CA1137817A - Railway equipment - Google Patents
Railway equipmentInfo
- Publication number
- CA1137817A CA1137817A CA000364031A CA364031A CA1137817A CA 1137817 A CA1137817 A CA 1137817A CA 000364031 A CA000364031 A CA 000364031A CA 364031 A CA364031 A CA 364031A CA 1137817 A CA1137817 A CA 1137817A
- Authority
- CA
- Canada
- Prior art keywords
- trapping
- wheels
- vehicle
- rail
- rails
- 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
Links
Landscapes
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
RAILWAY EQUIPMENT
ABSTRACT OF THE DISCLOSURE
Railway equipment comprises a pair of spaced apart, flat-bottomed railway rails 1, the heads 2 of which rails 1 are engaged by leading and trailing pairs of flanged wheels 12 of a rail vehicle 6, the wheels 12 being rotatable about axes 15 extending transversely of the direction of movement of the rail vehicle 6 along the rails 2, and the vehicle 6 being provided intermediate the leading and trailing pairs of wheels 12 with a pair of trapping wheels 22 rotatable about upwardly extending axes, one trapping wheel 22 being located at each side of the vehicle 6 and a periphery of each trapping wheel 22 being engageable with a trapping beam 10 of inverted "L"-section or square "C"-section positioned adjacent each rail 2 at locations of presumed rail vehicle instability, the beams 10 being carried on support arms 9 extending upwardly from a common base member 3 which passes beneath the pair Or rails 2.
ABSTRACT OF THE DISCLOSURE
Railway equipment comprises a pair of spaced apart, flat-bottomed railway rails 1, the heads 2 of which rails 1 are engaged by leading and trailing pairs of flanged wheels 12 of a rail vehicle 6, the wheels 12 being rotatable about axes 15 extending transversely of the direction of movement of the rail vehicle 6 along the rails 2, and the vehicle 6 being provided intermediate the leading and trailing pairs of wheels 12 with a pair of trapping wheels 22 rotatable about upwardly extending axes, one trapping wheel 22 being located at each side of the vehicle 6 and a periphery of each trapping wheel 22 being engageable with a trapping beam 10 of inverted "L"-section or square "C"-section positioned adjacent each rail 2 at locations of presumed rail vehicle instability, the beams 10 being carried on support arms 9 extending upwardly from a common base member 3 which passes beneath the pair Or rails 2.
Description
~l~ 37~1'7 Ihi6 invention r~lates to railway equipment~ partirularly for underground ~se.
Such equ~pment may bc for carrying conventional, locomotive-hauled rolling stock, or alternatively may be of the type where rail vehicles are clamped to a ~riven and hence tensioned haulage rope located between the rails and extending in the direction thereof, with a re~urn run ¦
of the rope usually located outside the rails.
At various locations underground, there is a tendency for the rolling stock or rail vehicles to beco~e unstable and consequently de-railed. ¦~
Such locations are for instance where the ¦
vehicles have to negotiate curves. With rope hauled vehicles, this also occurs where there is a fall or depression in the mine floor becau~e l the tensio~ing in the rope tries to lirt the l ;
rope and hence the vehicle.
According to the present invention, l railway equ~^p~ent comprises a pair of spaced I
apart, flat-bottomed railway rails, the heads of which ra;ls are engaged by leading and trailing l l pairs Or flanged wheels of a rail vehicle, the !¦
rail engaging wheels being rotatable about axes l 'l extending transversely of the direction of move~ent ~ ! ¦
Or the rail vehicle along the rails, and the vehicle being provided intermediate the leading ' I¦
' 13 ~17 .
;, and trailing p,a~rs of whael~ with a pair of trapping wheel~, rotatable about upwardly extending axes, one trapping wheel being located at each side of the vehicle and a periphery of each trapping wheel engageable with a trapping beam of in~erted "L"-section or square rC'i-section positioned âdJacent each rail at location5 of presumed rail vehicle instability, the 'beams being carried on support arms extending upwardly from a common base member which passes beneath the pair cf rails.
Thus, the engagement of the trapplng bea~ by the side wheels of the rail vehicle , ensureg maintenance of engagement of,the rail wheels with the rail heads'even at location~
,where there is the tendency for one or more rail wheels to be lifted from the rail head(s).
The vehicle may be a rail car or ~ bogie.
