US3631810A - Laterally movable railway vehicle truck - Google Patents

Laterally movable railway vehicle truck Download PDF

Info

Publication number
US3631810A
US3631810A US827555A US3631810DA US3631810A US 3631810 A US3631810 A US 3631810A US 827555 A US827555 A US 827555A US 3631810D A US3631810D A US 3631810DA US 3631810 A US3631810 A US 3631810A
Authority
US
United States
Prior art keywords
bolster
vehicle
vehicle body
combination
tilting
Prior art date
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
US827555A
Other languages
English (en)
Inventor
Alan John Bing
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
British Railways Board
Original Assignee
British Railways Board
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by British Railways Board filed Critical British Railways Board
Application granted granted Critical
Publication of US3631810A publication Critical patent/US3631810A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • 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

Definitions

  • ABSTRACT A railway vehicle com by each wheel-set through a lateral connected to the vehicle body to constrain it to move lateral] with the bolster under centrifugal force 105/171, t0 the stiffness of said lateral suspension,
  • tilting of the body relatively to the bol B61f 3/00 are provided to tilt the vehicle bod B6 1f 5/24, B6lf 5/44 through an angle related to the cen l05/l97, vehicle body, simultaneously with the 190 R, 210 the body to counteract the effects of centrifugal force.
  • SHEET 0F 4 I nurln w LATERALLY MOVABLE RAILWAY VEHICLE TRUCK
  • This invention relates to railway vehicles, and more particularly, but not exclusively, to railway coaches for use in highspeed passenger trains capable of speeds of upwards of 100 mph.
  • the coach body is therefore tilted so that the coach floor is at an angle to the plane of the track (hereafter tenned 0,,) equal to the cant deficiency; as will be appreciated the cant deficiency 0,, is a function of the vehicle speed and the radius of the curve being negotiated by the vehicle.
  • the tilt center about which the coach will in effect be rotated will normally fall relatively high up within the coach body. To physically pivot the coach body on this tilt center would therefore require structure which intrudes into the passenger space and this is very undesirable.
  • a railway vehicle comprising at least one wheelset disposed at each end thereof, a bolster supported by said wheelset through a lateral suspension permitting the bolster to move laterally of the wheelset against a predetermined stiffness of the lateral suspension, connecting means between said bolster and the vehicle body constraining the vehicle body to move laterally with the bolster whereby the body and bolster will be displaced laterally together under centrifugal force by an amount related to the stifiness of said lateral suspension, but permitting lateral tilting of said body relatively to said bolster, and servocontrolled actuating means arranged to tilt said vehicle body relatively to said bolster through an angle related to the centrifugal force simultaneously with the lateral displacement thereof, whereby the effective tilt center of said body lies in the vertical central longitudinal plane of the vehicle and above the floor of the vehicle.
  • bolster it is intended to include any appropriate form of beam or frame.
  • the tilting arrangement of a railway vehicle according to the invention is advantageously combined with the lateral suspension for the vehicle in a way permitting a soft lateral suspension and low lateral unsprung mass.
  • a bolster and tilting actuating means will be provided at each wheelset.
  • a said bolster and tilting actuating means will be provided at each bogie of the vehicle.
  • the connecting means may be between said beam and a bolster on a single wheelset, or respective bolsters on a pair of wheelsets each said wheel-set having tilting actuating means for a respective one of the vehicle bodies.
  • FIG. I shows diagrammatically one example of tilting system in the untilted position
  • FIG. 2 shows the system of FIG. I in a tilted position
  • FIG. 3 shows diagrammatically a second example of tilting system in the untilted position
  • FIG. 4 shows the system of FIG. 3 in a tilted position
  • FIG. 5 shows a diagrammatic plan view of one vehicle connected to another vehicle in a train by a steering beam and in their relative position when negotiating a curve
  • FIG. 6 is a perspective view of one example of construction of wheelset and associated bolster frame
  • FIG. 7 is a diagrammatic view of the servocontrolled tilting actuator.
  • FIGS. 1 and 2 show the arrangement at one wheelset of a fourwheeled vehicle, the arrangement at the other wheelset being similar.
  • Chaindotted line 1 indicates the centerline of the wheelset axle on which the pair of wheels are mounted and which is rotatably supported in axle boxes.
  • the vehicle has a bolster 2 extending transversely of the vehicle and pivotally mounted at its ends to the lower ends of swing links 3.
  • the swing links 3 at their upper ends are pivotally mounted to a frame 4 mounted directly on the axle boxes of the wheelset. This provides a soft passive lateral suspension.
  • the system will however work with any form of lateral suspension, whether employing potential energy like swing links, or strain energy like simple springs.
  • the bolster 2 can swing relatively freely laterally of the vehicle and relatively to the wheelset under centrifugal force, but has no freedom in roll.
  • the vehicle body 5 is pivoted at P to a structural member 6 solidly mounted on the swinging bolster 2 and, by a similar pivot on a swinging bolster at the other wheelset but constraining it to move laterally with the bolster 2.
  • Tilting actuating means in this example comprising hydraulic jacks 7 and 8, is provided for tilting the vehicle body about the pivot P by an amount related to the centrifugal force acting as determined by an accelerometer mounted on the vehicle body. The control of the tilting actuating system is described later with reference to FIG. 7.
  • the vertical central longitudinal plane of the vehicle is indicated by chain-dotted line 9 and the medial plane of the coach body by chaindotted line 10.
  • the point 0 indicates the desired tilt center of the vehicle body in the vertical central longitudinal plane 9 and G the center of gravity of the vehicle body.
  • FIG. 2 this shows the geometry of the system under steady curving conditions with a considerable cant deficiency 0 and therefore with the vehicle body tilted through an angle 0,, about the desired tilt center 0 by the tilting actuating means 7 and 8.
  • the point 0 must be where the medial plane of the tilted body 5 intersects the vertical centerline of the axle, i.e. intersects the vertical central longitudinal plane of the vehicle, thus;
  • 0P PQlsin0 as 0,, is small, and substituting for PQ
