U.S. patent number 3,789,770 [Application Number 05/222,999] was granted by the patent office on 1974-02-05 for articulated railway truck.
This patent grant is currently assigned to Railway Engineering Associates, Inc.. Invention is credited to Harold A. List.
United States Patent |
3,789,770 |
List |
February 5, 1974 |
**Please see images for:
( Certificate of Correction ) ** |
ARTICULATED RAILWAY TRUCK
Abstract
Two articulated railway truck assemblies for supporting and
steering a railway vehicle, each comprising a main truck pivotally
connected to the railway vehicle and two sub-trucks pivotally
connected to the main truck, at least one of the sub-trucks also
being pivotally connected to the railway vehicle at a particular
point whose location is determined by the ratio of the truck
assembly's wheel base to the distance between truck assemblies.
Inventors: |
List; Harold A. (Bethlehem,
PA) |
Assignee: |
Railway Engineering Associates,
Inc. (Bethlehem, PA)
|
Family
ID: |
22834577 |
Appl.
No.: |
05/222,999 |
Filed: |
February 2, 1972 |
Related U.S. Patent Documents
|
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
|
882359 |
Dec 15, 1969 |
|
|
|
|
680257 |
Nov 2, 1967 |
|
|
|
|
Current U.S.
Class: |
105/168; 105/211;
105/176; 105/202; 105/206.1; 105/199.1; 105/208 |
Current CPC
Class: |
B61F
5/44 (20130101); B61F 3/12 (20130101); B61F
5/42 (20130101); B61F 5/52 (20130101) |
Current International
Class: |
B61F
3/12 (20060101); B61F 5/42 (20060101); B61F
5/44 (20060101); B61F 3/00 (20060101); B61F
5/52 (20060101); B61F 5/00 (20060101); B61f
003/08 (); B61f 005/14 (); B61f 005/38 () |
Field of
Search: |
;105/3,4,165,166,167,168,176,195,199R,200,202,26R,208,211 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Forlenza; Gerald M.
Assistant Examiner: Beltran; Howard
Attorney, Agent or Firm: Synnestvedt & Lechner
Parent Case Text
This application is a continuation of my copending application Ser.
No. 882,359, filed Dec. 15, 1967, now abandoned, which was a
continuation of my application Ser. No. 680,257, filed Nov. 2,
1967, now abandoned.
Claims
1. Supporting and steering means for a railway vehicle, said means
comprising two articulated truck assemblies disposed toward
opposite ends of said railway vehicle, each of said truck
assemblies comprising:
a. a main truck
b. two sub-trucks disposed toward opposite ends of said main
truck;
c. two pair of axially aligned flanged wheels, each pair rotatably
mounted on one of said sub-trucks;
d. a main pivotal connection joining said main truck with said
railway vehicle, the main pivotal connection of the two truck
assemblies located equidistant from a point intermediate points
midway between the axial lines of the two pair of wheels in each
truck assembly when the railway vehicle is on a straight track;
e. two connecting means, each joining one of said sub-trucks with
said main truck, said connecting means allowing said sub-trucks to
rotate with respect to said main truck about pivot points located,
when the axial lines of said wheels are parallel, on a vertical
longitudinal plane passing through said main pivotal connection and
perpendicular to said parallel axis lines, said pivot points also
located equidistant from a point intermediate said axial lines;
f. means pivotally connecting said sub-trucks, whereby rotation of
one of said sub-trucks about its pivot point causes the other
sub-truck to rotate an equal amount in the opposite direction about
its pivot point;
g. means pivotally connecting said railway vehicle to one of said
sub-trucks, said means not in contact with said main truck and
pivotally joining said sub-truck at a particular point, said
particular point located, when the axial lines of said wheels are
parallel, on said vertical longitudinal plane, at a location such
that the equation a/b = c/d is satisfied; where:
a = horizontal measurement of the truck assembly's wheel base;
b = horizontal distance between the two truck assemblies measured
from points intermediate the axial lines of the two pair of wheels
in each truck assembly;
c = horizontal distance between said particular point and said main
pivotal connection;
d = horizontal distance between said particular point and the pivot
point on the sub-truck joined to said railway vehicle by said
pivotally connecting means;
h. at least one flexible means integral with at least one of said
connections joining one of said sub-trucks to said main truck, said
means allowing controlled movement of said connection, thereby
permitting rotation of said sub-trucks with respect to said main
truck and said
2. Supporting and steering means for a railway vehicle, said means
comprising two articulated truck assemblies disposed toward
opposite ends of said railway vehicle, each of said truck
assemblies comprising:
a. a main truck;
b. two sub-trucks disposed toward opposite ends of of said main
truck;
c. two pair of axially aligned flanged wheels, each pair rotatably
mounted on one of said sub-trucks;
d. a main pivotal connection joining said main truck with said
railway vehicle, the main pivotal connection of the two truck
assemblies located equidistant from a point intermediate points
midway between the axial lines of the two pair of wheels in each
truck assembly when the railway vehicle is on a straight track;
e. two connecting means, each joining one of said sub-trucks with
said main truck, said connecting means allowing said sub-trucks to
rotate with respect to said main truck about pivot points located,
when the axial lines of said wheels are parallel, on a vertical
longitudinal plane passing through said main pivotal connection and
perpendicular to said parallel axis lines, said pivot points also
