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EP 0 144 780 B1 |
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EUROPEAN PATENT SPECIFICATION |
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Mention of the grant of the patent: |
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20.04.1988 Bulletin 1988/16 |
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Date of filing: 07.11.1984 |
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Frameless radial truck
Rahmenloses selbststeuerndes Drehgestell
Boggie autodirecteur dépourvu de chassis
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Designated Contracting States: |
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BE CH DE FR GB LI |
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Priority: |
02.12.1983 US 557593
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Date of publication of application: |
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19.06.1985 Bulletin 1985/25 |
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Proprietor: STANDARD RESEARCH AND DESIGN CORPORATION |
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Park Ridge
Illinois (US) |
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Inventor: |
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- Bullock, Robert L.
Lombard
Illinois 60148 (US)
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Representative: Grünecker, Kinkeldey,
Stockmair & Schwanhäusser
Anwaltssozietät |
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Maximilianstrasse 58 80538 München 80538 München (DE) |
(56) |
References cited: :
DE-A- 1 780 140 DE-B- 1 184 372 DE-C- 833 658 GB-A- 1 240 914 US-A- 4 067 262
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DE-A- 3 232 289 DE-C- 833 657 FR-A- 1 019 626 US-A- 4 067 261 US-A- 4 150 626
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Note: Within nine months from the publication of the mention of the grant of the European
patent, any person may give notice to the European Patent Office of opposition to
the European patent
granted. Notice of opposition shall be filed in a written reasoned statement. It shall
not be deemed to
have been filed until the opposition fee has been paid. (Art. 99(1) European Patent
Convention).
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[0001] The invention refers to radial wheeled support vehicles for a railroad car body.
Such a vehicle is shown in DE-A-32 32 289. The known vehicle is of the conventional
three-piece concept of two sideframes and a bolster to form the frame for the truck
and to form a means whereby the car body is supported on the truck. The known vehicle
is also self-steering and includes a pair of wheelsets. The sideframes are supported
on the wheelset, connecting adjacent ends of each wheelset. The connection between
the sideframe and the wheelset contains resilient means which allow yaw and lateral
movement of the wheelsets. A cross-beam is supported on each sideframe by means of
friction wedges connecting the sideframes to each other. Since the sideframes are
not able to sufficiently prevent the. wheelsets from a longitudinal movement, adjacent
ends of the wheelsets are connected additionally by a linkage. The linkage is said
not to influence negatively lateral movement and yaw of the wheelsets, however it
is not able to constrain the wheelsets to yaw in opposite sense. Due to the necessarily
rigid design of the sideframes, vehicles of such type are very heavy.
[0002] DE-B-11 84372 discloses a wheel suspension which may be mounted individually to the
car body, or which may be used in a bogey. At each end of the wheel, a support is
mounted by resilient means. For an individual mounting of the wheel to the car body,
each support is directly and fixedly connected to the car body. It does not, however,
disclose how and where the support is mounted when in use in a bogey having two wheelsets.
Furthermore, nothing is disclosed concerning how to connect the wheelsets to each
other for yaw and lateral movement and for preventing longitudinal movement.
[0003] It is therefore an object of the present invention to provide a self-steering radial
wheeled support vehicle for a railroad car body, including a pair of wheelsets, which
is lightweight and thus increase the load capability and provide substantial fuel
economy.
[0004] The term "radial truck" has been used in the railroad industry to designate a railway
support vehicle or truck or bogey which is essentially self-steering or which can
follow the radius of curvature of most curves found in conventional railway usage.
[0005] The present invention is defined in claim 1 and is concerned with a radial truck
in which the bolster and sideframes have been eliminated, with very substantial savings
in weight for each railroad car. Specifically, by eliminating the bolster and sideframes
conventionally found in most railroad bogies, there is a reduction in weight of approximately
2270 kg (5000 lbs) per car. By eliminating the bolster and sideframes, changes in
the support structure of the car body can be made which will eliminate an additional
1362 kg (3000 lbs) of weight per car. Accordingly, the frameless radial truck of the
present invention can provide a railroad car weighing in the area of 3632 kg (8000
lbs) less than previous cars suitable for the same traffic. This reduction in weight
not only permits the car to carry a greater load, but also provides substantial fuel
economies in running unloaded cars.
[0006] Elimination of the sideframes and bolster, however, presents many design problems
since these elements provide the means whereby the car body is supported on the truck
and they provide the basic frame whereby the truck is self-steering and through which
constraints are placed on the lateral and yaw movements of the wheelsets during self-steering.
Specifically, the present invention provides a frameless radial self-steering support
vehicle for a railroad car environment in which the bolster and sideframes have been
eliminated; in which the car body is independently supported on each end of each wheelset;
in which there are resilient shear pads constraining both lateral and yaw movements
of the wheelsets relative to the car body; and in which there is a connecting linkage
between adjacent ends of each wheelsets, which linkage constrains the wheelsets to
yaw in opposite sense while permitting lateral movement of one wheelset relative to
the other and which further contains the wheelsets from net longitudinal movement
with respect to each other.
[0007] The invention is illustrated diagrammatically in the following drawings wherein:
Figure 1 is a partial top plan view of a railway vehicle of the type described,
Figure 2 is a side view of the railway vehicle disclosed herein,
Figure 3 is a partial section taken along place 3-3 of Figure 2, and
Figure 4 is a diagram illustrating lateral deflection vs. lateral shear force per
wheelset for the railway vehicle disclosed herein.
[0008] A pair of spaced conventional wheelsets are indicated at 10 and 12, there being a
wheel 14 attached on the illustrated end of each wheelset. It is understood that the
top plan view of Figure 1 only shows a portion of the truck and that the wheelsets
will continue with identical struction, not shown, on the opposite side of each truck
or vehicle. Wheels 14 may be of conventional conicity or may have a special profile.
