Self-steering trucks

The axles of most of the railway trucks now in use remain substantially parallel at all times (viewed in plan). A most important consequence of this is that the leading axle does not assume a position radial to a curved track, and the flanges of the wheels strike the curved rails at an angle, causing objectionable noise and excessive wear of both flanges and rails.

Much consideration has been given to the avoidance of this problem, notably the longstanding use of wheels, the treads of which have a conical profile. This expedient has assisted the vehicle truck to negotiate very gradual curves.

However, as economic factors have led the railroads to accept higher wheel loads and operating speeds, the rate of wheel and rail wear becomes a major problem.

A second serious limitation on performance and maintenance is the result of excessive, and even violent, oscillation of the truck at high speed on straight track. In such "nosing", or "hunting", of the truck, the wheelsets bounce back and forth between the rails. Above a critical speed, hunting will be initiated by any track irregularity. Once started, the hunting action will often persist for miles with flange impact, excessive roughness, wear and noise, even if the speed be reduced substantially below the critical value.

In recent efforts to overcome the curving problem, yaw flexibility has been introduced into the design of some trucks, and arrangements have even been proposed which allow wheel axles of a truck to swing and thus to become positioned substantially radially or a curved track. However, such efforts have not met with any real success, primarily because of lack of recognition of the importance of providing the required laterial restraint, as well as yaw flexibility, between the two wheelsets of a truck, to prevent high speed hunting.

For the purposes of this invention, yaw stiffness can be defined as the restraint of angular motion of wheelsets in the steering direction, and more particularly to the restraint of conjoint yawing of a coupled pair of wheelsets in a truck. The "lateral" stiffness is defined as the restraint of the motion of a wheelset in the direction paralleling its general axis of rotation, that is, across the line of general motion of the vehicle. Such lateral stiffness may also act as restraint on differential yawing of a coupled pair of wheelsets.

The above-mentioned general problems produce many particular difficulties, all of which contribute to excessive cost of operation. For example, there is deterioration of the rail, as well as widening of the gauge in curved track. In straight track, the hunting, or nosing, of the trucks causes high dynamic loading of the track fasteners and of the press fit of the wheels on the axles, with resultant loosening and risk of failure. A corresponding increased cost of maintenance of both trucks and cars also occurs. As to trucks, mention may be made, by way of example, to flange wear and high wear rates of the bolster and of the surfaces of the side framing and its bearing adapters.

As to cars, there occurs excessive center plate wear, as well as structural fatigue and heightened risk of derailment resulting from excessive flange forces. The effects on power requirements and operating costs, which result from wear problems of the kinds mentioned above, will be evident to one skilled in this art.

In brief, the lack of recognition of the part played by yaw and laterial stiffness has led to: (a) flange contact in nearly all curves; (b) high flange forces when flange contact occurs; and (c) excessive difficulty with lateral ocillation at high speed. The wear and cost problems which result from failure to provide proper values of yaw and laterial stiffness, and to control such values, will now be understood.

It is the general obective this invention to overcome such problems by the use of self-steering wheelsets in combination with apparatus which maintains stability at speed, and to this end, we utilize an articulated, self-steering, truck having yielding means which makes it possible to achieve flange-free operation in gradual curves, low flange forces in sharp curves, and good high speed stability.

To achieve these general purposes, the invention may provide an articulated truck so constructed that: (a) each axle has its own, even individual, value of yaw stiffness with respect to the truck framing; (b) such lateral stiffness may be provided as to ensure the exchanging of steering moments properly between the axles and also with the vehicle body; and (c) the proper value of yaw stiffness may be provided between the truck and the vehicle body.

With more particularity, it is an objective flexibly to restrain yawing motion of the axles by the provision of restraining or yielding means of predetermined value between the steering arms of a truck having a pair of steering arms supporting the axles.

It is a further object of this invention to provide yielding means between the steering arms to restrain lateral axle motions, which limits so- called "differential" yawing of a coupled pair of steering arms.

What constitutes the invention is set out in the following claim 1, the pre-characterising part of which is based an the disclosure of US-A--4434719.

