CA1134676A - Self-steering railway trucks - Google Patents
Self-steering railway trucksInfo
- Publication number
- CA1134676A CA1134676A CA000344079A CA344079A CA1134676A CA 1134676 A CA1134676 A CA 1134676A CA 000344079 A CA000344079 A CA 000344079A CA 344079 A CA344079 A CA 344079A CA 1134676 A CA1134676 A CA 1134676A
- Authority
- CA
- Canada
- Prior art keywords
- steering
- truck
- arms
- self
- sets
- 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.)
- Expired
Links
Landscapes
- Handcart (AREA)
Abstract
Abstract of the Disclosure A self steering truck has the two wheel and axle sets mounted in the truck frame by bearing adapters that permit the small horizontal excursions necessary for steering and also spring the wheel sets for vertical springing. Each pair of bearing ?adapters is connected together by a U-shaped steering yoke assembly that extend around the outside of the truck frame to leave its interior clear for truck fittings, such as a bolster and brake set. The arms of the two steering yokes extend toward one another and are connected by connecting means that permit pivoting of the arm ends relative to one another and also longitudinal movements. The wheels are thus held against bunting oscillations while running on straight track and the axles are permitted to assume radial positions relative to the track under the action of the curved wheel running surfaces.
Description
SELF-STEERING RAILWA~ TRUCKS
Field of the Inventio This invention is concerned with împrovements in or relating to railway trucks of the kind in which the axles thereof are mounted for a certain amount of steering movement.
Review of the Prior Art A number of proposals have no~ been made for so-called "self-steering" trucks for railway use to permit operation with safety and comfort at higher speeds than have been usual hitherto, and also to reduce wear and tear on the truck and the rails and roadbed on which it runs. Examples of such trucks are described in U.S. Patent No. 3,789,770 of H A. List;
U~S. Patent No. 3,528,374 of A. H. ~ickew and U.S. Patent No:
4,151,801 of H. Scheffel et al. Such trucks include two yokes or the like, each connected to a different one of the truck axlesets, connected by a joint designed to allow free angular movement in the horizontal plane, while having high resistance to relative lateral movements. Problems~have been encountered with such prior arrangements in fit~ing into the truck frame 2Q all of equipment required in a modern truck, such as a fully sprung bolster and a sophisticated brake system.
Definition of the -Invention -It is therefore an object of the invention to provide a new self-steering railway truck having adequate space with1n its interior for equipment such as a brake system therefor.
In accordance with the present invention there is provided a self steering rail~ay truck comprising:
.
~ 7tj a truck frame;
a pair o~ wheel and axle sets mounted by the truck frame for steering movement in a horizontal plane and on which the truck runs;
a pair of steerîng yoke assemblies each operatively connected to a different one of the said sets;
each steering yoke assembly extending around the outside of the truck fràme at the respective end thereof and having a pair of spaced steering arms extending toward and connected respectively by connection means to the steering arms of the other yoke assembly; and each said connecting means connecting together the adjacent steering arms of the two yokes, preventing relative transverse motions of the two sets and permitting limited longitudinal and pivoting motions between the said adjacent steering arms to permit the required steering movement of the sets.
Description of the Drawings A self-steering truck frame which is a particular preferred embodiment of the invention will now be described, by way of example, with reference to the accompanying diagrammatic drawings wherein:
FIGURE 1 is a plan view from above, FIGURE 2 is a side elevation, and FIGURES 3 and 4 are respective sections on the lines 3-3 and 4-4 of Figure 2.
Descri tion of the Preferred Embodiments P
The truck frame of the invention consists of two truck side frame members 10 having centrally-disposed apertures 12 to accommodate the ends of a transverse bolster 14 which is supported from the frame members by spring means 16 and in turn supports the vehicle body (not shown) for pivoting movement about a pivot means 18. Two wheel and axle sets 20 are mounted by the frame with the running wheels 22 between the side frame members 10 and the ends of their axles mounted by the frame by bearing-adapter members 24 permitting limited steering movement of the axle ends in the horizontal plane, and also springing the sets for the required amount of vertical springing movement. Referring particularly to Figure 4 the bearing adapter member consists of a flat plate 26 carrying a block 28 that supports respective wheel bearing 30, the plate having a spigot 32 that protrudes through a corresponding aperture 34 in the block 28. A saddle mem~er 36 engages the adjacent part of the frame 10 above the bearing and a layer 38 of resilient material is sandwiched between plate 26 and saddle member 36, being fastened securely to them both.
