GB1584951A - Rail vehicle bogie and rail vehicle - Google Patents
Rail vehicle bogie and rail vehicle Download PDFInfo
- Publication number
- GB1584951A GB1584951A GB1808476A GB1808476A GB1584951A GB 1584951 A GB1584951 A GB 1584951A GB 1808476 A GB1808476 A GB 1808476A GB 1808476 A GB1808476 A GB 1808476A GB 1584951 A GB1584951 A GB 1584951A
- Authority
- GB
- United Kingdom
- Prior art keywords
- rail vehicle
- bogie
- vehicle bogie
- brake
- piston
- 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
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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
- B61F3/00—Types of bogies
- B61F3/02—Types of bogies with more than one axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
- B61C11/04—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel tractive effort applied to racks
-
- 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
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H7/00—Brakes with braking members co-operating with the track
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Braking Arrangements (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Description
(54) RAIL VEHICLE BOGIE AND RAIL VEHICLE
(71) We, GYRO MINING TRANSPORT
LIMITED, a British Company of Hellaby
Industrial Estate, Hellaby, Nr. Rotherham,
Yorkshire (formerly of 24 Eastgate, Barnsley,
Yorkshire), do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to a rail vehicle bogie and to rail vehicles incorporating such bogies, particularly, though not exclusively for a rail vehicle powered by one or more linear motors, with the necessary reaction plate mounted at track level and the motor proper carried by the vehicle, or vice-versa, or indeed incorporating combinations of these motor/reaction plate dispositions.
According to the present invention there is provided a rail vehicle bogie comprising a frame, and four rail engaging, flanged wheels, of which a leading and a trailing wheel are located at each side of the bogie and each have an axis of rotation extending laterally with respect to the direction of travel of the bogie, power means to adjust the position of the axes of rotation with respect to the frame a trapping wheel located at each side of the bogie intermediate the leading and trailing wheels, and at least one brake pad carried by the frame and adapted to engage/disengage a rail upon activation of the power means to cause lowering/raising the frame to bring the one or more pads into engagement/disengagement with the or each rail.
The invention also includes a rail vehicle provided with bogies as defined above.
Thus the invention provides a bogie suspension unit combined with brake unit for parking or emergency use on the rail track within trapping facility to avoid or reduce de-railment.
At least a portion of each trapping wheel is preferably located outboard of the bogie.
It is also preferred for each rail engaging wheel to be carried on an arm pivotally attached at one point to the frame about a suspension axis, and pivotally attached at another point to the power means. Preferably, a common power means extends between the arms of each pair of leading and trailing wheels and conveniently one power means is located at each side of the bogie.
Preferably, such power means extends generally horizontally and conveniently is a piston and cylinder unit, preferably hydraulically actuated, with the rod of the piston pivotally attached to one arm and cylinder of the unit pivotally attached to the other arm, the position of the piston within the cylinder determining the degree of rotation of the arms about their suspension axes and hence the suspended position of the frame with respect to the rail track. Thus extension of the piston and cylinder unit can be arranged to rotate the arms about the suspension axes so as to raise the frame with respect to the- rail track with retraction of the piston and cylinder lowering the frame.Therefore, when it is desired to brake the bogie and hence the rail vehicle, the hydraulic fluid is exhausted from the piston and cylinder unit to retract the piston rod into the cylinder so that the full weight of the bogie and the rail vehicle mounted thereon may be applied via the one or more pads to the or each rail. Preferably the hydraulic fluid is applied to the full bore side of the piston and cylinder unit to raise the frame to the "brake-off" position, at least one compression spring surrounding the piston rod on the annulus side and bearing on the piston head with the spring rating and fluid pressure being selected to give the required suspension height.However, first and second compression springs are preferably employed such that when the bogie is fully loaded, e.g. when supporting a rail vehicle fully loaded with passengers, only the first spring is operative, but when passengers alight from what was a fully loaded rail vehicle the frame rises slightly with simultaneousextension of the piston until the second spring additionally becomes operative to limit the rise of the frame by halting further piston extension. Preferably, a single brake pad, which may be of steel with or without friction material lining, is located on the frame between each pair of leading and trailing wheels on each side of the bogie, to engage the head of the rail.
