US3756161A - Draft controlled railway car spring arrangement - Google Patents

Draft controlled railway car spring arrangement Download PDF

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Publication number
US3756161A
US3756161A US00197442A US3756161DA US3756161A US 3756161 A US3756161 A US 3756161A US 00197442 A US00197442 A US 00197442A US 3756161D A US3756161D A US 3756161DA US 3756161 A US3756161 A US 3756161A
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United States
Prior art keywords
spring
power unit
tractive effort
bogies
motive power
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Expired - Lifetime
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US00197442A
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English (en)
Inventor
H Loosli
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.)
Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
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Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
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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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/36—Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes
    • 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 Non-variable-rate springs are provided at some bearing 30 F A l orelgn pplc auon pnomy Data areas while adjustable springs are provided at other NOV. 16, 1970 I Switzerland 16909/70 bearing areas to uniformly maintain the i g n the axles at the forward end at substantially equal values [52] Cl g ,25 374 under a tractive effort.
  • Control means are connected to the adjustable means to vary the force of the adjustable [51] T Cl 861d 43/00 5/00 861g 9/00 springs in response to the tractive effort of the power Field of Search /73, 136, 215, unit 10 Claims, 5 Drawing Figures DRAFT CONTROLLED RAILWAY CAR SPRING ARRANGEMENT
  • This invention relates to a rail motive power unit and particularly to a means for distributing the loading of the power unit on the axle supports thereof.
  • I-Ieretofore, rail motive power units such as locomotives
  • rail motive power units such as locomotives
  • These power units particularly those having three or more bogies or individual axles have, however, had a problem in the distribution of the loading between the various axles. That is, in order to use the force of adhesion of the locomotive, all the axles, as a rule, have been driven and have required an appropriate loading.
  • the power unit exerts a tractive effort, the end to which the effort is applied becomes loaded while the opposite end (i.e.. the front end) is relieved of load. The problem is thus to ensure that the axles which experience extra loading do not apply an excessive axle loading to the rails and that the more lightly loaded axles are loaded equally so that optimum use is made of the adhesion force.
  • One known way of meeting these requirements is to divide a locomotive body in the center and to interconnect the two halves, e.g. by way of a swivel joint, so that the halves can rotate relative to one another around a transverse axis.
  • Another known technique is for pairs of bogies to be joined together by a top frame which carries the vehicle body.
  • adjustable springing systems which use, for example, air springs in which requirements are set by means of appropriately adjusted controllers.
  • the invention provides a motive power unit having a body carried at at least three bearing areas along the length of the body with non-variable-rate springs at one or more bearing areas and adjustable springs at at least one other bearing area.
  • a controller is connected to the adjustable springs to control the spring force thereof independence upon the tractive effort of the power unit.
  • bogies are provided at each bearing area to carry the vehicle body while, in another embodiment, individual axles are mounted in a frame of the body at the bearing areas.
  • the non-variable-rate springs are provided at the outer bearing areas while the adjustable springs are positioned at the inner bearing areas. In still another embodiment, the adjustable springs are positioned at the outer bearing areas while the non-variable-rate springs are at the inner bearing areas.
  • the adjustable springs are in the inner bearing areas and the nonvariable-rate springs are at the outer bearing areas
  • the forces of the adjustable springs are decreased so that the spring force of these springs equal the spring force of the nonvariable-rate springs at the opposite, i.e. forward, end of the power unit.
  • the relationship between the increase in tractive effort and the decrease in adjustable spring force can be proportional or non proportional.
  • FIG. 1 diagrammatically illustrates a power unit utilizing a central adjustable spring according to the invention
  • FIG. 2 diagrammatically illustrates a power unit having the adjustable springs at the outer bearing areas according to the invention
  • FIG. 3 illustratesa view similar to FIG. 1 of a power unit having a reservoir for increasing the air spring volume of the central adjusting spring;
  • FIG. 4 graphically illustrates a proportional relationship between the tractive effort and the spring force of the adjustable spring
  • FIG. 5 graphically illustrates a non-proportional relationship between the tractive effort and the spring force of the adjustable spring.
  • a locomotive includes a vehicle body 1 and three bogies I, II, III] at separate bearing areas along the length of the body 1 which supports the body 1.
  • Each bogie comprises two driving axles 3 which are connected in known manner to traction motors 4 and which support the bodyl on suitable rails.
  • the two outer bogies I, III have known steel springs 5 which are shown in diagrammatic form, whereas the center bogey II has air springs 6, only one of which is shown diagrammatically.
  • the springs 5, 6 are constructed in known manner so as to provide lateral stabilization of the vehicle body 1.
  • the bogies I, II, III also have known elements, such as deep drawbars (not shown), which equalize the loading between the two axles 3 of each bogey.