located equidistant from a point intermediate said axial lines;
f. two means pivotally connecting said sub-trucks to said railway
vehicle, each of said means not in contact with said main truck and
pivotally joining one of said sub-trucks at a particular point,
each of said particular points being located when the axial lines
of said wheels are parallel on said vertical longitudinal plane, at
a location such that the equation a/b = c/d is satisfied where:
a = horizontal measurement of the truck assembly's wheel base;
b = horizontal distance between the two truck assemblies measured
from points intermediate the axial lines of the two pair of wheels
in each truck assembly;
c = horizontal distance between said particular point and said main
pivotal connection;
d = horizontal distance between said particular point and the pivot
point on the sub-truck being joined to said railway vehicle at said
particular point;
g. a plurality of flexible means, at least one of which is integral
with at least one of said connections joining each sub-truck to
said main truck, said means allowing controlled movement of said
connection, thereby permitting rotation of said sub-trucks with
respect to said main truck and
3. Supporting and steering means for a railway vehicle, said means
comprising two articulated truck assemblies disposed toward
opposite ends of said railway vehicle, each of said truck
assemblies comprising:
a. a main truck having downwardly projecting sides and a top having
an aperture therein;
b. two sub-trucks having sides, located between the sides of said
main truck and disposed toward opposite ends of said main
truck;
c. two pair of axially aligned flanged wheels, each pair rotatably
mounted on one of said sub-trucks;
d. a main pivotal connection joining said main truck with said
railroad vehicle, the main pivotal connection of the two truck
assemblies located equidistant from a point intermediate points
midway between the axial lines of the two pair of wheels in each
truck assembly when the railway vehicle is on a straight track;
e. a pivotal connection joining said sub-trucks to each other and
located, when the axial line of said wheels are parallel,
equidistant from said parallel axial lines and on a vertical
longitudinal plane passing through said main pivotal connection and
perpendicular to said parallel axial line;
f. two pair of resilient spacers, the spacers of each pair being
located on corresponding opposite sides of one of said sub-trucks
between the sides thereof and the sides of said main truck, said
pairs of spacers being equidistant from the pivotal connection
joining said sub-trucks to each other;
g. connecting means secured to said railway vehicle and projecting
downwardly through the aperture in the top of said main truck with
clearance relative to said main truck, said means pivotally
connecting said railway vehicle to one of said sub-trucks at a
point displaced
4. The supporting and steering means of claim 1 in which said
connecting means pivotally connects the railway vehicle and one of
said sub-trucks at a particular point, said particular point
located when the axial lines of said wheels are parallel on said
vertical longitudinal plane, at a location such that the equation
a/b = c/d is satisfied; where:
a = horizontal measurement of the truck assembly's wheel base;
b = horizontal distance between the two truck assemblies measured
from points intermediate the axial lines of the two pairs of wheels
in each truck assembly;
c = horizontal distance between said particular point and said main
pivotal connection;
d = horizontal distance between said particular point and a point
intermediate the pair of spacers located on the sides of the
sub-truck
5. Railway vehicle running-gear comprising at least two rotatable
load-carrying axles, movable to different relative angularities in
a horizontal plane, each of said two axles having a pair of
spaced-apart flanged wheels mounted normally fixedly thereon to
rotate therewith and adapted to transmit weight from the axle to a
pair of rails, a pair of frame structures, one for each of said two
axles, each frame structure having means for rotatively mounting
its associated axle, and having, in relation to its associated
axle, a substantially fixed angularity in a horizontal plane, and
each frame structure extending from its associated axle to a common
point substantially midway between said two axles and substantially
equi-spaced from the two wheels of the associated axle, a pivotal
connection between said structures having a substantially vertical
pivot axis at said point, and means providing for limited bodily
lateral
6. A railway vehicle truck assembly comprising at least two
rotatable load-carrying axles, movable to different relative
angularities in a horizontal plane, each of said two axles having a
pair of spaced-apart flanged wheels mounted normally fixedly
thereon to rotate therewith and adapted to transmit weight from the
axle to a pair of rails, a main truck frame having a pivot for
articulation with the vehicle, a pair of sub-frame structures, one
for each of said two axles, each sub-frame structure having means
for rotatively mounting its associated axle, and having, in
relation to its associated axle, a substantially fixed angularity
in a horizontal plane, and each sub-frame structure extending from
its associated axle to a common point substantially midway between
said two axles and substantially equi-spaced from the two wheels of
the associated axle, a pivotal connection between said sub-frame
structures having a substantially vertical pivot axis at said
point, and means resistively permitting lateral motion between the
sub-frame structures and the main truck frame.
