US3443528A - Dampened railway truck - Google Patents

Dampened railway truck Download PDF

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Publication number
US3443528A
US3443528A US657450A US3443528DA US3443528A US 3443528 A US3443528 A US 3443528A US 657450 A US657450 A US 657450A US 3443528D A US3443528D A US 3443528DA US 3443528 A US3443528 A US 3443528A
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United States
Prior art keywords
damper
truck
transverse
spring
damping
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Expired - Lifetime
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US657450A
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English (en)
Inventor
Johannes Martin Lipsius
Eugen Spehr
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Rheinstahl Henschel AG
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Rheinstahl Henschel AG
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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

Definitions

  • a vehicle which is equipped with a transverse spring suspension system is a system capable of vibrating in the transverse direction.
  • the frequency of the vibration excited by the sinusoidal path increases with increasing traveling speed so that resonance with the natural oscillation frequency of the vehicle spring system may occur at certain speeds.
  • the natural transverse frequency In order to maintain the transverse vibration or oscillation amplitudes as small as possible over the entire traveling speed range, it is advisable to select the natural transverse frequency to be as low as possible, for example, 1 cycle per second. The resonance will then occur at a relatively low traveling speed, whereas at higher traveling speeds, i.e., in the overcritical range, the excited oscillation amplitudes are smaller than the excitation amplitudes, insofar as the higher exciting frequency caused by the greater traveling speed amounts to more than 1.4 times the natural oscillation frequency. With a further increase in the excitation frequencies, the amplitudes of the excited oscillations become progressively smaller.
  • the damping action will have an unfavorable effect so that the oscillation amplitudes will be increased until, in the border-line case of blocking of the spring suspension system, the entity of the excitation amplitude will equally arise.
  • the damping action accordingly must not be too large unless the damper is provided with a device for disconnecting it or for reducing the damping effect. In exchange therefor, oscillation amplitudes must be accepted, in the resonance range or below, which are considerably greater than the excitation amplitudes.
  • the construction of the present invention utilizes the advantages of an undamped oscillation in the overcritical range as well as an effective damping action in the resonance range and below in a manner such that optimum running properties of the vehicle are obtained insofar as the transverse vibrations or oscillations are concerned.
  • the transverse oscillation amplitudes in the resonance range should become as small as possible while, however, the smoothness -or elasticity of the transverse spring suspension action simultaneously must not be impaired, so that hard impacts are eliminated when the wheel flanges run up or start against the running or inner edges of the rails.
  • one, or more than one, transverse oscillation damper is mounted outside of the vertical transverse central plane of the truck, for example at a terminal cross bearer member of the truck frame, in a manner such that during the sinusoidal path or course of the truck, there will be a phase shift between the damper movement and the trans verse spring movement.
  • the transverse oscillation damper may be mounted adjacent the end of the vehicle or adjacent the center of the vehicle or at both ends of the truck with one damper being disconnected, depending upon the direction of travel.
  • hydraulic, pneumatic or electric dampers may be employed, the latter being in the form of an eddy-current brake, for example.
  • the damper should be controllable fin depend ence upon the frequency and should be disconnected in the border-line case.
  • the frequency-dependent damping effect also may be automatically achieved by a series or consecutive connection of transverse oscillation dampers and additional springs.
  • Both the rotary movement of the truck and the transverse movement thereof are influenced as a result of the damping action, which is phase-shifted with regard to the spring movement.
  • This produces a directive force which constantly seeks to guide the truck within the central position within the rails and, thus, stabilizes the movement or course of the truck and simultaneously reduces the excitation amplitudes.
  • By simultaneously reducing the ratio of the amplitude of the excited oscillation 'to the excitation amplitude considerably improved moving or running properties are obtained in the resonance range.
  • FIGURE 1 is a bottom schematic view of one half of a truck-equipped railway vehicle in which one of the trucks is shown.
  • FIGURE 2 is a graph in which the ratio of the oscillation amplitude to the excitation amplitude is plotted over the excitation frequency.
  • FIGURE 3a shows a first position illustrating the principle of the phase shift between the spring movement and the damper movement in a transverse direction, the spring suspension system having just attained the non-deflected central position while the damper has attained a greater deflection due to rotary movement of the truck,
  • FIGURE 3b illustrated a further position wherein there is an increase in the transverse spring deflection and increased deflection of the damper.
  • FIGURE 30 illustrates a further position wherein the damper deflection is decreasing while the spring deflection has just attained its maximum value
  • FIGURE 3d illustrates a further position wherein the deflection of the damper has been further reduced while the spring deflection still has a certain value
  • FIGURE 3e shows a further position wherein the spring deflection is zero and the damper has a negative deflection.
  • FIGURE 4 is a fragmentary view in elevation of a portion of a truck and a vehicle body
  • FIGURE 5 is a fragmentary top view of a portion of the truck and vehicle body of FIGURE 4,
  • FIGURE 6 is a fragmentary view in elevation of a portion of the truck of FIGURE 4 showing the spring suspension
  • FIGURE 7 is a fragmentary view of the truck frame of FIGURE 4 showing the knife-edge suspension
  • FIGURE 8 is an end view of the suspension shown in FIGURE 7,
  • FIGURE 9 is a sectional view taken on line CC of FIGURE 10,
  • FIGURE 10 is a top view of a three-axle truck
  • FIGURE 11 is a sectional view taken on line AA of FIGURE 9,
  • FIGURE 12 is a schematic view of a railway vehicle showing dampers mounted toward the ends thereof,
  • FIGURE 13 is a schematic view of a railway vehicle showing dampers mounted toward the center thereof,
  • FIGURE 14 is a schematic view of a railway vehicle showing dampers mounted in front of and behind the transverse central plane of the trucks,
  • FIGURE 15 is a view in elevation showing a damper connection to a truck
  • FIGURE 16 is a sectional view of the connection shown in FIGURE 15,
  • FIGURE 17 is a schematic view of switch means employed to reverse traveling direction
  • FIGURE 18 illustrates a hydraulic damper
  • FIGURE 19 illustrates a pneumatic damper
  • FIGURE 20 illustrates an electrical damper
  • FIGURE 21 illustrates a damper in the form of an eddy-current brake
  • FIGURE 22 shows a construction whereby frequencydependent damping is effected by means of a series connection with an additional spring
  • FIGURE 23 shows another construction whereby frequency-dependent damping is effected by means of a series connection with an additional spring
  • FIGURE 24 shows still another construction whereby frequency-dependent damping is effected by means of a series connection with an additional spring.
  • a bridge carrier member 1 of a railway vehicle has a truck 2 mounted thereunder, the truck having the wheel sets 3 and being mounted on a laterally movable rotary pin 6.
  • the transverse springs 4 serve to absorb lateral impacts.
  • a transverse oscillation damper 5 is mounted outside of the vertical transverse central plane of the truck 2 so that a phase shift will exist between the damping movement and the transverse spring movement.
  • the vertical line I indicates the position of the natural frequency of the undamped oscillation whereas the vertical line II indicates 1.4 times the amount of the natural frequency.
  • the symbol a is the amplitude ratio of the undamped oscillation; b is the amplitude ratio of an equal-phase or cophasally damped oscillation with a damping factor of 0.3; c is the amplitude ratio of an oscillation with a phase-shifted damping, as obtained in accordance with the construction of the present invention; and the horizontal line d shows the value of the excitation amplitude and, respectively, the value or amount of the oscillation amplitude when the spring action is blocked.
  • FIGURE 3 illustrates the principle of the phase shift between the spring movement and the damper movement in the transverse direction.
  • the schematically shown portion of the vehicle body 1 moves in the traveling direction, indicated by the arrow, and the truck 2 with the wheel sets 3 travels on the sinusoidal track 7.
  • the vehicle body executes only minor transverse movements which have been disregarded in the illustration.
  • the transverse spring action or spring suspension system 4 being positioned in the center of the truck, has just attained the non-deflected central position thereof whereas the damper 5, being mounted outside of the transverse central plane, already has attained a greater deflection due to the rotary movement of the truck.
  • FIGURE 3b illustrates the increase in the transverse spring path 4 and the increased deflection of the damper 5.
  • the damper movement precedes or leads the spring movement, i.e., it is phaseshifted with respect to the spring movement.
  • the transverse oscillations of the vehicle body change only the extent of the deflection, but not the phase shift between the spring deflection and the damper deflection.
  • This phase shift results in a stronger damping or suppression of the transverse vibrations between the truck and the vehicle body because the damper paths are greater than in the case where the damper is positioned within the spring plane and because the lead of the damping force, as compared to the spring force, brakes the transverse deflection of the vehicle body more rapidly.
  • the transverse damper 5 is mounted at the end face of a truck, specifically at the end piece or head assembly 7a, 0n the bracket 8.
  • the attachment to the bridge carrier is made at the bracket 9.
  • the truck is provided with coil springs 10 which provide the vertical and transverse spring suspension for the rocker 11.
  • the vehicle body is supported on the bearing pivot or pin 12.
  • FIGURES 7 and 8 show a part of the truck frame 2, the pendulums 14, the knife-edge suspensions or bearings 14 of the pendulums 13 as well as the link suspension or mounting 15 of the suspended spring box 16 upon which the rocker springs 10 are supported.
  • FIGURES 9, 10, and 11 show a three-axle truck 2 and a vehicle body portion 1 mounted above it which has a transverse spring suspension system including the coil springs 10.
  • the transverse dampers 5 are mounted outside of the transverse central plane, namely in two planes with two dampers each.
  • the transverse dampers 5 are mounted on the brackets 9, and, at the truck frame 2, they are mounted on the brackets 8. In this case, the transmission of the tractive force between the truck and the vehicle body is effected by means of the tie rods 17.
  • FIGURES 4 through 11 show embodiments of the present invention including different transverse spring suspension means, i.e., coil springs, and pendulum rockers, and different damper arrangements, i.e., at the head assembly of the truck and at the longitudinal truck carrier, as well as the production of the damping force by means of different damper coefficients on the same effective curve (1 damper and 2 dampers).
  • different transverse spring suspension means i.e., coil springs, and pendulum rockers
  • damper arrangements i.e., at the head assembly of the truck and at the longitudinal truck carrier, as well as the production of the damping force by means of different damper coefficients on the same effective curve (1 damper and 2 dampers).
  • FIGURE 12 shows an arrangement of the dampers toward the ends of the vehicle. In this arrangement, the transverse vibrations over the leading truck are damped or suppressed to an increased extent.
  • FIGURE 13 shows an arrangement of the dampers toward the center of the vehicle. In this case, the transverse vibrations over the trailing truck are damped or suppressed to an increased extent.
  • FIGURE 14 shows an arrangement in which the dampers are mounted in front of and behind the transverse central plane of the trucks.
  • the phase shifts of the damping forces in front of and behind the transverse central plane would be mutually nullified without engagement of one damper and disengagement of the other, and the resulting damping force would be as it is in the arrangement for the damping in the spring plane.
  • the dampers are operative which are positioned at the front of the trucks, with regard to the traveling direction, the desired phase shift between the damper deflection and the spring deflection is present.
  • dampers are of the hydraulic or pneumatic type
  • those mounted at the front of each truck, with regard to the traveling direction are rendered operative and those at the rear of each truck, with regard to the traveling direction, are rendered inoperative by electromechanical means shown in FIGURES 15 and 16.
  • the damper 5 is connected with the frame bracket 8 by means of the links 18 and can move without resistance as long as the locking pin 19 is attracted by the coil 20.
  • the locking pin 19 is forced into the locking bore 21 by the spring 22 so that the damper eye or lug portion 23 is now locked with respect to the bracket 8 and the damper is then operative.
  • dampers are of the electrical type
  • means also is necessary for rendering those dampers operative which are positioned at the front of each truck, with regard to the traveling direction, and for rendering inoperative those dampers which are mounted at the rear of each truck, with regard to the traveling direction. This is accomplished by means of the device for reversing the traveling direction shown in FIGURE 17.
  • the switch 24 When the switch 24 is actuated, it connects the current supply 25 with the supply lines 26 or 27, depending upon the traveling direction, which lines connect to the coils of the corresponding dampers.
  • FIGURE 18 A transverse vibration damper of the hydraulic type is shown in FIGURE 18.
  • the hydraulic fluid is forced through the spring-loaded valves 31 and 32 which, as a result of flow resistance, produces the damping force.
  • a pneumatic damper is shown in FIGURE 19.
  • the piston sleeves 33 and 34 displace the enclosed gas 35 during the movement of the piston rod 36.
  • the gas flows through the valves 37 into the opposite chambers and the damping force is produced by the flow resistance.
  • FIGURE 20 An electrical damper is shown in FIGURE 20
  • the mounting lug 38 is connected with a coil core 39 which latter is magnetically excited by the coil 40 and moves in the short-circuited secondary coil 41.
  • the magnetic field produces a voltage in the coil 41 whereby the damping force is generated.
  • the extent or amount of the damping force may be regulated by means of a rheostat instead of short-circuiting the coil 41.
  • FIGURE 21 shows a damper in the form of an eddycurrent brake.
  • the mounting lug 42 is connected with the coil core 43 which carries the coil 44 through which current flows.
  • the magnetic field produces eddy currents in the tube 45 during movement of the coil and the damping force is produced as a result thereof.
  • the frequency-dependent damping also can be effected by means of a series connection with an additional spring.
  • This principle is illustrated in FIGURES 22 to 24.
  • the damper 5 is not mounted directly on the damper eye or lug portion 46 but has a rubber spring 47 positioned in the lug portion 46 and the mounting bolt 48 is positioned within the rubber spring.
  • the mounting bolt 48 is connected with the damper bracket 8.
  • a low damper velocity i.e., at a low frequency
  • the damper will move whereas the spring is deformed only to a limited degree so that nearly the full damping force of the damper is produced.
  • the spring With increasing damper velocity and frequency, the spring is deformed more markedly and as a result, the spring assumes an increasing amount of the total movement while the amount assumed by the damper will decrease, whereby the damping effect is reduced.
  • the damper 5 also is not directly mounted on the mounting bracket through the mounting stud 49, but, instead, is connected with the fame bracket 8 with the interposition of the helical spring 50.
  • the mounting stud 49 for the damper 5 has the rubber spring 51 interposed between the stud and the frame bracket 8.
  • a transverse spring system between said truck and vehicle frame comprising spring means operatively connected between opposite sides of said truck and said vehicle frame to receive transverse forces, said spring means having a low natural transverse frequency so that resonance occurs at relatively low traveling speeds and the spring system is overcritical at high traveling speeds, and at least one transverse oscillation damper connected between said vehicle frame and a point on said truck spaced longitudinally from said spring means and the transverse central plane of the truck, the damping force of said damper being speed dependent, whereby during a sinusoidal path of the truck, a phase shift is present between the damper movement and a transverse spring movement, and transverse oscillations are damped at low traveling speeds with a damping force which is dependent upon the speed of the oscillations.
  • a railway truck construction according to claim 1 including means for disconnecting the damper.
  • a railway truck construction according to claim 1 in which one damper is mounted adjacent the end of the vehicle, one damper is mounted adjacent the center of the vehicle, and including means for disconnecting one of the dampers depending upon the direction of travel.
  • Apparatus as defined in claim 1 including control means for causing the damping force of said damper to be greater at low speeds and less at high speeds.
  • control means comprises resilient means connected in series with said damper.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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US657450A 1965-02-26 1967-06-12 Dampened railway truck Expired - Lifetime US3443528A (en)

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3559588A (en) * 1967-12-15 1971-02-02 Gen Standard Co Railway bogie with snubbed bolster
US3643602A (en) * 1970-03-16 1972-02-22 Raymond M Astrowski Railway car hydraulically dampened roll stabilizer
US3720175A (en) * 1970-12-28 1973-03-13 Budd Co Resiliently mounted railway vehicle truck
US3770290A (en) * 1972-01-24 1973-11-06 F Bottalico Vehicle shock absorber
US3777978A (en) * 1971-04-05 1973-12-11 Inst Mecanica Fluidelor Si Con Aerial distributor for particulate materials
US3783796A (en) * 1970-06-17 1974-01-08 Sulzer Ag Laterally shiftable railway car spring suspension
US4228741A (en) * 1977-12-22 1980-10-21 Paxton & Vierling Steel Co. Automatically releasing stabilizer
US4480555A (en) * 1979-01-22 1984-11-06 The Cessna Aircraft Company Double acting railway car stabilizing cylinder
US4969662A (en) * 1989-06-08 1990-11-13 Aura Systems, Inc. Active damping system for an automobile suspension
US5682822A (en) * 1996-07-15 1997-11-04 Sunderman; John R. Railway car side bearing

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5526410U (ja) * 1978-07-13 1980-02-20

Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1113370A (en) * 1912-01-15 1914-10-13 Albert Herman Klesa Pneumatic spring for vehicles or shock-absorbers.
US1179182A (en) * 1915-06-10 1916-04-11 Josef Hofmann Pneumatic spring for vehicles.
US2040262A (en) * 1932-02-10 1936-05-12 Kruckenberg Truck pivot damping
US2071831A (en) * 1932-08-06 1937-02-23 Westinghouse Electric & Mfg Co Shock absorber
US2153389A (en) * 1937-10-11 1939-04-04 Houde Eng Corp Railway car sway control mechanism
US2241757A (en) * 1934-05-05 1941-05-13 Wingfoot Corp Vehicle
US2349610A (en) * 1941-06-19 1944-05-23 Sulzer Ag Hydraulically operated oscillation damper
US2499087A (en) * 1946-11-27 1950-02-28 Michelin Caoutchouc Elastic pivot for railroad and the like vehicles
US2676550A (en) * 1950-09-14 1954-04-27 Gen Steel Castings Corp Railway vehicle antinosing device
US2705926A (en) * 1949-06-17 1955-04-12 Gen Steel Castings Corp Railway vehicle anti-nosing and anti-sway structure
US2899911A (en) * 1959-08-18 Railway vehicle body and truck assembly
US2973969A (en) * 1955-05-11 1961-03-07 Earle S Thall Electrical shock absorbing system
US2988015A (en) * 1957-10-07 1961-06-13 Gen Steel Castings Corp Railway car suspension systems
US3020006A (en) * 1954-12-06 1962-02-06 James R Warren Vibration damping mechanism
US3240295A (en) * 1962-11-28 1966-03-15 Union Oil Co Motion damping device

Patent Citations (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2899911A (en) * 1959-08-18 Railway vehicle body and truck assembly
US1113370A (en) * 1912-01-15 1914-10-13 Albert Herman Klesa Pneumatic spring for vehicles or shock-absorbers.
US1179182A (en) * 1915-06-10 1916-04-11 Josef Hofmann Pneumatic spring for vehicles.
US2040262A (en) * 1932-02-10 1936-05-12 Kruckenberg Truck pivot damping
US2071831A (en) * 1932-08-06 1937-02-23 Westinghouse Electric & Mfg Co Shock absorber
US2241757A (en) * 1934-05-05 1941-05-13 Wingfoot Corp Vehicle
US2153389A (en) * 1937-10-11 1939-04-04 Houde Eng Corp Railway car sway control mechanism
US2349610A (en) * 1941-06-19 1944-05-23 Sulzer Ag Hydraulically operated oscillation damper
US2499087A (en) * 1946-11-27 1950-02-28 Michelin Caoutchouc Elastic pivot for railroad and the like vehicles
US2705926A (en) * 1949-06-17 1955-04-12 Gen Steel Castings Corp Railway vehicle anti-nosing and anti-sway structure
US2676550A (en) * 1950-09-14 1954-04-27 Gen Steel Castings Corp Railway vehicle antinosing device
US3020006A (en) * 1954-12-06 1962-02-06 James R Warren Vibration damping mechanism
US2973969A (en) * 1955-05-11 1961-03-07 Earle S Thall Electrical shock absorbing system
US2988015A (en) * 1957-10-07 1961-06-13 Gen Steel Castings Corp Railway car suspension systems
US3240295A (en) * 1962-11-28 1966-03-15 Union Oil Co Motion damping device

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3559588A (en) * 1967-12-15 1971-02-02 Gen Standard Co Railway bogie with snubbed bolster
US3643602A (en) * 1970-03-16 1972-02-22 Raymond M Astrowski Railway car hydraulically dampened roll stabilizer
US3783796A (en) * 1970-06-17 1974-01-08 Sulzer Ag Laterally shiftable railway car spring suspension
US3720175A (en) * 1970-12-28 1973-03-13 Budd Co Resiliently mounted railway vehicle truck
US3777978A (en) * 1971-04-05 1973-12-11 Inst Mecanica Fluidelor Si Con Aerial distributor for particulate materials
US3770290A (en) * 1972-01-24 1973-11-06 F Bottalico Vehicle shock absorber
US4228741A (en) * 1977-12-22 1980-10-21 Paxton & Vierling Steel Co. Automatically releasing stabilizer
US4480555A (en) * 1979-01-22 1984-11-06 The Cessna Aircraft Company Double acting railway car stabilizing cylinder
US4969662A (en) * 1989-06-08 1990-11-13 Aura Systems, Inc. Active damping system for an automobile suspension
US5682822A (en) * 1996-07-15 1997-11-04 Sunderman; John R. Railway car side bearing
US5960719A (en) * 1996-07-15 1999-10-05 Sunderman; John R. Railway car truck yaw control device

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JPS4841281B1 (ja) 1973-12-05
AT278897B (de) 1970-02-10

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