In addition to providing a parking and/or emergency brake, the bogie may also incorporate service brakes. These may comprise arcuate brake shoes pivotally suspended, directly or indirectly from the frame, to bear on the peripheries of the conventional, flanged rail wheels. Preferably, a service brake piston and cylinder unit is located on each side of the bogie and extends between leading and trailing service brake shoes intended respectively to brake the leading and trailing wheels. Preferably one end of the brake cylinder is attached to one brake shoe and the other end to the other brake shoe so that brake cylinder is disposed generally horizontally and preferably has a line of action passing through the suspension axes of the rail wheels.Conveniently the service brake shoes are suspended from pivot points co-axial with points of attachment of the pivot arms to the track brake and suspension piston and cylinder unit, and the service brake piston and cylinder units are also preferably hydraulically actuated. As the conventional rail wheel has a frusto-conical rail engaging periphery, the laterally outward reaction on the service brake shows, when applied, may be countered by providing each service brake with a laterally directed retention stud. Displacement of the service brakes between on and off positions need only be small e.g. one sixteenth of an inch. A light spring may be provided in the annulus side of the service brake piston and cylinder unit to ensure that the service brakes clear the wheels upon release of the fluid pressure from the service brake piston and cylinder unit.
The trapping wheels may be rotatable about generally vertical axes to engage a trapping bar provided at one, or preferably both, sides of the conventional rails e.g. at.
bends or depressions of a mine floor for instance, to ensure maintenance of contact of the rail wheels with the rails.
Also, the bogie in its above described form has been merely a rail vehicle suspension bogie displaceable by a locomotive.
However another preferred feature is to make the bogie a drive bogie by incorporating drive means within the bogie to propel the bogie along the rails. The drive means may take the form of a conventional rotary electric motor or a hydraulic motor conneeted to some or all the rail wheels of the bogie, or a linear motor. When employing the latter, in contrast to prior art proposals where one linear motor element has been mounted on the rail vehicle, the critical air gap between the one element i.e. the motor and the other element, i.e. the reaction plate, can be maintained with greater accuracy. It is convenient to mount the motor-basically a series of windings e.g. of 6 ft. length and 1 ft. width-beneath the bogie, and the reaction plate between the rails.When using a linear motor(s) it will be appreciated that service brakes are not essential, for at any forward speed, one may throw the motor immediately into reverse without damage.
With hydraulic motor drive, or rotary electric motor drive, the power output shaft of the motor may be parallel, but is preferably co-axial, with the axis of rotation of the rail wheel involved. For negotiating inclines, the drive wheel(s) may be provided with co-axial sprockets which are normally inoperative but at an incline engage a rack bar provided alongside the rails.
One or both the bogies of a rail vehicle may be drive bogies. Power for the motor may be by providing the rail vehicle, or one rail vehicle of a train, with a diesel electric generating set, the latter driving electric motors, hydraulic pumps etc., as required.
The invention will now be further described by way of examples, with reference to the accompanying drawings, in which: Figure 1 is a diagrammatic side elevation of the first embodiment of bogie in accordance with the invention, in a first operative position,
Figure 2 corresponds to Figure 1, but shows the- bogie in a second operative position,
Figure 3 corresponds to Figure 1 but shows the bogie in a third operative position,
Figure 4 is a detailed plan view, partly in section of one side of the bogie of
Figures 1 to 3,
Figure 5 is a detailed sectional view through the bogie of Figures 1 to 4, but also showing additional equipment,
Figure 6 is a diagrammatic side elevation of part of a second embodiment of bogie in accordance with the invention,
Figure 7 is a diagrammatic side elevation of part of the third embodiment of bogie in accordance with the invention, and
Figure 8 is a section on the line VIII- VI1II of Figure 7.
In all embodiments, like components have been given like reference numerals.