The two adapter members 24 at the two ends of the same axle are connected together by a U-shaped stee~ing yoke assembly 40 comprising a cross member 42 at the respective end of the truck and two spaced steering arms extending along the side of the truck toward the corresponding arms of the other yoke. In this particular embodiment each yoke assembly consists of a hollow tube bent to the required configuration and 113'~'7~j rendered more rigid by means of plate members 46 fastened thereto by welding.
It ~ill be seen that each yoke assembly embraces its respective truck end being disposed substantially entirely outside the truck and extending around its periphery, so that the interior of the truck is left free to accommodate fittings required, such as brake sets for the wheels.
The two yokes a~re connected together at their adjacent ends by two respective articulated connecting means 48 designed particularly to allow the required free angular move-ments in the horizontal plane, so that the two wheel sets can steer relative to one another and to the frame, while having high resistance to lateral movements of the wheel sets relative to one another in the said horizontal plane. The ~- 15 necessary relatively small lateral, longitudinal and twisting motions of the wheel bearings 30 relative to the frame member 10 as the wheels steer are readily accommodated by the pivoting spigot 32 and the layer 38;of the resilient material.
- The yokes and their connecting joints thus stabilize the truck against ~unti..g oscillations as the truck runs on a straight track, and also assist the truck to negotiate small radius curves - by permitting the axles the small horizontal excusions required for them to take up radial pOsitiQns on the curved circumferences of the running wheels 22. It is found for example that at high speeds and on the standard smallest radius railway curve the wheel flanges can be inclined to the rails at an angle of as much ~as 10, and~this can be reduced by steering the wheels to a .. . .
1 1~3~
value of as little as 1, with consequent decrease in wear, noise, etc., and the possibility of higher speeds with comfort and safety.
Referring paxticularly to Figure 3, in this embodiment each connecting means consists of a block 50 sliding within guide plates 52 in a U-shaped yoke end 54 of one of the connected arms, this yoke end being disposed with its U-shape in the horizontal plane. Each sliding block is pivotally connected about a vertical axis by means of a pin 56 to a yoke end 58 of the respective other yoke arm, this yoke end being disposed with its U-shape in the vertical plane. The pin passes through bushings 60 in the yoke~end arms 58 and is retained by washer 62 and cotter pin 64. Such a single connect-ing joint will also permit the vertical motions between the yoke arms that will occur when the axles tilt relative to one another out of the same horizontal plane, as will occur on a twisted track. Two pivot joints may be employed in each connecting means for additional strength at this point, but are of course more costly and must be arranged to allow the said vertical motions.
To illustrate the utility of the invention the manner in which one widely-used brake system must be arranged is illustrated in Figure 1 only, the system being shown in broken lines. It comprises sliding cross-members 66, brake shoes 68, operating cylinders 70 and connecting rods 72 which pass through apertures in the bolster 14. It would not be possible to accommodate such a system w~thin the truck if the centre were already occupied by steering yokes and connections.
_ 5 .
.
Field of the Inventio This invention is concerned with împrovements in or relating to railway trucks of the kind in which the axles thereof are mounted for a certain amount of steering movement.
Review of the Prior Art A number of proposals have no~ been made for so-called "self-steering" trucks for railway use to permit operation with safety and comfort at higher speeds than have been usual hitherto, and also to reduce wear and tear on the truck and the rails and roadbed on which it runs. Examples of such trucks are described in U.S. Patent No. 3,789,770 of H A. List;
U~S. Patent No. 3,528,374 of A. H. ~ickew and U.S. Patent No:
4,151,801 of H. Scheffel et al. Such trucks include two yokes or the like, each connected to a different one of the truck axlesets, connected by a joint designed to allow free angular movement in the horizontal plane, while having high resistance to relative lateral movements. Problems~have been encountered with such prior arrangements in fit~ing into the truck frame 2Q all of equipment required in a modern truck, such as a fully sprung bolster and a sophisticated brake system.