Preferably one of the two trapping beams i9 posi'tioned adjacent the outerside of each rail. Another preferred feature is to locate the upper flange of the trappin~ beam in a plane which pasges through the a~is of rotation of the rail wheels of the vehicle, ;'8 witll this flange extended into close proximity with the rail wheels, such that the upper flange aids the rails in steering the railwheels e.g.
of a bogie~ around a corner. In this respect each rail wheel may be provided with a cast iron outer cap intended to engage the upper flange at the outside of a curve.
At a curve, the base me~bers may be segmental in pianL of appropriate segment angle to radius of curvature to the curve involved.
The rail equipment is further improved, where the vehicle is a bogie by comprising power means to adjust the position of the axes of rotation of the wheels with respect to their bogie~ brake pads carried by each bogie and adapted to engage/disengage an associated rail head upon activation of the power means to cause lowerlng/raising of the bogies with respect;
to the rail heads, and a stub shaft proJecting from each wheel hub into an elongate aperture of a beam, the beam extending in the direction of the railway rails and such beams being ., provided at lo~ations along the rails where it is desired to brake a vehicle.
Thus, the vehicle is braked by 1~7~17 actuating the power means to lower the bogie to bring the brake pads into engagement with the rail head~ so that the bogies engage the rail heads via the pads rather than via the wheels, while continued activation of the power means raises the wheels from the rail heads until such time as the stub shafts abut ~n upper portion of the aperture of the beam, whereby a powered braking effect is attained by the pads acting downwardly on the rail head and the stub shaPts acting upwardly on the beam.
Preferably, a pcwer means is provided at each side of each bogie, and conveniently, this may be in the form of a piston cylinder device, preferably hydraulic.
Thus, apart from employing the beam for trapping purposes, in accordance with the first aspect of the invention, the beam may be aclditionally employed for braking purposes
Such equ~pment may bc for carrying conventional, locomotive-hauled rolling stock, or alternatively may be of the type where rail vehicles are clamped to a ~riven and hence tensioned haulage rope located between the rails and extending in the direction thereof, with a re~urn run ¦
of the rope usually located outside the rails.
At various locations underground, there is a tendency for the rolling stock or rail vehicles to beco~e unstable and consequently de-railed. ¦~
Such locations are for instance where the ¦
vehicles have to negotiate curves. With rope hauled vehicles, this also occurs where there is a fall or depression in the mine floor becau~e l the tensio~ing in the rope tries to lirt the l ;
rope and hence the vehicle.
According to the present invention, l railway equ~^p~ent comprises a pair of spaced I
apart, flat-bottomed railway rails, the heads of which ra;ls are engaged by leading and trailing l l pairs Or flanged wheels of a rail vehicle, the !¦
rail engaging wheels being rotatable about axes l 'l extending transversely of the direction of move~ent ~ ! ¦
Or the rail vehicle along the rails, and the vehicle being provided intermediate the leading ' I¦
' 13 ~17 .
;, and trailing p,a~rs of whael~ with a pair of trapping wheel~, rotatable about upwardly extending axes, one trapping wheel being located at each side of the vehicle and a periphery of each trapping wheel engageable with a trapping beam of in~erted "L"-section or square rC'i-section positioned âdJacent each rail at location5 of presumed rail vehicle instability, the 'beams being carried on support arms extending upwardly from a common base member which passes beneath the pair cf rails.
Thus, the engagement of the trapplng bea~ by the side wheels of the rail vehicle , ensureg maintenance of engagement of,the rail wheels with the rail heads'even at location~
,where there is the tendency for one or more rail wheels to be lifted from the rail head(s).
The vehicle may be a rail car or ~ bogie.
Preferably one of the two trapping beams i9 posi'tioned adjacent the outerside of each rail. Another preferred feature is to locate the upper flange of the trappin~ beam in a plane which pasges through the a~is of rotation of the rail wheels of the vehicle, ;'8 witll this flange extended into close proximity with the rail wheels, such that the upper flange aids the rails in steering the railwheels e.g.
of a bogie~ around a corner. In this respect each rail wheel may be provided with a cast iron outer cap intended to engage the upper flange at the outside of a curve.
At a curve, the base me~bers may be segmental in pianL of appropriate segment angle to radius of curvature to the curve involved.
The rail equipment is further improved, where the vehicle is a bogie by comprising power means to adjust the position of the axes of rotation of the wheels with respect to their bogie~ brake pads carried by each bogie and adapted to engage/disengage an associated rail head upon activation of the power means to cause lowerlng/raising of the bogies with respect;
to the rail heads, and a stub shaft proJecting from each wheel hub into an elongate aperture of a beam, the beam extending in the direction of the railway rails and such beams being ., provided at lo~ations along the rails where it is desired to brake a vehicle.
