US3557709A

US3557709A - Railway car

Info

Publication number: US3557709A
Application number: US763069A
Authority: US
Inventors: Karl E Hilfing; Nils Artur Pettersson
Original assignee: Haegglund and Soener AB
Current assignee: Hagglund and Soner AB; Haegglund and Soener AB
Priority date: 1968-09-27
Filing date: 1968-09-27
Publication date: 1971-01-26
Anticipated expiration: 1988-01-26

Abstract

A railcar has a bogie with front and rear frame sections, each of which has a frame consisting of two T-shaped elastically interconnected transoms, while the car body is supported upon the two frameworks by pneumatic springs connected in series with helical steel springs. The present invention is particularly characterized in that the pneumatic and helical springs are rigidly fixed at their interconnections to the outer ends of a Ushaped yoke the central portion of which consists of a torsionally stiff body extending the entire width of the car; this element is subject to torsion and is rotatably mounted in the car body. The cross-sectional central plane of the frame sections is shifted in the direction toward the corresponding end of the car body, whereby the forces exerted upon the car body are transmitted to the frame section through a pin rigidly fixed in the car body and coupling rods provided upon the upper end of the pin and extending transversely to the direction of motion. The acceleration forces between the frame section and the car body are transmitted from the lower end of said pin and through a contact point located upon the framework, the height of which above the edge of the rails is approximately equal to the height of the free passage of the frame section.

Description

United States Patent [72] Inventors [2 l 1 Appl. No. [22] Filed [45] Patented [73] Assignee Karl E. Hilfing Ornskoldsvik;

Nils Artur Pettersson, Sidensjo, Sweden 763,069

Sept. 27, 1968 Jan. 26, 1971 Aktiebolaget Hagglund & Soner Ornskoldsvik, Sweden a corporation of Sweden [54] RAILWAY CAR 2 Claims, 4 Drawing Figs.

511rm.c|

[50} Field of Search B61f5/10, B61f5/20 105/141, 208.], 208.2; 197,199, 200, 208

Primary Examiner-Arthur L. La Point Assistant Examiner-Howard Beltran Azt0rney-Richards & Geier ABSTRACT: A railcar has a bogie with front and rear frame sections, each of which has a frame consisting of two T-shaped elastically interconnected transoms, while the car body is supported upon the two frameworks by pneumatic springs connected in series with helical steel springs. The present invention is particularly characterized in that the pneumatic and helical springs are rigidly fixed at their interconnections to the outer ends of a U-shaped yoke the central portion of which consists of a torsionally stiff body extending the entire width of the car; this element is subject to torsion and is rotatably mounted in the car body. The cross-sectional central plane of the frame sections is shifted in the direction toward the corresponding end of the car body, whereby the forces exerted upon the car body are transmitted to the frame section through a pin rigidly fixed in the car body and coupling rods provided upon the upper end of the pin and extending transversely to the direction of motion. The acceleration forces between the frame section and the car body are transmitted from the lower end of said pin and through a contact point located upon the framework, the height of which above the edge of the rails is approximately equal to the height of the free passage of the frame section.

PAIENIEumsmn 3557.709 I SHEU 1 UF 4 Y INVENTORS K. E- Hlllfdn au NA. efelss on JLL A 1! I ATTORNEYS PATENlEnJmeslan $557,709

SHEET3UF4 r INVENTORS E. Hc'lfn M4 MA. Peitersson Mario n 5 5" ATTORNEYS RAILWAY CAR DESCRIPTION OF THE INVENTION This invention relates to rail cars having a frame consisting of two T-shaped elastically interconnected frame sections, the car body being supported upon two frameworks by pneumatic springs connected in series with helical steel springs.

Prior art cars of this type have numerous drawbacks which make difficult the operation of cars-.- Furthermore, the convenience provided for the passengers is not in conformity with the present day requirements. This is caused partly by the fact that, when pneumatic springs are used, their synchronous operation is possible only with great-difficulty, since in the case of impacts each pneumatic spring swings by itself so that the car body has a tendency to roll. The quick start and braking, required by high speeds and short stops at stations, increase the danger that the wheels will slide upon rails. This produces a nonuniform wear of the wheels, since in case of a high negative or positive accelerationthe axle pressure is not distributed uniformly and those wheels which are'subjected to the least axial pressure begin to slide. These drawbacks greatly diminish the safety and the convenience of traveling and have as their consequence that the speed cannot be raised to the desired extent in order to be able to introduce a timetable having high speeds.

An object of the presentinvention is to eliminate these drawbacks to the greatest possible extent.

Another object is to increase the safety, speed and convenience of railcars.

A further object is to provide a railcar which will satisfy modern requirements.

Other objects will become apparent in the course of the following specification.

