EA007583B1 - Linear steering truck - Google Patents

Abstract

The present invention relates generally to a linear steering truck apparatus comprising a bolster member having two ends, the bolster being located along the transverse axis extending generally perpendicular to the longitudinal axis, generally located between and parallel to the transversely extending axles, a means for attaching the linear steering truck to the car body, a plurality of pedestals, a pedestal engaged to an axle bearing, the axle bearing being rotationally engaged to one end of a transversely extending axle, and at least one pedestal being movably attached to at least one other pedestal situated in the same plane along the longitudinal axis, and a means for performing car body steering, where the geometry of pivot points from one axle to the bolster form a trapezoid and the geometry of pivot points from another axle to the bolster form a parallelogram, the pedestals being pivotably connected so that a lateral force at one axle is reacted by the other axle, wherein the car body mass acts as a pendulum mass restoring force, and the apparatus being steered to the center of the track with either end of the truck leading after the trapezoid side yaws.

Description

The present invention relates to railway carriages and, in particular, guided railway carriages.

The level of technology

The wheels used in railway carriages are almost always conical. That is, the diameter of the wheels is reduced, and the parts having the smallest diameter are directed outward from the railway car. Additionally, flanges whose diameters substantially exceed the largest diameter of the cone-shaped part of the wheel are located on the inside of the wheels, the wheels are on the axles of the carriage and axle box bearings, and the distance between the flanges of the wheels on the axles (together - "wheel pairs") is slightly less than the distance between the inner edges rails.

The currently known axles of conventional carriages are fixedly mounted with respect to the carriage. Usually there are two trolleys located at the ends of the railway car. Each carriage carriage is usually attached to a railroad carriage by means of a short, 14 or 16 inch diameter, cylindrical rack, which extends from the carriage body to the thrust bearing, usually fixed in the center relative to the carriage. The average rack in such a typical configuration, currently used, is designed to allow the trolley to rotate relative to the body of the railway car. From a practical point of view, the friction forces arising on the contact surface between the stand and the thrust bearing, and the enormous weight of the car body mean that the resistance to the rotation of the carriage is quite large. Consequently, the friction between the thrust bearing's thrust plate and the stand of the car body leads to the fact that the cart tends to remain in any position when moving the car.

However, the control forces between the wheels and the rail are large enough to overcome the force of friction. The control forces cause the trolley to turn in a horizontal plane to some position in the direction of rotation. When the position of the trolley approaches the direction of rotation, the control forces decrease to the point when they no longer exceed the value of the friction forces between the thrust bearing of the bolster of the trolley and the stand of the car body. Since the friction forces between the thrust bearing and the stand are now greater than the control forces, the friction causes the trolley to remain in the occupied position until the control forces become larger. This continuous process of energy transition leads to the fact that the cart is never truly aligned with the road. In addition, the continuous process of energy transfer generates rolling resistance and road wear, both on straight sections and on curves.

With this oscillation, the cart rotating relative to the center pillar describes a sinusoidal path along the road. With increasing speed, this phenomenon becomes more obvious and at high speeds it becomes unacceptable. This phenomenon is usually called "yaw." The yaw starts at low speeds and can lead to the appearance of an unacceptable force acting on the wheel in the transverse direction, lateral acceleration and the repetition of such movements if the yaw is not contained. Loss of stability leads to the conversion of rolling energy into unwanted "transverse" energy, which causes rolling resistance, load and damage to the car and wear to the carriage and tracks.

When a railway carriage having the described carts enters a rounding, the rails move out from under the wheels. The radius of movement of one wheel increases, while the radius of the other decreases. Different diameters produce a larger circumference for one wheel and a smaller one for another. The difference in the lengths of the circles leads to the fact that one wheel moves per turn a greater distance than the other wheel. The difference in the direction of movement causes the wheels and axle to turn in the direction of rounding. Ideally, a large circumference corresponds to the length of the outer rail, and a small circumference corresponds to the inner rail.

The natural tendency of a wheel pair with a single axis in the rounding is to adopt a position in which the axis “points” to the center of the rounding. This movement of a single axis can be called "radial". Currently, in the case of carts with two wheel pairs with fixed axles, the axles are not free to accept this described position independently of each other and the whole cart is forced to rotate around its center. This condition leads to the fact that significant forces affect the wheelsets and the carriage carriage, which increases the wear of the carriage components, increases rolling friction, which results in increased fuel consumption, since additional energy must be spent on maintaining the movement of railroad cars. In addition, the action of these significant forces also causes wear on the tracks and wheels.

The conventional carriage configuration currently in use contains two longitudinally positioned (i.e., stretching along the way) sidewalls with a transversely arranged bar attached to the sidewalls (a “three-piece carriage”). The axles of the wheel pairs are mounted both in front and behind the beam, with the ends of the axles usually fixed relative to the sidewalls.

- 1 007583

Even though this design is nominally rigid, such trolleys with sufficient load (such as when cornering) are deformed. Usually, this deformation takes the following form: sidewalls, timber and wheel sets are warped relative to each other and form a parallelogram, since the forces applied to the wheels force the axles to deflect so that the cart passes rounding. This phenomenon of taking the form of a parallelogram is considered to be a common cause of derailing railway cars at low speed when passing rounding paths. When the cart has a rigid frame, this phenomenon does not occur.

Accordingly, it can be seen that stiffening the trolleys and rigidly attaching them to the car body in order to avoid yaws and allow the trolley to rotate and / or give the trolley flexibility so that the trolley or axle can be rotated or controlled in the curve of the track, can turn around and turn around in a stalemate when designing efficient carts consisting of three parts. Giving stiffness to the sides of three-piece carts helps, but still does not give a satisfactory result in terms of wheel service time and road loads.

Many attempts have been made to manufacture carts that would satisfy the requirements of efficient rolling, both on straight runs and on roundings. Such attempts included the introduction of elastic or elastic elements in the sidewalls and / or beams, axles, made with the possibility of rotation, and sidewalls with damping devices, such as dampers, and various forms of stretching and similar devices. Such currently known constructions led to the fact that the carts had a high price, were heavy and / or overly complex and were prone to breakage or required a large amount of maintenance work and component replacement.

One such attempt is illustrated in US Pat. No. 5,249,530. Patent No. 5249530 describes a control device that responds to changing the vertical curve of a high-speed monorail so precisely that the cart turns in a horizontal direction as soon as the device detects lateral curvature. The weight of the car continues to move in the original direction, which causes the occurrence of a large lateral force, which raises the inner wheels from the rail. The American Railways Association calls intermittent and repetitive vertical monorail curves as torsion and rolling.

To correct this problem, US Pat. No. 5,666,885 describes an active control system with a side suspension in combination with a control. In patent No. 5666885, lateral suspension movement is used to slow control or strengthen it in lateral acceleration modes. Patent No. 5666885 has an instruction mechanism designed to facilitate turning, however, when controlling a side suspension, patent No. 5666885 has a tendency to generate high friction force and the effect of control in combination with a side suspension was not demonstrated.

Another similar attempt to meet the requirements of efficient rolling, both on straight runs and on roundings, is illustrated in US Pat. No. 5,918,546. Patent No. 5918546 includes control with low friction side suspension, in which lateral acceleration slows down or enhances control. Although the document contains a description of the device, it is too complicated for practical use.

Brief description of the invention

The present invention overcomes the limitations of the solutions currently known. Given the aforementioned drawbacks of the currently known types of railcar carriages, the present invention proposes a new design of a controlled trolley of a railcar.

The overall objective of the present invention, which will be described in detail and consistently, is to propose a new steerable trolley of a railcar, which has most of the merits of the currently available and mentioned carriages and contains many new features, which translates into the fact that the new steerable railcar the car is not provided for, is not obvious, is not offered or is not even implied by any of the known carts alone or in any combination.

To achieve this objective, the present invention contains a description of a trolley that can be controlled on a rounded path in an optimal way and at the same time the trolley remains stable and on straight sections of the path, while there is virtually no yaw or hesitation. In the present invention, the stiffness is created using control mechanisms that keep the wheelsets aligned on straight and rounded sections of the track and eliminate the appearance of friction associated with yaw or vibrations. In the present invention, pure rolling is achieved by using low friction thrust bearings to maintain the car body, side suspension to maintain the coupling of the device with the wheel pairs, and using the combined car body control component. Thus, in the present invention friction is limited and at the same time stiffness is added to ensure control in unbalanced, balanced

- 007583 baths and excessively balanced lateral rounding, vertical monorail curves, and lateral displacements, thus, pure rolling is achieved. In addition, the controlling component constantly adjusts the angle of axis crowding when path displacements occur, which makes it possible to completely avoid yaw.

Further, we will quite broadly designate the most important distinctive features of the present invention so that the following detailed description of a preferred embodiment of the invention will then be better understood and that the contribution of the present invention to the current level of technology can be better appreciated. There are also additional features of the present invention, which will be described further in the detailed description of the preferred embodiment of the invention and which will be the subject of the description in the claims.

In this regard, before a detailed explanation of at least one embodiment of the present invention, it is necessary to understand that the present invention is not limited in its implementation to the details of the structure and the structure of the components contained in the following description or illustrated in the figures. The present invention may have other embodiments and may be applied and implemented in other ways. It should also be borne in mind that the language and terminology used here are used to describe and should not be construed as a limitation.

Essentially, those skilled in the art will appreciate that the intent on which this invention is based can easily be used as a basis for designing other devices, systems, and proposing methods for implementing some of the objectives of the present invention. Therefore, it is important that the claims be considered as including such equivalent constructions, as they do not go beyond the idea of the present invention.

These and other objectives of the present invention along with various features characterizing the novelty of the present invention, in particular, in the attached claims, which are part of the present invention. For a better understanding of the present invention, its advantages and specific objectives achieved by its use, it is necessary to refer to the accompanying drawings and descriptive materials that illustrate the preferred embodiment of the present invention.

Thus, the purpose of the present invention is to provide a cart that is designed to allow the axles to be arranged in a natural way, i.e. in the radial direction, in order to allow more efficient and with less damage rolls along the curve of the path.

Another objective of the present invention is to propose a cart, which would have been reduced tendency to yaw when driving on straight hauls in order to reduce the harm and inefficiency of rolling, associated with yaw, and also to improve speed performance.

Another objective of the present invention is to provide a cart having the desired characteristics and having a simpler and more efficient design.

The object of the present invention is to achieve increased productivity by applying the principle of clean rolling of wheels on a railway track.

The object of the present invention is to expend energy only in the rolling direction and not dissipate or transmit this energy in the lateral or vertical direction.

The object of the present invention is to achieve substantially pure rolling motion by controlling the angle of crowding between the wheel and the railroad track.

Thus, another objective of the present invention is to regulate the angle of crowding between the wheel and the railway track in order to achieve almost pure rolling in unbalanced, balanced and over-balanced curvatures and lateral displacements.

Another objective of the present invention is the creation of stiffness (stability) using a control mechanism that is done in order to keep the wheel sets aligned on straight runs and roundings of the rails.

Another objective of the present invention is to eliminate friction associated with yaw or oscillation.

These and other objectives of the present invention will be clear from the present description, the claims and the accompanying drawings.

List of drawings

The above and other additional objectives of the present invention will be readily appreciated by those skilled in the art with an understanding of the preferred embodiment described in detail and shown in the accompanying drawings, in which FIG. 1 is an isometric view of the device 10, which is a linearly controlled trolley;

FIG. 2 is a view of a preferred embodiment of the device 10, which is a linearly controlled trolley of FIG. one;

- 3 007583 FIG. 3 is a side view of the device 10;

FIG. 4A is a graphical depiction of the location of the wheelset and turning points relative to the track and sidewall on the straight section of the track;

FIG. 4B is a graphical depiction of the location of the wheelset and turning points relative to the track and sidewall on a rounded section of the track;

FIG. 4C is the movement of the control components during rounding;

FIG. 5A is an isometric view of a beam 20 and support bearings 32;

FIG. 5B is an image in isometric of the support bearing 32;

FIG. 6A - alignment of the adapter box 50 relative to the support column 26;

FIG. 6B is a perspective view of the adapter box 50;

FIG. 7 is an illustration of a compensatory side suspension 60a and is a perspective view with a spatial separation of parts of one half of the components contained in housing 62;

FIG. 8 is an isometric view of the mobile universal connection 74 of the device 10;

FIG. 9 is an isometric view of the control component 90, including a returnable lateral control component 91 and rack and pinion control components 92 of the device 10;

FIG. 10 is an isometric view of the returnable side control component 91;

FIG. 11 is a geometric representation of the pivot points of the control component 90 used to precisely control the device 10;

FIG. 12 - image of the brake beam 190.

Detailed Description of the Preferred Embodiment

While the present invention allows embodiments in many different forms, the preferred embodiment of the invention will now be described in detail with reference to the drawings, in which identical parts are denoted by the same reference numbers and it should be understood that the present description should be considered as an example of the implementation of the principles of the present invention and the claims are not limited to the preferred embodiment of the invention.

FIG. 1 is a perspective view of a preferred embodiment of the device 10. FIG. 2 is an illustration showing a view of a preferred embodiment of the device 10, which is a linearly controlled trolley. FIG. 3 shows a side view of the device 10 along the rail rails 11.

As shown in FIG. 4A, the linearly controlled trolley 10 has a longitudinal axis 18 located in the direction of movement of the device 10 when it moves in a straight line along rail tracks 11. Additionally, the linearly controlled trolley 10 has a transverse axis 19 extending perpendicularly to the longitudinal axis 18. As shown in FIG. . 4A, a first transverse axis 14 and a second transverse axis 16 are arranged parallel to the transverse axis 19. The wheels 13a and 15a are fixed to the axis 14, the whole structure forms a wheel pair 21, as shown in FIG. 1. Similarly to FIG. 1 shows another wheel pair 25 formed by wheels 13b and 15b fixed on axis 16.

As shown in FIG. 4A, usually along the transverse axis 19 at the midpoint 17 and along the longitudinal axis 18 between the axes 14 and 16, usually parallel to the axes 14 and 16, there is a beam 20, not shown in FIG. 4a. Placing the beam 20 shown in FIG. 2, and wheelsets are a common design when designing rail carriages. Usually, the beam 20 is attached to the wheelsets and the car body is attached to the beam in the traditional way, including the connection with the thrust bearing and the stand known in the art. However, in the preferred embodiment, no conventional connection is used. Instead, as shown in FIG. 1 and described in detail in FIG. 5A and 5B, in a preferred embodiment, two support bearings 32 and 34 are used, which provide the interface between the beam 20 and the rail car body 12, thus connecting the device 10 and the car body 12.

As shown in FIG. 2, the beam 20 has two end parts: the first end part 22 of the beam and the second end part 24 of the beam. Each end portion 22 and 24 of the beam is attached to the respective compensation side hangers 60a and 60b. Compensation side hangers 60a and 60b are attached to each respective end portion 22, 24 of the beam using a pin connection 63a, 63b, as shown in FIG. 5A and described in more detail later. This connection allows the compensation side hangers 60a and 60b to rotate and carry substantially the same load. As shown in FIG. 2, the first compensatory side suspension 60a supports a pair of support legs 26, 27 that are located in the same plane parallel to the longitudinal axis 18, as shown in FIG. 4A, the second compensatory side suspension 60B supports a pair of support posts 28, 29, which are located in the same plane parallel to the longitudinal axis 18.

As shown in FIG. 2 and will be described in more detail in FIG. 6A and 6B, each support post 26, 27, 28, 29 engages the axle box 30 as follows: each column is made so as to rest on the axle box adapter 50, which in turn rests on the axle box 30. The axle box 30 is designed to encompass one end of the axis 14, 16. This design makes it possible to attach the wheelsets 21, 25 to the device 10 and the car body 12 (not shown). As shown in FIG. 2 and will

- 007583 described in more detail in FIG. 9, in the preferred embodiment, each support post 26, 27 and 28, 29 is movably fixed to another support post 26, 27 and 28, 29 by means of the control component 90 and compensatory side hangers 60a and 60b. The control component 90 also provides the preferred means for controlling the car body.

FIG. 5A and 5B depict preferred means of securing the device 10 to the car body 12. As shown in FIG. 5A, the rail car body 12, indicated by dotted lines, can be attached to the linearly controlled trolley 10 as follows: the car body beam 12 is supported on several support bearings 32, 34. As shown in FIG. 5A, the thrust bearings 32, 34 are located close to the end portions 22, 24 of the beam. As shown in FIG. 5B, in which the support bearing 34 is depicted in isometric, the preferred support bearing 34 comprises three tapered rollers 35, 36, 37 located between the plates 31 and 33. The plate 31 is preferably formed as part of the beam 20, as shown in FIG. 5 A. Alternatively, the plate 31 may be manufactured and supported on the bar 20 or, alternatively, the plate 31 may be attached to the bar 20 by conventional means, such as a bolted joint. Although the use of a thrust bearing 32, 34 is the preferred option, the control mechanisms of the device 10 will work as expected in the case of using the traditional car body mount.

In a preferred embodiment, as shown in FIG. 5A, each roller 35, 36, 37 has connecting teeth 35a, 36a, and 37a, respectively. As shown in FIG. 5B, the teeth 35a, 36a and 37a engage with the teeth 31a and 33a, so that the rollers 35, 36, 37 are synchronized between the plates 31 and 33 and undesirable abrasion and friction are prevented. Alternatively, a separator (not shown) may be provided, which will prevent the rollers 35, 36, 37 from contacting each other and, thus, exclude the occurrence of additional friction points.

When the car body 12 is located on support bearings 32, 34, as shown in FIG. 5A, the middle pillar (not shown) of the car body 12 is placed in the through hole 42 in the beam 20 in order to center the car body 12 relative to the linearly controlled trolley 10. Thus, the through hole 42 in the timber 20 perceives only longitudinal and lateral loads, and the thrust bearings 32, 34 support the vertical load of the car body 12. As compared with the conventional car body attachment device, as described earlier, the use of support bearings 32, 34 results in a lighter construction, which reduces friction due to the elimination of resistance and wear when turning and due to the presence of a control connection to the car body 12. Moreover, the preferred design, when the weight of the car body is supported by support bearings 32, 34 located near the edges of the beam 20, uniquely directs the load of the car body evenly across the entire beam 20. In the preferred embodiment, the support bearings 32, 34, beam 20 and support legs 26, 27, 28, 29 are made from high-strength ferrous metal castings, although other high-strength materials with the same strength can be used. In a preferred embodiment, the conical shape of the rollers provides ideal radial rolling with little or no friction.

As shown in FIG. 2, the axle 30 is located at the end of the axle 14, 16 of the wheelset 21, 25. The axle 30 may have a conventional rail axle design, such as the cylindrical axle 30 shown. As shown in FIG. 2, 6A and 6B, the adapter 50 of the axle box is designed to rely on the axle box 30. In turn, each support post 26, 27, 28, 29 is designed so that it is supported on the adapter box 50, thus connecting the device 10 to wheelsets 21, 25.

As shown in FIG. 6A, the adapter 50 of the axle box preferably consists of an outer ring 52, springs 43, 44, 45, 47 of the node (not shown in FIG. 5), a node 56 of the separator with ball bearings, and an inner ring 58. The outer ring 52 has a spherical surface that provides vertical centering of the support column 26 relative to the center of rotation of the axle box 30, as shown in FIG. 6A. As shown in FIG. 6A, the support post 26 has an axlebox cutout 54, which preferably is a standard mate, with which the support post is movably attached to the axle adapter 50. Preferably, the adapter 50 of the box has been designed so as to approach the box cutout 54. Preferably, the adapter 50 of the box has a wedge-shaped shape and is made in the form of a covering unit in which the box cut is placed. This connection holds the adapter box 50 in the support pole 26, both in the longitudinal and lateral direction. There is a wedge-shaped clearance in the axle box in order to allow the axle adapter 50 to rotate in the horizontal direction and roll with the support leg in lateral, vertical, or control movement.

The outer ring 52 transfers the vertical load from the support post 26 to the bush 30. The inner ring 58 forms a spherical mating surface for connection with the bush 30, thus allowing the movable attachment of the support stand 26 to the wheel pair 21. As shown in FIG. 6B, containing an adapter 50 with a spatially separated component in isometric, the upper separator 51, the lower separator 53, the separator 55, several ball bearings 57 and the fastener 59 of the assembly form the separator node 56 with ball bearings shown in FIG. 6B. The fastener 59 of the assembly is preferably a 1/4 inch bolt and nut, although any

- 5 007583 fixing devices. The separator 55 and the ball bearings 57 are located between the upper 51 and lower 53 dividers, and the knot fastener 59 connects the upper 51 splitter and the lower 53 splitter. Since the adapter 50 of the axle box is under load, the separator 55 and ball bearings 57 are protected from contamination. The node 56 of the separator with ball bearings is centered on the ball bearings 57 and maintains their relative position. The separator unit 56 with ball bearings is located between the outer ring 52 and the inner ring 58 and preferably four elastic elements 43, 44, 45, 47 secure the outer ring to the inner ring 58. The use of elastic elements 43, 44, 45, 47 is preferably only necessary for assembly adapter 50 box and promotes free rotation when the node.

This preferred design of the adapter box 50 allows for turning in a horizontal plane and provides freedom of rotation of the wheel sets 21, 25 and support columns 26, 27, 28, 29, while the adapter box 50 remains unified. Spherical adapter 50 axle box can be processed in order to fit any standard bush. The device 10, thus, can absorb lateral and longitudinal loads while maintaining the ability to rotate in a horizontal plane and the freedom of rolling wheelset 21 and 25. Additionally, the adapter 50 box provides the axial force on the bush for all load conditions and eliminates the effect of the moment on the bush 30 , which leads to a longer period of operation of the axle box 30.

The inner ring 58 and the outer ring 52 are preferably made of high-strength ferrous metal casting, although other high-strength materials of the same strength can be used. The separator 55 is preferably made of steel. The upper separator 51 and the lower separator 53 are preferably made of high-temperature ultra-high-molecular-weight polyethylene. The use of plastic in the construction of the upper separator 51 and the lower separator 53 leads to the fact that the weight of the car body 12 resiliently compresses the plastic and a seal is formed around the ball bearings 57, thus the ball bearings 57 are protected from the external environment. In the preferred embodiment, there are twenty-two (22) ball bearings 57, each of which has a diameter of one and a half inches (1 1/2), although any number of ball bearings can be used, the diameter of which is sufficient to carry the vertical load.

In addition to the fact that each support post 26, 27, 28, 29 engages over the edge of a transverse axis 14 and 16, each support post 26, 27, 28, 29 is also movably attached to another support post 26, 27, 28, 29 as shown in FIG. 1. Each support post 26, 27, 28, 29 is movably attached to another support post 26, 27, 28, 29 located in the same plane parallel to the longitudinal axis 18, as shown in FIG. 4a. As shown in FIG. 2, each support post 26, 27, 28, 29 is preferably movably attached to another support post 26, 27, 28, 29 by means of a compensatory side suspension 60a, 60b and the control component 90.

In a preferred embodiment, as detailed in FIG. 7, the compensatory side suspension 60a has a housing 62. The housing 62 is located in a groove 61, which is formed between the first plate 65 and the second plate 67, with the groove 61 located close to the ends 22, 24 of the beam 20, as shown in FIG. 5A. Both the first plate 65 and the second plate 67 have holes 71 and 73, respectively. As shown in FIG. 7, the housing 62 has an opening 156 and the opening 156 is aligned with the opening 71 and the opening 73, so that a passage is formed. This arrangement allows the pins 63a, b, as shown in FIG. 5A, to be located in this passage in order to attach the body 62 and, therefore, the compensatory side suspension 60a, to the beam 20, as shown in FIG. 1. In FIG. 7, one half of the body 62 is cut off and the elements contained therein are shown for a better understanding with spatial separation. To facilitate discussion, only one half of the elements are described, which form a compensatory side suspension 60a and an associated body 62. A person skilled in the art will understand that essentially the same arrangement of elements is in the other half of the compensation side suspension 60a and its associated body 62.

As illustrated in FIG. 7, one half of the body 62 preferably comprises a rear suspension bracket 64, an elastic element 66, a viscosity damper 68, and a spring bracket 70 and a damper. One half of the compensatory side suspension 60a also has a non-linear force equalizer 72 and a flexible universal joint 74. The locking rear bracket 64 of the suspension is preferably molded as part of the body 62 and includes an opening 78, usually located perpendicular to the passage formed by the holes 156, 71 and 73, not shown in FIG. 7, and opening into the space inside the hole 156. One end of the elastic element 76 is positioned so as to rest on the bracket 64, with the bracket 64 holding the elastic element 66 in place. Further, the viscous damper 68 is preferably located inside the elastic element 66. The viscous damper 68 contains a cyclic latch 150, which passes through the hole 78 in the bracket into the space inside the hole 156. The cyclic latch 150 has a hole 152, which is aligned in the passage formed by the holes 156, 71 and 73. As indicated above, the pins 63a and 63b shown in FIG. 5A may be placed in the passage formed by the openings 156, 71, 73, and 152 in order to connect the beam 20 to the compensatory side suspension 60a and related components, as shown in FIG. one.

- 6 007583

Viscosity damper 68 is preferably a tunable hydraulic damper. A viscosity damper 68, part of which is cut off in FIG. 7, has a check valve 154, which preferably has a flow control chamber that can be adjusted depending on the travel requirements. The preferred check valve 154 is a screw with a flow control chamber that extends from the outside through the valve 155 of the viscosity damper 68 into the internal cylinder of the viscosity damper 68. By changing the dimensions of the flow control chamber, it is possible to adapt to trip requirements that can be based on weight car body and cargo, on speed requirements, condition of the tracks and centers of gravity.

The rod of the plunger 153 viscous damper 68 has a hole 79. The rod of the plunger 153 through the hole 77 passes through the bracket 70 of the spring and the damper. The bracket 70 is positioned so as to hold the second end 75 of the elastic element 66. The bracket 70 has a first plate 160 and a second plate 162, each of which has an opening 164 and 166, respectively. The hole 79 of the stem of the plunger 153 is aligned in the holes 164 and 166 and thus a channel is formed. The first end portion 82 of the non-linear force equalizer 72 has a pair of holes 146 and 147 that are aligned in the channel, formed by the holes 79, 164 and 166. The pin 81 is located in the channel formed by the holes 79, 164, 166, 146 and 147, thus movably the viscosity damper 68, the non-linear force equalizer 72 and the spring bracket 70 and the damper and other related components are connected.

As will be seen later in FIG. 8, the second non-linear force equalizer 72 end 83 preferably has a rounded surface 830a with teeth like a saw for a movable joint with an opposite rounded surface 830b with teeth like a saw of a movable universal joint 74, thus interlocking non-linear force equalizer 72 and a movable universal joint 74 and there is an opportunity to make swaying movements. The second end portion 85 of the movable universal joint 74 preferably has a rounded surface 850a with teeth like a saw, which is movably connected to the opposite rounded surface 850b with teeth like the saw of the support post 26, thus interlocking the movable universal joint 74 and the support post 26 and it is possible make swinging movements.

As shown in FIG. 7, in the nonlinear force equalizer 72 there is an opening 170 which is aligned with the opening 172 of the housing 62 and forms a channel. The pin 174 is then inserted into this channel and movably connects the non-linear force equalizer 72 and the body 62. This configuration of the compensatory side suspension 60a provides significant load-balancing on each wheel 13a, 13b connected to the support posts 26, 27 and, in addition, provides emission absorption the vertical energy that the wheels 13a, 13b, 15a, 15b and the supports 26, 27, 28, 29 have, as shown in FIG. one.

In a preferred embodiment, as shown in FIG. 8, the movable universal joint 74 includes an upper portion 86, a lower portion 87, an inner portion 88, and elastic elements 89 of the assembly. The inner part 88 has a toothed surface 880a for connection with the opposite toothed surface 880b of the upper part 86, which allows the formation of an interlocking connection. Additionally, the inner part 88 comprises a toothed surface 870a for connection with the opposite toothed surface 870b of the lower part 87, which allows the formation of an interlocking connection. This engagement allows lateral movement of the flexible universal joint 74. The elastic elements 89 of the assembly are preferably springs that connect the upper part 86 and the lower part 87. As shown in FIG. 8, the rounded coupling of the upper part 86 with the second end part 83 of the equalizer 72 of nonlinear forces and the rounded coupling of the second end part 85 of the movable universal joint 74 with the opposite rounded surface 850a with teeth like that of the support rod 26 allow lateral movement of the movable universal joint 74 In the preferred implementation of the housing 62, the rear locking bracket 64 of the suspension, the locking bracket 70 of the spring and damper, equalizer 72 nonlinear forces and movable universal joint 74 is preferably made from high-strength ferrous metal casting, although other high-strength materials of the same strength can be used.

As shown in FIG. 4C, preferred means for performing car body control are provided by using a pair of control components 90a and 90b. FIG. 9, the control component 90 is shown in more detail. To facilitate discussion, only one control component 90 will be described. The control component 90 preferably has a return side control component 91 of the suspension and a rack and pinion control component 92a and 92b, as shown in FIG. 2. As shown in FIG. 9, a rack-and-pinion control component 92 includes a toothed tray 94, which is preferably part of bar 20, gear 96, idler gear 98, and several slats 100, 101 and 102. Intermediate gear 98 slides along notch 106 of gear 96. Combined intermediate gear The 98 and gear 96 are located in the toothed tray 94, with the intermediate gear 98 located in the recess 104. This arrangement allows

- 7 007583 of the intermediate gear 98 to freely rotate on the notch 106. The hole 980 of the intermediate gear 98 provides freedom of movement relative to the notch 106 of the gear 96.

As shown in FIG. 2 and 9, the rail 100 engages and rests on the toothed tray 94, the rail 101 engages and rests on the gear 96 and the rail 102 engages and rests on the intermediate gear 98. The rails 100, 101 and 102 engage on the teeth of the toothed tray 200, 201, 202 94, gear 96 and intermediate gear 98, the working gap between the teeth is established by providing a movable surface between the teeth 200, 201, 202. In a preferred embodiment of the invention, the toothed tray 94, gear 96 and intermediate gear 98 and the slats 100, 101 and 102 are made preferred It is best to cast high-strength ferrous metals, although other high-strength materials of the same strength can be used.

As shown in FIG. 4C and 9, the control component 90 is movably attached to a pair of support posts 26, 27, and there is a possibility of rotational motion relative to the first attachment point of the support stand 110a, 110b when the first support post 26 is attached to the rail 101 of gear 96 with the possibility of rotation, and there is a possibility rotational movement relative to the second point of attachment of the support stand 111a, 111b and the third point of attachment of the support stand 112a, 112b of the support stand, when the second support stand 27 is attached to the rail 100 on the gear tray 94 and to the rail 102 on the intermediate pole no 98. The control component 90 is pivotally attached to the device 10, when the ball 97 through the opening gear 96 in the rod 20 enters the hole 180 of the plate 33 of the support bearing 32.

As shown in FIG. 4B, on which the rail 11 rotates from under the car body 12 (not shown), the wheelsets 25 and 21 naturally turn in a horizontal plane due to the conical shape of the wheels 13b, 15b and 13a, 15a. At the same time, each system of control components 90a, 90b moves in the direction of rotation, thus precisely controlling each axis 14, 16. As shown in FIG. 4C, the gear 96a can rotate as well as move along the bar 20. The rotation of the gear 96a relative to the rail 110a pulls the support leg 26 and the wheel 13a so that they align with the curve. The rotation of the gear 96a also shifts the gear 96a across the beam 20. This shift pulls and rotates the beam 20 in the horizontal plane. The fastening of the beam 20 through the toothed tray 94 and the rail 100a pulls the support leg 27 and the wheel 13b in order to align them with respect to the curve. Gear 96B also creates rotation and shift in the direction opposite to gear 96a. Thus, the rotation of the gear 96B pushes the rail 110B, the support rail 28, and the wheel 15a toward controlled alignment with respect to the curve. The rotation of gear 96b also shifts gear 96b across bar 20. This shift pushes and rotates bar 20 in the horizontal plane. The fastening of the beam 20 through the toothed tray 94 and the rail 100b pushes the support leg 29 and the wheel 15b to a controlled alignment with respect to the curve. Consequently, when entering a turn, the support posts 26 and 27 and the wheels 13 a, 13b attached thereto attract each other from one side, which is indicated by arrows A and A ', and the support posts 28, 29 and the wheels 15a, 15b attached to them repel each other, as indicated by arrows B and B '. However, as will be shown later, although each system 90, 90b of the controlling components is rigid and therefore slows down the movement of the support posts 26, 27, 28, 29, each control component 90a, 90b simultaneously allows the device 10 to go into a clean state. rolling when reducing generated friction forces.

As will be shown, the center of mass of the body is located along gears 96a and 96b. The wheel pairs 21 and 25 are located above the gears 96a and 96b with respect to the tracks 11. Since the supporting legs 26, 27, 28, 29 are connected at these points and can oscillate, the support legs work as a pendulum using the weight of the car 12 and acting on the device 10 to restore the position and centering of the device 10 over the tracks 11. Consequently, the returnable lateral control component 91a, 91b of the suspension each control component 90a, 90b uses the pendulum effect as a restoring force to continuously return the device va 10 to substantially the central aligned position. As shown in FIG. 11, the geometrical figure bounded by the points of the axis 14, points 111a, 111b on the beam 20, is a trapezium, and the figure bounded by the points of the axis 16, points 110a, 110b on the beam 20, is a parallelogram. The returnable lateral control component 91a, 91b of the suspension is movably attached to the supporting columns 26, 27, 28, 29, so that the other axis 16 reacts to the lateral force applied to one axis 14, therefore, when the trapezium side rotates, the axis 14 of the device 10 moves to the center of the path, regardless of which end of the device 10 is in front.