It is preferred to use a profile similar to that of a worn wheel which has a high
effective conicity with approximately a 1.27 cm (0.5 inch) flange clearance with the
rail and a high flange contact angle. Such a conicity has a profile quite similar
to that of a naturally worn wheel.
[0009] Each of the wheelsets 10 and 12 will have a roller bearing 16 at each end of the
wheelset and each roller bearing 16 will support a roller bearing adapter 18. Mounted
upon each roller bearing adapter 18 is a plurality of resilient shear pads indicated
generally at 20. There may be a single shear pad, although it is preferred that there
be multiple or a plurality of shear pads, as illustrated. The pads will be of similar
size and shape and will be separated by metal plates, as is conventional. Shear pads
20 should be formed of a material which will provide a predetermined amount of damping
within the material of the pads of not less than ten percent of critical damping in
order to provide adequate car body stability under loaded car conditions.
[0010] The shear pads support a pedestal indicated generally at 24. Pedestal 24 has a bottom
portion 26, upstanding side walls 28 and a top portion 30 which is seated upon shear
pad 20. In effect, walls 28 and 30 form a small housing which not only is supported
upon the shear pad, but restricts the amount of lateral and yaw movement between the
wheelset and the pedestal. As particularly illustrated in Figure 2, there are gaps
between adapter 18 and housing walls 28. These gaps permit yaw movement of the wheel
set in an amount equal to the longitudinal clearance which, in the preferred embodiment,
may be on the order of 3.2 cm (one and one-quarter inch). Adapter 18 has upstanding
inboard and outboard ears 27 and 29 respectively which cooperate with top wall portion
30 to permit a similar amount of lateral movement of the wheelset relative to the
pedestal. This amount of movement may be on the order of 2.54 cm (an inch) in each
lateral direction. Thus, when considering the relationship between the wheelset, its
roller bearing adapters, the supporting resilient shear pads 20 and the pedestals
24 which are mounted upon the wheelset by the shear pads, the wheelsets have a permitted
yaw and lateral displacement relative to the pedestals or the support structure.
[0011] Each pedestal includes, as a part of bottom member 26, an outside platform 32 at
one side of the bottom member and an inside platform 34 at the opposite side. Each
of the platforms 32 and 34 mount springs 36 which are similar to conventional load
bearing or load carrying springs normally found between the side frame and bolster
of a car truck. Springs 36 support the weight of the car body on the pedestal and
thus the wheelsets. In addition to springs 36, there are smaller damping springs 38
supported on the platforms, which damping springs 38 each support a friction wedge
or damping member 40. Wedges 40 bear against wear plates 42 mounted on the outside
of walls 28, much in the manner of a conventional three-piece truck. The wedges or
friction members fit within pockets 44 formed in a wheelset frame member 46 which
extends over the top of the roller bearing adapter, shear pads and pedestal top member
30 and had downwardly facing seat areas 48 at opposite sides thereof which form the
upper seat for springs 36. Thus, wheelset frame members 46 are supported on springs
36 and in turn will support the car body, as described. There is only a small, about
0.32 cm (one-eighth inch), lateral clearance between frame member 46 and side walls
28 and the side flanges of the frame member are in contact with plate 42.
[0012] Formed at opposite sides of each wheelset frame member 46 is an upper platform 50
which has a generally horizontal portion and an upwardly slanted portion. Positioned
on each platform 50 is a resilient shear pad construction 52, which again may be a
single shear pad of a plurality of shear pads, although the latter is preferred. Shear
pad constructions 52 each include shear pads with a horizontal portion 54 and an upwardly
directed or slanted portion 56. The shear pads fit within the contour defined by platforms
50 and support on the upper ends thereof a friction member or wedge 58, specifically
illustrated in Figures 2 and 3.
[0013] Wedge members 58, which may be formed of the same metallurgical composition as friction
wedges 40, seat upon the shear pads as described and have an upper wedge-shaped nose
60 which extends within a similar wedge-shaped pocket 62 of a wedge cover 63 which
is attached to car body 64. Wedges 58, there being two such wedges at each end of
each wheelset, independently support the car body upon the wheelsets. The car body
wedge covers 63 maintain the wedges in position within the pockets and resting upon
the shear pad construction. Each of the wedge members 58 has a slope on the opposite
surface from that in contact with the upward slanted portion 56 of the shear pad.
The sloping surface, indicated at 57, has approximately the same direction or is generally
parallel to the slanted surface of shear pad portion 56. Sloping or slanted surfaces
57 further have a crown or slight radius in the slanted direction as will be explained
in detail hereinafter.
[0014] Adjacent ends of wheelsets 10 and 12 are pivotally connected together. Pedestals
24, specifically the inboard platforms thereof, indicated at 34, each pivotally support
a bearing housing 70 which includes a bearing member 72 having an internal pillow
block 74. The pivotal connection, which may be a pin and slot configuration 71, preferably
allows for lateral deflection of the pedestal of one wheel set with respect to the
other by permitting rotational and longitudinal movement. Pillow blocks 74, at opposite
sides of the bogey, support a torque rod or tube 76 extending from one side of the
vehicle to the other. Positioned on the outboard ends of torque rod 76 and at each
end thereof is a clevis 78, particularly illustrated in Figure 2. One side of clevis
78 is pivotally attached to a rod 80, with the opposite end of the rod being pivotally
attached to a roller bearing adapter 18. In like manner, a rod 82 is pivotally attached
to the other side of clevis 78 and is pivotally attached to the roller bearing adapter
of the other wheelset. Opposite ends of rods 80 and 82 include resilient bushings
80a and 82a as a part of each pivotal connection to provide a degree of yaw freedom
with respect to the roller bearing adapter and clevis for lateral deflection of the
wheel sets.