In the accomplishment of the objectives of the present invention it was found desirable to attach the connections between pneumatic and helical springs to outer ends of a U- shaped yoke, the central portion of which consists of a pipe extending the entire width of the car and rotatably mounted in the car body. Side forces exerted upon the car body are transmitted to the framework through a pin rigidly fixed in the car case and transverse coupling rods provided upon the upper end of the pin. Acceleration forces are transmitted from the lower end of this pin.

The invention will appear more clearly from the following detailed description when taken in connection with the accompanying drawings, showing by way of example, a preferred embodiment of the inventive idea.

IN THE DRAWINGS FIG. I is a top view of a carframework constructed in ac cordance with the present invention.

FIG. 2 is a side view, partly in section.

FIG. 3 is a perspective view, also partly in section.

FIG. 4 is a diagrammatic side view showing parts distributing static and dynamic forces.

The railcar shown in the drawings has a bogie consisting of substantially equal side frame parts and 10' with elongated beams 12 and 12', respectively, as well as transverse beams or transoms l4 and 14' rigidly connected to the beams 12 and 12', respectively, thereby providing two T-shaped sections. The transverse beam 14 is pivotally and elastically connected to the beam 12 by a sleeve 16 enclosing a pin 18' which is fixed to the beam 12'. The beam 14 is similarly connected to the beam 12 by a sleeve 16' and a pin 18. The spaces between the sleeves 16, 16' and the

pins

18, 18 are filled with rubber sleeves 20 and 20', respectively. Thus the

transverse beams

14 and 14 have the capacity of an elastic movement upwardly and sidewise in relation to the

longitudinal beams

12 and 12.

The ends of the longitudinal beams 12 and 12' carry bearings for the

axles

22 and 24 which carry pairs of

wheels

26, 26 and 28, 28, respectively. The bearings for-the wheels are elastically mounted so that the axles have a certain freedom of movement in relation to the longitudinal beams 12 and I2. Due to the T-shapc of the frame parts 10 and I0 and their elastic connection, and also due to the elastic arrangement of the axle hearings in the frame parts, each wheel can be separately set upon the rails depending upon the height of the point of contact, with the result that pressure upon the rails is balanced to a great extent.

Thecar body 70, best shown in FIG. 3, is mounted upon two spring suspensions 30 and 30' which will be described in detail thereinafter. The spring suspensions 30 and 30' are somewhat shifted in relation to the transverse central plane between the

axles

22 and 24 for that purpose, two

slots

32 and 32 are pro vided in the longitudinal beams 12 and 12', respectively. While the weight of the body 70 is received by the spring suspensions 38 and 30', a pin 36 is used for the transmission of traction, acceleration and side forces between the body and the frame. The pin 36 extends telescopically into a sleeve 34 fixed to the frame. The upper end of the sleeve 34 is rigidly connected with a double arm 38 extending in the longitudinal direction of the body and having two ends which are shaped as rings 40 and '40, respectively. Transversely extending coupling rods 42 and 42' extend into these rings, while their other ends extend into rings 44 and 44'. The ring 44 is rigidly fixed to the longitudinal beam 12, while the ring 44' is rigidly fixed to the longitudinal beam 12'. Rubber sleeves (not shown) are located between the ends of the rods 42 and 42' second transverse double arm 46 the two ends of which are elastically connected with separate longitudinally extending coupling members '48 and 48'; these members engage brackets 68 which are fixed to the beams 14 and 14' and extend below these beams. The point of contact of the

coupling member

48 and 48 with the brackets 68 is located only slightly above the upper edge of the rails 116 and is so low that it provides a free height Y for the movement of the framework. Rubber sleeves 50, 51 are located between the double arm 46 and the two

coupling members

48, 48 so as to provide an elastic connection.

The two

wheel axles

22 and 24 are driven by separate motors 52 and 54 (FIG. 1), which are fixed to the transverse beams 14' and 14, respectively. The motors are connected by

elastic couplings

56 and 58 and

gear drives

60 and 62 with their

respective axles

22 and 24. The

drives

60 and 62 are connected by

rubber springs

64 and 66 with the transverse beams 14' and 14, respectively.

'As shown in FIG. 2, the spring suspensions 30 and 30' are constructed as follows:

A transverse beam 74 is fixed to the bottom of the car body 70 and has two ends shaped as shells 72 for pneumatic bellows 84. A lower connecting member having the shape of a reversed smaller bell-like shell 78 engages each shell 72 and is mounted upon an outer end of a stabilizer arm 80. The opposite end of the arm 80 is rigidly fixed to a torsion tube 82. The tube 82 is supported at both ends by pivots 83 upon the bottom of the body 70 (FIG. 3). The arms 80 and the tube 82 constitute jointly 'a U-shaped torsional yoke which interconnects the two inner shells 78 of the pneumatic springs. The pneumatic bellows 83 located between the outer shells 72 and the inner shells 78 can consist, for example, of so-called roller bellows, so that the vertical distance between the shells 72 and 78 can be varied to a comparatively large extent, whereby the inner shell 78 with the arm 80 is swung about the pivots of the torsion tube 82. This swinging movement is not detrimentally affected by the torsion tube 82, provided that the movement of the two inner shells 78 is carried out synchronously and in the same manner. When deviations from this uniform movement take. place, the two arms 80 are turned relatively to each other, so that the tube 82 is subjected to torsion. The torsion tube 82 is so constructed that the relative movement of the two arms 80 is small, so that the movement of the two inner shells 78 can be considered as being substantially the same or synchronous. The purpose of the torsion tube 82 is to stabilize the car against rolling. Due to the provision of the torsion tube, the two pneumatic springs in each framework can communicate with each other and this assures an advantageous distribution of pressure upon the wheels and thus greatly diminishes the danger of skidding and derailing.

A level valve 86 is provided to maintain an essentially constant distance between the car body 70 and the frame 10 irrespective of the load upon the car body 70. The valve 86 is connected to a source of compressed air (not shown) and it regulates air pressure within the interior 76 of the pneumatic springs in such manner that the distance between the car body and the frame remains the same. ln the direction of retardation, the valve 86 is provided with a delaying device in the shape of an oil damper, so that a delay in opening and closing of about 3 seconds can be attained. The, valve 86 is actuated by a setting arm 88 which is connected byan adjustable spring member 90 with a bracket 92 provided in the transverse beam 14' ofthe frame.

The inner shell 78 of the pneumatic springs is supported by a ball joint 94 upon a coiled steel spring 96 which rests by a supporting member 98 and a rubber piece 100 upon the bottom of the hollow longitudinal beam 10'. A shock absorber 102 is provided within the coiled spring 102. After a certain compression of the spring 96, a further spring 104 becomes effective. The spring 104 is located between the supporting member 98 and a flange 106 provided in a sleeve which extends downwardly from the upper end of the coiled spring 96.

FIG. 4 shows that the points of engagement of the static and dynamic car forces on the frames are arranged in a special way. The axis of the combined pneumatic and coiled springs 76, 77 is shifted from the

central planes

124 and 126 of the frames 10 and 11 to the extent of the distance 1: toward the respective outer ends 128 and 130 of the car case 70. The reason for that is as follows:

Obviously, the springs 76 and 77 have only the task of transmitting the vertical weight of the car body 70 upon the frames 10 and 11. On the other hand, in the case of a positive and negative acceleration of the car, the horizontal dynamic forces which are then produced are transmitted from the car body 70 to the frames by

pins

36 and 37 which are rigidly fixed to the case 70 and the transverse beam 74, respectively, the pins engaging by their coupling members the

brackets

68, 69.

When the braking or driving torque upon all wheel axles is the same, the maximum acceleration value of the car depends upon the axle which is subjected't o the least wheel pressure. Acceleration must not exceed this specific highest value, since otherwise the wheel will slide upon the rail. Furthermore, during braking when the wheel is blocked, the wheel surface at the contact location is ground off and flattened, which is highly undesirable since it produces a nonuniform movement with shocks. It is, therefore, of great importance that the smallest permissible axial pressure should be as great as possible, namely, that the distribution of axial pressure should be as uniform as possible.

In prior art frames wherein the stretch x is equal to and y is, for example, 0.6 meters, when the car moves in the direction of the arrow 144 and a negative acceleration, that is braking, takes place, axial pressure of the pair of wheels 25 is the smallest and axial pressure of the pair of wheels 26 is the greatest. This is caused partly in that the pressure upon the frame is increased and the pressure upon the frame 11 is diminished and partly in that the .distribution of pressure within the frames 10, ll causes an increase of pressure upon the front pairs of wheels 26, 27 and adiminution of pressure upon the rear pairs of

wheels

24, 25. In the case of positive ac celeration, such as when starting the car, and when the points of contact are unchanged, a reverse condition takes place, that is, the greatest axial pressure is upon the pairs of wheels 25 and the smallest axial pressure is upon the pairs of wheels 26. However, in accordance with the present invention the points of contact of the weight of the car case 70 upon the two framleworks l0 and 11 are shifted, namely, in case of the front framework 10 in the direction of the adjacent end of the car body 70 and in the body of the rear framework ll in the direction of the rear end of the car body. At the same time the points of contact of the dynamic acceleration forces are shifted toward the rails 116 to the extent possible for the free movement of the frameworks so that, for example, y is equal to 20 centimeters above the upper surface of the rails. These features of the present invention greatly improve the axial pressure conditions, namely, the distribution of axial pressure values becomes considerably more uniform. By selecting optimal values for x and y, namely, for the more often appearing values for positive and negative acceleration and for the average car body load, a substantial improvement over prior art constructions of this type is achieved so that the speed of the car can be greatly increased; at the same time the maintenance costs for the car are noticeably reduced and the comfort of the traveling passengers is considerably raised by the greater stability of the car, soft spring mounting by the pneumatic springs and small travel noises.

It is apparent that the described example is subject to many variations and modifications within the scope of the present invention.

We claim:

1. A railcar comprising a bogie having two elongated parallel side beams and two parallel transverse beams, one of said transverse beams having an end firmly connected to one of said side beams, the other transverse beam having an end firmly connected to the other one of said side beams, means pivotally and elastically connecting the other end of said one transverse beam to said other side frame, means pivotally and elastically connecting the other end of said other transverse beam to said one side frame, a car body, two superposed vertically extending spring suspension devices, one of said spring suspension devices having a top end connected to said car body, the other one of said spring suspension devices having a bottom end connected to said one transverse beam, two other superposed vertically extending spring suspension devices, one of the last-mentioned spring suspension devices having a top end connected to said car body, the other one of the lastmentioned spring suspension devices having a bottom end connected to said other transverse beam, the first-mentioned two-spring suspension devices and the last-mentioned twospring suspension devices having a common vertical central transverse plane which is shifted in the direction toward the end of the car nearest thereto relatively to the vertical transverse plane extending through the middles of said transverse beams, a U-shaped torsional yoke comprising a torsion tube pivotally carried by said car body and two arms, one of said arms having an end rigidly fixed between the two first-mentioned spring suspension devices, the other one of said arms having an end rigidly fixed between the two last-mentioned spring suspension devices, whereby said ends of the two arms can move vertically but can not move horizontally, a telescopic vertical member located centrally between said side beams, a double arm extending in the longitudinal direction of the car and firmly connected to opposite sides of said telescopic member, two coupling rods, extending transversely to the direction of the car a ring connecting one end of one of said coupling rods with one end of said double arm, another ring connecting one end ,of theother one of said coupling rods with the other end of said double arm, yet another ring connecting the other end of said one coupling rod with one of said side beams, a further ring connecting the other end of said other coupling rod with the other one of said side beams, the top of said telescopic vertical member being connected to said car body, whereby side forces of said car body are transmitted to said beams, another double arm located below the first-mentioned double arm, extending transversely to the direction of the car and firmly connected to opposite sides of said telescopic member, two coupling members, extending in the direction of the car each of said coupling members having an end cbnnected to a different end of said other double arm, and

stantially equal to the free passage height of the bogie.

2. A car in accordance with claim 1 wherein said spring suspension devices comprise pneumatic springs and coiled steel springs.

Claims

1. A railcar comprising a bogie having two elongated parallel side beams and two parallel transverse beams, one of said transverse beams having an end firmly connected to one of said side beams, the other transverse beam having an end firmly connected to the other one of said side beams, means pivotally and elastically connecting the other end of said one transverse beam to said other side frame, means pivotally and elastically connecting the other end of said other transverse beam to said one side frame, a car body, two superposed vertically extending spring suspension devices, one of said spring suspension devices having a top end connected to said car body, the other one of said spring suspension devices having a bottom end connected to said one transverse beam, two other superposed vertically extending spring suspension devices, one of the last-mentioned spring suspension devices having a top end connected to said car body, the other one of the last-mentioned spring suspension devices having a bottom end connected to said other transverse beam, the first-mentioned two-spring suspension devices and the last-mentioned two-spring suspension devices having a common vertical central transverse plane which is shifted in the direction toward the end of the car nearest thereto relatively to the vertical transverse plane extending through the middles of said transverse beams, a U-shaped torsional yoke comprising a torsion tube pivotally carried by said car body and two arms, one of said arms having an end rigidly fixed between the two firstmentioned spring suspension devices, the other one of said arms having an end rigidly fixed between the two last-mentioned spring suspension devices, whereby said ends of the two arms can move vertically but can not move horizontally, a telescopic vertical member located centrally between said side beams, a double arm extending in the longitudinal direction of the car and firmly connected to opposite sides of said telescopic member, two coupling rods, extending transversely to the direction of the car a ring connecting one end of one of said coupling rods with one end of said double arm, another ring connecting one end of the other one of said coupling rods with the other end of said double arm, yet another ring connecting the other end of said one coupling rod with one of said side beams, a further ring connecting the other end of said other coupling rod with the other one of said side beams, the top of said telescopic vertical member being connected to said car body, whereby side forces of said car body are transmitted to said beams, another double arm located below the first-mentioned double arm, extending transversely to the direction of the car and firmly connected to opposite sides of said telescopic member, two coupling members, extending in the direction of the car each of said coupling members having an end connected to a different end of said other double arm, and two brackets, each of said brackets being connected to different transverse beam and located below the beam, said coupling members having other ends connected with said brackets and situated at a height from the ground which is substantially equal to the free passage height of the bogie.