Thus, the vehicle is braked by 1~7~17 actuating the power means to lower the bogie to bring the brake pads into engagement with the rail head~ so that the bogies engage the rail heads via the pads rather than via the wheels, while continued activation of the power means raises the wheels from the rail heads until such time as the stub shafts abut ~n upper portion of the aperture of the beam, whereby a powered braking effect is attained by the pads acting downwardly on the rail head and the stub shaPts acting upwardly on the beam.
Preferably, a pcwer means is provided at each side of each bogie, and conveniently, this may be in the form of a piston cylinder device, preferably hydraulic.
Thus, apart from employing the beam for trapping purposes, in accordance with the first aspect of the invention, the beam may be aclditionally employed for braking purposes
2~ so that the beam, at locations where the double function of trapping and braking iq required, simultaneously serves the two purposes.
I`he invention will now be described in greater detail, by ~ay of example, with reference to the accompanying drawings, in wh~h :--- .
~ ~ .
f~
~ig~re 1 is a side elevation of a first embodiment Or railway equipment in accordance with the present invention;
~igure 2 is an enlarged view of a bogie of one vehicle of ~igure 1;
~igure 3 is an end elevation of the bogie of ~igure 2;
Figure 4 shows a curve in the rails of railway equipment of ~igures 1 to 3;
Figure S shows an end elevation of second embodiment of bogie location on line V - V of Figure 4; and . , Figure 6 corresponds to ~igure 5 but shows that bogie on the line VI - VI of Figure 4.
In the drawings, like components of both embodiments have been accoræed like reference numerals.
In the drawings, the railway equipment can be seen to comprise a pair of spaced apart, conventional flat bottomed railway rails 1 having a head 2 and mounted on sleepers 3. Seated on the rails 1, as indicated in ~igure 1 is a train of rail vehicles comprising a leading vehicle 4 mounted on identical leading and trailing bogies 5.
.
' ':
~3~
wh~ succeeding vehicles 6 are constituted by conventional, shortwheelbased rail cars, with conventional couplings 7 between respective vehicles. In Figure 1, the vehicle 4 is indicated as connected to a conventional haulage rope 8, but alternatively, the vehicle can incorporate elements of a linear motor, with the reaction member of the motor carried between the rails 1. ¦
As indicated in Figures 2 to 4, some sleepers carry at each end thereof and at a location of presumed vehicle instability e.g.
the curve shown in Figure 4, an upwardly - extending support arm 9r which arm in turn carries an inverted "L"-section trapping beam 10.
As can also be seen in Figures 2 and 3, each bogie 5 comprises a frame 11 and, at each side of the bogie, leadlng and trailing uheels 12, each wheel having a flange 13 and a frusto-conical rail engaging periphery 14.
Each wheel 12 has an axis of rotation 15, extending laterally with respect to the direction of travel of the bogie along the rails 1, and each is :
mounted on a support arm 16 pivotally attached 25 ~ about the suspension axis 17 to the frame ~1.
I
7~17 The arms 16 at e~ch side of the bogie are pivotally co~nected about axes 18 to a common po~er means constituted by a hydraulic piston and cylinder unit 19,-operation of which displaces the arms 16 about the axes 17 and hence displaces the wheel rotation axes 15, with respect to the bogie 4.
~t each side of the frame 11 and between the leading-anitrailing wheels 12, is carried a ~ake pad 20 engageable with the rail head 2 to act as a track brake for parking or emergency purposes, upon exhaustion of fluid from the hydraulic unit 19. ~urthermore, ~ ~ - ~he wheels 12 are each provided with a stub shaft 21, adapted to lie in close proximity to the trapping beam 10 as indicated in Fig~re 3.
Also, between the leading and trailing wheels 12 and at each side of the bogie is a trapping :-wheel 22 (~igure 1) rotatable about vertical axis, the periphery of which trapping wheel 22 engages . a portion of the trapping beam 10 to effect bogie guidance around a curve for axample. The sleepers
I`he invention will now be described in greater detail, by ~ay of example, with reference to the accompanying drawings, in wh~h :--- .
~ ~ .
f~
~ig~re 1 is a side elevation of a first embodiment Or railway equipment in accordance with the present invention;
~igure 2 is an enlarged view of a bogie of one vehicle of ~igure 1;
~igure 3 is an end elevation of the bogie of ~igure 2;
Figure 4 shows a curve in the rails of railway equipment of ~igures 1 to 3;
Figure S shows an end elevation of second embodiment of bogie location on line V - V of Figure 4; and . , Figure 6 corresponds to ~igure 5 but shows that bogie on the line VI - VI of Figure 4.