In the drawings, a bogie 1, comprises a frame 2 and, at each side of the bogie, leading and trailing wheels 3, each wheel having a flange 4 and a frusto-conical rail engaging periphery 5. Flat bottom rails 6 with a head 7 are mounted on sleepers 8 to provide a conventional rail track. Each wheel 3 has an axis of rotation 9 extending laterally with respect to the direction of travel of the bogie along the rails 6, and each is mounted on a support arm 10 pivotally attached about the suspension axis 11 to the frame 2. The arms 10 at each side of the bogie are pivotally connected about axes 12 to a common power means constituted by a hydraulic piston and cylinder unit 13, operation of which displaces the arms 10 about the axes 1I and hence displaces the wheel rotation axes 9 with respect to the bogie 1.The piston and cylinder unit 13 comprises a cylinder 14, a piston rod 15 and a piston 16 separating a full-bore side 17 from an annulus side 18, and in the latter are located a first compression spring 19 and a second compression spring 20. At each side of the frame 2 and between the leading and trailing wheels 3, is carried a brake pad 21 with a lining 22 of friction rnaterial, the lining 22 being engageable with the rail head 7 to act as a track brake for parking or emergency purposes, upon exhaustion of fluid from the track brake and suspension hydraulic unit 13.In Figure 1 the bogie is one of two supporting a fully loaded rail vehicle, one bogie being provided at or towards each end of the rail vehicle in convention manner, and the fluid pressure in the full-bore side 17 and area over which the fluid acts and the rating of the first spring 19 are so selected that the brake pad 16 has a clearance of approximately 2 inches from the rail head 7, the first spring 19 being partially compressed and the second spring 20 being uncompressed.
Figure 2 shows the condition where the rail vehicle is unloaded. The load differential between fully loaded and unloaded conditions is compensated for by instituting a balancing load against the fluid pressure in full-bore side 17 by the first spring 19 continuing to be compressed and the second spring 20 beginning to be compressed. Again a balance is obtained by suitably selecting the rating of spring 20 and the brake pad 21 rises to approximately 2- inches above the rail head 7.
In Figure 3 is shown a condition with the brake pad 21 applied to the rail heads 7, fluid having been exhausted from the -track brake and suspension hydraulic unit 13, so that the arm 10 rotate about the axes 11 and the wheel rotation axes 9 are displaced with respect to the bogie 1.
Figure 4 shows details of the wheels 3 and that each support arm 10 terminates in a clevis 23, which is apertured for the passage of a pivot pin 24.
As shown in Figure 5, from the frame 2 of the bogie 1 is suspended on four arms 25, a motor unit 26 of a linear motor, a reaction plate 27 being located between the rails 6 on the sleepers 8 Power for the windings of the motor unit 26 is provided for instance, by a diesel-electric generating set carried by a rail vehide (not shown) mounted on bogies 1, or one of the rail vehicles of a train. Also shown in
Figure 5, intermediate the leading and trail -ing wheels 3 at each side of- the bogie is a trapping wheel 28 rotatable about a vertical axis, the periphery of which trapping wheel 28 engages a channel section trapping bar 29 supported from an arm 30 carried by sleepers 8A interposed between sleepers 8.
Trapping bar 29 has an upper flange 31 located. along the axis of rotation 9 of the wheels 3 and adapted to engage wheels caps 32 e.g. at curves in the- rail 6, to assist in guiding the bogie 1 around the curve.
In Figure 6 are indicated service brakes 33, each comprising a shoe 34 adapted to engage periphery 5 of each wheel 3. Each service brake 33 is pivotally suspended from the arm 10 about the axis 12 and a common service brake piston and cylinder unit 35, pivotally attached at 36, extends between the service brake 33 on each side of the bogie, the line of action of the unit 35 passing through the axes 11. Each service brake 33 is provided with a retention stud 37 to counter laterally outward forces on the service brakes 33 due to the frusto-conical nature of the wheel peripheries 5.
In Figures 7 and 8, is shown one hydraulic motor 38 which has its output shaft 39 co-axial with the axis of rotation of at least one wheel 3. Conveniently the motor receives fluid from a pump actuated by an electric motor mounted in a rail vehicle carried by a bogie 1 or from a dieselelectric generating set mounted in the rail vehicle. Each drive wheel 3 is provided with sprockets 40, co-axially attached to the or each drive wheel 3. to engage a rack unit 41 provided along side the rails 6 at an incline or decline, for increased traction effect.
