US3521569A - Articulated railway bogey - Google Patents

Articulated railway bogey Download PDF

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Publication number
US3521569A
US3521569A US628076A US3521569DA US3521569A US 3521569 A US3521569 A US 3521569A US 628076 A US628076 A US 628076A US 3521569D A US3521569D A US 3521569DA US 3521569 A US3521569 A US 3521569A
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US
United States
Prior art keywords
bogey
wheel axle
unit
carriage body
frame girder
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US628076A
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English (en)
Inventor
Ragnar Ludvig Muotka
Sune Torsten Henriksson
Lars Erik Landeborg
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
    • 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
    • B61F3/08—Types of bogies with more than one axle without driven axles or wheels
    • B61F3/10—Types of bogies with more than one axle without driven axles or wheels with three or more axles

Definitions

  • a bogey for low-built railway carriages comprising a a pair of wheel axle units, each including transversely spaced apart longitudinal beams, a separate transverse beam connecting the longitudinal beams of each wheel axle unit, one end of the longitudinal beams of each wheel axle unit being resiliently pivotally connected to one end of a corresponding longitudinal beam of the other wheel axle unit whereby the wheel axle units may swing vertically about a transversely extending horizontal pivot axis, and a pair of longitudinally spaced apart wheels rotatably mounted in each longitudinal beam, a frame girder unit positioned above and extending transversely of the wheel axle units, including surfaces inclined to the vertical adjacent to opposed surfaces inclined to the vertical on each of the longitudinal beams, resilient means acting between the opposed inclined surfaces tending to swing each of the wheel
  • the present invention relates to a bogey for low-built railway carriages 'and has for its purposes to contribute to solving the problem of utilizing the loading prole in the best manner possible and to reduce the building height of railway carriages sui-liciently for permitting railway transportation of road vehicles according to the so-called roll-on/roll-off system.
  • This system which is of American origin, could not be utilized to advantage in Europe until now, because the loading proles of -European railways do not permit the loading levels which would result from the transportation of large road vehicles as truck trailers and semi-trailers on railway goods carriages of ordinary loading level.
  • the purpose of the invention is to provide a bogey the wheels of which may be of considerably smaller size than the wheels used until now and which is built also in other respects in such a way that goods carriages having this kind of bogey may have the loading plane located only about 13 to 13.8 inches or less above the rails.
  • the bogey according to the invention comprises two wheel axle units which are pivotally connected with each other in the vertical plane at each side of the bogey by means of a chain link device formed by the ends of two longitudinal girders united with each other through a resilient bearing with a horizontal axle, said girders pertaining each to one wheel axle unit, and a frame girder unit provided for carrying carriage body elements and supported on the two wheel axle units by means of springs, and is characterized in that each wheel axle unit is constructed as a four-wheel partial bogey having two wheels mounted immediately after one another in the longitudinal beam at either side, and that on the wheel axle units the springs for supporting the frame girder unit yat either side are disposed in such a way that through the weight of the frame girder unit and of the carriage body element resting thereon, said Weight 'being transmitted by the two wheel axle units, there is created a tensile force in the chain link devices in order to return these to their position of rest after swinging movements caused by for instance wheel bouncing.
  • FIG. 1 is a horizontal projection 'of a low-built railway carriage bogey constructed in accordance with the invention.
  • FIG. 2 is a side view of the bogey illustrated in FIG. 1, taken in the direction of arrow 2 in FIG. 1.
  • FIG. 3 is a section view of the bogey illustrated in FIG. 1, taken substantially one the line 3-3 in FIG. 1 and illustrating a railway carriage body element connected thereto in phantom.
  • FIG. 4a is a diagrammatic elevation view of the bogey illustrated in FIG. 1, taken in the direction of arrow 2 in FIG. 1 and illustrating the wheel contact of the bogey with a convex rail surface.
  • FIG. 4b is a diagrammatic elevation View of the bogey illustrated in FIG. 1, taken in the direction of arrow 2 in FIG. 1 and illustrating the wheel contact of the bogey with a concave rail surface.