The invention will now be described, by way of example, with reference to the accompanying drawings, in which;-

Figure 1A is a plan view of a truck of a type to which the features of the present invention may be applied, this view showing the truck in relation to a straight rail path;

Figure 1 B is a similar somewhat simplified plan view of the truck of Figure 1A but illustrating the steering motion of the axles with lateral motion of the car body on straight track; <ul id="ul0001" list-style="none"><li>Figures 1C and 1D are views somewhat similar to Figures 1A and 1B but illustrating a steering function of the truck of Figures 1A and 1B on a curved rail path;</li><li>Figure 2 is an enlarged end view of the truck of Figures 1A to 1D;</li><li>Figure 3 is an enlarged detailed view of the joint between the steering arms;</li><li>Figure 4 is a side.view of the truck of Figures 1A to 1 D and 2, with parts of the truck side frame broken out;</li><li>Figure 5 ;s a vertically exploded view of the principal parts of the truck of Figures 1A to 1D, and 2 and 3;</li><li>Figure 6 is a plan view of certain yaw control devices for use with various forms of truck steering arms, such as those shown in Figures 1Ato 1 D and 2 to 5; to provide a truck assembly in accordance with this invention.</li><li>Figure 7 is a sectional view of one of the yaw control devices of Figure 6; and</li><li>Figure 8 is a force diagram illustrating the action of the devices shown in Figures 6 and 7.</li></ul>

The structure of the truck shown in Figures 1A to 1 D and 2 to 5 is described below with particular reference to Figures 1A, 2, 3, 4 and 5; and the steering action is thereafter described with particular reference to Figures 1A, 1B, 1C and 1D.

In connection with the general arrangment or structure of the truck, it is first pointed out that the truck illustrated utilizes a truck assembly incorporating two axled wheelsets, each of which is provided with a steering arm in accordance with the general principles fully described in our Canadian Patent No. 1,156,093. The truck also incorporates linkage interrelating lateral motions of the vehicle body to the steering action of the wheelsets. When travelling on straight or tangent track, if the vehicles tends to hunt or oscillate, as sometimes occurs, particularly at high speeds, the resultant lateral motion itself of the body of the vehicle is utilized, through the use of interconnecting linkage or tow bar mechanism, to introduce corrective steering action between the intercoupled wheelsets. The steering action introduced as a result of hunting of the vehicle body tends to counteract or diminish the hunting, whether this occurs at either low or high speed or on curved or tangent track.

Moreover, when the truck (Figures 1 D to 5) is operating on a curved trackway above the speed at which the centrifugal force is balanced by the banking of the track (Balance Speed), the vehicles body tends to move outwardly of the curve, and the linkage or tow bar mechanism automatically provides for diminution of the self-steering action of the wheelsets and the interconnected steering arms. When the vehicle is travelling on a curved rail path below the Balance Speed, the laterally inward movement of the vehicle tends to increase the steering action. These actions of the truck both on straight track and on curved track, are further explained with reference to Figures 1A to 1 D after description of the structure of that truck, in connection with Figures 1A, 2, 3, 4 and 5, as follows.

In the drawings, the axles of the truck assembly are indicated at 160 and 161, each axle having a pair offlanged wheels 162 adapted to ride on rails such as indicated at R in Figure 2. The vehicle body is indicated at VB in Figure 4. In Figure 1A, the diagrammatic indication of the rails at SR indicates a portion of trackway having straight rails.

Each wheelset is provided with a steering arm, these arms being indicated at 163 and 164, each steering arm carrying bearing adapters cooperating with the respective wheelsets. The truck further includes side frames 165 and 166, the ends of which rest upon the portions of the steering arms associated with the wheel bearings. A resilient pad 167 is located between the steering arm and the end of each side frame members 165 and 166 and serves the function of resiliently opposing departure of the wheelsets from parallel relation, under the influence of the self-steering action which occurs when the truck is riding curved trackway.

The side frames also have centrally located pads 168 which receive load from the vehicle body through the bolster indicated at 169. The bolster, in turn, receives the load of the vehicle body through main suspension springs of known type indicated at 170. The position of the bolster with relation to the car body is maintained by the drag links 171, these links being flexibly joined to the vehicle body as indicated at 172.

With the arrangement of the major truck components, the bolster and the vehicle body in the manner described above, the bolster does not yaw relative to the vehicle body, but flexibility is permitted to accommodate lateral motions originating with lateral forces. Lateral motion between the truck side frames and the bolster is limited or controlled by a link 173 which is pivoted at 174 see Figures 1A, 2 and 5) to the side frame 165 and which is pivoted at 175 with the bolster.

The major components of the truck structure briefly described above conform with generally known types of truck construction.

Turning now to the steering functions of the truck, it is first pointed out that the steering arms are interconncted substantially midway between the axled wheelsets by means of a joint indicated generally at 176 (see particularly Figures 3 and 5). This joint includes a pivot pin 177 and spherical ball and socket elements 178 and 179, with an intervening resilient element 180. Therefore, the steering arm interconnection provides not only for pivotal motion of the steering arms with respect to each other about the axis of the pin 177, but also provides for angular shift of one of the wheelsets in a vertical plane with respect to the position of the other wheelset.

The steering arms and the interconnection thereof are provided in order to insure coordinated substantially equal and opposite yawing movement of the steering arms and thus also of the wheelsets under the influence of the self-steering forces.

Attention is now directed to the arrangement of the linkage interconnecting the steering arms and the vehicle body, in order to influence the self-steering action of the wheelsets when travelling on curved trackway and, in addition, when the vehicle body moves laterally relative to the truck framing.

The linkages employed, as shown in Figures 1A to 5, include linkage parts serving the same fundamental functions as the linkage parts including tow bar 48 and associated mechanism, as described with reference to the embodiment shown in Figures 5 to 12 of the Candian patent above identified. However, the linkage now to be described is a multiple linkage, instead of a single link, as in the prior patents, and this multiple linkage arrangement is adapted for use in various truck embodiments where clearance problems would be encountered if only a single tow bar link was employed.

In the following description of the multiple linkage arrangement herein illustrated, particular attention is directed to Figures 1A, 2, 4 and 5. A lateral or double-ended lever 181 is centrally pivoted as indicated at 182 on the steering arm 163, this pivot 182 being spaced between the joint 176 between the two steering arms and the axle 160 of the outboard wheelset. A link 183 interconnects one end of the lateral level 181 with a bracket 184 secured to and depending from the vehicle body VB, spherical pivot joints being provided at both ends of the link 183 to accommodate various motions of hhe connected parts. Similarly, the other end of the lateral lever 181 is connected by a link 185, with a bracket 186 secured to and depending from the vehicle body VB. Pivot or flexible joints are again provided at the ends of the link 185.

A reference link 187 is provided between the link 185 and the bolset 169. As best seen in Figures 1A and 5, the reference link is pivotally connected at one end with the link 185 and pivotally connected at its other end with a bracket 188 adapted to be mounted on the underside of the bolster 169. The ends of the link 187 are desirably flexibly and pivotally connected with the link 185 and the bracket 188, and in certain embodiments, it is provided with several alternative positions for adjustment of its longitudinal position of the link 187 with respect to the link 185 and the bracket 188. For this latter purpose, several different fastening apertures are provided in the bracket 188 and in the link 185, as clearly illustrated in Figures 1A and 5. This permits adjustment of the influence of lateral vehicle body motion on the steering action of the interconnected wheelsets.

Pivoted links 189 between the steering arm 163 and the side frames 165 and 166 aid in maintaining appropriate interrelationships of those parts under the influence of various lateral and steering forces.

The steering action of the truck just described is illustrated in Figures 1A to 1D, and reference is first made to Figures 1A and 1B which illustrate the steering action occurring as a result of lateral movement of the vehicle body relative to the truck framing on straight track at high speeds. As seen in Figures 1A and 1 B, the track on which the truck is travelling comprises straight rail as indicated at SR. In Figure 1A, all of the parts of the truck, including the axled wheelsets, the steering arms and all of the linkage interconnecting the vehicle body and the steering arms, are located in the mid or neutral position, representing a stable state of travel on straight track without hunting or oscillation. All of the truck parts are thus located symmetrically with respect to the centerline of the vehicle as shown on the figure.

In Figure 1 B, the vehicle body is shown as being shifted in position as indicated by the arrow LF, thereby shifting the centerline of the vehicle upwardly in the figure as is indicated. Figure 1B thus shows the vehicle body VB shifted laterally with respect to the various truck components, including the bolster 169. Because of the presence of the link 187 between the link 185 and the bracket 188 which is carried on the bolster 169, this lateral motion of the vehicle body with respect to the truck parts introduces a steering motion between the axled wheelsets, so that the axled wheelsets now assume relatively angled positions, being closer together at the upper side of Figure 1B than at the lower side thereof. This results in introduction of a steering action which tends to neutralize the wheel conicity which, in turn, minimizes steering activity on straight track which otherwise could lead to hunting of the truck or car body.

Figures 1C and 1D shown the activity of the steering parts when travelling on a curved trackway as indicated by the curved rails CR. In Figure 1C, the effect of the self-steering action of the wheelsets is shown in the absence of lateral displacement of the vehicles body, i.e., with the vehicle travelling at the Balance Speed. It will be seen from this figure that the curved track has setup steering forces which have caused the wheelsets to assume substantially radial positions with respect to the curved track, the angle of the wheelsets with respect to each other representing a substantial departure from parallelism as is plainly evident from the figure.

In Figure 1 D, the vehicle body has been shown shifted again in the direction indicated by the arrow LF as would occur by outward movement of the body when travelling above the Balance Speed. The effect of this is to shift the position of the steering arms in a direction to diminsh the steering action. As appears in Figure 1D, the steering arms and the wheelsets are in positions representing an appreciable reduction in the angle between the wheelsets.

It will thus be seen that the linkage serves to influence the steering action and also serves as tow bar linkage. It is also to be understood that separate linkages serving the steering and tow bar functions may be employed.

Figures 6, 7 and 8 illustrate a steering control mechanism in accordance with this invention. Only certain parts are shown in these figures, but it is to be understood that the arrangement is to be employed in association with other truck features, for instance, the linkages and various parts included in Figures 1A to 5. The arrangements of Figures 6, 7 and 8 may be used with a variety of truck arrangements having steering arms for the wheelsets, whether or not tow bar mechanism is incorporated in the truck.

In general, what is included in Figures 6, 7 and 8 comprises a special form of mechanism adapted to resist relative deflection of the steering arms of the truck. In Figures 1A to 5, resilient pads are employed between the steering arms and the side frames of the truck, such pads being indicated by the numeral 167 in Figure 1A and other figures. Those resilient pads yielding resist or oppose relative deflection of the steering arms and serve to exert a force tending to return the steering arms to the positions in which the wheelsets are parallel to each other.

It has been found that it is desirable to employ in combination with such resilient pads some additional means for resisting relative deflection of the steering arms; and a mechanism for this purpose is illustrated in Figures 6, 7 and 8. This means provides non-linear restraint of interaxle and truck frame yaw motions.

In Figures 6 and 7, the steering arms are indicated at 163 and 164 and the steering arm interconnecting joint is indicated at 176 (these reference numerals being the same as used in Figures 1A to 5).

A pair of devices generally indicated at 190 are employed, one of these devices being shown in section in Figure 7. Each of these devices comprises a cylindrical spring casing 191 in which a helical compression spring 192 is arranged, the spring reacting between one end of the casing 191 and a cup 194. The cylindrical cup 194 is positioned within the spring and has a flange 195 against which the spring reacts, urging the cup flange 195 against an adjustable stop 193. A plunger 196 extends into the cup 194 and is adjustably associated with a rod 197 by means of a threaded device 198. At the other end of the system, a rod 199 is connected with the base end of the cylinder 191 and the two rods 197 and 199 are extended toward the steering arms 163 and 164, as clearly appears in Figure 6. Each of these mounting rods is connected with the associated steering arm by means of a pivot 200 carried by a fitting 201 which is fastened to the respective steering arms. A resilient device, such as a rubber sleeve 202, serves as the interconnecting element between the associated rod and its pivot 200. The resilient sleeves 202 are capable of deflection and are intended to contribute the relatively high resistance to the initial deflection of the steering arms from the parallel axle position in the manner explained more fully below with reference to Figure 8.

The spring 192 is preloaded or precompressed between the base of the cylinder 191 and the flange 195 of the cup 194. The plunger 196 is separable from the cup 194 but is positioned in engagement with the base of the cup in the condition shown in Figure 7. The length of the assembly shown by Figure 7 is adjusted by the threaded connection between parts 196 and 198 so that the sleeves 202 are brought approximately to point A in Figure 8 when the axles are parallel. When the steering arms are separated at the side thereof to which the respective device 190 is located, the load in the bushing 202 is reduced and will ultimately become zero, and the plunger 196 will be partially withdrawn from the cup 194. An air cylinder under a preset pressure may alternatively be used in place of the spring 192.

