US2098949A - Train - Google Patents

Description

C. GEISSEN Nov. 16, 1937.

TRAIN Filed Jan. 9, 1937 4 Sheets-Sheet l INVENIOR.

C AeL Gs/sss/v 64 4 a ATTORNEYS NOV. 16, 1937. c. GEISSEN 2,098,949

TRAIN Filed Jan. 9, 1937 4 Sheets-Sheet 2 INVENT OR.

ATTORNEYS CAEL 62753 N BY C. GEISSEN Nov. 16, 1937.

TRAIN 4 Sheets-Sheet 3 Filed Jan. 9, 1937 I 1 9- /lIr/IIIIIIIIIIIIIII/I 11/1,

. INVENTCR. CHEL GE/SS A/ ix rro EYS C. GEISSEN Nov. 16, 1937.

TRAIN Filed Jan. 9, 1957 4 Sheets-Sheet 4 INVENTOR. C1484 QE/SSEN all (a ATTORNEYS Patented Nova 16, 1937 UNITED STATES PATENT OFFICE tiengesellschaft/Werk Borsig,

Germany Berlin-Tegel,

Application January 9, 1937, Serial No. 119,799

Germany January 8, 1936 4 Claims. (Cl. 105-168) This invention relates to train cars and refers more particularly to an express train composed of a plurality of light cars, each of which is provided with a single axle carrying one pair of wheels,and one car provided with two or more axles.

The invention will appear more clearly from the following detailed description when taken in connection with the accompanying drawings, in which:

Figures 1, 1a, 2, 3, and 4 are diagrams used for the purpose of explaining the occurrence of vibrations in prior art constructions,Figure 1 being a diagrammatic horizontal section through a car axle, Figure 1a, showing a wheel upon a rail, Figure 2 being similar to Figure 1 and fllustrating the shifting of the car axle due to vibrations, Figure 3 illustrating the path of movement of an axle and Figure 4 illustrating the sine-like movements of a car passing along a curve.

Figure 5 shows in horizontal section a car axle constructed in accordance with the principles of the present invention.

Figure 6 is a section along the line 6-6 of Figure 5.

Figure 7 shows a part of a train in side elevation.

Figure 8 is a bottom view of the train shown in Figure 7.

Figure 9 is a bottom view of a train of a somewhat diilerent form; and

Figure 10 shows a car axle of a somewhat different type.

Figures 1 and 2 show a wheel axle I2 of the standard type, comprising a middle portion I3 and two end portions I4 and I5 connected with the wheels I6 and I1, and enclosed by bearing sleeves 29 and 30, respectively. The wheels I6 and II have conical surfaces I8 and I9, respectively, the angle of which is indicated by the broken lines I in Figure l.

The end portions l4 and I5 which are enclosed by sleeves 29 and 30 are carried by bearings and 2I which are supported by the guides 21 and 28 of the inner frame members 22 and 23. A play a is provided between the guide members 21 and 28 and the bearings 20 and 2|; a play b is provided between the bearings 20 and 2| and the axle end portions l4 and I 5. The standard distance between the frame members 22 and 23 for European railroads is 1150 millimeters.

The wheels I6 and I1 run upon a track or rails 24 of the standard type. The flange 25 of the wheel I! is situated at a distance from the adjacent edge of a rail 24. Since the flange 26 of the wheel I6 is situated at the same distance from the edge of its rail, the total wheel flange play is equal to n.

The geometrical center of gravity of the wheel axle I2 lies in the intersection of the longitudinal axis of the axle I2 and the longitudinal axis i of the track 24 and is designated by the letter is in Figures 1 and '2. If the car is to run smoothly, without being vibrated by transverse dynamic forces, the path of the geometrical center of gravity is must coincide with the central track line 1; however, it is impossible to attain such movement except for a few brief occasional moments.