  • FIG. 4c is a diagrammatic elevation view of the bogey illustrated in FIG. 1, taken in the direction of arrow 2 in FIG. 1 and illustrating the wheel contact of the bogey on a horizontal, broken rail surface.
  • FIG. 5 is a horizontal projection of a Wheel axle unit of the bogey illustrated in FIG. 1, showing some of the parts thereof in section.
  • FIG. 6 s a section view of the wheel axle unit of the bogey illustrated in FIG. 5, taken substantially on the line 6 6 in FIG. 5.
  • FIG. 7 is a section view of the wheel axle unit of the bogey illustrated in FIG. 5, taken substantially on the line 7-7 in FIG. 5.
  • FIG. 8 is a side view of the wheel axle unit of the bogey illustrated in FIG. 5, taken substantially in the direction of the arrow 8 in FIG. 5.
  • FIG. 9 is a section View of the wheel axle unit of the bogey illustrated in FIG. 5, taken substantially on the line 9--9 in FIG. 5.
  • FIG. 10 is a vertical side view of part of a low-built railway carriage, including a plurality of bogies as illustrated in FIG. 1.
  • FIG. 11 is an enlarged horizontal projection of part of the railway carriage illustrated in FIG. 10.
  • FIG. 12 is a partial section view of the railway carriage part illustrated in FIG. 11, taken substantially on the 3 line 12-12, with a bogey constructed as illustrated in FIG. 1 shown connected thereto in phantom.
  • the bogey shown in the drawings is composed of two wheel axle units 1, one of which is shown in FIGS. to 8, and a frame girder unit consisting of a longitudinal box girder 2 on either side of the two wheel axle units 1 and a transversal box girder 3 uniting the girders 2.
  • Each wheel axle unit 1 is built up from one transversal box girder 4 and two longitudinal beams i5 which are lixedly united with the box girder 4 at each end thereof.
  • the wheels 6 of the wheel axle unit 1 are mounted independently of each other.
  • two wheels are mounted immediately after each other in each unit on either side thereof.
  • the wheels have a diameter of 13.4 to 13.8 inches, the wheel axle units each acting as a partial bogey having full bogey effect.
  • Two pneumatically operated disk brake systems are integrated with each wheel axle unit 1, said systems comprising two pairs of exchangeable rod-shaped brake shoes 7 and 8 of cast iron.
  • One brake system is operated from a brake cylinder 9 via two levers 10 mounted on the box girder 4 and connected by push rods with the shoes 7 acting against the flange side of the wheels, while the other brake system is actuated from a brake cylinder 11 via two levers 12 which are also mounted on the box girder 4 and connected by pull rods with the shoes 8 acting on the outside of the wheels.
  • the former is permanently switched on during braking, while the other system is adapted to be switched on automatically when the bogey has been loaded to about half the maximum load -by means of a valve device (not shown) acting in dependence of the load.
  • the beams 5 in each wheel axle unit are also connected with each other by means of an extra strut 13, whose purpose is to take up horizontal torques on the beams, partly arising during braking and for the rest as will be described in the following.
  • the two wheel axle units 1 in one and the same bogey are connected with each other through a chain link device at each side.
  • This device is formed by extensions 14 of the longitudinal beams 5 located at each side of the bogey at the ends thereof which face one another, said extensions 14 being pivotally connected with each other by means of a connecting bolt 15 which is xedly united with one extension but connected with the other by means of a rubber bearing bushing 16.
  • the wheel axle units 1 thus interconnected act geometrically in such a way that the wheels 6 can only simultaneously touch straight lines or concave or convex arcs, as is shown more clearly in FIGS. 4a, b and c. This provides for rail safety (absence of wheel bouncing).
  • the two rubber bearing bushings 16 and the resiliency of the rail bedding provide for the flexibility required for the bogeys own resiliency.
  • the frame girder unit mentioned above is supported 'by the wheel axle units 1 with the aid of four obliquely disposed rubber springs 17 which are provided between opposite oblique surfaces on the ends of the box girders 2 and on lateral projections 18 on the longitudinal beams 5 of the wheel axle units 1.
  • These rubber springs 17, whose centre of pressure is on the same level above the rail as the joint 15 of the chain link device, are adapted to produce prestress in the said device amounting to approximately the double force on one pair of wheels.
  • a force which may exceed 20,000 pounds on each side of the bogey will strive to return the link system to zero position.
  • the frame girder unit consisting of the longitudinal box girders 2 and the transversal box girder 3 in their turn support carriage body elements which are outlined at 19 in FIGS. 2 and 3.