  • the air spring 6 is connected to a compressor 7 via an air line 11 in which a check valve 8, a supply air reservoir 9 and a controller 10 are interposed.
  • the body 1 also includes a draw hook 12 where a tractive effort 2 is exerted as well as a pickoff 13 between the draw hook 12 and the controller 10 for measuring the the instantaneous tractive effort of the locotive effort Z measured.
  • the motor current can be used as a yardstick for the tractive effort.
  • the locomotive of FIG. 1 applies a tractive effort Z to the rails, since the tractive effort is exerted at the drawhook 12 some distance above the rails, the locomotive experiences a moment which increases the loading of the rear axlesi.e. the axles of the bogey III but decreases the loading of the bogies I, II. If the locomotive had merely identical types of steel spring with the same spring rates, the axle loading of bogey I would be reduced more than would the axle loading of bogey II, with the consequent risk of the wheels of bogey I slipping and appreciably reducing the tractive effort.
  • the load reduction from the two bogies I, II must be uniformly distributed so that such bogies, and therefore their axles, are all loaded equally.
  • the axles of bogey III experience an extra loading corresponding to the same total force as the amount by which the loading of bogies I, II is reduced.
  • the controller 10 controls the force of spring 6 in de pendence upon the tractive effort, as shown in the diagram of FIG. 4.
  • This diagram shows that the spring force P of air spring 6 decreases as the tractive effort Z increases, the decrease being so controlled by controller 10 that the spring force P is always the same as the spring force of the spring 5 of bogey I.
  • the force P can be varied stepwise instead of steplessly.
  • the spring force of spring 6 can, as shown by the curve b in FIG. 5, remain constant until the tractive effort Z reaches a critical value, then drop abruptly to the value for maximum tractive effort.
  • a two-stage adjustment as indicated by curve in FIG. is another possibility, but it must be borne in mind in such cases that relationships are ideal only for a number of discrete values of tractive effort and are only approximately correct for other values.
  • the locomotive can alternatively be provided with two sets of air springs in the bogies I, III.
  • the air springs 20 shown represent a set of, as a rule, two air springs. These air springs 20 are connected via air lines 21, 22 and control valves or controllers 23, 24 to a compressor 25.
  • air reservoirs 26 are disposed before the valves 23, 24, check valves are disposed between the reservoirs 26 and compressor 25 and the locomotive has a tractive-effort pickoff 13.
  • the pickoff 13 is connected by signal lines 27, 28 to the valves or controllers 23, 24 respectively.
  • the central bogey II has a set of constant-rate steel springs represented by a single spring 29.
  • the forces in the two springs 20 change to ensure ideal alterations of axle loading with the controllers 23, 24 providing independent control of the spring forces for each bogey I, III. That is, the spring force, i.e. the air pressure operative in each spring of bogies I, III, must increase asthe tractive effort increases.
  • the conditions referred to i.e. equal loading of the more lightly loaded bogies I, II, is achieved. If the springing is correctly chosen, the required load reduction can be achieved by the pressures in the springs of both bogies I, III varying in the same pattern, so that it is theoretically possible to use either a single controller or two identically operating and operated controllers.
  • an air reservoir 30 representative of an extra air volume is provided to provide this control.
  • This reservoir 30 is connected into the line 11 to the air spring 6 and the operation thereof and of the controller 10 is similar to that described above in regard to the embodiment of FIG. 1.
  • the increase in air spring volume due to the presence of the reservoir 30 leading to the spring 6 has a very flat rate, so that its spring force, i.e. the loading of the axles 3 of bogey II, varies little for vertical movements of bogey II.
  • the invention is, of course, similarly useful for motive power units having more than three bogies and/or individual axles. As a rule, extra controllers are necessary in such cases to control the extra air springs in the manner described.
  • the invention thus provides a motive power unit which has a relatively low initial cost and relatively low running cost compared to other systems using adjustable springing.
  • a rail vehicle motive power unit comprising a body
  • a non-variable-rate spring disposed between at least one of said bogies and said body;
  • an adjustable spring disposed between at least one other of said bogies and said body
  • a controller connected to said adjustable spring for controlling the spring force of said adjustable spring in dependence upon the tractive effort of said unit;
  • a rail motive power unit as set forth in claim 1 which further comprises at least two axles on each bogie.
  • a rail motive power unit as set forth in claim 4 which further comprises a pair of said controllers each connected to one of said ajustable springs respectively and to said means to impart independent control.
  • a rail motive power unit as set forth in claim 6 further comprising an air reservoir connected between said controller and said adjustable spring for maintaining a substantially constant spring force in response to changes in vertical movements of said respective bogie.
  • a rail motive power unit as set forth in claim 1 further comprising means for maintaining a constant spring force in said adjustable spring in response to changes in gradient of said body.
  • a rail motive power unit as set forth in claim 1 wherein said means includes a draw hook at one end of said body for application of a tractive effort thereto;
  • a rail motive power unit comprising a body
  • a pair of controllers each connected to a respective adjustable spring between said adjustable spring and a respective air reservoir

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
US00197442A 1970-11-16 1971-11-10 Draft controlled railway car spring arrangement Expired - Lifetime US3756161A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH1690970A CH531431A (de) 1970-11-16 1970-11-16 Schienentriebfahrzeug

Publications (1)

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US3756161A true US3756161A (en) 1973-09-04

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US00197442A Expired - Lifetime US3756161A (en) 1970-11-16 1971-11-10 Draft controlled railway car spring arrangement

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US (1) US3756161A (no)
AT (1) AT317289B (no)
BE (1) BE775264A (no)
CA (1) CA943403A (no)
CH (1) CH531431A (no)
ES (1) ES396674A1 (no)
FR (1) FR2114429A5 (no)
GB (1) GB1326310A (no)
IT (1) IT941136B (no)
NL (1) NL140789B (no)
NO (1) NO130388B (no)
SE (1) SE374064B (no)
ZA (1) ZA717049B (no)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4337706A (en) * 1977-11-30 1982-07-06 Schweizerische Lokomotiv Und Maschinenfabrik Railway locomotive
US5560300A (en) * 1994-09-26 1996-10-01 Schneider; John R. Skate train
WO1997044231A1 (en) * 1996-05-20 1997-11-27 Zeevenhooven Nikolaas Huibert Train configuration
US5740930A (en) * 1995-06-26 1998-04-21 Oce-Nederland B.V. Connecting mechanism for connecting a mobile unit to a basic unit
US20090133601A1 (en) * 2006-03-13 2009-05-28 Christian Kitzmuller Electronic Pneumatic Spring Controller for Reducing Air Consumption and Rapidly Adjusting the Setpoint Level
US20130253739A1 (en) * 2007-10-12 2013-09-26 General Electric Company System and method for dynamically determining a force applied through a rail vehicle axle
CN115288964A (zh) * 2022-09-26 2022-11-04 西南交通大学 一种应用于货运列车自供电传感器的车钩缓冲发电装置

Families Citing this family (1)

* 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

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2861523A (en) * 1956-01-30 1958-11-25 Ernest V Berry Vertically retractable auxiliary wheels for railroad cars
US3429454A (en) * 1967-07-26 1969-02-25 Westinghouse Air Brake Co Railway car draft gfar with automatic cushioning control
US3548755A (en) * 1968-06-26 1970-12-22 Gen Steel Ind Inc Resilient railway vehicle truck supension

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2861523A (en) * 1956-01-30 1958-11-25 Ernest V Berry Vertically retractable auxiliary wheels for railroad cars
US3429454A (en) * 1967-07-26 1969-02-25 Westinghouse Air Brake Co Railway car draft gfar with automatic cushioning control
US3548755A (en) * 1968-06-26 1970-12-22 Gen Steel Ind Inc Resilient railway vehicle truck supension

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4337706A (en) * 1977-11-30 1982-07-06 Schweizerische Lokomotiv Und Maschinenfabrik Railway locomotive
US5560300A (en) * 1994-09-26 1996-10-01 Schneider; John R. Skate train
US5740930A (en) * 1995-06-26 1998-04-21 Oce-Nederland B.V. Connecting mechanism for connecting a mobile unit to a basic unit
WO1997044231A1 (en) * 1996-05-20 1997-11-27 Zeevenhooven Nikolaas Huibert Train configuration
US20090133601A1 (en) * 2006-03-13 2009-05-28 Christian Kitzmuller Electronic Pneumatic Spring Controller for Reducing Air Consumption and Rapidly Adjusting the Setpoint Level
US20130253739A1 (en) * 2007-10-12 2013-09-26 General Electric Company System and method for dynamically determining a force applied through a rail vehicle axle
CN115288964A (zh) * 2022-09-26 2022-11-04 西南交通大学 一种应用于货运列车自供电传感器的车钩缓冲发电装置
CN115288964B (zh) * 2022-09-26 2023-05-26 西南交通大学 一种应用于货运列车自供电传感器的车钩缓冲发电装置

Also Published As

Publication number Publication date
ZA717049B (en) 1972-07-26
NL7017551A (no) 1972-05-18
NL140789B (nl) 1974-01-15
BE775264A (fr) 1972-05-12
IT941136B (it) 1973-03-01
GB1326310A (en) 1973-08-08
CH531431A (de) 1972-12-15
AT317289B (de) 1974-08-26
ES396674A1 (es) 1974-05-16
FR2114429A5 (no) 1972-06-30
NO130388B (no) 1974-08-26
SE374064B (no) 1975-02-24
CA943403A (en) 1974-03-12

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