Due to the provision of the wheel flange play 11. and the conical shape of the running surfaces l8 and I9, the center of gravity is will move along a sine-like curve s (Figure 2) while the axle I2 is running along the track 24 in the direction of the arrow 3|.

In the course of this sine-like movement of the center of gravity is the longitudinal axis of the axle l3 will oscillate between a central position 0 (Figure 2) and one of the end positions 0', the oscillation angle being designated by the letter 1 in Figure 2. Such oscillations may have a serious detrimental effect upon the structure of the car frame or the bogie-frame. However, the primary effect of these oscillations is an increase in friction, since no play b between the sleeves 29 and 30 and the bearings 20 and 2| can be maintained in the course of such oscillations; this is equally true as far as the play a between the bearings 20 and 2i and the frame guide members 21 and 29 is concerned. Figure 2 shows the axle l2 in a deviated position caused by the movements of the point k, with the resulting decrease of the plays a and b.

As already mentioned, the sine-like movements of the point k cause an oscillation of the wheel axle thereby increasing the frictional forces to a considerable extent.

Any further unevenness or deviation from the another sine-likeimovement of the point I: which will be added to the described original sine-like movement with the result that the path of the point I: will be actually along an irregular curve. This curve of actual movement of the point k consists at each point of the sums of sine-like movements existing at that moment; however, the curve of actual movement will retain its general ,character of the sine-like curve. The amplitude and the wave length of this curve will change continuously and it may happen that the amplitude will become greater, than the wheel flange p y- Fflgure 3 illustrates a theoretical curve 32 of the sine-like movements of a wheel axle, said curve being drawn on an incorrect and highly exaggerated scale, particularly as far as the amplitude is-concerned, to show more clearly the principles involved.

In Figure 3 the lines 33 represent three positions 1, n and m of the longitudinal axis of a bogie-frame and the points 34 represent the corresponding three positions of the central pivot (Figure 2) is equal to zero.

In the position 11 the longitudinal axis 34 is at the top of the sine curve 32. The distance between the point 34 and the curve 32 is a maximum at that point, and so is the-angle 1'1 representing the angle of inclination between the ideal position of the longitudinal axis of the axle l3 and the actual position of this axis.

In the position III adjacent another top of the curve 32 there are two different angles of inclination r: and n for the two axles of a .bogie-frame, the angle 13 which is nearer the top of the curve 32 being greater than the angle +2.

Consequently, a wheel axle 12 will need more play 11+?) to enable it to vibrate freely, when it is in the position If than when it is in the position III, the prerequisite smallest amount of the play which would permit complete vibrations, increas-. ing as the axle is moved from the position I to the position II. I

As a general rule, however, sine-like oscillations continue while the car is moving along a curve, particularly if the curve is a comparatively flat one. Figure 4 illustrates diagrammatically a curved track having rails 4i and. 42, the curve of the sine-like oscillations of the car being designated by the numeral 43. This curve indicates that as a rule, the outer top portions of the curve touch the edge of the outer rail 4| while the inner top portions of the curve 43 extend only slightly beyond the central longitudinal axis of the track 4|, 42 and usually do not reach as far as the inner rail 42. The inner top portions of the curve 43 are quite flat and the curve is somewhat similar to a polygon with rounded corners. The passengers in the car also receive the impression of a polygon-like movement.

One of the objects of the present invention is to eliminate the sine-like movements of cars.

Another object is to increase the durability of trains, car wheels, tracks and the permanent'way by eliminating car vibrations.

The present invention is based upon the discovery that the sine-like movements cannot be A 7 2,098,949 =correct geometrical form of the rails will create eliminated by mere improvements of existing constructions and that radically new forms of cars must be devised in order to eliminate vibrations.

The above and other objects of the present invention may be realized through the provision of an express train composed of a plurality of light cars each of which is provided with one axle, said train including a combination of two'features,

namely, the provision of supporting couplings which are situated between adjacent cars, the distance of the pivotal point of each coupling from the adjacent cars being a permanent one,

. and the feature that the wheels of an axle rotate independently one from the other, or that the axle of each car is a divided one, the steering of each axle depending upon the angle between the car carrying that axle and that car which is situated nearest to said axle.