[0015] It is important to note that rods 80 and 82 are each pivotally attached to the upper
portion or top of the roller bearing adapters, but are attached to the bottom and
top of clevis 78. At the opposite end of the torque tube the connections to the clevis
will be in the reverse sense. That is, the connection from wheelset 12 will be to
the top of the clevis and the connection from wheelset 10 will be to the bottom of
the clevis.
[0016] Although not shown, damping members, conventionally a small piston and cylinder with
attached rods, may be connected between the pivotal connections of the clevis and
the pivotal connections with the roller bearing adapters to damp any oscillatory movement
brought about during yaw of the wheelsets. The damping members would be useful in
preventing truck hunting.
[0017] The truck described herein permits constrained relative yaw movement between the
wheelsets as would be brought about when the car enters curved track. In like manner,
during the period when a car is negotiating a curve, there may be a required lateral
deflection of each wheelset relative to the car body to permit the wheels to stay
in position upon the rails. When the railroad vehicle enters a curved track, wheelsets
10 and 12 will yaw to assume a radial configuration relative to the radius of curvature
of the track. Shear pads 20, which are positioned between the roller bearing adapters
and the support pedestals, will permit the degree of yaw necessary to negotiate approximately
an eight-degree railroad track curve. As indicated above, there is 3.2 cm (an inch-and-a-quarter)
of space on each side of adapter 18 to accordingly permit yaw movement of that degree
between the roller bearing adapter and the supporting pedestal. The wheelsets are
connected together and rods 80 and 82 will not interfere with the natural yaw movement
of wheelsets having a high effective conicity. When wheelsets of lower conicity are
used, the rods will constrain yaw movement of the wheelsets. As wheelsets 10 and 12
move together at the end shown in Figure 1, rods 80 and 82 will cause torque tube
76 to rotate in a clockwise direction. The opposite ends of the wheelsets would move
apart. And since the connections of the corresponding rods are opposite to those illustrated
in Figure 2, this would impart the same clockwise turning movement to torque tube
76. Thus, the torque tube has no torsional movement or stress applied to it during
conventional yaw movement. Shear pads 20 will permit a degree of yaw movement consistent
with negotiating an approximately eight-degree curve. Once the roller bearing adapter
has contacted sides 28 of the pedestal, brought about by yaw movement as described,
resistance to further yaw movement will be taken up by the diagonal or upwardly slanted
portions of shear pads 52 and wedges 58 which support the car body on the ends of
the wheelsets.
[0018] In addition to yaw, there are lateral forces applied to the wheelsets during curving
which require lateral deflection of the wheelsets relative to the car body. Shear
pads 20 again will provide an amount of lateral movement consistent with that required-to
negotiate an approximate eight-degree curve. If the curve is more severe, the roller
bearing adapter ears will contact top member 30 after a predetermined lateral movement.
Further efforts at lateral movement by the wheelsets will be accommodated by shear
pads 52.
[0019] Referring to Figure 4, a curve relating lateral shear deflection and the lateral
shear force applied per journal or at one end of a wheelset, the American Association
of Railroads (AAR) requires that a car negotiate a 45.72 m (150 ft.) curve before
it can have AAR certification. The AAR also requires traversing a ten-degree curve
with 90800 kg (200,000 Ibs.) of squeeze applied to the car. This is a substantially
more severe test than the eight-degree curvature for which the truck is designed and
which will accommodate most railroad use. To successfully run through a 45.72 m (150
ft.) curve and maintain the wheels on the rails, it is necessary that the wheelsets,
with the described permitted yaw, have a lateral shear deflection of 12.065 cm (4-3/4
in.) with respect to the car body. In a loaded car, the first 2.54 cm (one inch) of
such deflection will be accommodated by shear pads 20, as described. The remaining
9.525 cm (3-3/4 in.) will be accepted by shear pads 52. The two shear pads function
in series in that the resistance of a pair of pads 52 does not become effective until
the wheelset has moved the permitted deflection of pad 20. The two shear pad constructions,
in combination, will permit a lateral wheel set shear deflection of 12.065 (4-3/4
in.) which is required to negotiate the prescribed AAR curve. This is represented
by curve 92 of Figure 4.
[0020] A light or unloaded car presents different problems. The first 2.54 cm (one inch)
of deflection will again be accommodated by shear pads 20. The next 0.635 cm (one-fourth
inch) deflection will be accommodated by shear pads 52. However, further lateral deflection
between the wheelset and the car body will be accommodated by movement of the car
body wedge pocket relative to the wedge specifically illustrated in Figure 3. The
lateral forces applied by the rails to the wheelsets will cause the wedges 58 to move
within pockets 62. As illustrated in Figure 4, at a predetermined lateral shear force
on the unloaded car wheelset the wheelset will deflect the required remaining distance
by the described wedge movement. This is illustrated by curve 90.
[0021] Wedges 58 and associated pockets 62, the car body shear pads 52 and the wheelsets
shear pads 20, individually and in combination, effectively provide for the required
12.065 cm (4-3/4 in.) deflection necessary to negotiate the required AAR curve, under
all car loading conditions. The specific wedge configuration is also advantageous
in that it assists in restoring the car body and wheelset to the original non-deflected
position.
[0022] The combination of the slope of shear pad portion 56 and the shape of rear wall wedge
surface 57 and the slanted configuration of the wedge pocket prevents the wedge from
sliding in the car body wedge pocket under loaded car conditions. For example, such
might occur if surface 62 of the wedge pocket becomes contaminated with oil or water,
a not uncommon condition in a railroad environment. At loaded car conditions, shear
pad 52 will have a preload deflection approximately 1.27 cm (one-half inch), which
will cause a predetermined normal force between the slope shear pad and the facing
wedge surface. This force will prevent vertical movement between the wedge and the
pocket, which in turn will prevent lateral movement between the wedge and pocket at
loaded car conditions. At light or unloaded car conditions the sloped or slanted surfaces
62 of the two wedge pockets are spaced in the longitudinal direction such that there
is no preload between the wedge and the pocket.
