CA1126093A - Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system - Google Patents

Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system

Info

Publication number
CA1126093A
CA1126093A CA290,241A CA290241A CA1126093A CA 1126093 A CA1126093 A CA 1126093A CA 290241 A CA290241 A CA 290241A CA 1126093 A CA1126093 A CA 1126093A
Authority
CA
Canada
Prior art keywords
vehicle
wheel system
frame
lateral
forces
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
CA290,241A
Other languages
French (fr)
Inventor
Julius Lindblom
Anders Kipping
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automatisk Doseringskompensator AB
Original Assignee
Automatisk Doseringskompensator AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automatisk Doseringskompensator AB filed Critical Automatisk Doseringskompensator AB
Priority to CA290,241A priority Critical patent/CA1126093A/en
Application granted granted Critical
Publication of CA1126093A publication Critical patent/CA1126093A/en
Expired legal-status Critical Current

Links

Abstract

ABSTRACT

An apparatus for moving a vehicle body transversely in relation to the supporting wheel system of a railroad vehicle in order to reduce the risk of overturning the vehicle. Drive means performing the transverse movement receive signals from from means sensing cross wind conditions,/cross forces acting on the vehicle when it passes from one track to another via switch points and from cross forces acting on the vehicle when it passes through easement curves, for moving the vehicle body transversely in the opposite direction to that of said forces acting on the vehicle.

Description

~;26~

The invention primarily relates to railroad vehicles but can also be modified for road vehicles or the like.
In the passage of a railroad vehicle from one track to another via switch points, or in an easement curve, i.e.
the part of the -track lying between the straight track and the curve with substantial:Ly constant radius, the body of the vehicle is suddenly and quickly shifted sideways. The speed of this shift depends entirely on the speed of the train. In such a case, large inertial forces occur between rail and wheels and between wheels and vehicle body which can cause the vehicle to t;p over in extreme cases. Forces also occur during strong side winds which can result in risk of vehicle tipping, and this risk increases if the mass of the vehicle is small.
The object of the invention is to lessen the effect of these forces.
Accordingly, the present invention provides an apparatus for reducing the risk of tipping of a vehicle having a body supported by a wheel system, comprising: actuating means for laterally shifting said body relative to the wheel system; side wind sensing means for generating signals repres-entative of lateral wind forces a`cting on the vehicle body;
means situated in front of the supporting wheels in the direction of travel of the vehicle for sensing the lateral interial forces the vehicle is exposed to in its passage from one track to another over switch points and when traversing easement curves;
control means generating command signals in response to said signals from said wind sensing means and said lateral inertial force sensing means to compensate for said lateral forces;
said actuating means being operable in response to said command signals to shift the vehicle body in the opposite direction to that~of the lateral forces acting on the body to reduce the likelihood of said body tipping as a result of said lateral ~`

~6~g3 f forces.
When a track deviation is passed over, the wheel system, which is lighter in relation to the vehicle body, will accompany the movements already made by the vehicle body without being obstructed by large lnertial forces required for shiftlllg the vehicle body. In stroncJ wind, and in sections of the track where the train is met from the side by this s-trong wind, -there is a risk of tipping since the wheels on the vehicle side facing the wind will be unloaded too much and lose contact with the rail. On such occasions, the vehicle bodies can be transversely shifted as mentioned above, satisfactory values ~; for the wheel pressures on said side thus being obtained.
The invention will now be described in more detail, by way of example only, with reference to the accompanying drawings, in which:- `
Figure la is a somewhat schematic view seen from behind and partly in section, showing in full lines a railroad vehicle which has been laterally shifted to compensate for lateral forces from side winds or inertial effects;
Figure lb is a view similar to Fig. la showing more clearly the arrangement of components;
~- Figure 2 is a plan view showing the sequence of events during passage over switch points of several coupled vehicles; and Figure 3 is a schematic plan view showing the sequence of events when several coupled railroad vehicles pass over an easement curve.
: In Figure la there is shown in somewhat schematic form in dashed lines a vehicle body denoted by the numeral 1 in its normal position. The body is denoted by la and shown in full lines in a shifted position. The wheel system of the `- vehicle is denoted by the numeral 2. For the shifted position, ~ `
~ -2-~.
~, F:

the gravitational force T of the vehicle is moved to a posit~on Ta and combined with a -transverse wind force V forming a resultant force R in a position Va together with Ta. In a position Ra, this force can be resolved into the components Fa and Ga, which give rise to reac-tion forces F and G at the points of con~act between the wheels and the rail. If the vehicle body shift had not been carried out for -the said wind force V, F would have had a low value and lf F becomes less than zero -the vehicle will tip over.
Side-shifting the vehicle body can be carried out in many ways. In the example shown, the vehicle body 1, la 3 iS suspended via a linkage system 3, 3a on the frame 5, 5a in a normal position 3 and shifted position 3a. The swinging movement of the linkage system, resulting in a transverse shift, can be provided by pressure fluid operated means 4, for example, coupled between the vehicle body and frame. Means 4 can be regulated, e.g. from control and valve mechanisms 7 via piping 8 and 9. The mechanisms 7 can be controlled by pendulum means 10, or means functioning principly in the same way, which in a known way adjust the vehicle body to the right inclination about an axis parallel to the longitudinal direction of the vehicle for each velocity and curve radius (see Swedish Patent 332 439). In this case, the mechanism 7 can moreover be controlled by a mini-computer 11, receiving impulses from a pitot tube 12, for example, mounted on the vehicle to take the same line of action as the combined prevailing wind and slipstream. The mini-computer 11 receiving the impulses can calculate whether the prevailing slde wind is such that the vehicle body 1, la should be displaced sideways, and transmit appropriate signals to the mechanisms 7 which actuate the means 4 for carrying out transverse displacement.

-3-~

~Z~ 3 So that the vehicle body 1 is not tilted relative to the wheels or track during this swinging movement, the frame 5, 5a can simultaneously be given the position denoted by 5a. This frame movement is easlly arranged if the swinging system of the vehicle is of the pressure-medium -type, or it can be arranged by means 6 opera~ing with pressure medium, mounted be-tween the frame 5, 5a and the wheel system 2.
Thus, when -the vehicle body is to be transversely displaced relative to the vehicle wheels from the normal position 1 to position la, the means 4 is actuated so that the piston thereof is ex-tended to the position shown in Figure 1. This would normally cause the vehicle body to be tilted because it is suspended on the chassis 5, 5a by the linkage system 3, 3a. rlowever, this til-ting movement is prevented because the piston of the means 6 is retrac-ted at the same time as the means 4 is actuated so that -the left portion of the fran~e is moved downwards from position 5 to position 5a.
Fig. lb shows a practical arrangement of the components in less schematic form. The vehicle body 1 is shown for clarity of illustration as having a base 1 above the frame 5a although it can be below the frame 5a as shown in Fig. la provided suitable apertures are provided for the links 3a etc.
The body 1 is suspended from the frame 5a by the links 3a and tilting of the frame 5a causes lateral shifting of the body 1 as described with reference to Fig. la.
The frame 5a has to be tiltable with respect to the wheel system and this is achieved by providing two hydraulic cylinders 6 mounted directly above the axis of the axle 2.
Arms 6' extend rearwardly of the axle from each wheel and are pivoted to depending arms 51 on the frame 5a which are displaced in the longitudinal direction relative to the cylinders 6. This arrangement allows the frame 5a to be -3a ~'~

: ~Z~3 tilted relative to the wheels while being fully supported thereon. For example, as the rlght hand cylinder 6 is extended the right hand side of t'ne frame Sa is raised causing the righ-t hand arm 6' to pivo-t in the anticlockwise sense.
Similarly, by contracting the right hand cylinder 6 and extending -the left hand cylinder 6 the Erame 5a can be tilted in the opposite direction with its lateral position relative -to the wheels 2 remaining fixed.
Any suitable couplings between the frame 5a and the wheel system, and between the frame 5a and the body can be employed. The important feature is that the tiltable frame 5a is provided as an intermediate member to the body 1 and the wheel system 2, and the body 1 is tilted to the frame 5a by the link 3a and the cylinder 4 such that the body 1 shifts laterally as the frame 5a tilts.
Transverse displacement of vehicle bodies can also be applied according to Figure 2, e.g~ for the passage of a train through switch points from one track to another. Vehicle ,~ bodies 13 with wneel systems 14 are shown schematically in ~ 20 Figure 2. At a certain distance before the switch points 17 F.~ the vehicles r , .

~.

~, r,' ' ~ 3~

.j .

:
-3b- ~

., - ~ -are given signals, e.g. via~ P~ 15 provided wi~h ~/heels running in fron-t o~ the forward vehicle body7 -the being connected to indicating m~ans 16 registering the movements of q~
the ~ he means 16 is connec-ted -to -the mini-computor 11~
which cle-tcrllllnQs how grQat the -transvers~ sh:ift of the vehicle body carried out by the meflns ~ sha:ll be. '~he points 17 can for example be s~t lor passage f:rom -track 18 to track 19. At -the position 20 -the vehicle body 13 has begun to be moved to one side and at position 21, where the points begin, -the wheel system 14 is firs-t moved in -the same direction. In position 22 the vehicle body and the wheel system has assumed neutral or normal position. Atposition 23~ -the wheel system comes on-to -track 19 with the vehicle body shifted while the neutral posi-tion between vehicle body and wheel system is a-ttained at posi-tion 24. Ihe vehicle bodies 13 thus pass the points 17 with the config~uration of a less accentuated S curve than that of -the wheel system~ and are thereby given a softer passage~ and the wheel system is e~posed to lesser side forces as a result thereof.
~ igure 3 shows an easement curve for rai]ways. '~his special curve 25 is to be found between the straight track 26 and the curve 27 generally having a constant curve radius~ Seen from the straight track towards the curve 27~at the easement curve~ the outer rail 28 is at a higher level than the inner rail~ said level being maintained throughout the curve 27 (banking) Along the easement curve the curve radius is con-tinually de_creased from infinitely large at the straight track to the constant radius of the curve. Deviations ~rom the theoretically correct values of the radius can easily happen in an easement curve. rhe indicating means 16, via the shaft 15, sense such deviations and transmits signals -to the means 4 via the mini-calcula-tor 11 and -.