Definition of the -Invention -It is therefore an object of the invention to provide a new self-steering railway truck having adequate space with1n its interior for equipment such as a brake system therefor.
In accordance with the present invention there is provided a self steering rail~ay truck comprising:
.
~ 7tj a truck frame;
a pair o~ wheel and axle sets mounted by the truck frame for steering movement in a horizontal plane and on which the truck runs;
a pair of steerîng yoke assemblies each operatively connected to a different one of the said sets;
each steering yoke assembly extending around the outside of the truck fràme at the respective end thereof and having a pair of spaced steering arms extending toward and connected respectively by connection means to the steering arms of the other yoke assembly; and each said connecting means connecting together the adjacent steering arms of the two yokes, preventing relative transverse motions of the two sets and permitting limited longitudinal and pivoting motions between the said adjacent steering arms to permit the required steering movement of the sets.
Description of the Drawings A self-steering truck frame which is a particular preferred embodiment of the invention will now be described, by way of example, with reference to the accompanying diagrammatic drawings wherein:
FIGURE 1 is a plan view from above, FIGURE 2 is a side elevation, and FIGURES 3 and 4 are respective sections on the lines 3-3 and 4-4 of Figure 2.
Descri tion of the Preferred Embodiments P
The truck frame of the invention consists of two truck side frame members 10 having centrally-disposed apertures 12 to accommodate the ends of a transverse bolster 14 which is supported from the frame members by spring means 16 and in turn supports the vehicle body (not shown) for pivoting movement about a pivot means 18. Two wheel and axle sets 20 are mounted by the frame with the running wheels 22 between the side frame members 10 and the ends of their axles mounted by the frame by bearing-adapter members 24 permitting limited steering movement of the axle ends in the horizontal plane, and also springing the sets for the required amount of vertical springing movement. Referring particularly to Figure 4 the bearing adapter member consists of a flat plate 26 carrying a block 28 that supports respective wheel bearing 30, the plate having a spigot 32 that protrudes through a corresponding aperture 34 in the block 28. A saddle mem~er 36 engages the adjacent part of the frame 10 above the bearing and a layer 38 of resilient material is sandwiched between plate 26 and saddle member 36, being fastened securely to them both.
The two adapter members 24 at the two ends of the same axle are connected together by a U-shaped stee~ing yoke assembly 40 comprising a cross member 42 at the respective end of the truck and two spaced steering arms extending along the side of the truck toward the corresponding arms of the other yoke. In this particular embodiment each yoke assembly consists of a hollow tube bent to the required configuration and 113'~'7~j rendered more rigid by means of plate members 46 fastened thereto by welding.
It ~ill be seen that each yoke assembly embraces its respective truck end being disposed substantially entirely outside the truck and extending around its periphery, so that the interior of the truck is left free to accommodate fittings required, such as brake sets for the wheels.
The two yokes a~re connected together at their adjacent ends by two respective articulated connecting means 48 designed particularly to allow the required free angular move-ments in the horizontal plane, so that the two wheel sets can steer relative to one another and to the frame, while having high resistance to lateral movements of the wheel sets relative to one another in the said horizontal plane. The ~- 15 necessary relatively small lateral, longitudinal and twisting motions of the wheel bearings 30 relative to the frame member 10 as the wheels steer are readily accommodated by the pivoting spigot 32 and the layer 38;of the resilient material.
- The yokes and their connecting joints thus stabilize the truck against ~unti..g oscillations as the truck runs on a straight track, and also assist the truck to negotiate small radius curves - by permitting the axles the small horizontal excusions required for them to take up radial pOsitiQns on the curved circumferences of the running wheels 22. It is found for example that at high speeds and on the standard smallest radius railway curve the wheel flanges can be inclined to the rails at an angle of as much ~as 10, and~this can be reduced by steering the wheels to a .. . .