In the drawings, like components of both embodiments have been accoræed like reference numerals.
In the drawings, the railway equipment can be seen to comprise a pair of spaced apart, conventional flat bottomed railway rails 1 having a head 2 and mounted on sleepers 3. Seated on the rails 1, as indicated in ~igure 1 is a train of rail vehicles comprising a leading vehicle 4 mounted on identical leading and trailing bogies 5.
.
' ':
~3~
wh~ succeeding vehicles 6 are constituted by conventional, shortwheelbased rail cars, with conventional couplings 7 between respective vehicles. In Figure 1, the vehicle 4 is indicated as connected to a conventional haulage rope 8, but alternatively, the vehicle can incorporate elements of a linear motor, with the reaction member of the motor carried between the rails 1. ¦
As indicated in Figures 2 to 4, some sleepers carry at each end thereof and at a location of presumed vehicle instability e.g.
the curve shown in Figure 4, an upwardly - extending support arm 9r which arm in turn carries an inverted "L"-section trapping beam 10.
As can also be seen in Figures 2 and 3, each bogie 5 comprises a frame 11 and, at each side of the bogie, leadlng and trailing uheels 12, each wheel having a flange 13 and a frusto-conical rail engaging periphery 14.
Each wheel 12 has an axis of rotation 15, extending laterally with respect to the direction of travel of the bogie along the rails 1, and each is :
mounted on a support arm 16 pivotally attached 25 ~ about the suspension axis 17 to the frame ~1.
I
7~17 The arms 16 at e~ch side of the bogie are pivotally co~nected about axes 18 to a common po~er means constituted by a hydraulic piston and cylinder unit 19,-operation of which displaces the arms 16 about the axes 17 and hence displaces the wheel rotation axes 15, with respect to the bogie 4.
~t each side of the frame 11 and between the leading-anitrailing wheels 12, is carried a ~ake pad 20 engageable with the rail head 2 to act as a track brake for parking or emergency purposes, upon exhaustion of fluid from the hydraulic unit 19. ~urthermore, ~ ~ - ~he wheels 12 are each provided with a stub shaft 21, adapted to lie in close proximity to the trapping beam 10 as indicated in Fig~re 3.
Also, between the leading and trailing wheels 12 and at each side of the bogie is a trapping :-wheel 22 (~igure 1) rotatable about vertical axis, the periphery of which trapping wheel 22 engages . a portion of the trapping beam 10 to effect bogie guidance around a curve for axample. The sleepers
3 also carry, where appropriate, guides 23 and traps 24 for the rope 8.
In the embodiment of Figures 5 and 6, .
. . - .
113781~7 the bogie is of a kind without stub shafts 21 but it is provided with trapping wheels-22, as indicated.
With the embodiment of Figures 1 to 3, the bogie 4 is in a running-conditi~ in its positions shown in Figures 1 and 3 with the hydraulic units 19 partially extended to suspend the vehicle 4 at the desired height and to lift the brake pads 20 from the rail heads 2. When the rail vehicles approach a location of presumed or potential instability e.g. a curve, then trapping beams 10 are provided along this location, thereby ensuring that any tendency for the rail !
wheels 12 to lift from the rails 1 is counted by the trapping wheel 22, at one or both sides of the vehicle9 engaging the adjacent trapping beam 10. Furthermore, when it is desired to apply - the brake pads 20, fluid is exhausted from the units 19 and initially the brake pads contact the rail heads so that the weight of the vehicle 3 is transmitted to the rails 1, via the brake pads.
However, continued retraction of the units 19 has the effect of lifting the wheels 12 clear of the rails 1 until their stub shafts 21 engage the adjacent trappine beam 10~ thereby producing e ~nl~nced '.1 .
~ ~ ~7817 g braking e~fect powered by t~e unit~ 19.
In the embodiment of ~igures 5 and 6, the feat~re of trappin~ wheels 22 being enga~eable with trapping rails 10 is again present but with the absence of stub shafts 21 no enhanced braking effect is possible.
... . : _
In the embodiment of Figures 5 and 6, .
. . - .
113781~7 the bogie is of a kind without stub shafts 21 but it is provided with trapping wheels-22, as indicated.
