US3433177A - Resilient stabilizing railway truck assembly - Google Patents

Resilient stabilizing railway truck assembly Download PDF

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US3433177A
US3433177A US530960A US3433177DA US3433177A US 3433177 A US3433177 A US 3433177A US 530960 A US530960 A US 530960A US 3433177D A US3433177D A US 3433177DA US 3433177 A US3433177 A US 3433177A
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Prior art keywords
bolster
vehicle
side frames
truck
assembly
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US530960A
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Alan R Cripe
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Raytheon Technologies Corp
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United Aircraft Corp
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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • 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
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/04—Types of bogies with more than one axle with driven axles or wheels
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • a railway truck assembly which incorporates independently-oscillatory side frames which directly support a bolster on which in turn a vehicle body is resiliently mounted through torsilastic mountings which allow controlled rolling of the body.
  • a gimbal member held captive between the side frames serve as the pivot point for the bolster and the side.
  • frames and means, particularly pillow blocks, are provided between the confronting surfaces of the side frames and the bolster for accommodating a relative rocking motion therebetween.
  • This invention relates to railway vehicle truck assemblies for lightweight high performance articulated trains.
  • the side frames which are the basic load-carrying members supported on the rotating axles, are permitted to oscillate in a vertical plane independently of each other and independently of the vehicle. Accordingly, each side frame is allowed to assume its own angle of attack in a vertical plane as a function of the angle assumed by the rail over which it rides. As a result, the effects of a roadbed unevenness at one rail are not transmitted to the entire assembly.
  • truck constructions necessarily allow a pivotal movement of a portion of the truck in a horizontal plane around a given vertical axis.
  • the necessity for such pivotal movement of the truck with respect to the vehicle body is evident since the truck always turns into or out of a curve in the track at a different rate than that of the vehicle itself.
  • One of the principal objects of my invention is to provide a lightweight railway truck assembly which is characterized by a high degree of freedom of movement between its various components but which 3,433,177 Patented Mar. 18, 1969 confines the geometry of movement to predetermined planes to provide stability of operation at high track speeds.
  • a current design of a lightweight passenger train incorporates an advanced suspension system wherein the cars are caused to bank on curves in a manner similar to aircraft flight.
  • These trains utilize an improved version of the radially-guided, single-axle, pendulum suspension system shown and described in my prior Patent 2,954,746.
  • a single axle mounted between the cars is used to provide support for the ends of both of the abutting car bodies and the axle is steered to maintain it perpendicular to the track at all times. Accordingly, the wheels always assume a zero angle of attack with respect to the rail.
  • a powered dome car is provided at each end of this truly bidirectional train, each dome car carrying at least part of the propulsion and auxiliary power for the train, and being adapted additionally to transport passengers therein.
  • Dual-axle powered trucks of an advanced design are used at the free end of each ofthese dome cars as support therefor, the articulated end being provided with the single axle, pendulum-type support as hereinbefore discussed. Because of the pendulum support at the articulated end of the car, this end is adapted to bank on curves. This tendency would be resisted if a conventional truck assembly were incorporated in the train design since the conventional truck assembly is specifically designed to oppose any rolling movement of the car body.
  • Another object of my invention is to provide a railway truck assembly which permits controlled rolling of the car in which it is installed whereby the car is caused to bank on curves.
  • the weight of the car body is taken through air springs and their supporting structural members to a bolster which is in turn vertically supported on the respective side frames.
  • a substantial contact area is provided between the bolster and its confronting side frame and usually a sliding surface is provided therebetween since the bolster must slide on the side frame as the train enters a curve and a portion of the truck assembly rotates beneath it.
  • the side frames may experience limited rotation in a vertical plane beneath the bolster as the wheel negotiate irregularities in the track, their confronting surfaces are caused to assume an angle of attack with respect to one another. In'other constructions this is compensated for to a limited extent through the use of a resilient slide support positioned in the side frame beneath an appropriate bearing surface.
  • This is accommplished through use of a captive pillow block, the bottom surface of which is adapted to slide on the upper side of the side frame, and the upper surface of which is formed with a concave oavity which engages a cooperating convex projection on the bottom of the bolster.
  • the pillow block may rotate in a vertical plane together with the s ide frame at the curved contacting surfaces of the cavity and mating projection on the bolster, the sliding surfaces on the bottom of the pillow block and the side frame are always maintained in the same plane.
  • the desired geometry of movement is -zchieved but rigidly controlled to eliminate chatter between the parts and excessive wear.
  • a further object of my invention is generally to improve the construction and performance of lightweight railway trucks.
  • FIG. 1 is a perspective view of a preferred embodiment of the truck assembly
  • FIG. 2 is a view of the truck assembly taken in elevation
  • FIG. 3 is an end view of the truck assembly
  • FIG. 4 is a view similar to that of FIG. 3 except that the forward wheel assembly, gearbox and braking mechanisms have been removed to more clearly show the positions of the various cooperating elements associated with the pivotal movement of the truck.
  • FIG. 5 is a fragmentary exploded view of the pillow block construction and arrangement
  • FIG. 6 is an exploded View of a gimbal and pivot pin arrangement forming a swivel joint between the bolster and side frame-axle unit.
  • FIG. 7 is a side view of the torque arm connecting the axle mounted reduction gear to a side frame at a cushioned connection
  • FIG. 8 is a fragmentary top view of the torque arm and its connections to the side frame
  • FIG. 9 is a somewhat schematic illustration of yaw damping means to minimize high frequency pivotal oscillations of the running gear
  • FIG. 10 is a somewhat schematic representation of a roll damping and biasing piston arrangement installed between the bolster and the laterally translating spring support arms;
  • FIG. 11 is a side view of the piston arrangement of FIG. 9;
  • FIG. 12 is a perspective view of an alternative lateral link structure providing support in shear for the air spring.
  • the truck is made up of two longitudinally spaced side frames, 2 and 4, each having an inwardly-directed projection, 6 and 8 respectively, extending toward the vertical centerline of the truck assembly.
  • a pair of wheel-axle assemblies, 10 and 12 are mounted in bearings provided at each end of the respective side frames, the mounting being effected to prevent any substantial longitudinal or transverse movement of the side frames with respect to one another but in resilient bushings as hereinafter discussed.
  • the side frames are the basic load-carrying members of the assembly, they are necessarily of substantial rigidity and are provided with a flat upper surface on which the weight of the vehicle may be slidably supported.
  • the wheel-axle assemblies constitute the primary fixed connections between the respective side frames, and the side frames are free to rotate, to a limited extent, in a vertical plane, independently of one another.
  • This capability is permitted through the use of a resilient axle bearing mounting which is not shown but which includes a resilient bushing surrounding a roller bearing to permit a limited floating of the bearing within the mounting.
  • This concept is described in my copending application Serial 4 No. 516,898, now Patent Number 3,382,017, issued May 7, 1968, and constitutes no part of the present invention except as a preferred element of the assembly.
  • the resilient bushing further serves to isolate the vehicle from the high frequency vibrations generated by the passage of the metal wheels over the rails at high speed.
  • Power is individually supplied to each of the axles through axle-mounted gearboxes, 14 and 16, which receive power through Cardan shafts, 18 and 20, from a source external to the truck assembly.
  • a transverse bolster 22, on which the vehicle is suspended, is provided near the centerline of the truck, the ends of the bolster extending across the respective side frames.
  • the bolster is connected to the side frame-axle subassembly in a pivotal connection whereby this subassembly is permitted to assume an angle of attack in a horizontal plane independent of that assumed by the vehicle itself.
  • the side frame projections 6 and 8 are terminated in flat, mutually-opposing surfaces, 30 and 32, a considerable distance from the longitudinal centerline of the truck.
  • Cylindrical cavities, 34 and 36 are formed in the flat surfaces on a common axis with the cavity openings facing each other, and a centrally-located gimbal 38 is positioned therebetween.
  • the gimbal 38 includes cylindrical end portions 40 and 42 which are closely and rotatably fitted into the respective cavities. In this construction, the planes of rotation of the side frames are always held parallel and their rotation in a vertical plane is effected about a single transverse axis common to both side frames.
  • the gimbal also includes a thickened center portion 44 in which a vertical opening 45 is provided which is adapted to closely receive a pivot pin 46 which is suitably connected to the bolster,
  • the swivel member is held captive in and between the side frame projections and prevents any closure movement between them.
  • the respective side frames 2 and 4 are permitted to rotate around the cylindrical end portions of the gimbal independently thereof and independently of each other, but only about a single transverse axis common to both side frames.
  • the side frame-axle subassembly, including the swivel member is permitted to rotate in a horizontal plane around the pivot pin 46. It is, of course, contemplated that appropriate bearing surfaces will be provided in the usual manner between all of the relatively movable surfaces.
  • the bolster 22 is provided with a vertically-directed opening which is aligned with the opening in the swivel member, the pivot pin 46 extending through both of these openings.
  • the braking, acceleration and other longitudinally-directed loads are taken through this pivotal assembly but no vertically-directed vehicle loads are imposed thereon, the Weight of the vehicle being taken through the bolster directly to the side frames as hereinafter described.
  • the bolster 22 is provided with a downwardly-directed convex projection 50 at each end thereof in the vertical plane of the side frames. While this has been illustrated in FIGS. 4 and 5 as being effected by means of a bolted detail aflixed to the bottom of the bolster, the requisite projection may be formed integral with the bolster structure.
  • the projection 50 engages in a mating concave cavity 52 which is provided in a pillow block 54 held captive between the bolster and the top of the confronting side frame.
  • the pillow :block is adapted to slide on the side frame as the running gear pivots beneath the bolster and, for this purpose, a slidable surface 56 of Teflon or other material of predetermined frictional characteristics is preferably positioned between the confronting surfaces of the pillow block and the side frame on which it rests.
  • the convex projection 50 has a slightly greater vertical dimension than that of the concave cavity 52 whereby the side frame and mounted pillow block may rock in a vertical plane with respect to the bolster as the wheels on one side of the truck assembly negotiate irregularities in the track.
  • the pillow block has been described in connection with a preferred construction, there is, of course, no reason why the cavity cannot be provided in the bolster and the projection on the pillow block to accommodate the rocking motion hereinbefore described. Similarly the contacting rocking surfaces need not be semispherical nor need they be provided between the bolster and the pillow block. In an alternative construction, the pillow block may be made slidable on the bolster, the rocking motion being accommodated at curved surfaces provided between the bottom of the pillow block and the top of the side frame.
  • yaw damper is preferably provided in the assembly.
  • Such a yaw damping construction is shown somewhat schematically in FIG. 9.
  • a longitudinally-directed plate 70 of substantial rigidity is provided on the bolster 22.
  • a plurality of hydraulic cylinders 71 and 72, oriented transverse to the truck assembly, are atiixed in a common pivotal connection 73 to the plate 70 at one end and to the respective side frames 2 and 4 at their other ends, the movable hydraulic pistons 74 and 75 internal of each cylinder, translating laterally in response to horizontal movements of the bolster with respect to the side frames.
  • Communication between the chambers formed within each of the cylinders by the pistons is effected through conduits 76 and 77 and variable orifices 78.
  • the orifices are made variable as a function of speed by a signal from speed sensors 80. As the speed of the vehicle increases, the orifice size is reduced thereby offering greater resistance to the flow of fluid through the connecting conduits, providing in turn a greater stabilizing force between the bolster and the pivotal portion of the truck assembly. In actual practice it is anticipated that no damping will be required at speeds under 60 miles per hour and, therefore, the orifice will be fully open at this speed level.
  • Each of the axles is furnished with an axle mountedreduction gear through which power is transmitted to the axle and to the driving wheels.
  • Power to the forward wheel-axle assembly 10 is provided by Cardan shaft 18 which penetrates the bolster 22 through a suitable horizontal opening 79 (FIG. 6) or 81 (FIG. 4) provided therein. Since the gearboxes are unsupported except by the rotating shaft, means must be provided to accommodate the torque loads imposed on the gearbox as power is applied during acceleration. For this purpose, and as best seen in FIGS. 7 and 8 a torque arm 80 is bolted to the reduction gear 14 at one side and to the side frame 2 at the other end of the arm.
  • the mounting of the torque arm to the side frame is resiliently effected in the conventional manner utilizing a plurality of rubber bushings 82 surrounding a flange 84 affixed to the side frame and held captive between a metal washer 86 which is fixed to bolt 88 and a metal washer 90 Which is held in place by nut 92. In this manner rotation of the gearbox about its axle is prevented. Since the side frames oscillate in dilferent modes and independently of each other,
  • the braking mechanism carried by the truck is conveniently attached to the side frames. I prefer to employ both a magnetic track brake 94 and tread brakes 96 and 98 on both sides of the truck. The construction and operation of those elements are well known in the art and further description relative thereto is, therefore, not included.
  • the resilient spring assembly by which the vehicle is supported from the bolster is preferably adapted to permit limited and controlled lateral translation of the vehicle body with respect to the running gear.
  • two inwardly and upwardly directed spring support arms, 100 and 102 are mounted to the bolster in torsilastic bearings, 104 and 106, positioned at each end of the bolster.
  • the torsilastic bearings are suitably attached to the ends of the bolster in a fore-and-aft orientation on supporting trunnions, and the support arms are affixed thereto to permit the translation of their free ends in a plane perpendicular to the longitudinal axis of the vehicle.
  • the torsilastic bearings cause the vehicle body, through the action of the support arms, to assume a normal centered position. However, upon the application of centrifugal force to the lower part of the car as the vehicle rounds a curve or any other force tending to rotate the car about its longitudinal centerline, the free ends of the support arms move outward with respect to the curve. In so doing, the extremity of the free end of the inner support arm, 102 for example, moves toward the center of the truck and downward, carrying the inner side of the vehicle body with it. The free end of the outer arm, 100 for example, will straighten causing the outer side of the car to rise. By this concerted action of the arms the vehicle will be caused to bank. With the car in the banked position the respective torsilastic bearings will be placed under a torsion force which will restore the car to its centered position once the centrifugal force is removed.
  • the drag link construction is basically the same as that taught in my prior Patent 2,935,031 and in operation confines the movement of the bolster with respect to the vehicle to a fixed vertical plane normal to the longitudinal axis of the vehicle.
  • the body of the railway car may move freely in a vertical direction with respect to the bolster as a result of the compression and expansion of the pneumatic spring system. It may similarly move in a transverse direction, as hereinbefore discussed, as the car banks. Despite this freedom of movement, however, the body cannot move longitudinally with respect to the bolster.
  • damping piston which in operation is functionally similar to the yaw clamping cylinders previously described, allows a lateral translation of the car body only upon the application of a sustained lateral force and thus eliminates any unwanted roll resulting from momentary laterally acting forces due mainly to trackage irregularities.
  • orifice 124 in the conduit 1.26 between the piston chambers variable as a function of speed, it is possible to maintain a constant roll rate at all train speeds.
  • the operation of the roll damper could be made at the option of the engineer whereby all roll could be prevented during passage of the train through close quarters as, for example, between closelyabutting high level station platforms.
  • biasing element The operation of the biasing element is relatively evident. From a source 128 air is provided to the chamber formed beneath the moveable piston 130 at varying pressures depending upon the level of the side force to be equalized. It may be operable from the cab of the powered unit or automatically and may, in addition to the damping means, be utilized to prevent unwanted roll of the car body in a given direction if desired.
  • Lateral links, 108 and 110 are rotatably attached to the free end of the support arms at each side of the assembly and additionally connected to the vehicle body.
  • the upper surface of each of the lateral links furnishes a mounting platform for the air springs 112 and 114 which resiliently support the vehicle body 116 in recesses provided therein at transversely spaced locations.
  • the basic purpose of the lateral links is to maintain the base of the air spring in relatively fixed vertical alignment with the upper end of the spring to prevent the imposition of any shear loads upon the spring itself.
  • FIG. 12 An alternative construction providing shear support for the pneumatic spring is illustrated in FIG. 12.
  • lateral links, 140 and 142, at the bottom of the spring and similar links, 144 and 146, at the top of the spring are used to absorb the axial and transverse forces acting thereon while permitting free operation of the spring on a fixed vertical axis.
  • the individual links extend in a generally horizontal plane from a common attachment at the spring to a spaced attachment with the vehicle body at their free ends.
  • a plurality of upstanding resilient supports 118 are provided in the space between the upper surface of the lateral links and the vehicle body to provide a backup support for the vehicle in the event of a malfunction in the air spring. These supports are formed to a considerable height and are preferably of varying resilience to furnish various degrees of support to the vehicle as a function of its downward movement.
  • a truck assembly for a railway vehicle comprising:
  • each of the opposing surfaces having a cylindrical cavity therein, the cavities lying on a common axis,
  • wheel-axle assemblies rotatably and resiliently mounted in the side frames, the wheel-axle assemblies and associated mountings maintaining the side frames in position longitudinally and transversely of one another,
  • a gimbal held captive between the opposing surfaces of the side frame projections, the gimbal having cylindrical end portions closely and rotatably positioned in the respective cavities in the side frames and an enlarged central portion having a vertical opening therethrough,
  • transverse bolster extending between and over each of the side frames and slidably supported thereon, the bolster having a downwardly directed pivot pin closely and rotatably received in the opening in the gimbal,
  • a plurality of drag links connected to the respective ends of the bolster and having connecting means at their free ends for attachment to the vehicle to permit free vertical and transverse movement between the bolster and the vehicle in a fixed plane perpendicular to the longitudinal axis of the vehicle,
  • a truck assembly for a railway vehicle comprising:
  • transverse gimbal member rotatably mounted in the side frames and held captive therebetween, the gimbal member having a vertical opening therethrough near the vertical centerline of the truck,
  • transverse bolster extending between and over each of the side frames, the bolster having a downwardlydirected pivot pin closely and rotatably received in the opening in the gimbal member and a semispherical area on its bottom side at each end thereof in the vertical plane of the side frames,
  • each pillow block held captive between the confronting surfaces of the bolster and the side frame at each side of the truck, each pillow block having a flat lower surface slidably supported on the upper surface of the respective side frame and having a semispherical surface formed in its upper side which mates with the corresponding semispherical surface on the bottom of the bolster, the weight of the vehicle being taken through the bolster, the mating semispherical surfaces and the pillow block to the side frames, a rocking motion being permitted between the bolster and the pillow block at the semispherical surfaces,
  • a plurality of drag links connected to the respective ends of the bolster and having connecting means at their free ends for attachment to the vehicle to permit vertical and transverse movement between the bolster and the vehicle in a fixed plane perpendicular to the longitudinal axis of the vehicle,
  • a truck assembly according to claim 2 in which:
  • a yaw damper is provided between the bolster and at least one of the side frames to reduce high frequency hunting of the running gear.
  • each spring assembly includes an air spring and supporting structure therefor which permits controlled lateral movement of the vehicle body with respect to the bolster to promote roll of the vehicle about a longitudinal axis as a result of centrifugal force when the vehicle negotiates a curve.
  • each spring assembly includes:
  • a torsilastic arm attached to the end of the bolster and extending upwardly and normally inwardly there from, the torsilastic arm being movable at its free end vertically and transversely in a plane perpendicular to the longitudinal axis of the truck assembly, and an upwardly-directed air spring aflixed to the free end of the torsilastic arm.
  • a truck assembly for a railway vehicle comprising:
  • wheel-axle assemblies rotatably and resiliently mounted in the side frames, the wheel-axle assemblies and associated mountings maintaining the side frame in position longitudinally and transversely of one another,
  • a gimbal held captive between the opposing surfaces of the side frame projections the gimbal having cylindrical end portions closely and rotatably positioned in the respective cavities in the side frames and an enlarged central portion having a vertical opening theretthrough,
  • transverse bolster extending over each of the side frames, the bolster having a vertical opening therethrough on an axis coinciding with that of the opening provided in the gimbal and having a semispherical surface provided at its bottom side in the vertical plane of the side frames,
  • each pillow block held captive between the confronting surfaces of the bolster and the side frame at each side of the truck, each pillow block having a fiat lower surface slidably supported on the upper surface of the side frame and having a semispherical surface provided in its upper side with which the corresponding semispherical surface on the bolster mates to permit relative rocking motion between the pillow block and the bolster, the weight of the vehicle being carried through the bolster, the mating semispherical surfaces and the pillow blocks to the side frames,
  • the semispherical surface provided on the bottom side of the bolster comprises a convex projection thereon
  • the semispherical surface provided in the upper side of the pillow block comprises a concave cavity into which the convex projection on the bolster is closely fitted.
  • a truck assembly according to claim 7 in which the means for maintaining the bolster in a fixed plane longitudinally of the vehicle includes:
  • a pair of expandable drag links connected to the free end of bolster at each side of the assembly and extending fore and aft therefrom, the free end of each drag link having means for connecting the respective drag links to the vehicle to maintain movement of the vehicle body with respect to the bolster in a vertical plane perpendicular to the longitudinal axis of the vehicle.
  • a truck assembly for a railway vehicle comprising:
  • a gimbal rotatably mounted in the side frames near their longitudinal midpoint and extending therebetween, the gimbal being rotatable in a vertical plane parallel to the longitudinal axis of the truck assembly,
  • transverse bolster extending over each of the side frames and pivotally connected to the gimbal, the bolster having a bearing area provided in its bottom surface in the plane of the side frames,
  • each pillow block held captive between the bearing areas on the bolster and the side frame at each side of the truck, each pillow block having a flat surface slidably contacting one of the bearing areas and a curved surface mating with a cooperating curved surface provided in the other bearing area to permit a longitudinal rocking motion therebetween, the Weight of the vehicle being taken through the bolster and pillow blocks at the curved surfaces to the side frames,
  • a plurality of drag links connected to the respective ends of the bolster and having connecting means at their free ends for attachment to the vehicle to permit vertical and transverse movement between the bolster and the vehicle in a fixed plane perpendicular to the longitudinal axis of the vehicle,
  • each support arm attached to each torsilastic bearing and biased thereby, each support arm normally extending upwardly and inwardly from the torsilastic hearing and being movable at its free end in a plane perpendicular to the longitudinal axis of the vehicle,
  • each support arm a vertically-oriented spring pivotally attached to the free end of each support arm
  • a yaw damper is provided between one end of the bolster and at least one of the side frames to reduce high frequency hunting of the side frame and connected wheel-axle assemblies.
  • a lateral link structure attached at one end to the bottom of the spring, the other end of the link structure having connecting means for attachment to the vehicle to maintain the bottom of the spring in a fixed position longitudinally and transversely of the vehicle.
  • a truck assembly for a railway vehicle comprising:
  • wheel-axle assemblies rotatably and resiliently mounted in the side frames, the wheel-axle assemblies and associated mountings maintaining the side frames in position longitudinally and transversely of one another,
  • a gimbal held captive between the opposing surfaces of the side frame projections, the gimbal having cylindrical end portions closely and rotatably positioned in the respective cavities in the side frames and an enlarged central portion having a vertical opening therethrough,
  • transverse bolster extending between and over each of the side frames and slidably supported thereon
  • the bolster having a downwardly directed pivot pin closely and rotatably received in the opening in the gimbal, means for accommodating a limited relative rocking motion between the confronting surfaces of the bolster and the respective side frames over a uniformly-loaded bearing area, plurality of drag links connected to the respective ends of the bolster and having connecting means at their free ends for attachment to the vehicle to permit free vertical and transverse movement between the bolster and the vehicle in a fixed plane perpendicular to the longitudinal axis of the vehicle, an upwardly directed spring assembled connected to the bolster at each end, and means for connecting the free end of the spring to the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
US530960A 1966-03-01 1966-03-01 Resilient stabilizing railway truck assembly Expired - Lifetime US3433177A (en)

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US53096066A 1966-03-01 1966-03-01

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CH (1) CH468899A (de)
DE (1) DE1605126C3 (de)
ES (1) ES337304A1 (de)
FR (1) FR1512934A (de)
GB (1) GB1126161A (de)
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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2001282A1 (de) * 1969-01-13 1970-07-23 Dominion Foundries & Steel Schienenfahrzeug,insbesondere Schnellzugpersonenwagen
US3665865A (en) * 1969-05-27 1972-05-30 Simmering Graz Pauker Ag Low-platform railway car bogie
US3689052A (en) * 1970-09-15 1972-09-05 United Aircraft Corp Torsion bushing
US3704670A (en) * 1969-01-13 1972-12-05 Dominion Foundries & Steel Stabilizing high speed railway trucks
US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
US4195576A (en) * 1976-03-26 1980-04-01 Pullman Incorporated Monorail car stabilizing system
US4922832A (en) * 1988-01-22 1990-05-08 Strick Corporation Intermodal road/rail transportation system
US4955144A (en) * 1988-01-22 1990-09-11 Strick Corporation Compatible intermodal road/rail transportation system
US6397760B1 (en) * 1998-03-12 2002-06-04 Siemens Aktiengesellschaft Device for transmitting the longitudinal forces of a bogie to the superstructure of a rail vehicle, in particular a motor vehicle with high tractive power
CN102190002A (zh) * 2010-12-27 2011-09-21 南车青岛四方机车车辆股份有限公司 直线电机转向架
WO2018076502A1 (zh) * 2016-10-31 2018-05-03 中车株洲电力机车有限公司 一种悬挂式单轨车辆落车连接结构及悬挂式单轨车辆

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DE3305607A1 (de) * 1983-02-18 1984-08-23 Fried. Krupp Gmbh, 4300 Essen Drehgestell-schienenfahrzeug
NL8700924A (nl) * 1987-04-16 1988-11-16 Werkspoor Services Bv Railvoertuig en draaistel daarvoor.

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US2168293A (en) * 1936-05-25 1939-08-01 Pennsylvania Railroad Co Railway car truck
US2241757A (en) * 1934-05-05 1941-05-13 Wingfoot Corp Vehicle
US2935031A (en) * 1956-01-10 1960-05-03 Chesapeake & Ohio Railway Wheel positioning device for single axle articulated trains
US2954746A (en) * 1956-01-10 1960-10-04 Chesapeake & Ohio Railway Radially guided, single axle, above center of gravity suspension for articulated trains
US2954745A (en) * 1955-07-29 1960-10-04 Gen Steel Castings Corp Railway vehicle structure

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US2241757A (en) * 1934-05-05 1941-05-13 Wingfoot Corp Vehicle
US2168293A (en) * 1936-05-25 1939-08-01 Pennsylvania Railroad Co Railway car truck
US2954745A (en) * 1955-07-29 1960-10-04 Gen Steel Castings Corp Railway vehicle structure
US2935031A (en) * 1956-01-10 1960-05-03 Chesapeake & Ohio Railway Wheel positioning device for single axle articulated trains
US2954746A (en) * 1956-01-10 1960-10-04 Chesapeake & Ohio Railway Radially guided, single axle, above center of gravity suspension for articulated trains

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2001282A1 (de) * 1969-01-13 1970-07-23 Dominion Foundries & Steel Schienenfahrzeug,insbesondere Schnellzugpersonenwagen
US3628465A (en) * 1969-01-13 1971-12-21 Dominion Foundries & Steel Stabilizing high speed railway trucks
US3704670A (en) * 1969-01-13 1972-12-05 Dominion Foundries & Steel Stabilizing high speed railway trucks
US3665865A (en) * 1969-05-27 1972-05-30 Simmering Graz Pauker Ag Low-platform railway car bogie
US3717104A (en) * 1970-07-08 1973-02-20 United Aircraft Corp Active roll controling truck stabilizing mechanism
US3689052A (en) * 1970-09-15 1972-09-05 United Aircraft Corp Torsion bushing
US4195576A (en) * 1976-03-26 1980-04-01 Pullman Incorporated Monorail car stabilizing system
US4922832A (en) * 1988-01-22 1990-05-08 Strick Corporation Intermodal road/rail transportation system
US4955144A (en) * 1988-01-22 1990-09-11 Strick Corporation Compatible intermodal road/rail transportation system
US6397760B1 (en) * 1998-03-12 2002-06-04 Siemens Aktiengesellschaft Device for transmitting the longitudinal forces of a bogie to the superstructure of a rail vehicle, in particular a motor vehicle with high tractive power
CN102190002A (zh) * 2010-12-27 2011-09-21 南车青岛四方机车车辆股份有限公司 直线电机转向架
WO2018076502A1 (zh) * 2016-10-31 2018-05-03 中车株洲电力机车有限公司 一种悬挂式单轨车辆落车连接结构及悬挂式单轨车辆

Also Published As

Publication number Publication date
DE1605126B2 (de) 1975-05-07
GB1126161A (en) 1968-09-05
DE1605126A1 (de) 1972-03-23
CH468899A (de) 1969-02-28
DE1605126C3 (de) 1976-01-08
ES337304A1 (es) 1968-02-16
SE324378B (de) 1970-06-01
FR1512934A (fr) 1968-02-09

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