US3734030A - Pneumatic railway car suspension - Google Patents

Pneumatic railway car suspension Download PDF

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Publication number
US3734030A
US3734030A US00142583A US3734030DA US3734030A US 3734030 A US3734030 A US 3734030A US 00142583 A US00142583 A US 00142583A US 3734030D A US3734030D A US 3734030DA US 3734030 A US3734030 A US 3734030A
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United States
Prior art keywords
supporting
springs
supporting positions
box
positions
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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
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US00142583A
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English (en)
Inventor
E Kreissig
K Feuerlein
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Sulzer AG
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Sulzer AG
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Publication date
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Publication of US3734030A publication Critical patent/US3734030A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices

Definitions

  • ABSTRACT The pneumatic springs of the resilient suspensions at each supporting position are interconnected via ducts and stop valves such that, with respect to the direction of travel, the two forward suspensions are coupled together to achieve an equalization of the supporting forces therebetween while the rear suspension remains independent of the coupling.
  • the coupling is reversible by opening and closing of the stop valves when the direction of travel is reversed, so that the two forward suspensions in the reversed direction of travel are coupled together while the rear suspension is independent.
  • Imp/ms.- E-Q TFLORl/IN KPE/ss/e APL FEUERLE/N PNEUMATIC RAILWAY CAR SUSPENSION This invention relates to a powered rail vehicle and a suspension therefor.
  • powered rail vehicles have been known to consist of a rigid box which can be supported on a track by means of resilient suspensions on bogies or individual axles at at least three supporting positions, at each of which a driving force is also applied to the track.
  • these rail vehicles have suffered from the disadvantage that the supporting means are statically undefined and that a uniform loading of all the supporting positions has therefore not been possible. If such vehicle had to apply traction it would therefore be difficult for the adhesion between the axles and the rails to be adequately utilized.
  • the invention is directed to a rail vehicle which has a rigid box and a plurality of resilient suspensions for supporting the rigid box via wheels on a track at at least three supporting positions.
  • the resilient suspensions located at a plurality of supporting positions at the forward end of the vehicle relative to the direction of travel are each provided with a controllable spring.
  • Thenumber of supporting positions which include the springs is equal to at least one half the total number of positions but smaller than the total number less one.
  • These controllable springs are coupled to each other by a coupling means so that the supporting forces at the respective supporting positions are identical, i.e., equalized, and that the resilience of the remaining supporting positions depends thereon.
  • the remaining supporting positions at the rear of the rail vehicle can also be provided with similar controllable springs which are coupled to each other so that the supporting forces thereat are identical.
  • the controllable springs are preferably springs which can be actuated by pressure media and, to this end, include pressure chambers which communicate with each other through a connecting duct.
  • a gas such as air, or a fluid or a combination of both may function as the pressure medium.
  • all the supporting positions are provided with controllable springs, all of which communicate with each other through a connecting duct or element.
  • at least one isolating element is provided in the connecting element to separate the springs of the individual supporting points relative to the travelling direction.
  • FIG. 1 diagrammatically illustrates a powered rail vehicle with three bogies constructed in accordance with the invention
  • FIG. 2 illustrates a diagrammatic cross section of FIG. I
  • FIG. 3 diagrammatically illustrates a powered vehicle with three driven individual axles according to the invention.
  • a powered rail vehicle is provided with an integral rigid box 1 which is supported at three supporting positions via six pneumatic springs 2 on bogie frames 3 of three bogies I, II, III.
  • the individual bogies are, in turn, supported on axles 3' with wheels. These wheels are, as is known, driven by driving means (not shown), for example, electric motors disposed in the bogies.
  • driving means for example, electric motors disposed in the bogies.
  • the required movability of the bogies 3 relative to the box 1 in the event of transverse deflection and curve deflections being imposed thereon, is made possible by means of radius rods 4, as is known, while underslung tie rods 5 are provided for the transmission of tractive and braking forces from the bogies 3 to the box 1.
  • the functions of the underslung tie rods 5 may also be carried out in known manner by pivoting pins which are not shown.
  • each pneumatic spring 2 includes an air, or pressure chamber which communicates with the others through connecting ducts 6.
  • the connecting ducts 6 are each provided with a flexible hose 7 as shown.
  • a coupling means in the form of stop or check valves 8 and 9, preferably suitable for remote operation and adapted for alternate opening and closing by suitable means (not shown) relative to the travelling direction, are provided in the connecting ducts 6 to opposite sides of the duct leading to the centrally located spring 2.
  • the position of the check valves 8 and 9 as shown corresponds to a travelling direction of the vehicle to the left as indicated by an arrow A.
