22 | Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De | |
| FR2668109A1 (en) * | 1990-10-19 | 1992-04-24 | Lamoureux Marc | Sport vehicle running under gravity action on track - comprises frame with front and rear supporting, steering and brakable wheels, having vertical-axis lateral guide wheel associated with each supporting wheel |
| DE4100294C1 (en) * | 1991-01-08 | 1992-03-12 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | |
| GB2391524B (en) * | 2002-08-02 | 2005-12-07 | William Howard John Budge | Personal transport system |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU118722B2 (en) * | 1943-05-25 | 1944-08-03 | And | Improved resilient wheel |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2746462A1 (en) * | 1977-10-15 | 1979-04-19 | Daimler Benz Ag | EXTERIORLY TRACKABLE VEHICLE, IN PARTICULAR FOR PUBLIC PERSONAL TRAFFIC |
| DE2853606C2 (en) * | 1978-12-12 | 1982-02-11 | B & B Beteiligungs- und Verwaltungs-GmbH & Co Auto-Exclusiv-Service KG, 6000 Frankfurt | Vehicle wheel |
| DE2935386A1 (en) * | 1979-09-01 | 1981-03-19 | Daimler-Benz Ag, 7000 Stuttgart | CROSS-GUIDE ROLL FOR A GUIDE-LAYER GUIDE OR THE LIKE. MECHANICAL ALONGRAIBLE VEHICLE |
-
1987
- 1987-02-13 DE DE19873704512 patent/DE3704512A1/en active Granted
-
1988
- 1988-02-12 AU AU11678/88A patent/AU615895B2/en not_active Ceased
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU118722B2 (en) * | 1943-05-25 | 1944-08-03 | And | Improved resilient wheel |
| AU123524B2 (en) * | 1944-08-03 | 1947-02-20 | Walter George Leander Smith | Rubber wheel |
Also Published As
| Publication number | Publication date |
|---|---|
| AU1167888A (en) | 1988-08-18 |
| DE3704512C2 (en) | 1990-03-08 |
| DE3704512A1 (en) | 1988-08-25 |
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