US2604857A

US2604857A - Railway vehicle

Info

Publication number: US2604857A
Application number: US13970A
Authority: US
Inventors: Macveigh James
Original assignee: Patentes Talgo SL
Current assignee: Patentes Talgo SL
Priority date: 1948-03-10
Filing date: 1948-03-10
Publication date: 1952-07-29
Anticipated expiration: 1969-07-29

Description

J. M VEIGH RAILWAY VEHICLE July 29, 1952 3 Sheets-Sheet 1 Filed March 10, 1948 INVENTOR.

l gamma/w 170,43

y 1952 J.-.N I VE IGH 2,604,857

RAILWAY VEHICLE Filed March 10, 1948' 3 Sheets-Sheet 2 J. M VEIGH RAILWAY VEHICLE July 29, 1952 3 Sheets-Sheet 5 Filed March 10, 1948 INVENTOR. hide V 13W T'mwd rm l atentecl July 2 9, 195? {UNITED- STAT sogssif RAILWAY VEHICLE James MacVeigh, New York," N. .Y.,. assignor to Patentes Talgo, S. A.,

ration of Spain -=-This iinventionrelates railway vehiclesand.

aimsflto provide a railway car of normal length andxlightconstruction which maybe drawn at high speed without danger of derailment In ordinary railway vehicle construction, a

long..car;is mounted at-its'ends on four-wheel bogies which are pivoted to the car body and thereforeunguided. The front outer wheel of each bogie attacks the track at a positive angle whenlthe vehicle is .rounding a curve, bringing the leading. edge .of its flange into'contact with the rail sothat the .friction between the flange and. the. rail tends to cause thewheel to mounttheirail. Jihis tendency is counteracted only by theweightof .the vehicle. Byguiding the wheels it is possible to make theouter wheel .attack the track ,at acurveat a negative .angle, bringing the;trailing edge of its flange into contact with therailso that the friction between thefiange and-.the rail tends. to: holdthe .wheel down on theflrail-and thus makes it unnecessary .to rely on the weight of the vehicle as. a. means for avoidingderailment. It canbe shown mathematically, as hereinafter explained, that :.the greatest factor of safety v against derailment iis obtained when the outer wheel attacks the track at'a smallnegative angle-fan angle of about -2 m te of am;

Guiding of the. Wheelstojattack the. a negative'angle of 25, minutes of are on .most. dangerous? curyeshas; been obtained in trains otcars each-of which has, only one pair of: wheels which. are located at its rearend with .their axis In such perpendicular. to the axis of the car. trains, it is necessary to makethecars very much shorter than those customarily used on railroads, aspointed out .in.U. S. Patent No.

2,462,666, issuedFebruary 22, 1949,--toPatentes Talgo, S. A. If the cars have a lengthsubstantially; greater than six. times the gauge of the track,. the negative angle at which the outer wheelslattackthetrack at a curve is materially greater than -e25.minutes of arc, so that maximum..safety against derailment-is not obtained;

Madrid, Spain, a corpo.-

. l p li tion March- 10, 1948, Serial No. 13,970 scams (01. 105-4) f v ,f

i is varied by the centrifugal force which acts err the car in roundingcurves and this variation'islimited so that the burdened wheel attacks; the: track-at a small negative angle.

In order that my invention may clearly beunderstood, I will describe the construction of an illustrative railway'vehicle embodying my invention and illustrated in the accompanying: drawings, and will then explain in detail the operation of this vehicle on rounding a curve..-

In the accompanying drawings: V Fig. l is a partial side view of a train of railway cars embodying my invention;

Fig. 2 is a perspective view of of oneof the cars; V

Fig. 2a is a side view and Fig. 2b a face view of a fitting on the dead axle to which a radius rod isattached; i Fig. 3 is a perspective view of the dead axle:

the rear end.

taken from the side opposite to that shown Fig. 2;

Fig.4 is an enlarged sectional view of the horizontal spring strut;

Fig. 5 is a diagrammatic plan View of the rear portion of one of the cars; I

Fig. 6 is a diagram showing the action of a; wheel at an angletc a rail indicating at (a) a positive angle of attack, and at(b) a negative angle of attack;

Fig. 7 is a graph indicating the relation be-,

a number of cars each having a rigid car body awith traction connections 0 each including a vertical pivot 01.- The weightof the front end of each carbody-is carried on the rear end of' the preceding car body by sliding-lateral connections d. 'A 'pairof wheels 20 is'located at therearend of each car body a near one of the" traction pivots 01. The wheels ZB-of each pair of wheels are mounted on stub shafts 3! forming part of a dead axle 30.