  • valves 8 are open to selectively connect the air chambers of the two forward springs 2 and the valves 9 are closed to selectively isolate the air chamber of the rear spring 2 from the two forward springs 2. If the vehicle in the illustration were to travel to the right, the valves.9 would be opened and the valves 8 would be closed.
  • the pneumatic springs 2 on each side of the vehicle as shown are supplied with compressed air from a compressed air source (not shown) through a non-retum valve 10, a storage vessel 11, a non-return valve 12 and a distribution duct 13.
  • a compensating duct 14 also connects the distribution ducts 13 on both sides of the vehicle so as to compensate for a variation in pressure therebetween.
  • regulating valves 15 are provided between the distribution duct 13 and the ducts 6.
  • Each of these regulating valves 15 incorporates a regulator lever 16 which is connected through a regulating rod 17 to a point 18 of the bogie 3 but which may also be connected to one of the axles of the bogie.
  • Each valve 15 is also provided with a blow-off duct 19 and silencer through which excess air is able to escape to the atmosphere.
  • the regulating valves 15 In a zone from a zero position upwards and downwards respectively, the regulating valves 15 must either have dead travel or must permit a very small air exchange over this zone. This is necessary in order to maintain air consumption within tolerable limits for the normal spring motions of the box 1 relative to the bogies 3 or when travelling through a curved gradient.
  • the check valves 8, 9 are positioned and actuated such that the pneumatic springs 2 of the two front bogies I, II are coupled together in common over the forward regulating valves 15 into the common distribution duct 13.
  • This interconnection of the pneumatic springs 2 of the two front bogies 3 produces a statically defined two-point support as seen along the longitudinal orientation of the vehicle.
  • the abutment forces of the two bogies I and II can be replaced by one abutment force which acts in the middle between the two springs 2 below a point 20 (FIG. 1).
  • the underslung tie rod system or other axle thrust compensating means, enables all the axles of the front bogies I and II to be equally loaded. If the rail vehicle exerts traction on a hook 21, the front axles will be off-loaded and the rear axles will be additionally loaded. However, in the present case, the axles of the front bogies I, II are all equally offloaded while both axles of the rear bogie III are loaded by an amount equal to the total value of off-loading of the axles of front bogies I, II. Owing to the fact that the load relief is uniformly distributed over the axles of the front bogies I, II, this may be minimal so that optimum utilization of the adhesion may be obtained.
  • axles 3 of the bogie III are non-uniformly loaded by a suitable apparatus (not shown) and in the sense that the leading axle is also off-loaded while the trailing axle 3' is under further additional loading. Further reduction of off-loading of the front bogies I, II is thus possible.
  • axles are used in place of the bogies 3, as above. These axles 30 are guided in axle bearing guides 31 of known construction. As shown, the control rods 17 act at points 18 which are disposed not on the bogies but on the axles 30.
  • the invention can be equally well applied to rail vehicles having more than three bogies or individual axles, for example, four bogies or individual axles.
  • four bogies are provided, it is possible for the suspension system of the front three bogies to be coupled to each other and for the bogie which is the last in the travelling direction to be independently and resilient suspended. Off-loading of the axles of the three leading bogies in such a case is minimal.
  • the axle pressure of the axles of the last bogie becomes excessive under the effect of the additional loading resulting from the off-loading of the three leading and the two trailing bogies are coupled to each other.
  • the off-loading which is distributed over four axles is greater, the additional loading of the axles of the rear bogies is smaller.
  • control rods 17 and regulating valves 15 are operated so as to maintain the box 1 at a constant height. That is, each regulating valve 15 is adjusted such that, in a medium range of movement of a respective control rod 17, the valve 15 is closed or very much throttled. As soon as a certain upper threshold degree of movement of the rod 17 is exceeded, i.e., when the box 1 moves away from the bogie, air is discharged from the pneumatic spring 2. Conversely, if the box 1 moves toward the bogie, i.e., during unloading of the box 1, so that the lower threshold degree of movement is passed, air is supplied to the pneumatic spring 2.
  • the medium range of movement thus serves as an area of insensitivity to allow for the normal movements of the springs 3 therein.
  • a rail vehicle comprising a rigid box
  • a plurality of bogies for supporting said box on a track at at least three supporting positions at which a driving force is applied to the track;
  • each respective spring being positioned between a respective one of said bogies and said box;
  • a rail vehicle as set forth in claim 1 wherein said box is supported at four supporting positions and said coupling means couples said springs at the forward two supporting positions together for equalizing the sup porting forces at said forward supporting positions, and which further comprises coupling means coupling said springs at the rear two supporting positions together for equalizing the supporting forces at said rear supporting positions.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
US00142583A 1970-05-13 1971-05-12 Pneumatic railway car suspension Expired - Lifetime US3734030A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH708070A CH523162A (de) 1970-05-13 1970-05-13 Schienentriebfahrzeug