1 1~3~
value of as little as 1, with consequent decrease in wear, noise, etc., and the possibility of higher speeds with comfort and safety.
Referring paxticularly to Figure 3, in this embodiment each connecting means consists of a block 50 sliding within guide plates 52 in a U-shaped yoke end 54 of one of the connected arms, this yoke end being disposed with its U-shape in the horizontal plane. Each sliding block is pivotally connected about a vertical axis by means of a pin 56 to a yoke end 58 of the respective other yoke arm, this yoke end being disposed with its U-shape in the vertical plane. The pin passes through bushings 60 in the yoke~end arms 58 and is retained by washer 62 and cotter pin 64. Such a single connect-ing joint will also permit the vertical motions between the yoke arms that will occur when the axles tilt relative to one another out of the same horizontal plane, as will occur on a twisted track. Two pivot joints may be employed in each connecting means for additional strength at this point, but are of course more costly and must be arranged to allow the said vertical motions.
To illustrate the utility of the invention the manner in which one widely-used brake system must be arranged is illustrated in Figure 1 only, the system being shown in broken lines. It comprises sliding cross-members 66, brake shoes 68, operating cylinders 70 and connecting rods 72 which pass through apertures in the bolster 14. It would not be possible to accommodate such a system w~thin the truck if the centre were already occupied by steering yokes and connections.
_ 5 .
.
Claims (5)
1. A self-steering railway truck comprising:
a truck frame;
a pair of wheel and axle sets mounted by the truck frame for steering movement in a horizontal plane and on which the truck runs;
a pair of steering yoke assemblies each operatively connected to a different one of the said sets;
each steering yoke assembly extending around the outside of the truck frame at the respective end thereof and having a pair of spaced steering arms extending toward and connected respectively by connection means to the steering arms of the other yoke assembly; and each said connecting means connecting together the adjacent steering arms of the two yokes, preventing relative transverse motions of the two sets and permitting limited longitudinal and pivoting motions between the said adjacent steering arms to permit the required steering movement of the sets.
a truck frame;
a pair of wheel and axle sets mounted by the truck frame for steering movement in a horizontal plane and on which the truck runs;
a pair of steering yoke assemblies each operatively connected to a different one of the said sets;
each steering yoke assembly extending around the outside of the truck frame at the respective end thereof and having a pair of spaced steering arms extending toward and connected respectively by connection means to the steering arms of the other yoke assembly; and each said connecting means connecting together the adjacent steering arms of the two yokes, preventing relative transverse motions of the two sets and permitting limited longitudinal and pivoting motions between the said adjacent steering arms to permit the required steering movement of the sets.
2. A self-steering truck as claimed in claim 1, wherein each steering yoke assembly is of U-shape with a transverse cross member at the respective truck end and connected to respective bearing adapter members interposed between the respective wheel bearing and the truck frame.
3. A self-steering truck as claimed in claim 1, wherein each connecting means comprises a sliding block pivotally connected about a vertical pivot axis to one of the steering arms and mounted for horizontal sliding movement in the other cooperating steering arm.
4. A self-steering truck as claimed in claim 3, wherein the said sliding block is pivotally connected between the horizontally extending arms of an arm yoke end, and the block is slidably mounted between the horizontally extending arms of the other yoke arm end.
5. A self-steering truck as claimed, in claim 2, wherein each bearing adapter member includes a resilient member accommodating lateral and longitudinal movements of the wheel bearing relative to the frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000344079A CA1134676A (en) | 1980-01-21 | 1980-01-21 | Self-steering railway trucks |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000344079A CA1134676A (en) | 1980-01-21 | 1980-01-21 | Self-steering railway trucks |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1134676A true CA1134676A (en) | 1982-11-02 |
Family
ID=4116076
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000344079A Expired CA1134676A (en) | 1980-01-21 | 1980-01-21 | Self-steering railway trucks |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1134676A (en) |
-
1980
- 1980-01-21 CA CA000344079A patent/CA1134676A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |