MXPA00009374A - Railway truck with underslung equalizer beams - Google Patents

Abstract

A railway vehicle truck assembly (10) comprises wheel sets (12) having longitudinally spaced, transversely extending axles (18), and wheels (16) mounted to the axles (18);transversely spaced longitudinally extending truck frames (22, 24) mounted to the axles (18);and a transversely extending bolster (34) mounted to the truck frames (22, 24). The bolster (34) has a center bowl (36) and opposed, elongated bolster arms (38, 40) extending from the center bowl (36). An underslung equalizer beam (50) is located below the axles (18) and mounted to the axle boxes (35). Brake beam guides (54) are located in the equalizer spring seats (60) which are located on the underslung equalizer beam (50). The equalizer beam (50) is hot-box detector compatible so as not to interfere with the axle bearing detection scanners located alongside the railroad track.

Description

RAILROAD TRUCK WITH BALANCING PENCIL OF THE COMPENSATOR.

Field of the Invention The present invention relates generally to improved wagons for railway wagons. More specifically, but without restriction to the particular use which is shown and described, the present invention relates to hanging compensator rockers that are compatible with the load box detector and accommodate conventional brake rockers.

Antecedents of the Invention. The balancer of the compensator is an apparatus in the railway industry, whose purpose is to provide a superior compensation of the load of the wheel. Wheel load compensation is a measure of the ability of the railroad car to safely traverse uneven tracks where one wheel is raised and the other lowered relative to the other three wheels. With conventional wagons, the main spring suspensions are on the vertical center line of the axles. In contrast, with the compensating spring car, the main suspension (compensating springs) is located above the balancer of the compensator and inside the center lines of the axle. By locating the main suspension longitudinally inside the center lines of the axle, the springs of the same range produce an upper compensation of the load of the wheel, compared with the springs on the axles. The reason for this superior compensation of the wheel load with the main suspension inside the center lines of the shaft is based on the location of the main springs. With springs in the center line of the shaft, when a wheel is lifted, the main spring in that bearing must deflect an amount equal to the wheel lift. With an equalizer rocker, when a wheel is lifted, the main spring (compensating spring) only has to deflect a fraction of the lift of the wheel, due to the location of the spring. In this way, for main springs of the same range, the balancer cars of the compensator provide a wheel load compensation dramatically better, compared with the springs located in the axle boxes. Therefore, for a high-speed operation on an unequal track, the wagon with balancer of the compensator is superior in terms of safety. The conventional compensator rockers longitudinally extend the separate axles of the carriage wheels. The compensator rockers generally have a drop shape or "gooseneck" at each end, so that the rocker arm is supported on the top of the axle boxes. Near its center, the balancer of the compensator descends to support the compensator springs. Traditionally, there are two types of balancer of the compensator, the simple compensator, and the dual compensator. The simple compensator has only one rocker on each side of the carriage that passes through the center line of the journal of the wall of the bottom of the carriage structure. The dual balancer of the compensator uses two rockers on each side of the trolley, located transversely equidistant in the interior and exterior of the trolley structure. The dual compensators are, of course, more expensive than a simple rocker, but do not pass through the structure of the car. In a conventional manner, the compensator rocker arms have been made of steel. The dies and, consequently, the forged rockers, have been and still are very expensive. In the recent past, safe compensator rockers have been manufactured from high strength steel plates. However, the steel plate is still expensive and due to the fall shape or "gooseneck" of the compensator rocker arms, cutting the rocker arms results in a significant amount of waste. further, as will be explained in more detail below, the conventional compensator rocker arms protect a significant portion of the shaft bearings from sight and, therefore, prevent the detection of overheating of the shaft bearings, by means of side detectors. the cargo box. One of the most serious problems with railroad cars, and more specifically with the axle bearings, is that as the bearings wear out, the bearings will overheat and potentially cause serious train derailments. In the past, the detection of the overheating of the bearings of the axle required that the tribulation of the train that is in the cabus, supervised the wheels of the cars to see if any of the bearings indicated overheating, while the train was in transit . Currently, the railroad industry uses what is called cargo box detection scanners, which are located along the side of the train track. These scanners, also known as charge box detectors, monitor the temperature of the shaft bearings, sensing the temperature of each bearing as the train continues its journey. As the train continues and passes the detector, said detector signals to the train conductor how many bearings of the shaft it has explored, and how many bearings were in good condition and how many in bad conditions, that is to say too hot. The detector also indicates where the hot bearings are located. In order for the charge box detectors to work effectively, the detectors must be able to perceive the axle bearings and not be obstructed by the structure of the wagon components. To ensure that the load box detectors have an unobstructed view of the shaft bearings, the Association of American Railroads "AAR" establishes the criteria to limit the location of the structure of the components around the shaft bearings, in order to allow the unrestricted exchange of the car. These criteria prohibit the clogging of the shaft bearings, surrounding the structure of the component, and therefore, allow the perception of the temperature by means of the charge box detectors and located along one side of the train track . Therefore, it is highly desirable to incorporate a balancer of the compensator, with passenger cars and high-speed loading, which does not require the conventional drop shape, and which is also compatible with the charge box detector. However, these challenges must be overcome. The cost of assembling and disassembling the parts is always a concern in the freight industry. In addition, because the base of the wheel must be short on the load carriages, the conventional simple compensator rockers mounted on the top of the axle box are not practical due to the drop or vertical portion of the beam. , which must be fitted between the inner pedestal clamp and the spring seat of the compensator, thus requiring a base of the extended wheel. The conventional dual compensator rockers obstruct large portions of the bearing assemblies, making conventional dual compensator rockers not acceptable for an unrestricted exchange service. In addition, loading carts require a location without springs to mount the conventional brake beam guides. The only practical location for mounting the rocker brake guides on a balancer of the compensator on the trolley is outside the compensator rocker arm.

Most of the passenger cars use conventional compensating rockers, that is, rocker arms that extend on the axles of the trolley and sit on top of the axle boxes. It is advantageous and highly desirable to use a balancer of the compensator that is compatible with the detector of the load box, in order not to interfere with the scanners of detection of the temperature of the bearings of the shaft. Accordingly, it is an object of the present invention to overcome the problems associated with conventional compensator rockers in cargo and passenger vehicles and still provide a balancing beam that does not interfere with the explorers of the cargo box. It is a further object of the present invention to provide a balancing beam that utilizes conventional brake beam guides and reduces maintenance costs associated with the removal and replacement of conventional brake rocker arms. It is still another object of the present invention to minimize the cost and weight of the compensator rocker arms, and to make more efficient assembly and disassembly of the balancer of the compensator. Furthermore, it is another object of the present invention to minimize the base of the carriage wheel.

Summary of the Invention. The present invention overcomes all the aforementioned problems with the loading and passenger trolleys, and provides a single balancer dangling beam, ie a balancer of the compensator which is located below the axle boxes, which is also compatible with the detector of the cargo box. The balancing pendulum of the compensator, is cut from a plate of high strength steel. The hanging rocker is essentially a straight rocker and therefore, more efficient in the use of the material, thereby minimizing waste. This significantly reduces the costs associated with rocker and weight, because less material is required. In addition, with the balancing pendant of the compensator, the base of the carriage wheel does not need to be extended to accommodate the rocker arm. Since the hanging rocker is located below the axle boxes, the rocker arm does not occupy any space between the axle housing and the compensator spring, nor does it pass through the carriage structure. Assembly and disassembly is more efficient. The balancing pendulum of the compensator is removed simply by removing the compensator bolt that connects the rocker arm to the compensator support in the axle housing. Then, the rocker will descend and stay away from the structure of the car. This retrofit can be done in the field with simple hand tools, and with a minimum assembly of the car. It is very important to note that the single balancer hanging rocker occupies the space centered directly below the shaft bearing, and thus does not interfere with the explorers of the load box. As explained above, the load box scanners require a scan diagram around the axle bearing assemblies that are located on the inside and outside of the centerline of the bearing. While conventional compensator rockers obstruct these areas, the simple suspended rocker does not obstruct the viewing areas required by the cargo box scanner. Additionally, the single compensator rocker provides adequate space to incorporate conventional brake rocker guides into the spring seats of the compensator. These spring seats of the compensator are screwed into the balancer of the compensator, and accommodate the conventional low-cost brake rocker arms, used in rail cars. The spring seats of the compensator that will cut the brake beam guides are also configured in this way, within the carriage assembly to allow the conventional brake beam to be removed and replaced without disassembling the carriage or removing the carriage from the body of the brake. wagon, thus providing reduced maintenance costs compared to conventional loading carts. Briefly, the present invention comprises at least two transversely extending, longitudinally spaced axes having wheels mounted on the axles. The transversely spaced longitudinally extending carriage structures guide the axle housing, the axle boxes being mounted to the axle bearing assemblies, which are mounted to the axles. Below the axes and mounted to the axle boxes, there are transversely spaced equalizer rocker arms that are longitudinally compatible, which are compatible with the load box detector so as not to interfere with the detection scanners of the load. cargo box located along the train track. The compensator springs are mounted on the compensator rocker arms through the spring seats of the compensator. The compensator springs support the vertical box of the carriage structure. The swivel suspension bars depend on the structure of the trolley, and support the transversely mounted trolley cross member and accommodate the controlled lateral movement between the trolley cross member and the trolley structure. The longitudinal movement between the carriage cross member and the carriage structure is limited by means of friction plates. The brake rocker guides are mounted on the compensator rocker arms and are integral with the spring seats of the compensator, which accommodates the conventional brake rocker arms, used on the load cars.

All the objects, aspects and complete advantages of the present invention are appreciated only by the complete reading of the present description, and the complete understanding thereof. Therefore, to make this specification more complete, a detailed description of the invention and preferred embodiments is given below, after a brief description of the drawings.

Brief Description of the Drawings. Preferred embodiments of the present invention will be described in connection with the accompanying drawings. In the drawings, the following Figures have the following general nature: Figure 1 is a side elevational view of a railway carriage illustrating the hanging rocker of the compensator of the present invention. Figure 2 is a plan view of the rail car of Figure 1. Figure 3 is a view of the elevational end of the rail car of Figure 2. Figure 4 is a partial plan view illustrating the seat of the compensator spring and the brake rocker guides. Figure 5 is a partial side elevation view of the Figure 4. In the accompanying drawings, like reference numbers are used in several of the figures having identical structures.

Detailed Description of the Invention. Referring to Figure 3, a rail car 10 includes the wheel sets 12, which comprise the flanged railroad wheels 16, spaced transversely one from the other, and joined by means of a transversely extending axle 18. In the service, the wheels 16 follow the underlying railroad tracks, and in part, maintain the cross-sectional relationship to the tracks through the opposite inner integral flanges 20. The wheels and axles are independent steel components, and joined by means of pressing . Referring to Figures 2 and 3, the transversely spaced carriage structures 22, 24 are supported on the wheel sets 12. The carriage structures 22, 24 are longitudinally elongated, and with reference to Figure 1, where they are shown as example the structure of the carriage 24, define the pedestal jaws of the downward opening, longitudinally spaced 26 and along the center lines of the shaft 27, 29. A pair of pedestal coatings 30, 32 are mounted on the jaws 26. Mounted between the coverings of the pedestal 30, 32 are the axle boxes 35 which rotatably receive the bearing assemblies of the axle 33 of the wheels 16. The axle boxes 35 are retained in the jaws of the pedestal 26 by means of of a shaft case retainer 28. Referring to Figure 3, the transversely extending carriage cross member 34 extends between the structures 22, 24. The cross member includes a steel bowl. 36, which as illustrated in Figure 2, is aligned on the center lines 11, 13 of the carriage 10. Two elongated arms of the opposite crossbar 38, 40 extend outward transversely from beyond the central bowl 36. The arms of the cross member 38, 40 extend outwards by a length, so that when in service, the arms of the cross member 38, 40 extend through the rotating suspension bars 44 and the cross bars 42 depending of the trolley structures 22, 24. Referring again to Figure 1, the suspension bars 44 are located near the center of the trolley structure 24 to support the cross member 34 vertically, while accommodating controlled lateral movement. of the cross member 34 in relation to the structure of the carriage 24. The cross bar of the rotating suspension bar 42 connects the suspension rods 44 and supports the crossbar 34. The cross bar of the The rotating suspension bar 42 transfers the vertical load of the crossbar 34 to the structure of the trolley 24, via the swiveling suspension bars 44. In order to improve the load compensation of the railway wheels, a balancer of the compensator 50 of the present invention is provided. The balancer of the compensator 50 has its respective ends removably connected to the compensator supports 52 which are mounted to the axle boxes 35. The balancer of the compensator 50, is an elongated steel plate extending longitudinally with a thickness previously determined, and having tapered ends 56 and 58. The balancer of the compensator 50 is relatively straight, and is cut and processed from a high strength steel plate, resulting in a minimum waste of material. The tapered ends 56 and 58 have this shape for the purpose of decreasing the weight of the rail car, and interfacing with the compensator pin 37. Because the bending point is decreased near the ends of the rocker 50, from the From the point of view of the effort, it is possible to sharpen. The tapered ends 56 and 58 are supported by the compensator support 52 by means of the compensator bolt 37. Located at each of the tapered ends 56 and 58 is a notch of the balancer of the compensator 39, and a retainer of the rocker pin. 41 to hold the pin 37 in position. The balancer of the compensator 50 is suspended, that is to say, it is located below the bearing assemblies of the axle 33 and the structure of the carriage 24, and depending on the axle housing 35. The balancer of the compensator 50 remains in parallel relation with the track of the train in its total length. The spring seats of the compensator 60 are mounted on the rocker arm 50, inside the central lines of the shaft 27 and 29. The spring seats 60 support the springs of the compensator 32, which provide the load compensation of the wheel. The springs of the compensator 62 support the structure of the carriage 24. As explained above, the location inside the springs of the compensator improves the load compensation of the wheel in unequal ways. With reference to Figures 4 and 5, the ways of the brake beam 54, are integral with the spring seats 60. The rocker arms of the brake 54 are oriented on the inside to the center line of the carriage 1 1. The brake lever 55, is mounted on the guide of the brake lever 54, and are applied when the rail is braked, the brake lever applies a radial force to the wheel 16 through the brake shoes, stopping this way the railroad. It is significant that the spring seats 60, the brake rocker guides of the present invention accompanying them 54, accommodate the conventional low-cost brake brake rocker arms on the loading wagons.

Referring to Figure 1, in operation, when a vertical load is applied to the carriage cross member 34 and transmitted through the cross bars 42 and the rotating suspension bars 44 to the carriage structure 24, the load is transferred. through the compensator springs 62 and the compensating springs 60 to the balancer of the compensator 50. The balancer of the compensator 50 then transfers the vertical load downwards to the axle boxes 35.

Unlike those described, the invented car is essentially a conventional compensator rocker design. No change was made in the structures or trolleys of the car. All the components can be melted, essentially as in the past, without automatic molding equipment. In this way, the variation of the wagons of rail cars for conventional cargo and passengers, and wagons is minimized while the benefits of the present invention are achieved.

In sum, it is significant that the balancing beam of the compensator 50 of the present invention is free of the bearing assemblies of the axle 33 and therefore does not obstruct the explorers of the load box along the line of the train track In addition, the seats of the compensator spring 60 having integral brake beam guides 54 are mounted to the balancer of the compensator 50 accommodating the use of conventional braking systems. Potential applications of the present invention include railways, both cargo or passenger.

The preferred embodiments of the present invention have been described with the object of making it possible for a person skilled in the art to make and use them. Variations are possible from the preferred embodiment, without departing from the scope of the present invention. Therefore, to particular note and distinctly claim the subject matter related to the invention, the appended claims conclude the specification.

Claims (14)

1. CLAIMS. Having described the present invention, it is considered as a novelty and, therefore, it is claimed as content property in the following CLAIMS ES: 1 . A rail car assembly which includes at least two longitudinally spaced axes, which extend transversely, wheels mounted to the axles, the wheels defining a carriage wheel base, transversely spaced carriage structures, which extend longitudinally mounted to the axle boxes, the axle boxes mounted to the axle bearing assemblies, which are mounted to the axles, a transversally extending cross member mounted between the carriage structures, a balancer of the compensator that is extends longitudinally located down the axes, and removably mounted to the axle boxes, whereby, the transversely spaced offset longitudinally equalizing equalizer does not obstruct the axle bearing assemblies to be scanned by the axle detectors. the cargo box.
2. 2. The rail carriage assembly as described in Claim 1, further characterized in that it comprises a pair of compensator springs seats removably mounted to the balancer of the compensator, the spring seats of the compensator incorporating the brake beam guides. conventional
3. 3. The railway carriage assembly as described in Claim 2, further characterized in that it comprises a conventional braking rocker removably mounted to the rocker arm guide of the spring seat of the equalizer, whereby the rocker arm of the Brake can be removed and replaced without disassembling the wheels, the carriage structure, the compensator rocker arms, and the spring seats of the compensator.
4. 4. The railway carriage assembly as described in Claim 1, further characterized in that, the balancer of the compensator removably mounted to the compensator supports mounted to the axle boxes, whereby the balancer of the compensator can be Removed and replaced without removing the axles or axle boxes from the rail car.
5. 5. In railway carriage assembly as described in Claim 1, further characterized in that, the balancer of the compensator having the tapered ends, is removably mounted in parallel relation with the structure of the carriage.
6. 6. The rail vehicle carriage assembly as described in Claim 5, further characterized in that, the compensator rocker has additionally a relatively short length, and a construction of relatively light weight, whereby the rocker arm of the length compensator short and a relatively lightweight construction, results in a shortened carriage wheel base.
7. 7. A rail car assembly comprising at least two transversely extending longitudinally spaced axes, wheels mounted to the axles, wheels defining a wheel base of the carriage, transversely spaced carriage structures extending longitudinally mounted to axle boxes, axle boxes mounted to axle bearing assemblies, axle bearing assemblies mounted on axles, transversely extending cross member mounted between carriage structures, transversely spaced compensator rocker arms which they extend longitudinally and have tapered ends located below the axes, and removably mounted, to the compensator supports mounted to the axle boxes, so that the balancer of the compensator does not obstruct the shaft bearing assemblies to be explored by the detectors of the cargo box.
8. 8. The rail car assembly as described in the Claim 7, further characterized in that it additionally comprises a pair of spring seats of the compensator removably mounted to the compensator rocker arms, incorporating the conventional brake rocker guides into the spring seats of the compensator.
9. 9. The rail carriage assembly as described in Claim 8, further characterized in that it comprises a conventional brake beam mounted removably to the spring arm guide of the spring seat of the compensator, whereby the rocker arm of the Brake can be removed and replaced without disassembling the wheels, the carriage structure, the compensator rocker arms, and the spring seats of the compensator.
10. 10. The railway carriage assembly as described in Claim 7, further characterized in that the equalizer rocker is removably mounted in parallel relation to the carriage structures. eleven .
11. The rail car assembly as described in claim 7, further characterized in that the compensator rocker has additionally a relatively short length, and a construction of relatively light weight, whereby the rocker arm of the short length compensator gives as result a shortened carriage wheel base.
12. 12. A hanging balancer of the compensator for a railway carriage comprising, an elongated plate of steel removably mounted below the bearing assemblies of the railway carriage axle, a pair of spring seats of the compensator mounted removably to the rocker arm of the rail. compensator, incorporating the seats of the spring of the compensator the guides of the balancín of the conventional brake, reason why the balancín suspension of the compensator does not obstruct the assemblies of bearing of the axis to be explored by the detectors of the box of load.
13. 13. The balancing pendulum of the compensator for a rail car as described in Claim 12, further characterized in that the balancer of the compensator is removably mounted in parallel relation to the structures of the carriage of the railway car.
14. 14. The balancing beam of the compensator of a railway carriage as described in Claim 12, further characterized in that the balancer of the compensator additionally has a relatively short length and a construction of relatively light weight.