  • PQ This applies to any form of lateral suspension with linear stifi ness k, between the bolster 2 and wheelset axle.
  • lateral lateral suspension means has a constant stiffness k, and said actuating means tilt the body on said pivot and through an angle to the vertical k0 directly proportional to the centrifugal force acting (where K is the constant of proportionality which may be greater than, equal to or less than unity) whereby the If the vertical and roll suspension is situated between the body and bolster 2 as shown diagrammatically in FIGS.
  • the vertical and roll suspensions are represented by way of example as coils springs 12 in series with the hydraulic jacks 7 and 8 between the coach body and the bolster, there is relative vertical movement between the body and swinging bolster.
  • the pivot P is then replaced by tie bar ll connected to the body 5 and member 6 at R and S.
  • the bar 11 pennits this vertical roll movement but restrains lateral movement between the swinging bolster and body.
  • the wheelset axle is rotatably mounted in axle boxes provided in axle casing 4 and caries the pair of wheels 17.
  • the axle casing 4 thus corresponds to frame 4 of FIGS. 3 and 4.
  • the bolster 2 is in the form of a rigid frame surrounding the wheelset and is suspended by the swing links 3 pivoted at their upper ends to yokes 4a on the axle casing 4.
  • the hydraulic jacks 7 and 8 are duplicated and for convenience have been given the suffix letters a and b.
  • the body 5, represented by a longitudinal frame member (corresponding to steering beam 13 of FIG. 5, to be described), is connected to the bolster 2 by the bar 11.
  • the jacks 7a, 7b, 8a and 8b are combined with a hydropneumatic or hydromechanical system to provide vertical and roll suspensions in the manner shown in FIG. 7. Obviously a wheel set arrangement as shown in FIG. 6 is provided at each end of the body 5.
  • FIG. 7 shows one simple form of tilting actuating means adapted for use in the present invention, and corresponding in structure and operation to the accelerometer controlled fluid pumping and jacking system shown and described in FIG. 5a of Bingham U.S. Pat. No. 3,376,830, issued Aug. 9, 1968, for Railway Vehicle Suspension System.”
  • the hydraulic jacks 7 and 8, in FIG. 7 are double acting, i.e. they have working spaces l8, 19, 20 and 21 above and below their pistons 22, the working space above each piston being connected to the working space below the other by connections 19 and 20'.
  • the two connections 19' and 20' are themselves interconnected through hydraulic pump 21' which is controlled by accelerometer 221.
  • hydraulic fluid in response to a tilting signal from the accelerometer 221 hydraulic fluid will be pumped from one pair of working spaces 18 and 21 into the other pair 19 and 20 and vice versa depending upon the direction of tilt required. This will cause the pistons to become disposed somewhat as shown in FIGS. 2 and 4.
  • Accumulators 23 may be pneumatic or mechanical spring devices and will thus provide vertical and roll suspensions equivalent to the springs 12 shown in FIG. 4.
  • the vehicle body tilts to less than the cant deficiency 0,,. If the required tilt angle is K6, and since the lateral movement of the bolster is unchanged at Mga lky n u fl/K for the swinglink suspension OP is thus increased by the factor l/K.
  • FIG. 5 shows, in plan view, a train configuration in which a pair of adjacent vehicles have their bodies 50 and Sb connected to each other through a steering beam 13 which is articulatedly connected at its ends on the centerlines of the two vehicle bodies 5 through vertical and roll pivots 14.
  • the adjacent ends of the bodies 5 are jointed at in an manner permitting them to adopt the configuration when curving.
  • the steering beam 13 is mounted to two wheelsets in substantially the same manner as the vehicle body is mounted to the wheelset in FIG. 3, i.e., through a tie bar, bolster and swinglinks.
  • FIG. 6 shows, in plan view, a train configuration in which a pair of adjacent vehicles have their bodies 50 and Sb connected to each other through a steering beam 13 which is articulatedly connected at its ends on the centerlines of the two vehicle bodies 5 through vertical and roll pivots 14.
  • the adjacent ends of the bodies 5 are jointed at in an manner permitting them to adopt the configuration when curving.
  • the steering beam 13 is mounted to two wheelsets in substantially the same manner
  • the hydraulic jacks 7a, 7b, 8a and 8b of one wheelset arrangement are connected at their upper ends to the coach bodies, say 5a.
  • the second wheelset arrangement shown in FIG. 5 has its hydraulic jacks connected at their upper ends to the coach body 5b. It will be appreciated that the two wheelsets shown in FlG. 5 could be replaced by a single wheelset arrangement in which case the hydraulic acks of this single wheelset would connect with both coach bodies 50 and 5!).
  • the simple pivoting arrangements between the bolster and body could be replaced by a linkage designed to produce a substantially rotational movement about the desired pivot point which will in this case be an imaginary pivot point. This would be useful where the desired pivot point i.e., the actual center of rotation of the body movement, falls within the passenger carrying space of the vehicle body, because the linkage could be disposed completely below the floor of the body.
  • a railway vehicle comprising a vehicle body, at least one wheelset, a vehicle suspension supporting said vehicle body on said wheelset, said vehicle suspension including a lateral suspension of substantially constant stiffness mounted on said wheelset for normally positioning said body at a predetermined location relative to said wheelset, a bolster connected to said lateral suspension for movement laterally of the vehicle against the stiffness of said lateral suspension, connecting means between said bolster and the vehicle body for constraining the vehicle body and bolster to move together, in lateral directions away from said predetermined location, under the influence of centrifugal force acting on the vehicle body, a pivot incorporated in said connecting means to permit tilting of said body relative to said bolster, means for providing a signal proportional to the centrifugal force acting on the vehicle body, and actuating means connected between said body and said bolster, and responsive to said signal, for tilting said body relative to said bolster about said pivot through an angle directly proportional to the cen trifugalforce acting on the vehicle body.
  • said actuating means comprises hydraulic jacks mounted in series with vertical springing between said body and said bolster.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
US827555A 1968-05-29 1969-05-26 Laterally movable railway vehicle truck Expired - Lifetime US3631810A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB25847/68A GB1205161A (en) 1968-05-29 1968-05-29 Improvements in or relating to railway vehicle suspensions

Publications (1)

Publication Number Publication Date
US3631810A true US3631810A (en) 1972-01-04

Family

ID=10234315

Family Applications (1)

Application Number Title Priority Date Filing Date
US827555A Expired - Lifetime US3631810A (en) 1968-05-29 1969-05-26 Laterally movable railway vehicle truck

Country Status (8)

Country Link
US (1) US3631810A (de)
CH (1) CH507116A (de)
DE (1) DE1926687A1 (de)
ES (1) ES367800A1 (de)
FR (1) FR2009592A1 (de)
GB (1) GB1205161A (de)
HU (1) HU162360B (de)
SU (1) SU486499A3 (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3719153A (en) * 1971-01-07 1973-03-06 Krupp Gmbh Hydraulically dampened car bogie
US3783796A (en) * 1970-06-17 1974-01-08 Sulzer Ag Laterally shiftable railway car spring suspension
US3818841A (en) * 1970-08-28 1974-06-25 Luxembourg Brev Participations Railway car roll stabilizing bogie
US3845724A (en) * 1971-01-13 1974-11-05 British Railways Board Railway car centrifugal force stabilizing device
US3977694A (en) * 1973-07-17 1976-08-31 Allmanna Svenska Elektriska Aktiebolaget Roll stabilization system
US5222440A (en) * 1988-10-13 1993-06-29 Sig Schweizerisch Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
US20030107161A1 (en) * 2001-12-11 2003-06-12 Martin Teichmann Spring suspension device