[0023] In order to successfully negotiate the required AAR curve, if cross anchors or cross
rods were used to connect opposite ends of the wheelsets, as is conventional in radial
trucks, it would be necessary to have in the area of 15.24 cm (six inches) of yaw
movement at each wheelset. It is impossible to accommodate yaw movement of that degree.
Accordingly, the required movement of the wheelset to negotiate the curve is largely
taken up by the lateral movement described above. There is still yaw movement; however,
it is on the order of the 3.2 cm (one-and-one-quarter inch) of permitted movement
described. Because the wheelsets are moving in a lateral direction, the torque tube
must be mounted in a pillow block which will permit the torque tube to pivot relative
to its mounting. In like manner, housing 70 for opposite ends of the torque tube must
be able to pivotally move relative to the wheelset supports to permit the required
lateral and yaw movements necessary to move the truck around curves.
[0024] Both lateral and yaw movements are required in negotiating curves and the support
system for the vehicle permits such movement. The wheelsets are constrained against
relatively longitudinal movement, either toward or away from each other, both by the
housings 70 and by the torque tube. If the wheelsets are urged longitudinally apart,
this movement will be resisted by the torque tube because of the manner in which the
rods 80 and 82 are connected to opposite ends of the torque tube. Similarly, loads
applied to the support pedestals 24 which might tend to move one of the shear pads
out of engagement with the car body support will be resisted by the torque tube supports
70.
[0025] When railroad vehicles of the type described are used on unit trains which function
with automatic dumpers, a squeezing movement is applied to the truck wheelsets during
the dumping operation. Rods 80 and 82 connected, as described, to torque rod 76, not
only will accommodate yaw and lateral movements, as described, but are sufficient
to resist this substantial squeezing movement. When the truck wheelsets are being
held in an automatic dumper locking device, large longitudinal forces are applied
to the car body by the forces applied to the train. These forces are transmitted to
the locking device through the truck system. In this design, such forces would tend
to rotate the pedestal assemblies about roller bearing 16. Such loads applied to the
support pedestals which might otherwise tend to move a shear pad out of engagement
with the car body support will be resisted by torque tube supports 70.
[0026] In a conventional rigid three-piece car truck, hunting is manifested by a pivoting
of the entire rigid truck about the center pivot point of connection to the freight
car body. In a self-steering truck, without connections between wheelsets, hunting
is brought about by oscillation of the individual wheelsets. In a radial frameless
car truck system where there is a low yaw constraint between the wheelsets and the
frame for curving, hunting stability is acquired by the interconnection of the wheelsets
such that they are forced to yaw in an opposite sense with respect to each other.
This interconnection between wheelsets must have a predetermined minimum stiffness
and, as shown herein, the predetermined minimum stiffness required is the connection
between the roller bearing adapter and clevis 78. The stiffness may be provided by
the rod, such as rod 80 or 82, which forms the connection, or as is preferred, by
the bushing mounted upon the clevis which is a part of the connection. The stiffness
of the connection or the spring rate of the material of the bushing must be a predetermined
minimum and when the stiffness is below such predetermined minimum, the speed at which
hunting occurs drops off dramatically. Similarly, the stiffness cannot be too great
or again the speed at which hunting occurs will drop off dramatically. It is preferred
that the stiffness of the connection or the resiliency of the connection be provided
by the bushing forming a part of the connection rather than the rod, so that the stiffness
of the rod alone, after the resiliency permitted by the bushing has bottomed out,
can be used in car braking. For example, the combined effective stiffness provided
by the resilient bushings at each end of the rod should be not less than 7149.6 kg
per cm (40,000 Ibs per inch) to provide good truck hunting stability at unloaded car
conditions.
[0027] The terms used in Figure 4 are defined as follows:
8° R.R. curve - railroad curves in which the angle between two radii which terminate
at points
(10° R.R. curve) 30.48 m (100 ft) apart is 8 (10; 16) degrees; i.e. it is the included
angle between
(16° R.R. curve) a segment of a circle having a 30.48 m (100 ft) cord.
Nadal's lateral force - lateral force for a particular car load at which the flange
of the wheel will climb the rail, calculated according to equation developed by Nadal.
Whereas the preferred form of the invention has been shown and described herein, it
should be realised that there may be many modifications, substitutions and alterations
thereto.
1. A frameless self-steering radial wheeled support vehicle for a railroad car body
(64) including:
(a) a pair of wheelsets (10, 12),
(b) a support at both ends of each wheelset (10,12) for independently mounting a car
body (64) on each end of the wheelsets (10, 12),
(c) resilient means (20, 52) for mounting each support upon a respective end of a
wheelset (10, 12), which resilient means (20, 52) permits both lateral and yaw movement
of a wheelset (10, 12) relative to its supports, and
(d) a linkage (76, 78, 80, 82) connecting adjacent ends of said pair of wheelsets
(10, 12) and constraining the wheelsets (10, 12) to yaw in opposite sense relative
to each other, permitting both wheelsets (10, 12) to yaw in the same direction with
respect to the car body (64), permitting lateral movement of one wheelset (10, 12)
relative to the other, and preventing relative longitudinal movement of the wheelsets
(10, 12).
2. The vehicle of claim 1, characterised in that said linkage (76, 78, 80, 82) includes
a yaw connection (78, 80, 82) between adjacent ends of each wheelset (10, 12) and
a cross vehicle connection (76) between yaw connections (78, 80, 82).
3. The vehicle of claim 1 or 2 further characterised in that each support includes
resilient means (52) permitting lateral movement of a wheelset (10, 12) relative to
the car body (64).
4. The vehicle of claim 3 further characterised in that said support resilient means
includes elastomeric pads (52) positioned on opposite sides of a wheelset axle at
each end of a wheelset (10, 12), said pads (52) each having a generally horizontal
portion (54) and an upwardly extending portion (56).
5. The vehicle of any of claims 1 to 4 further characterised in that said resilient
means (20, 52) for mounting each support include an elastomeric material providing
an amount of damping not less than ten percent of critical dampings.
6. The vehicle of any of claims 1 to 5 further characterised in that each support
includes a pedestal (24), spring means (36) mounted upon each pedestal (24), with
said support resilient means (52) being mounted upon said spring means (36).
7. The vehicle of claim 6 further characterised in that said pedestal (24) is mounted
upon said first- named resilient means (20), said spring means (36) being positioned
upon opposite sides of a wheelset axle.
8. The vehicle of claim 6 or 7 further characterised by and including damping means
(38, 40) mounted upon each pedestal (24) to restrain relative vertical movement between
each pedestal (24) and the car body (64).
9. The vehicle of any of claims 1 to 8, characterised in that each support includes
frictional resistance means (58, 62) providing for restrained lateral movement of
the wheelset (10, 12) relative to the car body (64).
10. The vehicle of claim 9 further characterised in that each of said frictional resistance
means includes a wedge-shaped pocket (62) on the underside of the car body (64) and
wedge-shaped member (58) extending into the pocket (62) and forming a portion of each
support.
11. The vehicle of claim 9 or 10 further characterised in that said frictional resistance
means (58, 62) is mounted upon said support resilient means (52).
12. The vehicle of any of claims 10 to 11 further characterised in that each of said
wedge-shaped members (58) have a slanted surface away from said slanted elastomeric
pad portion (56) and generally parallel thereto which is in engagement with said wedge-shaped
pocket (62).
13. The vehicle of any of claims 6 to 12 further characterised by said spring means
(36) forming a part of each support and in turn mounting each of said support resilient
means (52).
14. The vehicle of any of claims 6 to 13 further characterised in that each of said
pedestals (24) extends on opposited sides of each wheelset axle, there being a pedestal
(24) at each end of each wheelset (10, 12), each wheelset (10, 12) including a roller
bearing (16) positioned at each end thereof and a roller bearing adapter (18) mounted
on each roller bearing (16), said resilient means (20) positioning each pedestal (24)
upon its associated roller bearing adapter (18).
15. The vehicle of any of claims 6 to 14 further characterised in that said linkage
(78, 80, 82) pivotally connects adjacent portions of pedestals (24) at adjacent ends
of the wheelsets (10, 12).
16. The vehicle of any of claims 6 to 15 further characterised in that the resilient
means (20) positioning each pedestal (24) upon a roller bearing adapter (18) permits
relative movement therebetween in both lateral and yaw directions of a predetermined
amount.
17. The vehicle of any of claims 2 to 16 further characterised in that said cross
vehicle connection includes a torsion member (76) connected between said yaw connections
(78, 80, 82) to rotate during yaw movement of the wheelsets (10, 12) and to torsionally
resist longitudinal relative movement of the wheelsets (10, 12).
18. The vehicle of claim 17 further characterised in that said roller bearing adapter
means (18) are mounted on the end of each wheelset (10, 12) said yaw connections each
including a rod (80, 82) pivotally connected to each roller bearing adapter means
(18) and pivotally connected together at opposite ends of said torsion member (76).
19. The vehicle of claim 18 further characterised in that the pivotal connections
at opposite ends of each rod (80, 82) include means (80a, 82a) permitting yaw movement
between each roller bearing adapter means (18) and said torsion member (76).
20. The vehicle of any of claims 17 to 19 further characterised in that opposite ends
of said torsion member (76) are pivotally mounted on platform members (70), each platform
member (70) being pivotally connected, at opposite ends thereof, to a wheelset support.
21. The vehicle of claim 20 further characterised in that each pivotal connection
(71) permits relative rotational and longitudinal movement between each platform member
(70) and its associated wheelset supports.
22. The vehicle of any of claims 10 to 21 further characterised in that said frictional
resistance means (58, 62), said support resilient means (52) and said wedge-shaped
pocket (62) on the underside of the car body (64) receiving the frictional resistance
means (58) act together to greatly restrict longitudinal movement of said support
while permitting lateral movement of the said support relative to the car body (64).
23. The vehicle of any of claims 8 to 22 further characterised in that said damping
means (38, 40) includes a friction wedge (40) mounted upon each pedestal (24), a frame
(46) positioned upon said spring means (38) and in contact with said friction wedge
(40), said friction wedge (40) greatly restricting longitudinal movement of said pedestal
(24) with respect to said frame (46) and the car body (64).
1. Rahmenloses, selbststeuerndes Radialrad-Laufwerk für einen Eisenbahnwaggonkörper
(64) mit:
a) einem Paar Radsätzen (10, 12),
b) einem Träger an beiden Enden der Radsätze (10, 12) zum unabhängigen Anbringen eines
Waggonkörpers (64) an jedem Ende der Radsätze (10, 12),
c) elastische Mittel (20, 52) zum Anbringen jeden Trägers auf einem entsprechenden
Ende eines Radsätzes (10, 12), wobei die elastischen Mittel (20, 52) sowohl eine seitliche
als auch eine Gierbewegung eines Radsätzes (10, 12) relativ zu seinem Träger erlauben,
und
d) eine Gestängeverbindung (76, 78, 80, 82), die benachbarte Enden der Paare der Radsätze
(10, 12) verbinden, und die Radsätze (10, 12) zwingen, im Gegensinn relativ zueinander
zu gieren, wobei beiden Radsätzen (10, 12) erlaubt wird, in die gleiche Richtung bezüglich
des Waggonkörpers (64) zu gieren, wobei eine seitliche Bewegung eines Radsätzes (10,
12) relative zum anderen gestattet und einen relativ Längsbewegung der Radsätze (10,
12) verhindert ist.