With the embodiment of Figures 1 to 3, the bogie 4 is in a running-conditi~ in its positions shown in Figures 1 and 3 with the hydraulic units 19 partially extended to suspend the vehicle 4 at the desired height and to lift the brake pads 20 from the rail heads 2. When the rail vehicles approach a location of presumed or potential instability e.g. a curve, then trapping beams 10 are provided along this location, thereby ensuring that any tendency for the rail !
wheels 12 to lift from the rails 1 is counted by the trapping wheel 22, at one or both sides of the vehicle9 engaging the adjacent trapping beam 10. Furthermore, when it is desired to apply - the brake pads 20, fluid is exhausted from the units 19 and initially the brake pads contact the rail heads so that the weight of the vehicle 3 is transmitted to the rails 1, via the brake pads.
However, continued retraction of the units 19 has the effect of lifting the wheels 12 clear of the rails 1 until their stub shafts 21 engage the adjacent trappine beam 10~ thereby producing e ~nl~nced '.1 .
~ ~ ~7817 g braking e~fect powered by t~e unit~ 19.
In the embodiment of ~igures 5 and 6, the feat~re of trappin~ wheels 22 being enga~eable with trapping rails 10 is again present but with the absence of stub shafts 21 no enhanced braking effect is possible.
... . : _
Claims (10)
1. Railway equipment, particularly for mines, comprising a pair of spaced apart, flat-bottomed railway rails with rail heads, leading and trailing pairs of flanged wheels provided on a rail vehicle, said wheels engaging said rail heads and being rotatable about axes extending transversely of the direction of movement of said rail vehicle along said rails, a pair of trapping wheels provided on said vehicle intermediate said leading and trailing pairs of said wheels, said trapping wheels being rotatable about upwardly extending axes, one of said trapping wheels being located at each side of said vehicle, and a trapping beam of inverted "L"-section or square "C"-section positioned adjacent each rail at locations of presumed rail vehicle instability, the beams being carried on support arms extending upwardly from a common base member which passes beneath the pair of rails, a periphery of each trapping wheel being engageable with one of said trapping beams.
2. Railway equipment as claimed in Claim 1, wherein said vehicle is a rail car.
3. Railway equipment as claimed in Claim 1, wherein said vehicle is a bogie.
4. Railway equipment as claimed in Claim 1, wherein one of said two trapping beams is positioned adjacent an outer side of each of said rails.
5. Railway equipment as claimed in Claim 1, wherein an upper flange of each of said trapping beams is located in a plane which passes through the axis of rotation of said flanged wheels of said vehicle, said flange extending into close proximity with said flanged wheels.
6. Railway equipment as claimed in Claim 5, wherein each of said flanged wheels is provided with a cast iron outer cap intended to engage said upper flange of an adjacent one of said trapping beams at the outside of a curve.
7. Railway equipment as claimed in Claim 1, wherein at a curve, said base members are segmental in plan of appropriate segment angle for radius of curvature of the curve involved.
8. Railway equipment as claimed in Claim 3, comprising power means to adjust the position of said axes of rotation of said flanged wheels with respect to said bogie, brake pads carried by each bogie and adapted to engage/
disengage an adjacent one of said rail heads upon activation of said power means to cause lowering/raising of said bogie with respect to said rail heads, and a stub shaft projecting from each hub of each of said flanged wheels into an elongate aperture of a beam, said beam extending in the direction of said railway rails and such beams being provided at locations along said railway rails where it is desired to brake said vehicle.
disengage an adjacent one of said rail heads upon activation of said power means to cause lowering/raising of said bogie with respect to said rail heads, and a stub shaft projecting from each hub of each of said flanged wheels into an elongate aperture of a beam, said beam extending in the direction of said railway rails and such beams being provided at locations along said railway rails where it is desired to brake said vehicle.
9. Railway equipment as claimed in Claim 8, wherein a power means is provided at each side of said bogie.
10. Railway equipment as claimed in Claim 8, wherein said power means is in the form of hydraulic piston and cylinder device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000364031A CA1137817A (en) | 1980-11-05 | 1980-11-05 | Railway equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000364031A CA1137817A (en) | 1980-11-05 | 1980-11-05 | Railway equipment |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1137817A true CA1137817A (en) | 1982-12-21 |
Family
ID=4118344
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000364031A Expired CA1137817A (en) | 1980-11-05 | 1980-11-05 | Railway equipment |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1137817A (en) |
-
1980
- 1980-11-05 CA CA000364031A patent/CA1137817A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |