JPS582092B2 - Railway vehicle bogie - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a bogie for a railway vehicle, and particularly to a bogie in which a relative yawing movement occurs between the wheel shaft and side beam of the bogie when the vehicle runs on a curved track. Related.

BACKGROUND OF THE INVENTION Most railroad vehicle bogies currently in use include a pair of spaced apart side beams that sandwich and resiliently support a laterally disposed bolster.

The bolster includes a center plate that supports the vehicle body.

Each of the side beams has downwardly projecting jaws on which the front and rear wheelsets are rotatably journal-supported.

This type of trolley is called a non-steering trolley.

A steering truck is a truck capable of yaw, ie, rotational movement about a vertical axis.

Trucks of this type are known, for example one type is described in U.S. Pat. No. 3,789,770.

As described herein, the truck allows each wheel axle to rotate about a vertical axis, thereby allowing the wheel axles to assume non-square positions relative to the longitudinal axis of the truck.

These two axles are connected by a strong mechanical linkage,
This linkage controls and maintains the relationship between the axles.

The linkage is also coupled to the vehicle body such that the motion between the vehicle body and the wheelset is maintained in a constant relationship.

A flexible coupling device is provided between the two axle ends of the wheel set and the side beam to allow a yaw movement between them; devices of this type are also known and are described, for example, in U.S. Pat. No. 3,785,298. has been done.

In the case of this patented invention, an elastic device is provided between the bearing block jaws of the truck side beams and the axle end to allow a constant movement between them.

The truck shown in US Pat. No. 3,528,374 was probably the first to apply the steering principle to a modern truck.

In this patented invention, both ends of the bolster are elastically supported by beams on both sides.

These side beams allow the wheels of the truck to swing to one side.

This yaw is controlled by parallel resilient place members connecting the forward and rear aligned axle ends, with diagonally arranged members of these resilient place members connecting the opposite forward and rear axle ends.

Another type of device for constructing a truck with wheelsets that yaw to maintain alignment with the truck while it is running on a track is described in U.S. Pat. No. 4,003,316.

As shown in this patent, a retaining frame supporting the axle end of the axle is independently connected to the truck bolster by a padded ball bearing socket arrangement.

All lateral movements of this bolster result in rotational movements of the holding frame and thus of the wheelset.

State-of-the-art steering trolleys are disclosed in US Pat. No. 4,067,261 and US Pat. No. 4,131,069.

This former invention is characterized by the use of wheels with wheel treads having a special cross-section to generate the steering force.

A pair of U-shaped subframes support the axle end of each wheel set and are interconnected by a pair of diagonally arranged rods.

These rods are interconnected by a damping device.

The aforementioned U.S. Pat. No. 4,131,069 discloses another steering truck in which a stiffening device interconnects both axle ends which support the truck subframe at a central point.

Resilient devices also interconnect these subframes to the truck side beams and the truck to the vehicle body.

SUMMARY OF THE INVENTION The railway vehicle bogie of the present invention has front and rear axle box jaws, ie, bearing stand jaws, each projecting downwardly.
It includes a pair of side beams spaced apart by a certain distance.

At the midpoint of these side beams, both ends of a laterally arranged bolster are elastically supported, and this bolster supports the vehicle body in the upper part.

Both sides of the U-shaped front steering arm are disposed inside the front bearing pedestal jaws of the double-sided beam, and similarly, both sides of the rear steering arm are disposed within the rear bearing pedestal jaws of the double-sided beam.

A resilient device is disposed in contact between the upper surface of both sides of each steering arm and the bottom surface of each bearing stand jaw of the side beam.

The axle end of each wheel axle of this truck is journal-supported by bearings provided on both sides of each steering arm.

Due to the elastic device mentioned above, the steering arm and the connecting wheel set will yaw,
That is, it can rotate around the vertical axis of the wheelset.

When this rotation or yaw motion occurs, the wheel sets and steering arms of the truck move into a non-square alignment relative to the longitudinal axis of the truck.

Projecting inwardly from the central part of each steering arm is a bracket which is arranged parallel to the longitudinal axis of the truck and within a central cavity specifically provided for this type of bolster.

The inner end of this bracket forms part of a coupling device or joint having a plurality of spherical washers and a fastener.

This joint allows adjustment of the wheelset motion to a non-square alignment position of about 1.8 degrees.

During movement to this non-square position, the joint remains independent of the bolster, thus providing an unobstructed passage through the central cavity.

Once the non-square configuration position is reached, the joints described above provide very little restoring force.

The truck of the present invention has several advantages over conventional non-steered and steered trucks.

First, in the bogie of the present invention, each wheel axle responds more completely to curved sections of the track on which the vehicle travels.

For example, when the truck reaches a left-hand bend in the track, both the front and rear wheelsets tend to rotate counterclockwise about their vertical axes in order to align with this track curve.

This rotational movement tendency is generated by the shape of the outer surface of the wheel.

Non-steering carts prevent this rotation. In known steering carts, the above-mentioned rotation is effected within a certain range by means of some elastic device or by means of a strong mechanical linkage connecting the front and rear axles.

In a non-steering truck, wear on the wheel set cannot be minimized because a certain amount of slippage occurs between the wheel set and the truck when passing through track curves.

In known steering vehicles controlled by elastic devices, large yaw movements generate correspondingly large restoring forces.

Another advantage of the bogie of the present invention is that wear on the wheelsets is minimized, each wheelset being capable of some independent vertical movement relative to its partner, and accommodating variations in the vertical height of the track.

This variation occurs, for example, between track members, especially between rail wear areas adjacent to seams.

Wheelset wear is reduced due to approximately 2 degrees of horizontal rotation, some independent vertical movement, and selective control of said movement through the use of joints between the elastic pad and the steering arm, and the bogie is free from various problems that occur during travel. Excellent stability is achieved by adjusting the mechanical forces.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The bogie of the present invention, indicated generally at 10, has a front axle set 12 and a rear axle set 14.

The shaft end 16 of the front wheel axle 12 is journal-supported by the front wheel bearing 18, and the shaft end 20 of the rear wheel axle 14 is similarly supported by the rear wheel bearing 2.
Journal supported by 2.

Of course, the direction of the truck 10 is not determined, and "front" and "rear" are used for the purpose of explaining the embodiment.

To secure the front wheel axle 12 in place, the front wheel bearing 18 is supported within a downwardly directed semicircular opening 24 formed in the left and right sides 28, 30 of the U-shaped front steering arm 32.

Similarly, the rear wheel bearing 22 of the rear axle 14 is supported within a semicircular opening 34 formed in the left and right sides 38, 40 of the U-shaped rear steering arm 42.

Since the rear steering arm 42 is positioned opposite the front steering arm 32, the central portion 44 of the front steering arm 32 faces the central portion 46 of the rear steering arm 42.

Respective left and right side parts 28, 30 and 3 of the front and rear steering arms 32 and 42
A pair of upwardly projecting flanges 50 are formed on the upper surface 48 of the elastic pads 8 and 40 on both sides of a rectangular recess 52 that accommodates the elastic pad 54 .

Pad 54 has a flat rectangular shape that fits snugly into recess 52 .

The depth of the recesses 52 is approximately 1/4 the thickness of the pads 54, so that the top surface 56 of each pad 54 covers both sides 28 and 30 of the front steering arm 32 and the sides 38 and 40 of the rear steering arm 42.
It extends upward from the upper surface 48 of.

The truck 10 further includes left and right side beams 58 and 60, and left and right downward bearing pedestal jaws 62 are formed at both ends of these side beams.

Each bearing pedestal jaw 62 has downward flanges 72 spaced apart by a certain distance.
These flanges form part of a rectangular surrounding area 74 surrounding pad 54.

Each area 74 corresponds to each recess 5 in the front and rear steering arms 32 and 42.
It is almost the same size as 2.

Since the height of the flange 72 is approximately 1/2 of the thickness of the pad 54, the left and right side beams 58 and 60 are assembled to form the pad 54.
When mounted, a space 76 is formed between the flange 72 of the bearing pedestal jaw 62 and each side 28,30 and 38,40.

The front and rear steering arms 32, 42 have central portions 44 and 46, respectively.
Brackets 150 and 152 are formed on the rear side 153 of.

These brackets 150 and 152 are opposed but offset from the center point of each steering arm 32, 41, with an opening formed in the outer end of each bracket 150 and 152;
That is, the holes 154, 156 are staggered so that they are horizontally aligned when the brackets are inserted into a central cavity 158 formed below the core plate 160 of the laterally disposed bolster 161.

Both ends of the bolster 161 are elastically supported by springs 162 within windows or pockets 163 formed in each side beam 58,60.

The front and rear brackets 150 and 152 form part of a joint 164, which includes four sets of spherical washers 166, 168, 1
70 and 172.

Each assembly washer is composed of one washer element having a flat outer surface and a convex spherical inner surface, and a second washer element having a flat outer surface and a concave spherical inner surface, and the convex spherical inner surface and the concave spherical inner surface. have the same radius and coincident shape.

In the illustrated embodiment, convex elements are designated by the suffix "a" and concave elements are designated by the suffix "b", so that the assembled washer 166 is composed of a convex element 166a and a concave element 166b.

The radii of curvature of the contact spheres of the assembly washers 166-172 are selected such that the steering arms 32, 42 rotate relative to each other.

Circular recesses 174, 176, 178 and 180 are formed around the holes 154 and 156 of the front and rear brackets 150, 152, and assembly washers 166, 168, 1 are formed in these recesses.
70 and 172 are arranged, respectively.

Each convex element 166a, 168a, 170a and 172a
Note that is directed toward the center of the joint or connection 164.

The joint 164 further includes a bolt 182, which is connected to the assembled washers 166-172 and the front and rear brackets 150, 15.
2 through holes 154 and 156 and is secured with a detent nut 184.

Bolts 182 and nuts 184 are assembled to apply a small compressive force to the various coupling elements when each wheel set 12, 14 and steering arm 32, 42 are in a square configuration relative to the longitudinal axis of the truck.

While the bogie 10 is running on the straight track section, each wheel set 12,
14 moves in a straight path while automatically adjusting for variations in track width and deviation from the straight path.

This automatic correction takes place through the interaction of the wheel tread and the track.

Other deviations can be adjusted by bending the elastic pad 54 and the joint 164.

This adjustment also has the effect of controlling hunting of the wheel sets 12,14.

While traveling in a straight line in the direction of arrow D in FIG. 1, due to the difference in track height, a certain amount of rolling of the wheel set occurs, ie, longitudinal rotation of the wheel set about the longitudinal axis of the bogie.

As mentioned above, this difference in track height is particularly significant at the track joint ends.

The above-described rolling motion of each wheel set is transmitted to the front and rear steering arms and accommodated by the resilient pads 54 and joints 164, where vertical motion between the spherical elements of the assembly washers 166-172 occurs.

Initially, when a track curve, for example a leftward bend, is reached, the front wheelset 12 of the truck 10 moves along this curve, so that a counterclockwise rotation, or yaw, occurs about the vertical axis of this wheelset.

This rotational movement is transmitted to the front steering arm 32, causing flexion of the resilient pad 54 and horizontal movement between the spherical elements of the assembly washers 166-172.

If this curved section is inclined in accordance with high-speed driving, the front wheel axle 12 will experience a similar lateral vibration to some extent, and the assembly washer 166-
Vertical motion between the 172 spherical elements occurs.

When the front wheel axle 12 and the front steering arm 32 continue to rotate counterclockwise, this rotational movement causes the bracket 150 of the front steering arm to rotate.
is transmitted to the bracket 152 of the rear steering arm,
The rear steering arm 42 and the rear wheelset 14 are therefore rotated clockwise about their vertical axes.

During the above-mentioned rotational movement of the brackets 150, 152 of the front and rear steering arms, the bolt 182 of the joint 164 moves in the linear direction of arrow D' in FIG.

The above rotation of both steering arm brackets 150, 152 moves washer elements 166a,b-172a,b to a non-aligned position, and brackets 150, 152 move assembly washers 166-17.
A certain force is applied to the bolt 182 through step 2.

This force on the bolt 182 regulates the rotation of the steering arms 32, 42 and thus of the front and rear axles 12,14.

However, it should be noted that although the force applied to bolt 182 regulates movement from a square position to a non-square position, bolt 182 exerts only a very small restoring force.

When the truck moves from the curved section of the track to the next straight section, the front wheelset 12 rotates clockwise, and the front steering arm 32 and its connection bracket 150 also rotate clockwise.

This clockwise rotation is performed by assembling the brackets 150, 152 and the washer 1.
66-172, and the rear steering arm 42 and rear wheel set 14 are rotated counterclockwise.

Bolt 182 of joint 164 therefore moves in the direction opposite to arrow D' in FIG.

6 to 10 show another embodiment of the present invention,
This railway vehicle bogie is indicated by 200 as a whole.

Similar to the truck 10, this truck 200 also includes a laterally arranged bolster 202, the ends of which are connected to left and right side beams 208, 2.
It is elastically supported within a window 206 formed in 10.

The side beams 208, 210 are of the conventional type, and the window 206 is formed in the form of a truss formed by a bottom tension member 212 connecting ramp members 214 on both sides and a top compression member 216.

The bolster 202 is elastically supported by the left and right side beams 208, 21.
A set of springs 21 supported on each bottom tension member 212 of 0
8.

This elastic support is further adjusted by a damping device 220.

A preferred example of this shock absorber is disclosed in U.S. Patent Application No. 844,965.
No. (dated October 17, 1977).

A downwardly directed bearing pedestal jaw 224 is formed at the outer end 222 of each side beam 208,210.

The pedestal jaw 224 has a flat roof or top surface 226 and a pair of spaced downward flanges 228 to define a rectangular enclosed area 230 .

A resilient device 232 is disposed within each enclosed area 230.

Like the truck 10, the truck 200 has four elastic devices 232.

Each elastic device 232 has an upper, middle and lower plate, i.e. 234
, 236, and 238, the plates are joined together by a resilient material 240 that holds them apart.

In order to configure these as an integrated unit, each plate 234,
236 and 238 are provided with holes 242 through which elastic material 240 is injected.

Note that the top plate 234 of the resilient device 232 is in direct contact with each pedestal jaw surrounding area 230.

The lower plate 238 of the front elastic device 232 is connected to the front steering arm 24.
4, and the lower plate 238 of the rear elastic device 232 is supported by the rear steering arm 246.

Since these arms 244, 246 have substantially the same shape, rear steering arm 246 will be described in detail.

However, it should be noted that these arms are different from the arms of the truck 10 of the previous embodiment.

Each steering arm 244, 246 has a central portion 251, and both ends of this central portion are welded to left and right side portions 252, 254.

Both sides 252, 254 are identical except that they are formed at opposite ends.

8, 9 and 10, the right side 254 of the rear steering arm 246 is shown and will be described below.

The right side 254 has an offset shape that includes an inner extension 256, a longitudinal leg extension 258, and an outer extension 260.

The inner extension 256 has a C-shaped cross-section end wall with a chamfered edge 264 for convenient connection, such as by welding, to the elongated central portion 251 of the steering arm 246.

Inner extension 256 between end wall 262 and leg extension 258
has an inverted L-shape, and this upper horizontal leg 266 has a vertical hole 268 formed therein so that one of the four brake shoes can be accessed from below.

The upper leg 266 and vertical leg 272 of the inner extension 256 join the front end of the vertical leg extension 258 to form inner and outer rounded corners 274, 276.

The leg extension 258 has a thin hollow shape and has a top wall 278 and a bottom wall 28.
0, which slope upwardly to join the upper extension 260.

The rear ends of the inner and outer side walls 281 , 282 of the leg extension 258 are connected by a laterally disposed vertical partition 284 of the outer extension 260 .

Upper horizontal member 286 extends rearwardly from the upper edge of vertical partition 284.

A wedge-shaped flange 28 along the outer upper edge of the horizontal member 286
8 protrude upwards, and these flanges are elastic devices 232
parallel to the rectangular receiving area 290 of.

As shown in FIG. 8, the outer end 222 of the right beam 210 rests on the resilient device 232 between the two flanges 288.

A circular recess 294 is formed in the bottom surface 292 of the horizontal member 286 and has tapered sidewalls 296 upwardly and inwardly.

An annular boss 298 formed on the top surface of the bearing adapter 302 is disposed within the circular recess 294 .

The annular boss 298 has an inner tapered sidewall 304 that complementarily fits the sidewall 296 of the recess 294.

Each adapter 302 also has front and rear wheel sets 310, 31
Fits on the outside of the bearing 306 in the axle end 308 of the second axle.

The bolster 202 includes side beams 208, 210 and an elastic device 23.
2 and steering arms 244, 246 to wheel sets 310, 31.
2, the boss 298 of each adapter and the recess 294 of the portion extending outward from each steering arm form a compression joint 314.

These joints 314 can be easily released upon removal of the load.

Also, for this joint 314, the adapter 302 and each steering arm 2
A range of movement is possible with 44 to provide a more complete operative fit between them.

This configuration forms the wheel set and each steering arm into an integral unit.

To provide additional stiffness to the outer extension 260 of the steering arm,
A vertical partition 284 extends below the bottom wall 280 of the leg extension 258 and is joined to the bottom wall 280 by a horizontal web 316 projecting outwardly from the leg extension side wall 282 and further connects the horizontal member 286, the vertical partition 284 and the horizontal The outer ends of webs 316 are joined to connecting outer walls 318.

The outer wall 318 has a downwardly curved lower edge 320;
The lower edge tangentially joins the vertical partition 284 at a location generally aligned with the end of the horizontal web 316.

Vertical partition 284 is further stiffened by a pair of gussets 322 that are integrally joined to the bottom surface of web 316 and to a tab 326 extending downwardly from vertical partition 384.

One preferred type of basic brake system for a steered truck is disclosed in U.S. Pat. No. 4,147,237.

Another type of device is shown in FIG. 6 and includes front and rear brake beams 330, 332 which are pivoted to the lower ends of front and rear brake levers 248, 249, respectively.

A tie rod or pull bar 25 generally aligned with the longitudinal axis of the vehicle.
0 connects two brake levers 248 and 249 at the center.

The opposite or upper end of one brake lever, such as the rear brake lever 249, is pivoted to the bolster 202 or pivoted to the vehicle body.

The opposite or upper end of the other brake lever, ie, the front brake lever 248, is operatively connected to a power source so that the brake shoes 270 are pressed against the wheels 334 of each axle 310, 312.

In the latter basic brake device described above, this operation causes the front and rear wheelsets 306, 308 to be separated, and braking force is simultaneously applied to the elastic device 232.

In the brake system of U.S. Pat. No. 4,147,237, the brake lever does not apply a braking force to the elastic device 232 because it is directly supported by the steering arms 32, 42 of the truck 10, as shown in FIG.

Similar to the truck 10 of the first embodiment, the front and rear steering arms 244, 246 of the truck 200 have brackets 336, 338, respectively, extending from their central portions.

Each of these brackets 336, 338 is attached to the bolster 202.
It protrudes into the interior of the central cavity 340 of.

A preferred example of this bolster central cavity 340 is disclosed in U.S. Pat.
No. 114,540, this cavity has a bolster 20
These brackets 336, 338 are independent of the bolster 202 because they provide an unobstructed path through the bolts 202.

These brackets 336, 33 within the central cavity 340
8 are joined to form a movable joint 342 as shown in FIGS. 11-13.

An elongated hole 344 is provided at the outer end of each bracket 336, 338.
, 346.

Brackets 336, 338 as shown in FIG.
are arranged in parallel, the inner end 348 of each hole 344, 346
, 350 are approximately aligned, but their outer ends 352, 35
4 are offset in the vertical direction, that is, they are staggered.

Holes 344, 346 in the side of each bracket 336, 338
An elongated recess 356 is formed around the periphery of the bracket 336 and extends to the end of each bracket 336,338.

Inside each recess 356 is a set of spherical washers 358, 360, 3.
62 and 364 are arranged.

These spherical washers 358-364 are the same as the assembled washers 166.
Since it is the same as -172, the explanation will be omitted.

A retaining bolt 366 passes through the holes 344, 346 and the assembly washers 358-364 and is fixed with a locking nut 368.

Around the bolt 366 and assembling washers 358, 360 and 3
Bushings 370, 372 are disposed between the bolts 366 and the holes 344, 346 to maintain the bolts 366 in proper alignment, such as when the steering arms 244, 246 Maintain the state of swinging to a non-square position as shown in Figure 12.