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4241929A1 (de) * 1992-12-11 1994-06-16 Rexroth Mannesmann Gmbh Aufhängung für einen Wagenkasten an einem Fahrgestell, insbesondere an einem Drehgestell eines schienengebundenen Fahrzeugs
RU2476338C1 (ru) * 2011-11-14 2013-02-27 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта
RU2475391C1 (ru) * 2011-11-14 2013-02-20 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Система наклона кузова железнодорожного транспорта

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2093486A (en) * 1935-01-10 1937-09-21 Cincinnati Traction Building C Means of maintaining railway cars in a horizontal plane
US2474471A (en) * 1945-02-09 1949-06-28 Charles H Dolan Shock absorber and stabilizer
US2500906A (en) * 1944-10-28 1950-03-14 Leonid D Soloview Railway car truck
US2568401A (en) * 1945-10-19 1951-09-18 Westinghouse Electric Corp Control device
US3376830A (en) * 1965-07-16 1968-04-09 Sidney H. Bingham Railway vehicle suspension system
US3459139A (en) * 1967-03-23 1969-08-05 Amsted Ind Inc Railway car and truck roll stabilizer

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2093486A (en) * 1935-01-10 1937-09-21 Cincinnati Traction Building C Means of maintaining railway cars in a horizontal plane
US2500906A (en) * 1944-10-28 1950-03-14 Leonid D Soloview Railway car truck
US2474471A (en) * 1945-02-09 1949-06-28 Charles H Dolan Shock absorber and stabilizer
US2568401A (en) * 1945-10-19 1951-09-18 Westinghouse Electric Corp Control device
US3376830A (en) * 1965-07-16 1968-04-09 Sidney H. Bingham Railway vehicle suspension system
US3459139A (en) * 1967-03-23 1969-08-05 Amsted Ind Inc Railway car and truck roll stabilizer

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3783796A (en) * 1970-06-17 1974-01-08 Sulzer Ag Laterally shiftable railway car spring suspension
US3818841A (en) * 1970-08-28 1974-06-25 Luxembourg Brev Participations Railway car roll stabilizing bogie
US3719153A (en) * 1971-01-07 1973-03-06 Krupp Gmbh Hydraulically dampened car bogie
US3845724A (en) * 1971-01-13 1974-11-05 British Railways Board Railway car centrifugal force stabilizing device
US3977694A (en) * 1973-07-17 1976-08-31 Allmanna Svenska Elektriska Aktiebolaget Roll stabilization system
US5222440A (en) * 1988-10-13 1993-06-29 Sig Schweizerisch Industrie-Gesellschaft Tilt compensator for high-speed vehicles, in particular rail vehicles
US20030107161A1 (en) * 2001-12-11 2003-06-12 Martin Teichmann Spring suspension device

Also Published As

Publication number Publication date
ES367800A1 (es) 1971-06-16
HU162360B (de) 1973-02-28
GB1205161A (en) 1970-09-16
FR2009592A1 (de) 1970-02-06
DE1926687A1 (de) 1969-12-04
CH507116A (fr) 1971-05-15
SU486499A3 (ru) 1975-09-30

Similar Documents

Publication Publication Date Title
US4628824A (en) Self steering railway truck
US4131069A (en) Articulated railway car trucks
US3628465A (en) Stabilizing high speed railway trucks
US4660476A (en) Self-steering rail truck
EP0007225B1 (de) Von einfachen Radialradsätzen getragenes Schienen- oder Transportfahrzeug
US3717104A (en) Active roll controling truck stabilizing mechanism
JPS5873467A (ja) 鉄道用台車
CZ281043B6 (cs) Podvozek pro nízkopodlažní dráhy
US2853956A (en) Monobeam systems and apparatus
US2268267A (en) Car body suspension and truck construction
US3631810A (en) Laterally movable railway vehicle truck
US4353309A (en) Motorized railway vehicle truck
US3818841A (en) Railway car roll stabilizing bogie
US4841873A (en) Railway locomotive and stabilized self steering truck therefor
US3704670A (en) Stabilizing high speed railway trucks
US2841096A (en) Suspension system for the bogies of railway and like vehicles
US3782294A (en) Articulated railway truck swinging bolster
US3059591A (en) Suspension railway
US3687085A (en) Lateral motion truck
US3696757A (en) Dampened railway car truck
CA2277777C (en) Rail vehicle with a driving unit and a wagon
US3802350A (en) Railway bogie
US2893326A (en) Suspension for railway cars and the like
US4729324A (en) Multiple axle self-steering powered locomotive truck
US3636886A (en) High-speed railway vehicle suspension