  • the said unit rests on four rubber buiers 20, which are provided in pairs on each of the girders 2.
  • a rubber bearing 21 for mounting a king pin 22 which is disposed in the bottom of the carriage body and, together with a rubber bushing 23, constitutes a connecting element between two carriage body elements 19, whereby the said elements 19 obtain suicient freedom of movement in relation to each other (FIGS. 3, 11 and 12).
  • the rubber journal 21 permits the torques of the bogey in relation to the carriage body which arise when the carriage moves through curves, and the rubber buffers 20 also permit the bogey to sustain this torque and besides gives it freedom to pivot. Local irregularities caused for instance by rail ⁇ joints are thus damped by double bogey effect and double systems of rubber springs. Depressions and other more protracted disturbances are evened out by the double rubber spring system.
  • the bogey according to the invention may be used for goods carriages of different types, including those having a carriage body of the conventional kind, or carriages for specic transportation purposes as well as for two-storied carriages or sleeping carriages.
  • a carriage body of the conventional kind or carriages for specic transportation purposes as well as for two-storied carriages or sleeping carriages.
  • it has, however, been provided in order to permit the building of long and low railway carriages composed of several carriage elements which are internally articulated to a limited extent, in order to provide a European equivalent of the American so-called roll-on/roll-olf train sets for railway transportation of heavy and high road vehicles, such as truck trailers and semi-trailers.
  • a low-built carriage of this kind is shown in FIGS. 10 and 11. It comprises a number of bogies according to FIGS. 1 to 9, two of which are shown in FIG.
  • a carriage may for instance consist of ten Ibody elements carried by eleven bogies.
  • the ends of the body elements are consequently supported by the bo-gies by means of the rubber buffers 20 mentioned above and are also to a limited extent pivotable horizontally in relation to each other by means of the bearing 21.
  • the said bearing is recessed so that its loading plane is at a level of only 13 to 13.8 inches above the rail.
  • Trailers 24 and semi-trailers 25 may be moved onto the loading plane from one of the ends of the carriage or in most cases from the side of the loading plane.
  • a bogey for low-built railway carriages or the like comprising a pair of wheel axle units each including transversely spaced apart longitudinal beams, means pivotally connecting one end of each of the longitudinal I.beams of One end of each of the longitudinal beams of the other wheel axle unit for vertical swinging movement about a horizontal pivot axis, at least one wheel rotatably secured to the other end of each of the longitudinal beams and a transverse beam connecting the spaced apart longitudinal beams of each wheel axle unit, whereby the spaced apart longitudinal beams of each wheel axle unit will swing together about the horizontal pivot axis, a frame girder unit positioned over the wheel axle units, means positioned between the wheel axle units and the frame girder unit for supporting the frame girder unit from both of the frame axle units, and means carried by the frame girder unit for securing a railway carriage body element thereto.
  • each wheel axle unit includes a strut extending between the spaced apart longitudinal beams adjacent the pivot connection thereof, the frame girder unit extends transversely between the longitudinal beams of the wheel axle units, the wheel axle units and frame girder unit include opposed surfaces between the frame girder unit and the outer end of each of the longitudinal beams of the wheel axle units inclined with respect to the vertical and the means for supporting the frame girder unit is resilient and positioned between the inclined opposed surfaces for applying tension to the pivot connection of the wheel axle units tending to cause the wheel axle units to swing downwardly and away from each other.
  • the means for securing the railway carriage body element to the frame girder unit comprises a centrally located resilient pivot mounting for the railway carriage body element carried by the frame girder unit and resilient means acting between the frame girder unit and the carriage body element supported on the frame girder for maintaining the carriage body element in a substantially horizontal position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Braking Arrangements (AREA)
  • Handcart (AREA)
US628076A 1966-04-05 1967-04-03 Articulated railway bogey Expired - Lifetime US3521569A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE04545/66A SE325289B (xx) 1966-04-05 1966-04-05

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US3521569A true US3521569A (en) 1970-07-21

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US628076A Expired - Lifetime US3521569A (en) 1966-04-05 1967-04-03 Articulated railway bogey

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US (1) US3521569A (xx)
BE (1) BE696485A (xx)
CH (1) CH456672A (xx)
DE (1) DE1605094A1 (xx)
ES (1) ES338840A1 (xx)
FI (1) FI44428B (xx)
GB (1) GB1180783A (xx)
NL (1) NL6704800A (xx)
NO (1) NO120528B (xx)
SE (1) SE325289B (xx)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3650219A (en) * 1969-11-24 1972-03-21 Gen Steel Ind Inc Resiliently supported articulated railway vehicle
US3693553A (en) * 1970-03-03 1972-09-26 Gen Steel Ind Inc Motorized railway locomotive truck
US3903811A (en) * 1972-10-04 1975-09-09 Frederick William Sinclair Railway bogie
US3952669A (en) * 1969-11-02 1976-04-27 Mauzin Andre E Snubbed railway vehicle bogie
US4233909A (en) * 1978-03-28 1980-11-18 Itel Corporation Railway car assembly composed of a series of articulately interconnected cars
US4667603A (en) * 1985-08-20 1987-05-26 Sea-Land Corporation, Inc. Articulated car for intermodal containers
US4867071A (en) * 1988-04-13 1989-09-19 National Castings, Inc. Truck-mounted articulated connector for railway cars
US4887535A (en) * 1988-01-20 1989-12-19 Ferrosud S.P.A. Rail-highway semi-trailers
AT405734B (de) * 1996-12-05 1999-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für einen gliederzug

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT309519B (de) * 1969-05-27 1973-08-27 Simmering Graz Pauker Ag Schienenfahrzeug mit tiefliegender Plattform
AT368962B (de) * 1980-08-14 1982-11-25 Simmering Graz Pauker Ag Vierachsiges drehgestell fuer niederflurwagen
DE3801117A1 (de) * 1988-01-16 1989-08-03 Talbot Waggonfab Zugeinheit mit durchgehend tiefliegendem wagenboden

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1241105A (en) * 1917-03-10 1917-09-25 Christian Gansle Railroad-car truck.
US1265374A (en) * 1916-08-02 1918-05-07 John A Pilcher System of equalization for car-trucks.
US1576298A (en) * 1922-09-06 1926-03-09 Barbey Camille Rolling stock for railways and tramways
US2197727A (en) * 1937-04-08 1940-04-16 Budd Edward G Mfg Co Vehicle
US2411978A (en) * 1944-02-09 1946-12-03 Baldwin Locomotive Works Railway truck
US3333551A (en) * 1965-06-11 1967-08-01 Simmering Graz Pauker Ag Low-platform railway car bogie

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1265374A (en) * 1916-08-02 1918-05-07 John A Pilcher System of equalization for car-trucks.
US1241105A (en) * 1917-03-10 1917-09-25 Christian Gansle Railroad-car truck.
US1576298A (en) * 1922-09-06 1926-03-09 Barbey Camille Rolling stock for railways and tramways
US2197727A (en) * 1937-04-08 1940-04-16 Budd Edward G Mfg Co Vehicle
US2411978A (en) * 1944-02-09 1946-12-03 Baldwin Locomotive Works Railway truck
US3333551A (en) * 1965-06-11 1967-08-01 Simmering Graz Pauker Ag Low-platform railway car bogie

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3952669A (en) * 1969-11-02 1976-04-27 Mauzin Andre E Snubbed railway vehicle bogie
US3650219A (en) * 1969-11-24 1972-03-21 Gen Steel Ind Inc Resiliently supported articulated railway vehicle
US3693553A (en) * 1970-03-03 1972-09-26 Gen Steel Ind Inc Motorized railway locomotive truck
US3903811A (en) * 1972-10-04 1975-09-09 Frederick William Sinclair Railway bogie
US4233909A (en) * 1978-03-28 1980-11-18 Itel Corporation Railway car assembly composed of a series of articulately interconnected cars
US4667603A (en) * 1985-08-20 1987-05-26 Sea-Land Corporation, Inc. Articulated car for intermodal containers
US4887535A (en) * 1988-01-20 1989-12-19 Ferrosud S.P.A. Rail-highway semi-trailers
US4867071A (en) * 1988-04-13 1989-09-19 National Castings, Inc. Truck-mounted articulated connector for railway cars
WO1989009715A1 (en) * 1988-04-13 1989-10-19 National Castings, Inc. Truck-mounted articulated connector for railway cars
AU617162B2 (en) * 1988-04-13 1991-11-21 Meridian Rail Information Systems Corp. Truck-mounted articulated connector for railway cars
AT405734B (de) * 1996-12-05 1999-11-25 Siemens Sgp Verkehrstech Gmbh Fahrwerk für einen gliederzug

Also Published As

Publication number Publication date
SE325289B (xx) 1970-06-29
FI44428B (xx) 1971-08-02
NL6704800A (xx) 1967-10-06
DE1605094A1 (de) 1971-03-04
NO120528B (xx) 1970-11-02
GB1180783A (en) 1970-02-11
BE696485A (xx) 1967-09-18
ES338840A1 (es) 1968-04-16
CH456672A (de) 1968-07-31

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