A divided and guided axle constructed in accordance with the principles of the present invention is shown in Figures 5 and 6 of the drawings. There are two wheels having wheel flanges 5|, each of the wheels being flrmly connected with a half-axle comprising a connecting portion 52, a bearing portion 53, a ring portion 54, a middle portion and an end portion 56.

Two bearings 51 support the portions 53 ofthe two half-axles. The end portions 56 of the halfaxles are supported by the guide bearings 58. The bearings 51 and 58 are carried by a hollow casing or sleeve 53 which encloses the two half-axles.

Divided axles of this type have no movement of their own and, consequently, they cannot be subjected to sine-like oscillations. when they run freely, they may assume any inclined position, in contrast to the usual axles; and roll oif the rails. Even when small deviations from the ideal position of the longitudinal axis take place,

the wheel flanges continue to roll along the rail edges without attempting to move away from them. I

In view of these peculiar characteristics of the half-axles it is necessary to steer them simultaneously in such manner that they extend exactly at right angles to the longitudinal track axis when the track is a straight one, and that they coincide exactly with the direction of the track radius when the track extends along a curve.

It is not sumcient, for example, to keep the half axles straight while the track is a straight one. The precision with which the half' axles are steered must remain within the permissible anguiar deviations of the inaccuracies in the rails, in order that the wheel flange may touch the rail edge only at the top portions of those inaccurate portions of the rails which have the form of projections extending toward the middle of the track. It is notdiiflcult from a mechanical point of view, to achieve such precision in steering, due to the comparatively small angular deviations of the inaccuracies in the rails.

In accordance with the present invention, the half axles are steered with great precision also when the car is running along a curve. This steering is carried out by means of steering rods whichwill be described in greater detail hereinafter, and which constitute a parallelogram the movements of which depend upon the existence of an angle between two adjacent cars, the steering angles of the half-axles being functions of ing the wheel half-axles, it is necessary to find a pivotal point between the two car frames or car bodies which will always remain a component I part of both these cars.

' ends thereof.

The steering device for the divided axle is illustrated in Figures 5 to 8. The device comprises two steering rods BI and 62 connected to the axle casing 59 by means of pivots 63 and 64. The opposite ends of the steering rods 6| and 62 are connected to the reducing leverage systems 65 and 66. Two rods 61 and 68 connect the leverage systems 65 and 66, with a support 69 which is integral with the car 18 and is situated near the end 1| thereof.

Each of the cars I0, 12 and I3 is provided with a single divided axle situated adjacent the ends 14, I5 and 16 of these cars. The opposite ends 11 and II of the cars 12 and 18 are connected with the ends 15 and 14 of the cars I8 and I3, respectively, by means of the link couplings 18.

As shown in Figures 7 and 8, the single divided axle of a car is situated adjacent one of the ends thereof. That end of a car, which is furthest from its axle, is carried by means of a supporting link coupling 18 by the adjacent end of another car, the last-mentioned end being one near which the axle of that car is situated.

Each coupling 18 constitutes the apex of the angle formed between two adjacent cars while they are upon a curve, and used for the purpose of steering the wheels of the cars. This angle determines the position of a divided axle by means of the rods 8 62, 61 and 88 and the reducing leverage systems 65 and 66.

Each of the cars of a train is provided with the same steering device, so that for the purposes of theoretical calculation the train may be assumed to be infinitely long; if the train has X cars, it will also have X axles.

For practical purposes, it is advisable to provide one car having two divided axles. An arrangement of this type which is shown in Figure 9 of the drawings, may comprise three cars 80, BI and 82. The car 80 has two axles 83 and 84. The axle 83 is steered by means of the steering rods 85, the reducing leverage systems 86 and the rods 81 which are attached to the end 88 of the car 8|. The axle 84 is steered by means of the steering rods 89, the reducing leverage systems 90 and the rods 9| which are attached to the end 92 of the car 82. These steering means are similar to those shown in Figures 5 to 8.

The single axle of the car 8| is situated adjacent the end 94 of this car and is steered by means of the steering rods 95, the reducing leverage systems 96 and long rods 91 attached to the end 98 of the car 80. The axle 99 of the car 82 is situated adjacent the end I00 of this car and is steered by means of the steering rods IN, the reducing leverage systems I02 and long rods I03 attached to the end I84 of the car 80.

Due to this arrangement the car 80 provided with two axles 83 and 84 supports the ends 88 and 92 of the two cars 8| and 82 which are provided with one axle each, the ends 88 and 92 being furthest removed from the axles 99 and 99. The connecting means or couplings of the last cars 8| and 82 of the train steer not only the adjacent axles 83 and 84, but the end axles 98 and 99 of the train as well.

While the train shown in Figure 9 has three cars, the number of such cars may be varied at will. When the train has y cars, the number of its axles will be y+1.

A car constructed in accordance with the principles of the present invention includes, therefore, two features, namely, the provision of a divided axle and means for steering said axle in accordance with the angle between this car and an adjacent one. By combining these two features it is possible to eliminate the sine-like movements entirely, thereby sparing and preserving the cars, the track and the road-bed, as well as the wheels of the cars.

It should be noted, however, that the same advantageous results may be achieved by combining the described steering means ||l shown in Figure 10, with an undivided axle III, the wheels I I2 and N3 of which rotate independently one from the other. Many other changes also may be made in the described constructions within .the scope of the appended claims.

It will be understood that the supporting connections between the car bodies and the axles may be of any suitable conventional type and as it does not form part of the instant invention it is not believed necessary to described the same in detail.

The advantages of the described constructions, namely, the elimination of sine-like movements, increase with an increase in the speed of the trains. The greater the speed the more remarkable are -the quietness and security in the movement of the trains and the greater is the saving in the costs of maintenance and replacement. Trains constructed in accordance with the principles of the present invention may run much faster than 200 kilometers per hour without being subjected to any excessive forces or vibrations.

What is claimed is:

1. In an express train, comprising a plurality of single-axled cars and a, multi-axled car; a

supporting joint coupling interconnecting two Y adjacent ,cars and having a common pivot point the distance of which from said two adjacent cars remains constant; each of said single-axled cars having one divided axle, and means connected with said divided axle and an adjacent car to steer said divided axle depending upon the angle of intersection between the car carrying the divided axle and said adjacent car.

2. In an express train, comprising a plurality of single-axled cars and a multi-axled car; a supporting joint coupling interconnecting two adjacent cars and having a common pivot point the distance of which from said two adjacent cars remains constant; each of said single-axled cars having an axle and wheels which are rotated independently of each other and which are carried by said axle; and means connected with said axle and an adjacent car to steer said axle depending upon the angle of intersection between the car carrying the axle and said adjacent car.

3. In an express train comprising at least two singled axled cars and an intermediate multiaxled car; a supporting joint coupling interconnecting each of said single axled cars with said intermediate multi-axled car, and having a pivot point the distance of which from said single 10 axled car; a supporting Joint coupling interconcar.

axled car remains constant; each of said single intermediate car and having a pivot point the axled cars having one divided axle; and means distance of which from said single a ded car reconnected with said divided axle and said intermains constant; each of 'said single sided cars mediate multi-axled car to steer said divided having an axle and wheels which areirotated inaxle depending upon the angle oiintersection dependently trom each other and-which are carbetween the car carrying the divided axle and ;;ied by said axle; means connected with said said intermediate axle and said intermediate car to steer said axle 4.'In an express train comprising at least tw depending upon the angle of intersection besingle axled cars and an intermediate .fmultitween said single axled car and said intermediate cam. GEISSEN.

necting each oi said single axled cars and said

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