Description
BACKGROUND OF THE INVENTION
This invention relates generally to railway trucks and more
particularly to railway trucks having a plurality of axles so
mounted as to allow each to take a position on a curved track
substantially radial to the curve.
The axles of wheels mounted on the type of railway truck normally
used always remain substantially parallel. Since the axles do not
move radial to a curved track on which the railway vehicle may be
traveling, the flanges of their wheels strike the curved rails at
an angle. This is a main cause of the noise which occurs when
ordinary railway trains travel on a curved track. Resulting wear of
the wheel flanges causes a high level of noise when the train is
traveling on a straight track. With a rapid transit system in a
heavily populated area, this noise is particularly
objectionable.
Since the usual trucks do not steer themselves, wheels having
conical treads and rails having rounded tops are used to assist the
train around curves. However, a tendency to nose, i.e., an
objectional lateral oscillation of the train at high speed, may
result from the use of these features.
Because of the high stresses produced in an ordinary railway truck
having stationary axles when rounding a curve, the use of sound and
vibration absorbing resilient material is limited.
To overcome these problems, articulating railway trucks have
previously been designed for the purpose of allowing the wheel
axles to become positioned on a curved track substantially radial
to the curve. In particular, U.S. Pat. No. 243,797 issued to W.
Robinson on July 5, 1881 discloses two railway trucks supporting a
railway car, each having a main truck pivotally joined at its
center to a railway car, and a pair of sub-trucks pivotally joined
to the main truck. A pair of wheels is rotatably mounted on each
sub-truck by a single axle, and the pivotal connections between the
main truck and sub-trucks lie over these axles. One or both of
these sub-trucks are also pivotally connected to the railway car.
However, the Robinson patent neither discloses nor appreciates the
fact that a pivot connecting a sub-truck with the railway car must
be located at a particular point determined by the truck's wheel
base and the distance between trucks. A pivot otherwise located
will prevent rather than assist the axles in turning radial to a
curve.
SUMMARY OF THE INVENTION
It has been discovered that the axial lines of wheels in two
railway truck assemblies which support a railway vehicle and each
of which comprises a main truck pivotally connected to the railway
vehicle and two sub-trucks pivotally connected to the main truck,
can be positioned substantially radial to a curved track on which
the railway vehicle is located by pivotally connecting at least one
of the sub-trucks in each truck assembly to the railway vehicle at
a particular point, whose location is determined by the ratio of
the truck assembly's wheel base to the distance between truck
assemblies.
With the truck assemblies steering the train, flat wheel treads and
rail tops may be used. This allows higher load ratings on the
wheels and longer wheel and rail life, as well as assisting in the
avoidance of nosing.
Sound and vibration absorbing material can be used more extensively
in this truck assembly thin in the usual railway truck, because its
articulation avoids many of the stresses produced when rounding
curves.
Since the pivotal connections between the railway vehicle and main
truck, and between the main truck and subtrucks, need not be
positioned at any definite location, one designing an embodiment of
this truck assembly has a great deal of flexibility. The pivotal
connections between the main truck and sub-trucks need not be over
the axles, thereby allowing this area to be utilized for brakes or
other apparatus. Where the weight of a locomotive is transferred to
the main truck at the pivotal connection between the two, this
connection may be placed near a powered pair of wheels in order to
increase traction between those wheels and the rails.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a schematic plan view of a railway car on a curved track
and supported by two truck assemblies embodying the present
invention.
FIG. 2 is an enlarged fragmentary schematic plan view related to
one of the truck assemblies shown in FIG. 1.
FIG. 3 is a plan view of one form of truck assembly in accordance
with the invention.