Truck 200 operates essentially the same as truck 10.

Since the wheel 334 has a conical cross section, the wheel axles 310, 31
2 has a tendency to become centered on the running track.

Since the distance between the rails is not constant, and the rails are not necessarily straight, the wheel sets 310, 312 always move in the lateral direction of arrow D' in FIG.

Wheel set 31 for joint 342 between steering arms 244, 246
Note that neither 0,312 undergoes independent lateral movement.

When the wheel sets 310, 312 swing into an unaligned position, some independent lateral movement occurs.

The joint 342 ensures that the above-mentioned lateral movement of the wheel sets 310, 312 becomes a coupled movement after this independent movement exceeds a certain nominal limit value.

By limiting the independent lateral movement of wheel axles 310, 312, wheel wear can be improved.

Further, when the above-described truck 200 travels above the speed limit, each wheel set 310, 312 tends to undergo hunting, that is, small vibrations on its vertical axis.

Note that when this hunting occurs, each wheel set 310, 312 tends to move into a non-square alignment position relative to the traveling track.

If this small vibration of the wheel sets 310, 312 is about to occur, the coupling 342, via the steering arms 244, 246, prevents this movement.

Brake shoe 2 of the above-mentioned normal type basic brake device
70 comes into contact with the wheel 334, and when the truck 200 receives a braking force, the wheel axles 310, 312 receive a forced separation force.

As mentioned above, brake levers 248, 249 do not necessarily need to be connected to steering arms 244, 246, as shown, for example, in U.S. Pat. No. 4,147,237.

The above-mentioned forced separation movement is accommodated by a baffle plate or deflector in the elastic device, the upper plate 234 of which
and the lower plate 236 are vertically offset.

Each steering arm 244, 246 and wheel set 310, 312 are each longitudinally secured as a unit by a mating connection between a boss 298 of the adapter and a recess 294 of the outer extension 260 of the steering arm. , each steering arm 24
4,246 must move longitudinally relative to the wheel sets 310,312, respectively.

This longitudinal movement is accommodated by coupling 342, whose bolt 366 and set washers 358-364 are directed toward outer ends 352, 354 of elongated holes 344, 346 and recesses 356 in steering arm brackets 336, 338, respectively. exercise.

During the relative longitudinal movement between bolt 366 and front and rear steering arms 244, 246, bolt 366 for bushings 370, 372 is maintained in proper alignment.

When the braking force applied to the brake shoe 270 is released,
The elastic device 232 returns the wheel sets 310, 312 and each steering arm to their normal positions, leaving the joint 342 in the position shown in FIG.

Even while braking force is being applied as described above, the joint 34
2, it should be noted that the wheel sets 310, 312 can swing into a non-square arrangement even when the truck 200 is traveling on a track curve.

Although this swing motion has been described above with respect to the truck 10, the same applies to the operation of the truck 200.

[Brief explanation of drawings]

FIG. 1 is a plan view of the truck of the present invention, showing a cross section of one of the side beams; FIG. 2 is a side view of FIG. 1; FIG.
3 line sectional view; FIG. 4 is a sectional view taken along line 4-4 in the direction of the arrow in FIG. 1, showing a connecting joint formed between two steering arms; FIG. 5 is shown in FIG. The side beam-steering arm-wheelset assembly is shown. FIG. 6 is a plan view of another embodiment of the truck of the present invention; FIG. 7 is a side view in the direction of arrow 7--7 in FIG. 6, partially in section; FIG. -8 direction; FIG. 9 is a detailed side view of the steering arm used in the truck of FIG. 6; FIG. 10 is a sectional view taken in the direction of arrows 10-10 in FIG.
12 shows the joint of FIG. 11 with the steering arm rotated to an unaligned position; FIG. 13 shows the joint of FIG. 11 at arrow 13-- It is a cross-sectional view in 13 directions. 10... bogie, 12, 14... wheel axle,
18, 22...Wheel bearing, 28, 30, 38,
40... Steering arm side part, 32, 42...
・Steering arm, 54...Elastic pad, 58, 60
...Side beam, 62 ...Bearing stand jaw, 1
50,152...Bracket, 161...
... Bolster, 163 ... Window, 164 ...
...Joint, 166, 168, 170, 172...
・Spherical assembled washer, 200... Cart, 202...
... Bolster, 208,210 ... Side beam, 2
24... Bearing stand jaw, 232... Elastic device, 234... Upper plate, 236...
Middle plate, 238...Lower plate, 240...
・Elastic material, 244, 246... Steering arm, 2
48,249...Brake lever, 252,25
4... Steering arm side part, 256... Inner extension part, 260... Outer extension part, 270...
... Brake shoe, 302 ... Bearing adapter, 310, 312 ... Wheel axle, 314 ...
...Joint, 330,332...Brake burr,
336, 338...Bracket, 342...
...Joint, 344, 346... Hole, 358,
360, 362, 364... Spherical assembly washer, 37
0,372...Bush.