Publications (1)

Publication Number Publication Date
US3734030A true US3734030A (en) 1973-05-22

Family

ID=4319616

Family Applications (1)

Application Number Title Priority Date Filing Date
US00142583A Expired - Lifetime US3734030A (en) 1970-05-13 1971-05-12 Pneumatic railway car suspension

Country Status (14)

Country Link
US (1) US3734030A (xx)
AT (1) AT312046B (xx)
BE (1) BE766797A (xx)
CA (1) CA932210A (xx)
CH (1) CH523162A (xx)
DE (1) DE2024484C3 (xx)
ES (1) ES390391A1 (xx)
FI (1) FI52445C (xx)
FR (1) FR2091504A5 (xx)
GB (1) GB1300876A (xx)
NL (1) NL144533B (xx)
NO (1) NO128144B (xx)
SE (1) SE358353B (xx)
ZA (1) ZA713116B (xx)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3896740A (en) * 1973-01-09 1975-07-29 Schweizerische Lokomotiv Pneumatic bogie stabilizer
US3908559A (en) * 1971-10-28 1975-09-30 Sulzer Ag Rail traction vehicle suspension system
US4337706A (en) * 1977-11-30 1982-07-06 Schweizerische Lokomotiv Und Maschinenfabrik Railway locomotive
US4886285A (en) * 1987-03-23 1989-12-12 Mannesmann Aktiengesellschaft Transporter with wheels
WO1992003173A1 (en) * 1990-08-27 1992-03-05 Baxter International Inc. Sheath for cannula
WO1997044231A1 (en) * 1996-05-20 1997-11-27 Zeevenhooven Nikolaas Huibert Train configuration

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2648113C3 (de) * 1976-10-23 1980-04-10 Thyssen Industrie Ag, 4300 Essen Vorrichtung zum Verhindern des Aufbäumens eines Triebdrehgestells unter Zugkrafteinwirkung und zum Dämpfen der Nickbewegungen eines Schienenfahrzeugs
DE3407574C2 (de) * 1984-03-01 1986-07-03 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Vorrichtung zur Erhöhung der Wankstabilität von Schienenfahrzeugen mit Luftfederung
AT401034B (de) * 1989-08-31 1996-05-28 Sgp Verkehrstechnik Fahrwerk, insbesondere drehgestell, für ein schienenfahrzeug

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3908559A (en) * 1971-10-28 1975-09-30 Sulzer Ag Rail traction vehicle suspension system
US3896740A (en) * 1973-01-09 1975-07-29 Schweizerische Lokomotiv Pneumatic bogie stabilizer
US4337706A (en) * 1977-11-30 1982-07-06 Schweizerische Lokomotiv Und Maschinenfabrik Railway locomotive
US4886285A (en) * 1987-03-23 1989-12-12 Mannesmann Aktiengesellschaft Transporter with wheels
WO1992003173A1 (en) * 1990-08-27 1992-03-05 Baxter International Inc. Sheath for cannula
WO1997044231A1 (en) * 1996-05-20 1997-11-27 Zeevenhooven Nikolaas Huibert Train configuration

Also Published As

Publication number Publication date
SE358353B (xx) 1973-07-30
NL7009031A (xx) 1971-11-16
FI52445B (xx) 1977-05-31
NO128144B (xx) 1973-10-08
CA932210A (en) 1973-08-21
NL144533B (nl) 1975-01-15
BE766797A (fr) 1971-10-01
DE2024484C3 (de) 1974-05-30
AT312046B (de) 1973-12-10
GB1300876A (en) 1972-12-20
DE2024484B2 (de) 1973-10-31
CH523162A (de) 1972-05-31
FI52445C (fi) 1977-09-12
FR2091504A5 (xx) 1972-01-14
DE2024484A1 (de) 1971-12-09
ZA713116B (en) 1972-01-26
ES390391A1 (es) 1974-06-16

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