FIG. 4 is a longitudinal section taken along line 4--4 of FIG.
3.
FIG. 5 is a transverse section taken along line 5--5 of FIG. 4.
FIG. 6 is a transverse section taken along line 6--6 of FIG. 4.
DESCRIPTION OF THE PREFERRED EMBODIMENT
FIGS. 1 and 2 are used in deriving the equation defining the
invention. FIG. 1 schematically represents a railway car 1
supported by two truck assemblies on a track 2 of constant
curvature. Body bolsters 3 connected together by member 4 transmit
the load of the railway car to the truck assemblies. The term
"railway vehicle" will be used herein and shall refer to a railway
car or locomotive, together with any other devices which remain
fixed in a horizontal plane with respect to the railway car or
locomotive such as body bolsters 3.
As illustrated in FIGS. 1 and 2, each truck assembly comprises a
main truck 5 and two sub-trucks, 6 and 7. A pair of axially aligned
flange wheels 8 having axles within an axle housing 9 and radial to
the curve are rotatably mounted on each sub-truck. The main truck
is pivotally connected to the railway car at point X which is not
shown centrally placed in order to illustrate the broad application
of the equation defining the invention. However, the X points on
the truck assemblies must be located equidistant from a point which
is intermediate points midway between the axial lines of the two
pair of wheels in each truck assembly, when the railway vehicle is
on a straight track or one having a constant degree of curvature.
The sub-trucks are pivotally connected to the main truck at Y and
Y' which need not be located above the axial lines of the wheels;
however, Y and Y' need be placed equidistant from a point
intermediate the axial lines of the wheels when these axial lines
are parallel, and on a vertical longitudinal plane passing through
point X and perpendicular to the parallel axial lines.
Referring to FIG. 2, extensions of sub-trucks 6 and 7 may be
pivotally connected to the railway vehicle at points Z and Z'
respectively, which lie on lines passing through the Y points and
perpendicular to the axial lines of the wheels. Since the axial
lines of the wheels are initially positioned radial, pivotal
connections at Z and Z' will of necessity fix the axial lines of
the wheels in a radial position.
In deriving an equation by which points Z and Z' may be located as
a function of each truck assembly's wheel base and the distance
between truck assemblies, the letters shown in FIGS. 1 and 2
represent the following:
A = one half the angle formed by two radial lines, each line
bisecting the angle formed by the two radial axial lines of the two
pair of wheels in each truck assembly;
B = the angle formed by one of said bisecting radial lines and an
adjacent axial line;
r = radius of the arc concentric with the rails of the curved track
on which the railway vehicle is located, and passing through the
intersections of said bisecting radial lines with a line going
through the X points;
a = horizontal measurement of the truck assembly's wheel base;
b = horizontal distance between truck assemblies measured from
points located at the intersections of said bisecting radial lines
with said arc, these points also being located intermediate, or
approximately intermediate, the axial lines of the two pair of
wheels in each truck assembly when these axial lines are
parallel;
c, d, e and c', d', e' are the distances shown in FIG. 2.
Since only relatively small angles are involved, it may be assumed
with sufficient accuracy that angles A and B equal their sines.
Therefore; A = sine A = 1/2b/r = b/2r, B = sine B = 1/2a/r = a/2r,
and B/A = a/b. Small angles also closely approximate their
tangents, therefore; A = tan A = e/c or e'/c'; B = tan B = e/d or
e'/d', and B/A = c/d = c'/d' = a/b.
Since, with the approximations made, the radius of the curve does
not affect the location of point Z or Z', pivoted connection at
these points will be effective irrespective of the degree of
curvature of the track. Additionally, these points can be located
by the c and d, or c' and d' measurements when the railway vehicle
is on a straight track.
By pivotally connecting the railway vehicle and subtracks at these
Z points, an interdependent linking arrangement exists among the
railway vehicle, the main truck and sub-trucks, whereby the axial
lines of wheels mounted on the sub-trucks are placed radial to a
curve which the railway vehicle is rounding. When the flanges of
the wheels strike a curved rail, the main truck will pivot with
respect to the railway vehicle. This causes the sub-trucks
pivotally connected to the main truck and, at a point located by
the equation, to the railway vehicle to pivot and place the axial
lines of their wheels radial to the curve. Of course,
contemporaneous with the above action initiated by the main truck
pivoting with respect to the railway vehicle, the axial lines of
the wheel mounted on the sub-trucks will be positioned somewhat
radial to the curve by the force of the curved rail on the wheel
flanges. This action will compliment the prior action and assist in
placing the axial lines radial to the curve.
However, since extensions of the sub-trucks will overlap if they
both are pivotally connected to the railway vehicle at their
respective Z points, this arrangement may not be a practical
design. The same purpose may be achieved by connecting only one of
the sub-trucks with the railway vehicle at a Z point while linking
the sub-trucks together such that rotation of one causes the other
to rotate an equal amount in the opposite direction.
FIG. 3 shows a preferred embodiment of the truck assembly on a
straight track 10. A body bolster 3 transmits the load of the
railway car from springs 11 to the truck assembly and is
horizontally fixed with respect to the railway car, thereby being
included in the term "railway vehicle." Member 4 connects the body
bolster shown to another body bolster located above a similar truck
assembly disposed toward the opposite end of the railway vehicle.
The main truck comprises a substantially horizontal top 12 and two
downwardly extending sides 13. Two apertures 14 are located within
the top of the main truck. A main pivotal connection 15, centrally
located at point X, joins the top of the main truck to the railway
vehicle. Interposed between the downwardly extending sides of the
main truck are two sub-trucks disposed toward opposite ends of the
main truck. The sub-trucks like the main truck have substantially
horizontal tops 16a and 16b, and downwardly extending sides, 17a
and 17b; the tops of the sub-trucks at theier adjacent ends are
narrow. Each sub-truck rotatably mounts a pair of axially aligned
flanged wheels 8 whose axles 5a are within axle housings 9.
As shown in FIGS. 3, 4 and 5, resilient spacers 18 comprised of
slightly resilient plastic pads are interposed between the sides of
the main truck and those of the sub-truck. Stiff steel springs may
be used as resilient spacers. Each sub-truck has a pair of these
spacers placed at corresponding locations on its opposite sides.
These spacers allow the sub-trucks to rotate with respect to the
main truck about predetermined pivot points, Y and Y',
corresponding to the Y and Y' pivots shown in FIGS. 1 and 2. The
flexibility of the resilient spacers also permit a slight amount of
longitudinal movement between the sub-trucks and main truck,
thereby allowing rotation of the sub-trucks with respect to the
main truck and railway vehicle without binding. Although in the
truck assembly illustrated, resilient spacers provide a flexible
connection between the main truck and each sub-truck, other
embodiments of my invention may avoid binding within the truck
assembly by providing flexibility at another connection or other
connections joining one or both sub-trucks.
Also illustrated in FIGS. 3, 4 and 5 are bearing members 19, a pair
of which is interposed between the top of each sub-truck and the
main truck. The bearing members transmit the load from the main
truck to the sub-trucks but allow relative movement between
them.
FIGS. 4 and 6 show the sub-trucks linked together at adjacent ends
of their tops by a pivotal connection 20. Pivotal connection 20 is
placed midway between the pivot points Y and Y' such that rotation
of one of the sub-trucks will effect an equal but opposite rotation
of the other. By overlapping adjacent ends, the opposite torques
produced on the sub-trucks by braking counteract each other.
FIGS. 4 and 6 also disclose the preferred means of joining the
railway vehicle with one of the sub-trucks such that they pivot
with respect to each other about a particular point, Z. Pivotal
connection 21 joins the narrow end of one of the sub-trucks' tops
16a to plate 22 which is rigidly suspended from the railway
vehicle. Two pins 23 secured to the railway vehicle extend
downwardly through the apertures 14 in the top 12 of the main
truck, pass on both sides of the narrow adjacent ends of the
sub-trucks' tops and hold plate 22 rigid with respect to the
railway vehicle.
Pivotal connection 21 is at a particular point, point Z, which is
located on a vertical longitudinal plane passing through main
pivotal connection 15 at point X and perpendicular to the parallel
axial lines of wheels 8, and at a location such that the equation
a/b = c/d is satisfied; where
a = horizontal measurement of the truck assembly's wheel base;
b = horizontal distance between the two truck assemblies measured
from points intermediate the axial lines of the two pairs of wheels
in each truck assembly;
c = horizontal distance between the particular point Z and the main
pivotal connection 15 at point X;
d = horizontal distance between the particular point Z and point Y
which is intermediate the pair of spacers located on the sides 17a
of the sub-truck joined to plate 22 by pivotal connection 21.
While the truck assembly shown has two pair of wheels, my invention
may also be used with truck assemblies possessing three pair. In
which case, the axial line of the center pair of wheels in the
truck assembly need not be rotatable with respect to the main truck
to assume a radial position.
* * * * *