Claims (1)

[Scope of Claims] 1. A railway vehicle bogie particularly suitable for maintaining lateral mechanical stability at moderate operating speeds and for properly aligning the bogie's wheel axles during passage through curves; Left and right side beams are placed at regular intervals to support both ends of a long and slender bolster arranged in the same direction. each bearing stand jaw has a ceiling surface formed with a concave pad enclosing area, left and right side beams, front and rear steering arms connected at the center and each having both sides separated by a certain distance; The front and rear steering arms are each formed with a bearing housing area projecting downward and a top surface having a concave pad housing area facing upward, and both sides of the front steering arm are disposed between the beams on both sides. The sides are supported by elastic pads disposed within the front pad receiving area and the front pad enclosing area, which are supported within the front bearing stand jaws and define a space between the side beam and the front steering arm, respectively. A central portion of the rear steering arm, which is separated from the beam and located between the beams, is opposite to and adjacent to the central portion of the front steering arm; said side beams by means of elastic pads disposed within said rear pad receiving area and said rear pad enclosing area supported in both rear bearing stand jaws and respectively forming a space between said side beams and said rear steering arm; front and rear wheel axles journal-supported in bearings whose axle ends are respectively supported in bearing receiving areas of said front and rear steering arms, respectively in the central portions of said front and rear steering arms; Supported front and rear brackets, these brackets projecting into the central cavity of the polster independently of said polster and are located on either side of the longitudinal axis of the bogie, with substantially aligned openings 1 at their outer ends.
2 with an inner complementary spherical contact surface.
a plurality of assembled washers made up of elements, these assembled washers are arranged between the brackets and in contact with the outer surfaces of these brackets, and pass through these assembled washers and the bracket openings to form a joint; held by a fixing device, each wheel set rotates under the action of the shape of the raceway, and the rotation is selectively caused by the elastic pad and the joint formed between the steering arm bracket and the assembly washer. A restrained railway vehicle bogie. 2. In the railway vehicle bogie described in item 1 above, the steering arm bracket has circular inner and outer recesses around the opening, and the plurality of assembly washers have first, second, third, and fourth circular recesses. and a concave element having a flattened outer surface and a spherical inner concave surface corresponding to the inner convex surface of the convex element; The first assembly washer is disposed within the outer recess of the front bracket with the flat outer surface of the concave element in contact with the front bracket, and the second assembly washer is disposed within the inner recess of the front bracket and the flat outer surface of the convex element. is placed in contact with the front bracket, the third set washer is placed within the inner recess of the rear bracket, and the flat outer surface of the convex element is placed in contact with the rear bracket, and the fourth set washer is placed rearward. A bogie for a railway vehicle, characterized in that the flat outer surface of the concave element is disposed within the outer recess of the bracket so as to be in contact with the rear bracket. 3 A railway vehicle bogie that has particularly low wear on the wheels and rails of a railway vehicle that runs on curved tracks at high loads and high speeds, and is located between the left and right side beams spaced apart by a certain distance, and between the side beams on both sides. A bogie having an elongated horizontally arranged bolster whose both ends are elastically supported within windows formed in the side beams of the bogie, the first and second wheel axles each having both axle ends journal-supported by bearings, and both sides of the said borsk. first and second steering arms disposed in the steering arm, each steering arm having opposite sides operatively connected to the wheel set by a bearing, the steering arm and the wheel set forming a front and rear unit, respectively; , the movement of the wheel shaft is selectively transmitted to each steering arm to give simultaneous motion; an elastic device that connects both sides of the steering arm to the side beams and moves each unit independently of the side beams; A bracket arrangement supported in the center of the arm, each bracket projecting independently into an unobstructed passage formed in the center of said bolster, and the brackets having an opening formed at the outer end of each bracket substantially congruent and laterally offset, and passing upwardly through said bracket opening, connecting said first and second wheel set-steering arm units and permitting these units to have a range of independent movement; It also includes a device that promotes the coupled movement of these two units for movements exceeding this range, and the above-mentioned wheel set-steering arm unit selectively yaws and oscillates with respect to the track on which the bogie is running. A bogie for a railway vehicle, characterized in that the wheel axles are moved to an aligned position by rolling, and the aligned position of these wheel axles is maintained by the elastic device and the unit coupling device. 