When the steering arms deflect toward each other at one side, the deflection-resisting device at the side comes into action to resist the deflection. Because of the presence of the resilient or rubber sleeves 202, the initial portion of the deflection builds up to a substantial value very rapidly even with a relatively small amount of deflection. When the load exceeds the preload in spring 192, it will be compressed to a shorter length than shown, with a more gradual increase in the resistance than would otherwise be required to obtain the same deflection in sleeves 202.

The combined use of both the resilient sleeves 202 and the preloaded spring 192 results in a pattern of resistance to steering arm deflection which is generally diagrammed in the graph of Figure 8. The total range of deflection of the resilient sleeves 202 is relatively small, as compared with the total range of deflection provided by the helical spring 192, but the rate of increase of resistance contributed by the resilient sleeves 202 is relatively high per unit of deflection; and the rate of increase of resistance contributed by the spring 192 is relatively low per unit of deflection. This net result is indicated in the graph of Figure 8. It should be noted that the stiffness of pads 167 between the steering arms and the axle bearings (see Figure 1A) will cause an additional change in resistance with deflection. This has the effect of introducing a slope to the base line of the graph of Figure 8.

In the normal position of the parts for small angular motion of the axles, the end of the plunger 196 will exert a nominal force on the base of the cup 194, and only the resilient sleeves 202 will be active.

The high rate of increase of resistance in the initial portion of the deflection is important in providing high speed steering stability on straight track and in gradual curves. The change to a lesser rate of increase for large deflections prevents wheel/rail flange force and the forces within the truck assembly from becoming excessive in sharp curves.

With respect to the embodiment described above with reference to the drawings particular attention is directed to the mechanism or devices provided for the purpose of yieldingly resisting yawing motions of the steering arms and thus of the wheelsets with respect to the truck framing.

In the embodiment illustrated, a combination of several devices is employed for this purpose, including the resilient pads 167, see Figures 1A and 4, and the devices particularly shown in Figures 6 and 7. The pads 167 resist yawing motion of the steering arms and of the wheelsets by reaction against the truck framing; and the devices of Figures 6 and 7, particularly the resilient sleeves 202 and the spring-loaded devices 190, react between the two steering arms 163 and 164. All of these devices constitute means for yielding resisting yawing motions of the steering arms and thus of the wheelsets.

Not all of the devices shown in the drawings would necessarily be employed in all embodiments, but in the practice of the invention, it is contemplated that at least two yaw motion resisting devices should be included in the mechanism for yieldingly resisting the yawing motions of the steering arms and the wheelsets. At least one of said devices, for instance the sleeves 202, provides a relatively high rate of increase of resistance per unit of deflection in the initial portion of the yaw motion and another device, for instance the spring-loaded devices 190, provides a relatively low rate of increase of resistance per unit of deflection in a portion of the motion beyond said initial portion.

The resilient pads 167 also provide a resistance to deflection, and depending upon the pad material used and the construction and arrangement of the pads, the pads may serve as a device to resist yaw motion at either a high or low rate of increase of resistance.

Although the mechanism of Figures 6 and 7 has been illustrated in a form reacting between the steering arms, rather than between the steering arms and the truck framing, it is to be understood that mechanisms of the type shown in Figures 6 and 7 cause the resistance to yawing motion of the steering arms and thus of the wheelsets to be yieldingly resisted in a manner providing a relatively high rate of increase of resistance in the initial portion of the deflection, as compared with a subsequent portion of the deflection.

This is an important factor in establishing maximum effectiveness of the steering action on curved track and in minimizing undesirable hunting and other forces on straight track.

It will be understood that whether the yaw- resisting mechanism includes means reacting between the steering arms and the truck framing, or means reacting between the steering arms only, the yaw resistance is effective against the conjoint yawing provided by the interconnection of the steering arms. Slight yielding accommodation of yawing forces as between the two steering arms may also be acommodated by the employment of a flexible component or arrangement, such as the resilient element 180 shown as embodied in the steering arm interconnection joint of Figure 3.