2. Laufwerk nach Anspruch 1, dadurch gekennzeichnet, daß die Gestängeverbindung (76,
78, 80, 82) eine Gierverbindung (78,80,82) zwischen benachbarten Enden jedes Radsätzes
(10, 12) und eine quer zum Laufwerk verlaufende Verbindung (76) zwischen den Gierverbindungen
(78, 80, 82) enthält.
3. Laufwerk nach Anspruch 1 oder 2, weiterhin dadurch gekennzeichnet, daß jeder Träger
elastische Mittel (52) enthält, die die seitliche Bewegung eines Radsätzes (10, 12)
relativ zum Waggonkörper (64) gestatten.
4. Laufwerk nach Anspruch 3, weiterhin dadurch gekennzeichnet, daß die elastischen
Mittel des Trägers Elastomerkissen (52) aufweisen, die an gegenüberliegenden Seiten
einer Achse eines Radsätzes an jedem Ende eines Radsätzes (10, 12) angeordnet sind,
wobei jedes der Kissen (52) einen im wesentlichen waagerechten Bereich (54) und einen
sich nach oben erstreckenden Bereich (56) aufweist.
5. Laufwerk nach einem der Ansprüche 1 bis 4, weiterhin dadurch gekennzeichnet, daß
die elastischen Mittel (20, 52) zum Anbringen jedes Trägers ein Elastomer-material
aufweisen, das einen Dämpfungswert nicht geringer als 10% der. kritischen Dämpfung
hat.
6. Laufwerk nach einem der Ansprüche 1 bis 5, weiterhin dadurch gekennzeichnet, daß
jeder Träger einen Sockel (24) aufweist, wobei Federmittel auf jedem Sockel (24) angeordnet
sind, und wobei die elastischen Mittel des Trägers (52) auf den Federmitteln (36)
angeordnet sind.
7. Laufwerk nach Anspruch 6, weiterhin dadurch gekennzeichnet, daß der Sockel auf
den erstgenannten elastischen Mitteln (20) angeordnet ist, wobei die Federmittel (36)
auf gegenüberliegenden Seiten einer Achse eines Radsätzes positioniert sind.
8. Laufwerk nach Anspruch 6 oder 7, weiterhin gekennzeichnet durch Dämpfungseinrichtungen
(38, 40), die auf jedem Sockel (24) angeordnet sind, um eine relative Vertikalbewegung
zwischen jedem Sockel (24) und dem Waggonkörper (64) zu unterdrücken.
9. Laufwerk nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß jeder Träger
Reibwiderstandseinrichtungen (58, 62) aufweist, die zum Unterdrücken der seitlichen
Bewegung der Radsätze (10, 12) relativ zum Waggonkörper (64) vorgesehen ist.
10. Laufwerk nach Anspruch 9, weiterhin dadurch gekennzeichnet, daß jede der Reibwiderstandseinrichtungen
auf der Unterseite des Waggonkörpers (64) eine keilförmige Tasche (62) aufweist und
ein ein Teil jedes Träger bildendes keilförmiges Teil (58) sich in die Tasche (62)
erstreckt.
11. Laufwerk nach Anspruch 9 oder 10, weiterhin dadurch gekennzeichnet, daß die Reibwiderstandseinrichtung
(58, 62) auf den elastischen Mitteln (52) des Trägers angeordnet sind.
12. Laufwerk nach einem der Ansprüche 10 bis 11, weiterhin dadurch gekennzeichnet,
daß jedes der keilförmigen Teile (58) eine abgeschrägte Oberfläche aufweist, die entfernt
vom abgeschrägten Elastomerkissenbereich (56) und im wesentlichen parallel dazu verläuft,
die in Eingriff mit der keilförmigen Tasche (62) ist.
13. Laufwerk nach einem der Ansprüche 6 bis 12, weiterhin dadurch gekennzeichnet,
daß die Federmittel (36) einen Teil jedes Trägers darstellen und nacheinander jedes
der elastischen Mittel (52) montieren.
14. Laufwerk nach einem der Ansprüche 6 bis 13, weiterhin dadurch gekennzeichnet,
daß jeder Sockel (24) sich an gegenüberliegenden Seiten jeder Radsätzachse erstreckt,
wobei ein Sockel (24) an jedem Ende jedes Radsätzes (10, 12) vorgesehen ist, jeder
Radsätze (10, 12) ein an jedem seiner Enden angeordnetes Rollenlager (16) und einen
auf jedem Rollerlager (16) angeordneten Rollenlageradapter (18) aufweist, wobei die
elastischen Mittel (20) jeden Sockel (24) auf seinem zugeordneten Rollenlageradapter
(18) positionieren.
15. Laufwerk nach einem der Ansprüche 6 bis 14, weiterhin dadurch gekennzeichnet,
daß die Gestängeverbindung (78,80,82) benachbarte Teile der Sockel (24) an benachbarte
Enden der Radsätze (10, 12) gelenkig miteinander verbinden.
16. Laufwerk nach einem der Ansprüche 6 bis 15, weiterhin dadurch gekennzeichnet,
daß die elastischen Mittel (20), die jeden Sockel (24) auf einem Rollenlageradapter
(18) positionieren, einen vorbestimmten Wert einer Relativbewegung zwischen diesen
Teilen sowohl in seitlicher Richtung als auch zum Gieren erlauben.
17. Laufwerk nach einem der Ansprüche 2 bis 16, weiterhin dadurch gekennzeichnet,
daß die quer über das Laufwerk verlaufende Verbindung ein Torsionsteil (76) aufweist,
das zwischen den Gierverbindungen (78, 80, 82) verbunden ist, um während der Gierbewegung
der Radsätze (10, 12) zu rotieren und torsionsmäßig der relativen Längsbewegung der
Radsätze (10, 12) widersteht.
18. Laufwerk nach Anspruch 17, weiterhin dadurch gekennzeichnet, daß die Rollenlageradaptereinrichtungen
(18) am Ende jedes Radsätzes (10, 12) angeordnet sind und die Gierverbindungen jeweils
eine Stange (80, 82) aufweisen, die gelenkig mit jeder Rollenlageradaptereinrichtung
(18) und gelenkig miteinander an gegenüberliegenden Enden des Torsionsteils (76) verbunden
sind.
19. Laufwerk nach Anspruch 18, weiterhin dadurch gekennzeichnet, daß die gelenkigen
Verbindungen an gegenüberliegenden Enden jeder Stange (80, 82) Mittel (80s, 82a) aufweisen,
die eine Gierbewegung zwischen jeder Rollenlageradaptereinrichtung (18) und dem Torsionsteil
(76) erlauben.
20. Laufwerk nach einem der Ansprüche 17 bis 19, weiterhin dadurch gekennzeichnet,
daß entgegengesetzte Enden des Torsionsteils (76) gelenkig mit Plattformteilen (70)
verbunden sind, wobei jedes Plattformteil (70) an entgegengesetzten Enden mit einem
Radsatzträger verbunden ist.
21. Laufwerk nach Anspruch 20, weiterhin dadurch gekennzeichnet, daß jede gelenkige
Verbindung (71) eine relative Dreh- und Längsbewegung zwischen jedem Plattformteil
(70) und seinem zugeordneten Radsätzträger erlaubt.
22. Laufwerk nach einem der Ansprüche 10 bis 21, weiterhin dadurch gekennzeichnet,
daß die Reibwiderstandseinrichtungen (58,62) die elastischen Mittel (52) des Trägers
und die keilförmige Tasche (62) an der Unterseite des Waggonkörpers (64), die die
Reibwiderstandseinrichtung (58) aufnimmt, zusammenwirken, um die Längsbewegung des
Trägers größmöglich zu beschränken, während die seitliche Bewegung des Trägers relativ
zum Waggonkörper (64) erlaubt ist.
23. Laufwerk nach einem der Ansprüche 8 bis 22, weiterhin dadurch gekennzeichnet,
daß die Dämpfungsmittel (38, 40) einen an jedem Sockel (24) angeordneten Reibkeil
(40) und einen Rahmen (46) aufweisen, der auf den Federmitteln (38) positioniert ist
und in Kontakt mit dem Reibkeil (40) steht, wobei der Reibkeil (40) eine Längsbewegung
des Sockels (24) in bezug zum Rahmen (46) und zum Waggonkörper (64) beträchtlich beschränkt.
1. Véhicule à boggie radial autodirecteur sans châssis pour une caisse (64) de voiture
de chemin de fer comportant:
(a) une paire d'essieux (10, 12),
(b) un support aux deux extrémités de chaque essieu (10, 12) pour permettre de monter
indépendamment une caisse (64) de voiture sur chaque extrémité des essieux (10, 12),
(c) des moyens élastiques (20, 52) pour permettre de monter chaque support sur une
extrémité respective d'un essieu (10, 12), lesdits moyens élastiques (20, 52) permettant
à la fois un mouvement latéral et un mouvement de giration d'un essieu (10, 12) par
rapport à ses supports, et
(d) une tringlerie (76, 78, 80, 82) reliant les extrémités, voisines, de ladite paire
d'essieux (10, 12) et contraignant les essieux (10, 12) à prendre un mouvement de
giration en sens opposé l'un par rapport à l'autre, permettant aux deux essieux (10,
12) de prendre un mouvement de giration dans le même sens par rapport à la caisse
(64) de la voiture, permettant le mouvement latéral de l'un des essieux (10, 12) par
rapport à l'autre, et empêchant un mouvement longitudinal relatif des essieux (10,
12).
2. Véhicule selon la revendication 1, caractérisé en ce que ladite tringlerie (76,
78, 80, 82) comporte une connexion autorisant un mouvement de giration (78, 80, 82)
entré les extrémités, voisines, de chaque essieu (10, 12) et une connexion (76) transversale
par rapport au véhicule, entre les connexions autorisant un mouvement de giration
(78, 80, 82).
3. Véhicule selon la revendication 1 ou 2, caractérisé en outre en ce que chaque support
comporte des moyens élastiques (52) permettant un mouvement latéral d'un essieu (10,
12) par rapport à la caisse (64) de la voiture.
4. Véhicule selon la revendication 3, caractérisé en outre en ce que lesdits moyens
élastiques du support comportent des patins élastomères (52) placés des côtés opposés
d'un essieu, à chaque extrémité d'un essieu (10, 12), lesdits patins (52) présentant
chacun une portion, de façon générale, horizontale (54) et une portion s'étendant
vers le haut (56).
5. Véhicule selon l'une quelconque des revendications 1 à 4, caractérisé en outre
en ce que lesdits moyens élastiques (20, 52) prévus pour monter chaque support sont
en un matériau élastomère qui fournit une valeur d'amortissement non inférieure à
dix pour cent de l'amortissement critique.
6. Véhicule selon l'une quelconque des revendications 1 à 5, caractérisé en outre
en ce que chaque support comporte une chaise (24), des moyens formant ressorts (36)
montés sur chaque chaise (24), lesdits moyens élastiques (52) du support étant montés
sur lesdits moyens (36) formant ressorts.
7. Véhicule selon la revendication 6, caractérisé en outre en ce que ladite chaise
(24) est montée sur ledit moyen élastique nommé en premier lieu (20), lesdits moyens
formant ressorts (36) étant placés des côtés opposés d'un essieu.