As an alternative to receiving electric power from a diesel-electric generating set carried by the rail vehicle suspended on bogies in acordance with the invention, electrical power- may be provided by locating à pressurised conduit containing bus bar and having a flexible seal along side the rails 6 or overhead, and extending from the rail vehicle or bogie a pick up arm e.g. carrying pantographs, to pick up current from such a conduit. Again, the rail vehicle may incorporate a gyro unit adapted to be rotated to operating speed electrically e.g.
at a "safe" location in a coal mine, the gyro thereafter being used to generate electrical energy for the bogie drive purposes, whereby motors at the wheels and/or by linear motors and/or hydraulic pumps- may be operated.
Reference is made to our co-pending
Patent Application No. 43378/79 (Serial
No. 1,584,952).
WHAT WE CLAIM IS:- 1. A rail vehicle bogie comprising a frame, and four rail engaging, flanged wheels, of which a leading and a trailing wheel are located at each side of the bogie and each have an axis of rotation extending laterally with respect to the direction of travel of the bogie, power means to adjust the position of the axes of rotation with respect to the frame, a trapping wheel located at each side of the bogie intermediate the leading and trailing wheels, and at least one brake pad carried by the frame and adapted to engage/disengage a rail upon activation of the power means to cause lowering/raising the frame to bring the one or more pads into engagement/disengagement with the or each rail.
2. A rail vehicle bogie as claimed in
Claim 1, wherein at least a portion of each trapping wheel periphery is located outboard of the bogie.
3. A rail vehicle bogie as claimed in
Claim 1 or Claim 2, wherein each wheel is carried on an arm pivotally attached at one point to the frame about a suspension axis, and pivotally attached at another point to the power means.
4. A rail vehicle bogie as claimed in any preceding Claim, wherein a common power means extends between the arms of each pair of leading and trailing wheels.
5. A rail vehicle bogie as claimed in any preceding Claim, wherein the power means extends generally horizontally.
6. A rail vehicle bogie as claimed in any preceding Claim, wherein one power means is located at each side of the bogie.
7. A rail vehicle bogie as claimed in any preceding Claim, wherein the power means is a piston and cylinder unit.
8. A rail vehicle bogie as claimed in
Claim 7, wherein the power means is hydraulically actuated.
9. A rail vehicle bogie as claimed in
Claim 7 or 8, wherein the rod of the piston is pivotally attached to one arm and the cylinder of the unit pivotally attached to the other arm, the position of the piston within the cylinder determining the degree of rotation of the arms about their pivot axes and hence the suspended position of the frame with respect to the track.
10. A rail vehicle bogie as claimed in
Claims 7, 8 or 9, wherein the hydraulic fluid is applied to the full bore side of the piston and cylinder unit to raise the frame to the "brake-off" position at least one compression spring surrounding the piston rod on the annulus side and bearing on the piston head with the spring rating and fluid pressure being selected to give the required
suspension height.
11. A rail vehicle bogie as claimed in
Claim 10, wherein first and second com
pression springs are employed such that
when the bogie is fully loaded, only the first
spring is operative, but when the bogie is
not fully loaded, the second spring addi
tionally becomes operative to limit the rise
of the frame by halting further piston
extension.
12. A rail vehicle bogie as claimed in
any preceding Claim, wherein a single brake
pad is located on the frame between each
pair of leading and trailing wheels on each
side of the bogie, to engage the head of the
rail.
13. A rail vehicle bogie as claimed in
Claim 12, wherein the brake pad is of steel.
14. A rail vehicle bogie as claimed in Claim 12, wherein the brake pad is pro
vided with a friction material lining.
15. A rail vehicle bogie as claimed in
any preceding Claim, provided with service
brakes.
16. A rail vehicle bogie as claimed in
Claim 15, wherein the service brakes com
prise arcuate brake shoes pivotally sus
pended, directly or indirectly from the frame,
to bear on the wheel peripheries.
17. A rail vehicle bogie as claimed in
Claim 15, or Claim 16, wherein a service
brake piston and cylinder unit is located
on each side of the bogie and extends be
tween leading and trailing service brake
shoes intended respectively to brake the
leading and trailing wheels.
18. A rail vehicle bogie as claimed in
Claim 17, wherein one end of the brake
cylinder is attached to one brake shoe and
the other end of the other brake shoe so
that brake cylinder is disposed generally
horizontally.
19. A rail vehicle bogie as claimed in
Claim 16, or Claim 17 or Claim 18 when
appendant to Claim 16, wherein the service
brake shoes are suspended from pivot points
co-axial with points of attachment of the
pivot arms to the track brake and suspen
sion piston and cylinder unit.
20. A rail vehicle bogie as claimed in
Claim 17, wherein the service brake piston
and cylinder units are hydraulically actuated.
21. A rail vehicle bogie as claimed in
any one of Claims 15 to 20, wherein each
service brake is provided with a laterally directed rentention stud.
22. A rail vehicle bogie as claimed in
Claims 17 and any Claim appendant there
to, wherein a light spring is provided in the
annulus side of the service brake piston and
cylinder unit to ensure that the service
brakes clear the wheels upon release.
23. A rail vehicle bogie as claimed in
any preceding Claim, wherein the trapping
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (35)
1. A rail vehicle bogie comprising a frame, and four rail engaging, flanged wheels, of which a leading and a trailing wheel are located at each side of the bogie and each have an axis of rotation extending laterally with respect to the direction of travel of the bogie, power means to adjust the position of the axes of rotation with respect to the frame, a trapping wheel located at each side of the bogie intermediate the leading and trailing wheels, and at least one brake pad carried by the frame and adapted to engage/disengage a rail upon activation of the power means to cause lowering/raising the frame to bring the one or more pads into engagement/disengagement with the or each rail.
2. A rail vehicle bogie as claimed in
Claim 1, wherein at least a portion of each trapping wheel periphery is located outboard of the bogie.
3. A rail vehicle bogie as claimed in
Claim 1 or Claim 2, wherein each wheel is carried on an arm pivotally attached at one point to the frame about a suspension axis, and pivotally attached at another point to the power means.
4. A rail vehicle bogie as claimed in any preceding Claim, wherein a common power means extends between the arms of each pair of leading and trailing wheels.
5. A rail vehicle bogie as claimed in any preceding Claim, wherein the power means extends generally horizontally.
6. A rail vehicle bogie as claimed in any preceding Claim, wherein one power means is located at each side of the bogie.
7. A rail vehicle bogie as claimed in any preceding Claim, wherein the power means is a piston and cylinder unit.
8. A rail vehicle bogie as claimed in
Claim 7, wherein the power means is hydraulically actuated.
9. A rail vehicle bogie as claimed in
Claim 7 or 8, wherein the rod of the piston is pivotally attached to one arm and the cylinder of the unit pivotally attached to the other arm, the position of the piston within the cylinder determining the degree of rotation of the arms about their pivot axes and hence the suspended position of the frame with respect to the track.
10. A rail vehicle bogie as claimed in
Claims 7, 8 or 9, wherein the hydraulic fluid is applied to the full bore side of the piston and cylinder unit to raise the frame to the "brake-off" position at least one compression spring surrounding the piston rod on the annulus side and bearing on the piston head with the spring rating and fluid pressure being selected to give the required
suspension height.
11. A rail vehicle bogie as claimed in
Claim 10, wherein first and second com
pression springs are employed such that
when the bogie is fully loaded, only the first
spring is operative, but when the bogie is
not fully loaded, the second spring addi
tionally becomes operative to limit the rise
of the frame by halting further piston
extension.
12. A rail vehicle bogie as claimed in
any preceding Claim, wherein a single brake
pad is located on the frame between each
pair of leading and trailing wheels on each
side of the bogie, to engage the head of the
rail.
13. A rail vehicle bogie as claimed in
Claim 12, wherein the brake pad is of steel.
14. A rail vehicle bogie as claimed in Claim 12, wherein the brake pad is pro
vided with a friction material lining.
15. A rail vehicle bogie as claimed in
any preceding Claim, provided with service
brakes.
16. A rail vehicle bogie as claimed in
Claim 15, wherein the service brakes com
prise arcuate brake shoes pivotally sus
pended, directly or indirectly from the frame,
to bear on the wheel peripheries.
17. A rail vehicle bogie as claimed in
Claim 15, or Claim 16, wherein a service
brake piston and cylinder unit is located
on each side of the bogie and extends be
tween leading and trailing service brake
shoes intended respectively to brake the
leading and trailing wheels.
18. A rail vehicle bogie as claimed in
Claim 17, wherein one end of the brake
cylinder is attached to one brake shoe and
the other end of the other brake shoe so
that brake cylinder is disposed generally
horizontally.
19. A rail vehicle bogie as claimed in
Claim 16, or Claim 17 or Claim 18 when
appendant to Claim 16, wherein the service
brake shoes are suspended from pivot points
co-axial with points of attachment of the
pivot arms to the track brake and suspen
sion piston and cylinder unit.
20. A rail vehicle bogie as claimed in
Claim 17, wherein the service brake piston
and cylinder units are hydraulically actuated.
21. A rail vehicle bogie as claimed in
any one of Claims 15 to 20, wherein each
service brake is provided with a laterally directed rentention stud.
22. A rail vehicle bogie as claimed in
Claims 17 and any Claim appendant there
to, wherein a light spring is provided in the
annulus side of the service brake piston and
cylinder unit to ensure that the service
brakes clear the wheels upon release.
23. A rail vehicle bogie as claimed in
any preceding Claim, wherein the trapping
wheels rotatable about generally vertical axes to engage a trapping bar.
24. A rail vehicle bogie as claimed in any preceding Claim, incorporating drive means to propel the bogie along the rails.
25. A rail vehicle bogie as claimed in
Claim 24, wherein the drive means is a conventional rotary elertric motor.
26. A rail vehicle bogie as claimed in
Claim 24, wherein the drive means is a hydraulic motor.
27. A rail vehicle bogie as claimed in
Claim 24, wherein the drive means is a linear motor.
28. A rail vehicle bogie as claimed in
Claim 27, wherein the motor is mounted beneath the bogie, and the reaction plate between the rails.
29. A rail vehicle bogie as claimed in
Claim 23 or Claim 24, wherein the power output shaft of the motor is co-axial, with the axes of rotation of the rail wheel involved.
30. A rail vehicle bogie as claimed in
Claim 25, Claim 27 or Claim 29 wherein the drive wheel(s) is provided with co-axial sprockets which are normally inoperative but at an incline engage a rack bar provided alongside the rails.
31. A rail vehicle bogie substantially as hereinbefore described with reference to
Figures 1 to 3 of the accompanying drawings.
32. A rail vehicle bogie substantially as hereinbefore described with reference to
Figures 1 to 5 of the accompanying drawings.
33. A rail vehicle bogie substantially as hereinbefore described with reference to
Figure 6 of the accompanying drawings.
34. A rail vehicle bogie substantially as hereinbefore described with reference to
Figures 7 and 8 of the accompanying draw ings.
35. A rail vehicle provided with two bogies as defined in any preceding Claim.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1808476A GB1584951A (en) | 1976-05-04 | 1976-05-04 | Rail vehicle bogie and rail vehicle |
| GB4337879A GB1584952A (en) | 1976-05-04 | 1977-04-28 | Rail vehicle system |
| FR7714023A FR2350236A1 (en) | 1976-05-04 | 1977-05-03 | BOGIE FOR VEHICLES ON TRACKS |
| JP5083877A JPS52149714A (en) | 1976-05-04 | 1977-05-04 | Bogie for track vehicle |
| DE19772720044 DE2720044A1 (en) | 1976-05-04 | 1977-05-04 | CHASSIS FOR RAIL VEHICLES |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1808476A GB1584951A (en) | 1976-05-04 | 1976-05-04 | Rail vehicle bogie and rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1584951A true GB1584951A (en) | 1981-02-18 |
Family
ID=10106393
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1808476A Expired GB1584951A (en) | 1976-05-04 | 1976-05-04 | Rail vehicle bogie and rail vehicle |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS52149714A (en) |
| DE (1) | DE2720044A1 (en) |
| FR (1) | FR2350236A1 (en) |
| GB (1) | GB1584951A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2132959A (en) * | 1982-12-07 | 1984-07-18 | Pikrose & Company Limited | A rail vehicle bogie and railway equipment, especially for use underground (for example in mines) |
| GB2135410A (en) * | 1983-02-25 | 1984-08-30 | Sig Schweiz Industrieges | Emergency braking mechanism for rail vehicles |
| GB2173753A (en) * | 1982-12-07 | 1986-10-22 | Pikrose & Company Limited | Rail vehicle bogie and vehicle for use in mines |
| US4785739A (en) * | 1985-11-05 | 1988-11-22 | Soule | Tracked transportation system comprising emergency car braking system |
| WO1998007607A1 (en) * | 1996-08-22 | 1998-02-26 | Brian Earnest Woolsey | Lightweight rail vehicles |
| ES2264599A1 (en) * | 2004-03-23 | 2007-01-01 | Montserrat Macia Nogues | Short distance braking system for high speed trains, has electromagnetic or hydraulic brake acted against square shaft, coupled with wedge and rectangular metallic piece, at time of braking |
| CN114655269A (en) * | 2020-12-23 | 2022-06-24 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Emergency supporting device suitable for ultrahigh-speed magnetic suspension train and magnetic suspension train |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3634838A1 (en) * | 1986-10-13 | 1988-04-21 | Scharf Gmbh Maschf | TRANSPORTATION DEVICE |
| US8683926B2 (en) * | 2009-02-27 | 2014-04-01 | Sandor Wayne Shapery | Container transport system |
-
1976
- 1976-05-04 GB GB1808476A patent/GB1584951A/en not_active Expired
-
1977
- 1977-05-03 FR FR7714023A patent/FR2350236A1/en not_active Withdrawn
- 1977-05-04 JP JP5083877A patent/JPS52149714A/en active Pending
- 1977-05-04 DE DE19772720044 patent/DE2720044A1/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2132959A (en) * | 1982-12-07 | 1984-07-18 | Pikrose & Company Limited | A rail vehicle bogie and railway equipment, especially for use underground (for example in mines) |
| GB2173753A (en) * | 1982-12-07 | 1986-10-22 | Pikrose & Company Limited | Rail vehicle bogie and vehicle for use in mines |
| GB2135410A (en) * | 1983-02-25 | 1984-08-30 | Sig Schweiz Industrieges | Emergency braking mechanism for rail vehicles |
| US4785739A (en) * | 1985-11-05 | 1988-11-22 | Soule | Tracked transportation system comprising emergency car braking system |
| AU597007B2 (en) * | 1985-11-05 | 1990-05-24 | S O U L E | Transportation system comprising emergency car braking system |
| WO1998007607A1 (en) * | 1996-08-22 | 1998-02-26 | Brian Earnest Woolsey | Lightweight rail vehicles |
| ES2264599A1 (en) * | 2004-03-23 | 2007-01-01 | Montserrat Macia Nogues | Short distance braking system for high speed trains, has electromagnetic or hydraulic brake acted against square shaft, coupled with wedge and rectangular metallic piece, at time of braking |
| CN114655269A (en) * | 2020-12-23 | 2022-06-24 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Emergency supporting device suitable for ultrahigh-speed magnetic suspension train and magnetic suspension train |
| CN114655269B (en) * | 2020-12-23 | 2024-03-15 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Emergency supporting device suitable for ultra-high-speed maglev train and maglev train |
Also Published As
| Publication number | Publication date |
|---|---|
| DE2720044A1 (en) | 1977-11-24 |
| FR2350236A1 (en) | 1977-12-02 |
| JPS52149714A (en) | 1977-12-13 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed | ||
| 732 | Registration of transactions, instruments or events in the register (sect. 32/1977) | ||
| PCNP | Patent ceased through non-payment of renewal fee |