The weight 'of the rear portion-of each car carried on its dead axle 30 by-a spring sus- .551pension which is formed to permit lateral move From the geometry of the radius rod arrangement (Fig. 9), and considering only the small rotations of the radius rods which will actually take place so that the arcs, sines and tangents of the angles may be considered equal, it is simple to prove that the angle to :between the wheels,

where S is the lateral displacement of the car body relative to the wheels, d is half the distance between the pivots 5|, b is half the distance between the pivots 52, and h is the length of the radius rods. In the illustrative car embodying my invention, the lateral displacement S allowed by the spring strut 60 is 1.33 inches, the length of the radius rods h is 13.5 inches, and the pivot points 52 are 4 inches further apart than the pivot points 5|, at being 20 inches and b 22 inches. Consequently, by the above formula, to is 32 minutes of arc.

The angle at which the burdened wheel attacks the track is, therefore, 57" minus 32", or 25 minutes of arc, which is the same angle of attack as is obtained in the construction shown in Patent No. 2,462,666 when the car sections have a length of twenty feet or four times the width of the gauge. This angle gives the maximum factor of safety.

WhatIclaimis:

1. A railway train comprising articulated car bodies, a running gear for each car body including a pair of wheels and an axle, a supporting connection between the rear end of each car body and its running gear formed to permit relative lateral movement between the car body and the running gear, resilient means connected to the running gear and the car body to oppose lateral movement of the body away from a central position in relation to the running gear with a force less than the centrifugal force of the body in rounding a curve at high speed, a guiding connection between the running gear and the car body actuated by the lateral movement of the car body in rounding a curve at high speed to turn the wheels of the running gear towards a position parallel to the tangent to the curve, and stop means associated with the body and the running gear and so related that they arrest the relative movement between the body and the running gear in rounding a curve before the wheels of the running gear become parallel to the tangent to the curve.

. 2. A railway train comprising articulated car bodies, a running gear for each car body including a pair of wheels and an axle, a supporting connection between the rear end of'each car body and its running gear formed to permit rela-- tive lateral movement between the car body and the running igear, resilient means connected to the running gear and the car body to oppose lateral movement of the body away from a central position in relation to the running gear with a force less than the centrifugal force of the body in rounding a curve at high speed, a" guiding connection between the running gear and the car body actuated by the lateral movement of the car body in rounding a curve at high speed to turn the wheels of the running gear towards a position parallel to the tangent to the curve, and stop means associated with the body and the running gear and so related that they arrest the relative movement between the body and the running gear in rounding a curve when the wheels of the running gear are at an angle of 25 minutes of arc to the tangent of the curve.

3. A railway train comprising articulated car bodies, a running gear for each car body including a pair of wheels and an axle, a supportingconnection between the rear end of each car body and its running gear formed to permit relative lateral movement between the car body and the running gear, resilient means connected to the running gear and the car body to oppose lateral movement of the body away from a central position in relation to the running gear with a force less than the centrifugal force of the body in rounding a curve at high speed, a guiding connection between the running gear and the car body consisting of horizontal radius rods pivoted to the car body at spaced points in advance of the wheels'of the running gear and to the running gear at more widely spaced points so that the lateral movement of the car body in rounding a curve at high speed turns the wheels of the running gear towards a position parallel to the tangent to the curve, and stop means associated wtih the body and the running gear to limit the relative movement between the body and the runmng gear.

JAMES MACVEIGH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 27,217 Grice et al. Feb. 21, 1860 1,880,953 Fageol Oct. 4, 1932 1,954,705 Kruckenberg et al. Apr. 10, 1934 2,098,949 Geissen Nov. 16, 1937 2,217,034 Van Dorn Oct. 8, 1940 2,462,666 Omar Feb. 22, 1949 FOREIGN PATENTS Number Country Date 652,474 Germany Nov. 1, 1937