, the mechanisms 7, for transversely shifting the vehicle bodies 13 to the necessary exten-t for softening an otherwise erratic passage of the vehicles along the easement curve.
The invention thus relates to an apparatus in vehicles allowing a disp]acement of vehicle bodies relative to the lon-gitudinal axes of the vehicles and in relation to their wheel systems. The intention is inter alia to drive the vehicle on the straight with heavy side winds, a transverse shift towards the wind giving moments counteracting the risk of tipping the vehicle. A further intention is to allow the passage o vehicles through switch points and easement curves, the wheel systems guiding the vehicle bodies more softly in transverse movements than what is the case in conventional vehicles with rather small capacity for -transverse movement between the vehicle bodies and " their wheel systems.

`:

Claims (6)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An apparatus for reducing the risk of tipping of a vehicle having a body supported by a wheel system, comprising:
actuating means for laterally shifting said body relative to the wheel system; side wind sensing means for generating signals representative of lateral wind forces acting on the vehicle body; means situated in front of the supporting wheels in the direction of travel of the vehicle for sensing the lateral inertial forces the vehicle is exposed to in its passage from one track to another over switch points and when traversing easement curves; control means generating command signals in response to said signals from said wind sensing means and said lateral inertial force sensing means to compensate for said lateral forces; said actuating means being operable in response to said command signals to shift the vehicle body in the opposite direction to that of lateral forces acting on the body to reduce the likelihood of said body tipping as a result of said lateral forces.
2. An apparatus as claimed in claim 1, wherein the transverse shift is substantially rectilinear.
3. An apparatus as claimed in claim 1, wherein said actuating means comprise piston and cylinder arrangements.
4. An apparatus as claimed in claim 1, further comprising a frame supported by the wheel system and pivotal about an axis parallel to the direction of movement of the vehicle, said body being mounted on said frame by means of a linkage system allowing said body to swing relative to said frame, said frame being arranged to pivot about said axis to prevent said body from tilting relative to the wheel system during said transverse shifting thereof.
5. An apparatus as claimed in claim 1, wherein said control means comprise a computer coupled to said sensing means for generating said command signals to actuate said actuating means via control and valve mechanisms.
6. An apparatus according to claim 1, wherein the vehicle is a railway vehicle.
CA290,241A 1977-11-04 1977-11-04 Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system Expired CA1126093A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CA290,241A CA1126093A (en) 1977-11-04 1977-11-04 Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CA290,241A CA1126093A (en) 1977-11-04 1977-11-04 Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system

Publications (1)

Publication Number Publication Date
CA1126093A true CA1126093A (en) 1982-06-22

Family

ID=4109955

Family Applications (1)

Application Number Title Priority Date Filing Date
CA290,241A Expired CA1126093A (en) 1977-11-04 1977-11-04 Apparatus for shifting the body of a railroad vehicle transverse its longitudinal axis and supporting wheel system

Country Status (1)

Country Link
CA (1) CA1126093A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016114902A1 (en) * 2015-01-12 2016-07-21 Smartdrive Systems, Inc. Rail vehicle event triggering system and method
US9487222B2 (en) 2015-01-08 2016-11-08 Smartdrive Systems, Inc. System and method for aggregation display and analysis of rail vehicle event information
US9663127B2 (en) 2014-10-28 2017-05-30 Smartdrive Systems, Inc. Rail vehicle event detection and recording system
US9902410B2 (en) 2015-01-08 2018-02-27 Smartdrive Systems, Inc. System and method for synthesizing rail vehicle event information

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9663127B2 (en) 2014-10-28 2017-05-30 Smartdrive Systems, Inc. Rail vehicle event detection and recording system
US9487222B2 (en) 2015-01-08 2016-11-08 Smartdrive Systems, Inc. System and method for aggregation display and analysis of rail vehicle event information
US9902410B2 (en) 2015-01-08 2018-02-27 Smartdrive Systems, Inc. System and method for synthesizing rail vehicle event information
US9981674B1 (en) 2015-01-08 2018-05-29 Smartdrive Systems, Inc. System and method for aggregation display and analysis of rail vehicle event information
WO2016114902A1 (en) * 2015-01-12 2016-07-21 Smartdrive Systems, Inc. Rail vehicle event triggering system and method
US9908546B2 (en) 2015-01-12 2018-03-06 Smartdrive Systems, Inc. Rail vehicle event triggering system and method

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