4. The railway vehicle bogie according to item 3 above, further comprising a device for connecting the first and second wheel axle-steering arm units, the connecting device comprising: a first element having a flat outer surface and a convex inner surface. and a second element having a flattened outer surface and a complementary concave inner surface in sliding contact with the convex inner surface of the first element, each of which is selectively disposed within a bracket recess. and a fixing device that penetrates the assembly washer and the bracket opening and fixes the bracket, assembly washer, and assembly washer element in such a penetrating position as to allow selective relative movement between the assembly washer and the assembly washer element. , A bogie for a railway vehicle, characterized in that it includes the following. 5. The railway vehicle bogie according to item 4 above, further comprising a basic braking device including brake shoes that contact each wheel of the wheel axle, the basic braking device being supported on the bogie independently of the wheel axle-steering arm unit. and the biasing of the basic braking device exerts a longitudinal separation force on the unit, so that the elastic device is longitudinally offset or deflected, and both openings in the steering arm bracket are elongated, and the openings in the steering arm bracket are elongated; a bushing device, the inner end of which is substantially aligned with the deenergization of the base braking device, and which is disposed around a locking device in each steering arm bracket opening and interfaces between the opening and the locking device; The recessed portion of the steering arm bracket is elongated and adapted to the movement of each assembly washer within the recessed portion, and when the basic brake device is energized, the brake shoe contacts the wheel and the first and second wheel axles - The steering arm unit is pulled apart longitudinally, thereby flexing the elastic device and moving the locking device toward the outer end of each elongated bracket opening, while the bushings position the locking device in a properly aligned position within the opening. A railway vehicle bogie characterized by being maintained. 6. The railway vehicle bogie according to item 3 above, further including an adapter device disposed above each axle end bearing and having an annular boss formed on the upper surface, and comprising an adapter device disposed above each axle end bearing and having an annular boss formed on the upper surface thereof, the side portions of the first and second steering arms. has an outer extension formed in part by a horizontal member, the horizontal member having an annular recess formed in its bottom surface, into which the boss of the adapter device fits, and which is subjected to a compressive force. A bogie for a railway vehicle, characterized in that a fitting joint is formed, and the joint is easily released upon removal of the compressive force. 7. The railway vehicle bogie according to item 6 above, further comprising: each steering arm side portion having an offset shape, and further including an inner extension portion having an end wall easily connected to the central portion of the steering arm. , the end wall is connected to the central part of the steering arm by an upper horizontal leg and a vertical leg, the opening formed in the horizontal leg providing a means of access to the basic braking device supported by the lower truck, and the vertical leg an extension disposed therein parallel to the side beam adjacent thereto;
The vertical leg extension includes a top wall and a bottom wall connected by spaced apart inner and outer side walls, one end of the vertical leg extension being connected to the inner extension and the opposite end connected to the inner extension. connected to the outer extension at a point above the leg extension, the outer extension further having a vertical partition supported across the top wall, the bottom wall and opposite ends of the inner and outer side walls of the leg extension. the vertical partition has an upper edge connected to the top wall, and the outer extension includes a horizontal web connecting the outer sidewall of the leg extension and the vertical partition, and a bottom of the web and a bottom of the vertical partition. A bogie for a railroad vehicle including a tab formed in the gusset and a pair of gussets connected to the tab formed in the gusset.