8. Véhicule selon la revendication 6 ou 7, caractérisé en outre par des moyens amortisseurs
(38, 40) montés sur chaque chaise (24) pour limiter le mouvement vertical relatif
entre chaque chaise (24) et la caisse (64) de la voiture, le véhicule incluant lesdits
moyens amortisseurs.
9. Véhicule selon l'une quelconque des revendications 1 à 8, caractérisé en ce que
chaque support comporte des moyens de résistance par friction (58,62) qui interviennent
pour limiter le mouvement latéral de l'essieu (10, 12) par rapport à la caisse (64)
de la voiture.
10. Véhicule selon la revendication 9, caractérisé en outre en ce que chacun desdits
moyens de résistance par friction comprend un logement en forme de coin (62) sur la
face inférieure de la caisse (64) de la voiture et un élément en forme de coin (58)
qui s'étend dans ce logement (62) et forme une portion de chaque support.
11. Véhicule selon la revendication 9 ou 10, caractérisé en outre en ce que lesdits
moyens de résistance par friction (58, 62) sont montés sur lesdits moyens élastiques
(52) du support.
12. Véhicule selon l'une quelconque des revendications 10 à 11, caractérisé en outre
en ce que chacun desdits éléments en forme de coin (58) présente une surface inclinée,
côté à ladite portion inclinée (56) du patin élastomère et, de façon générale, parallèle
à cette portion inclinée, ladite surface inclinée étant en prise avec ledit logement
en forme de coin (62).
13. Véhicule selon l'une quelconque des revendications 6 à 12, caractérisé en outre
en ce que lesdits moyens formant ressorts (36) forment une part de chaque support
et en ce que, à leur tour c'est sur eux qu'est monté chacun desdits moyens élastiques
(52) du support.
14. Véhicule selon l'une quelconque des revendications 6 à 13, caractérisé en outre
en ce que chacune desdites chaises (24) s'étend des côtées opposés de chaque essieu,
étant précisé qu'il y a une chaise (24) à chaque extrémité de chaque essieu (10, 12),
chaque essieu (10, 12) incluant un palier à roulement (16) placé à chacune de ses
extrémités et un adaptateur (18) de palier à roulement monté sur chaque palier à roulement
(16), lesdits moyens élastiques (20) positionnant chaque chaise (24) sur son adaptateur
(18) associé de palier à roulement.
15. Véhicule selon l'une quelconque des revendications 6 à 14, caractérisé en outre
en ce que ladite tringlerie (78, 80, 82) relie, avec possibilité de pivotement, les
portions, voisines, des chaises (24) aux extrémités, voisines, des essieux (10, 12).
16. Véhicule selon l'une quelconque des revendications 6 à 15, caractérisé en outre
en ce que les moyens élastiques (20) positionnant chaque chaise (24) sur un adaptateur
(18) de palier à roulement permettent un mouvement relatif entre eux, à la fois dans
le sens latéral et dans le sens de la giration, d'une valeur prédéterminée.
17. Véhicule selon l'une quelconque des revendications 2 à 16, caractérisé en outre
en ce que ladite connexion transversale par rapport au véhicule comporte un élément
travaillant à la torsion (76) relié entre lesdites connexions autorisant un mouvement
de giration (78,80,82) pour tourner au cours du mouvement de giration des essieux
(10, 12) et pour résister, en torsion au mouvement longitudinal relatif des essieux
(10, 12).
18. Véhicule selon la revendication 17, caractérisé en outre en ce que lesdits moyens
(18) formant adaptateurs de palier à roulement sont montés sur l'extrémité de chaque
essieu (10, 12), lesdites connexions autorisant le mouvement de giration incluant
chacune une biellette (80, 82) reliées, avec possibilité de pivotement, à chaque moyen
(18) formant adaptateur du palier à roulement, les biellettes étant reliées ensemble,
avec possibilité de pivotement, aux extrémités opposées dudit élément travaillant
à la torsion (76).
19. Véhicule selon la revendication 18, caractérisé en outre en ce que les connexions
pivotantes prévues aux extrémités opposées de chaque biellette (80, 82) incluent des
moyens (80a, 82a) permettant un mouvement de giration entre chaque moyen (18) formant
adaptateur du palier à roulement et ledit élément travaillant à la torsion (76).
20. Véhicule selon l'une quelconque des revendications 17 à 19, caractérisé en outre
en ce que les extrémités opposées dudit élément travaillant à la torsion (76) sont
montées, avec possibilité de pivotement, sur des éléments formant plate-formes (70),
chaque élément formant plate-forme (70) étant relié, avec possibilité de pivotement
à ses extrémités opposées, à un support de l'essieu.
21. Véhicule selon la revendication 20, caractérisé en outre en ce que chaque connexion
pivotante (71) permet un mouvement de rotation relative et un mouvement longitudinal
relatif entre chaque élément formant plate-forme (70) et ses supports associés de
l'essieu.
22. Véhicule selon l'une des revendications 10 à 21, caractérisé en outre en ce que
lesdits moyens de résistance parfriction (58,62), lesdits moyens élastiques du support
(52) et ledit logement en forme de coin (62), situé sur la face inférieure de la caisse
(64) de la voiture et recevant le moyen de résistance par friction (58) agissent ensemble
pour limiter largement le mouvement longitudinal dudit support tout en permettant
le mouvement latéral dudit support par rapport à la caisse (64) de la voiture.
23. Véhicule selon l'une quelconque des revendications 8 à 22, caractérisé en outre
en ce que lesdits moyens amortisseurs (38, 40) comprennent un coin de friction (40)
monté sur chaque chaise (24), un châssis (46) positionné sur ledit moyen formant ressort
(38) et en contact avec ledit coin de friction (40), ledit coin de friction (40) limitant
largement le mouvement longitudinal de ladite chaise (24) par rapport audit châssis
(46) et à ladite caisse (64) de la voiture.