US2863401A - Railway train with coupler steered axles - Google Patents

Railway train with coupler steered axles Download PDF

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Publication number
US2863401A
US2863401A US507618A US50761855A US2863401A US 2863401 A US2863401 A US 2863401A US 507618 A US507618 A US 507618A US 50761855 A US50761855 A US 50761855A US 2863401 A US2863401 A US 2863401A
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United States
Prior art keywords
coupler
car
arm
laterally
longitudinally
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Expired - Lifetime
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US507618A
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English (en)
Inventor
John R Furrer
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ACF Industries Inc
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ACF Industries Inc
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Filing date
Publication date
Application filed by ACF Industries Inc filed Critical ACF Industries Inc
Priority to US507618A priority Critical patent/US2863401A/en
Priority to ES0223807A priority patent/ES223807A1/es
Priority to DEA23344A priority patent/DE1076166B/de
Application granted granted Critical
Publication of US2863401A publication Critical patent/US2863401A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/42—Adjustment controlled by buffer or coupling gear

Definitions

  • This invention relates to railway trains in general and in particular to low center of gravity trains having the cars composed of a plurality of units articulated together so as to better follow curves and decrease the cost of car framing.
  • Railway cars in the past have been built as rigid units supported on widely separated trucks. Due to the support on the trucks the center of gravity is higr above the rail and the body structure must be made very rigid in order to support the load between the wide points of support on the trucks. In these conventional railway cars the trucks are, in most cases, guided solely by the contact of the wheel flanges on the inside of the rail head. Considerable nosing and hunting of the trucks occurs, resulting in a rough riding car. It is an object, therefore, of the present invention to provide a railway car made up of a plurality of units supported on a minimum of axle assemblies and inter-connected for mutual support and guidance of the axles.
  • a further object of the invention is the provision of a railway car having axles supporting its ends and with the axles guided and controlled directly from a bar joining adjacent cars.
  • a still further object of the invention is the provision of a railway car having its remote ends supported on axle assemblies, the rotational movement of which are controlled directly by a coupler of the tight-lock type.
  • Fig. l is an elevational view of a part of the articulated train.
  • Fig. 2 is an enlarged elevational view with parts broken away to better show the inter-relation of the car units.
  • Fig. 3 is a schematic view of the linkages controlling the axle movements between the car units.
  • Fig. 4 is an enlarged elevational view of the axle controlling linkages whereby the swinging of either unit controls the angularity of the axle.
  • Fig. 5 is a diagrammatic view showing the car end axles and the guiding linkage therefor.
  • Fig. 6 is an elevational view of the linkages of Fig. 5.
  • Fig. 7 is a horizontal sectional view taken substantially on line '77 of Fig. 6.
  • Fig. 8 is a sectional view taken substantially on line 88 of Fig. 7.
  • Fig. 9 is a sectional view taken substantially on line 9-9 of Fig. 7.
  • Fig. 10 is a plan view showing a slight modification of the end axle control
  • Fig. 11 is a partial side elevational view of the mechanism of Fig. 10.
  • the train is made up of a plurality of cars A, each composed of end units B and an intermediate unit C.
  • Each unit of each car is supported on at least one axle carried by wheels W adapted to run on rails R.
  • Each unit of each car is formed with side walls 2 and end walls 4 joined together in any suitable manner to produce the necessary rigid body structure 5.
  • the ends of car A are supported on wheel and axle assemblies 6, with the inner ends of the end units B being supported upon the outer ends of central or intermediate unit C both ends of which are supported on wheel and axle assemblies 8.
  • the support between end units B and intermediate unit C may be of any desired type, but is preferably formed by brackets 10 extending outwardly from the adjacent ends of the units and adapted to receive suspension links 12.
  • the car units are preferably supported on the axles by springs 14 and swing links 16 diagrammatically shown in Figs. 4, 6 and 10 and more fully shown and described in my co-pending application Serial No. 487,329, filed February 10, 1953.
  • this suspension tends to hold the wheel and axle assemblies longitudinally while permitting rotation in a substantially horizontal plane, as is necessary to permit guiding of the wheel and axle assemblies on the rails R.
  • Each wheel and axle assembly has levers 18 carried on opposite ends thereof and the upper ends of these levers are pivotally connected by links 20 to brackets 22 carried by the unit structure.
  • the lower ends of the levers 18 are pivotally connected by longitudinally extending links 24 to the lower ends of longitudinally swinging arms 25 mounted on the body 5 of unit C, as by brackets 2d. 1 hese arms 25 of the intermediate unit C are pivotally connected by links 30 to brackets 32 carried on the inner ends of the end units B.
  • the arms 26 of the end units E are pivotally mounted, on the laterally extending pivot shafts 34 on brackets 36 extending outward ly from the end walls 4 of units B adjacent the end corners of car A.
  • the pivot shaft 34 as clearly shown is formed as a rod rotatable in bearings 38 and carrying at its inner end a gear segment 46.
  • This gear segment is adapted to mesh with a gear segment 42 carried by a longitudinally extending pivot rod 44 mounted on the end wall 4 structure and displaced from the car center line.
  • the pivot rod 44 has attached thereto or directly to the gear segment 42 a laterally swingable arm 46 adapted to be pivotally connected by adjustable transversely extending end link 48 to a bracket 50 formed on the shank 52 of the tight-lock coupler T. Since the tight-lock coupler has its inner end pivoted, as at 54, to the car unit and the faces are so designed as to prevent relative movement between the respective couplers the shanks will in effect become a rigid bar 53 pivoted at its ends to and connecting together adjacent ends of two bodies 5 as is diagrammatically shown in Fig.
  • the gearing of Figs. 5 to' 8 inclusive may have substituted therefor a bellcrank lever pivotally connected to the car structure, as by the vertically extending pivot shaft 62 and having the laterally swingable arm 63 connected by the pivot shaft 64 to the end link 48.
  • the remaining arms 65 of the bell-crank lever 60 is laterally extending and swings longitudinally as arm 63- swings laterally and is pivotally connected by a link 66 to the lower end of arm 26.
  • a pin 70 extending through a unit carried bracket and through the one arm 63 ofthe bell-crank 60 thus preventing any swinging movement of the bell-crank 60 and locking the wheel and axle assembly and coupled against movement.
  • the locking may be accomplished by moving a horizontally carried pin '72 into engagement with the portion of the arm 26, as clearly shown in Figs. 7 and 8.
  • This pin 72 is manually operated by hand lever 74 pivotally carried on the end bracket 36.
  • an air operated lock may be provided consisting of a cylinder 76 supplied by air through hoses 78 whereby the piston rod 80 may be moved into or out of engagement with the hole 82 in arm 26. This same type of air locking may also be used with the modification shown in Figs. 10 and 11.
  • each car having a body and a wheel and axle assembly at each end of said body operatively connected thereto for rotation in a horizontal plane, each body further having side and end walls and a coupler pivotally connected to said body inwardly of said end walls and interengaged at its outer end with the coupler of the other car to form a substantially rigid bar connecting together adjacent ends of said bodies, the improvement constituting axle steering means for said .4 cars and comprising on each of said cars a laterally swingable arm pivotally mounted on an adjacent end wall and displaced from the car center line, a substantially laterally extending link pivotally connected to said coupler and to said arm and laterally swingingly actuating the latter in unison with said coupler, a longitudinally swingable arm pivotally mounted on said body, a link pivotally connected to said last mentioned arm and to said wheel and axle assembly adjacent a wheel thereof, and means interconnecting said two arms and translating outward lateral motion of said first mentioned arm into inward longitudinal motion of said second mentioned arm.
  • said laterally swingable arm being mounted on a substantially vertical pivot shaft and having firmly connected thereto a laterally, extending arm constituting jointly therewith a bell crank lever, said laterally extending arm having longitudinal swinging movement as said first mentioned arm swings laterally, and said longitudinally swinging arm of said lever being connected to said first mentioned longitudinally swingable arm.
  • said last mentioned means including a pair of intermeshed gears, one of said gears being firmly connected to said laterally swingable arm and the other of said gears being firmly connected to said longitudinally swingable arm.
  • said last mentioned means including a shaft mounting said laterally swingable arm for said lateral swinging motion, a gear mounted on said shaft, a shaft mounting said longitudinally swingable arm for said longitudinally swinging motion, and a gear mounted on said last mentioned shaft and intermeshed with said first mentioned gear.
  • each car having a body and a wheel and axle assembly at each end of said body operatively connected thereto for rotation in a horizontal plane, each body further having side and end Walls and a coupler pivotally connected to said body inwardly of said end walls and interengaged at its outer end with the coupler of the other car to form a substantially rigid bar connecting together adjacent ends of said bodies
  • axle steering means for said cars comprising on each of said cars a longitudinally extending pivot shaft mounted on the adjacent end wall and displaced from the car center line, a laterally swingable arm mounted on said shaft, a substantially laterally extending link pivotally connected to said coupler and to said arm and laterally swingingly actuating the latter in unison with said coupler, a laterally extending pivot shaft mounted on said car body, a longitudinally swingable arm mounted on said last mentioned shaft, a link pivotally connected to said last mentioned arm and to said wheel and axle assembly adjacent a wheel thereof, and means interconnecting said laterally and said
  • said last mentioned means being a gear mounted on each of said shafts, said gears being intermeshed.
  • a railway car comprising the combination with a body and a pair of axles, said body having side and end Walls, each axle having a wheel at each end thereof and being dirigibly mounted adjacent an end of said body, of a swingable arm mounted for longitudinal swinging motion on said body adjacent each end corner thereof, a link located adjacent each end corner of said car and extending substantially longitudinally of said body and connecting the adjacent axle end to the adjacent swingable arm, a draft means at each end of said body and including a coupler pivotally connected to said body for swinging in a horizontal plane laterally of said body, said coupler being of a type which when interengaged with a similar coupler forms together therewith a substantially rigid bar, said coupler having a portion projecting longitudinally beyond the adjacent end wall for coupling said car to an adjacent car, an arm located on each side of each said coupler and laterally displaced therefrom, said last mentioned arms being pivotally mounted on said end walls for lateral swinging movement relative thereto and being linked to said projecting portions of the respective adjacent couplers for motion in un
  • said last mentioned means being a pair of intermeshed gears operatively arranged between each said laterally swingable arm and its respective longitudinally swingable arm, one of said gears of each pair being connected to said arm laterally swingable and the other gear of said pair being connected to said longitudinally swingable arm.
  • said last mentioned means including a shaft mounting said laterally swingable arm for said lateral swinging motion, a gear mounted on said shaft, a shaft mounting said longitudinally swingable arm for said longitudinal swinging motion, and a gear mounted on said last mentioned shaft and intermeshed with said first mentioned gear.
  • said last mentioned means including a laterally extending arm firmly connected to said laterally swingable arm and constituting together therewith a bell crank lever and said laterally extending arm swinging longitudinally as said other arm of said lever swings laterally, and a. link connecting said longitudinally swinging arm of said lever to said first mentioned longitudinally swingable arm.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
US507618A 1955-05-11 1955-05-11 Railway train with coupler steered axles Expired - Lifetime US2863401A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US507618A US2863401A (en) 1955-05-11 1955-05-11 Railway train with coupler steered axles
ES0223807A ES223807A1 (es) 1955-05-11 1955-09-02 Un tren articulado con eje dirigido por el acoplador
DEA23344A DE1076166B (de) 1955-05-11 1955-09-06 Einrichtung zum Lenken eines Radsatzes eines Schienenfahrzeuges

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US507618A US2863401A (en) 1955-05-11 1955-05-11 Railway train with coupler steered axles

Publications (1)

Publication Number Publication Date
US2863401A true US2863401A (en) 1958-12-09

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US (1) US2863401A (de)
DE (1) DE1076166B (de)
ES (1) ES223807A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3961583A (en) * 1973-06-19 1976-06-08 Ateliers De Constructions Electriques De Charlerol (Acec) Stabilized articulated car
US4352509A (en) * 1978-01-18 1982-10-05 H. Neil Paton Damped rubber tired vehicle suspension
US4356775A (en) * 1978-01-18 1982-11-02 H. Neil Paton Damped railway car suspension
EP0507146A1 (de) * 1991-03-30 1992-10-07 Duewag Aktiengesellschaft Schienenfahrzeug, insbesondere Niederflurfahrzeug

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US27217A (en) * 1860-02-21 Of city railkoad-cars
US278770A (en) * 1883-06-05 brown
US424089A (en) * 1890-03-25 Ments
US873288A (en) * 1907-01-19 1907-12-10 John W Barth Combination car and train-pipe coupling.
US1388508A (en) * 1920-03-27 1921-08-23 Samuel B Brilhart Railway-truck
US2098949A (en) * 1936-01-08 1937-11-16 Rheinmetall Borsig Ag Werk Bor Train
US2208625A (en) * 1936-12-31 1940-07-23 Chrysler Corp Vehicle

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE21009C (de) * P. HERBRAND & CO. in Ehrenfeld bei Cöln Neuerungen an radialen Achseinstellungen für Eisenbahnfahrzeuge
FR450223A (fr) * 1911-08-14 1913-03-19 Ludvik Pintner Perfectionnements apportés aux dispositifs propres à assurer, d'une manière positive, l'auto-orientation des essieux des véhicules circulant sur rails
DE433463C (de) * 1925-02-21 1926-09-01 Zypen & Charlier G M B H V D Zug- und Stossvorrichtung
NL29731C (de) * 1929-03-15
BE395513A (de) * 1932-04-12
DE599307C (de) * 1932-10-14 1934-07-02 Dolberg Akt Ges R Kurvenbeweglicher Radsatz fuer Klein- und Industriebahn-Fahrzeuge
DE690247C (de) * 1936-01-08 1940-04-19 Carl Geissen Eisenbahnzug
DE887665C (de) * 1951-04-27 1953-08-24 Erich Langen Laufwerk fuer Grubenfoerderwagen
DE892296C (de) * 1951-04-28 1953-10-05 Eisen & Stahlind Ag Einrichtung zur bogensenkrechten Einstellung mindestens eines Radsatzes eines zweiachsigen, als Schienenfahrzeug ausgebildeten Foerderwagens

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US27217A (en) * 1860-02-21 Of city railkoad-cars
US278770A (en) * 1883-06-05 brown
US424089A (en) * 1890-03-25 Ments
US873288A (en) * 1907-01-19 1907-12-10 John W Barth Combination car and train-pipe coupling.
US1388508A (en) * 1920-03-27 1921-08-23 Samuel B Brilhart Railway-truck
US2098949A (en) * 1936-01-08 1937-11-16 Rheinmetall Borsig Ag Werk Bor Train
US2208625A (en) * 1936-12-31 1940-07-23 Chrysler Corp Vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3961583A (en) * 1973-06-19 1976-06-08 Ateliers De Constructions Electriques De Charlerol (Acec) Stabilized articulated car
US4352509A (en) * 1978-01-18 1982-10-05 H. Neil Paton Damped rubber tired vehicle suspension
US4356775A (en) * 1978-01-18 1982-11-02 H. Neil Paton Damped railway car suspension
EP0507146A1 (de) * 1991-03-30 1992-10-07 Duewag Aktiengesellschaft Schienenfahrzeug, insbesondere Niederflurfahrzeug

Also Published As

Publication number Publication date
DE1076166B (de) 1960-02-25
ES223807A1 (es) 1955-11-16

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