FIG. 10 is an isometric view of a returnable lateral control component 91 of the suspension with a spatial separation of parts and depicts in detail the component 91. The returnable lateral control component 91 of the suspension includes a switch housing 120. Preferably, the pin 130 is used to attach the switch body 120 to the beam 20. Preferably, the pin 130 is located in the opening 143 of the housing and the hole in the beam 20, which is not shown. As shown in FIG. 10, a pair of switches 121, 122 with opposing toothed surfaces 123, 126 is attached to the switch body 120, which allows the switches 121, 122 to rotate in the case 120. The switches are attached with pins 140, 141 located in the holes 137,

- 8 007583

138 switches and casing holes 142a, 142b. The returnable lateral control component 91 of the suspension additionally has several crossbars 124, 125, where each crossmember 124, 125 is movably connected to the switch 121, 122 by means of ball joints 131, 132, installed through the openings 133, 134 of the switch. Crossbar 124, 125 return side control components 91 of the suspension has a ball joint 127, 129, which mounts to rotate each cross member 124, 125, preferably using ball joints and screws with heads, to the bearing 128 wheelset, located on the supporting racks 26, 27, as shown in FIG. 3. With this preferred arrangement, the wheel pair bearing 128 is located above gear 96. As described above, gear 96 represents the center of mass of the car body and serves as a pendulum between the supports 26, 27, 28, 29. The switches 121, 122 rest on the back of the body 120 switches to block the wheelset 21, 25 to limit lateral movement and stiffen the device 10.

As shown, each return side control component 91a, 91b of the device's suspension uses the support posts 26, 27, 28, 29 as a cradle suspension, while allowing the bar 20 to work as a pendulum, thus distributing the weight of the car between the wheel pairs 21, 25. When controlling the car body, the supports 26, 27, 28, 29 are used to determine and correct overly balanced, unbalanced curves, such as vertical curvature of the monorail and lateral acceleration of wheelsets associated with yaw. The connection between the wheel pairs 21, 25 and bar 20 also turns the wheel pairs 21, 25 away from the unbalanced curve. In a preferred embodiment, the switch body 120, switches 121, 122 and crossmembers 124, 125 are preferably made from high-strength ferrous castings, although other high-strength materials of the same strength can be used.

The crossbars 124, 125 also contain brake guide brackets 144, 145 which are needed to fix the location of the brake beam 190. The brake guide bracket 145 is the preferred means for maintaining full contact of the brake shoe with the wheel when applying the brakes. As shown in FIG. 12, the brake beam 190 is pushed into the guide bracket 145. The position fixation allows the brake shoe 192 to rotate relative to the ball joints 129 and 132 when exercising control, as shown in FIG. 12. Therefore, when applying brakes, the brake shoe 192 protrudes above the guide bracket 145 and is able to rotate relative to the ball joints 129 and 132 with full contact of the brake shoe 192 with the wheel (not shown). This action allows the casing of the brake to maintain a constant position relative to the wheels, which helps to increase the life of the brake pad.

The device described above demonstrates reduced power consumption. Resistance measurements were carried out using a loaded 100 ton open self-unloading trolley. These measurements were carried out using the methods of Measuring the resistance of trains established for the “Energy Program” of the Association of American Railways. The rolling resistance of the steerable trolley of the loaded car body was 1 pound per ton (pound / ton) of the weight of the car on the straight track, only 0.1 pound per ton of the weight of the car per degree of curvature for the rounded sections of tracks was added to this value. The plasticity of the soil base of the track creates rolling resistance. The deflection of the track and the wetting of the roadbed area translates into rolling resistance from 0.8 to 1.0 lb / ton. Subtracting the resistance of the base of the track from the rolling resistance of the trolley, we find that the controlled trolley of the car body is in the range of 0.2 to 0 pounds / ton from achieving pure rolling.

The means for controlling the car body align wheel sets in straight sections and adjust their position for all angles of curvature of the tracks. The steering geometry establishes the running angle between the wheel and the rails of less than one milliradian (0.057 °) on a straight or rounded leg. The offset of the front axle is measured in order to determine the angle of crowding when it changes on a curve of 12 °. The offset of the front axle is the zero incidence angle on the straight path. The offset of the front axle passes the entrance to the transition curve with an ideal offset or zero incidence angle for a part of the curve with a constant radius of curvature. The displacement of the front axle passes the exit from the transition curve with a zero incidence angle on a straight path. The control mechanism regulates the displacement of the axis and the control force. The measured control force shows the minimum force required to pass the track without wheel slip, which corresponds to the absence of track wear.

As described above, in a preferred embodiment of the invention, many components of the device 10 are made of high-strength ferrous metal casting using casting on gasified models, although other high-strength materials of the same strength can be used. The use of casting on gasified models in the manufacture of parts of the component allows us to ensure that these parts are an ideal conductor for loads, and also allows you to minimize the total weight.

- 9 007583

The use of this material and process makes the device 10 easy while maintaining high strength. By making the device 10 from casting high-strength ferrous metals, the weight of the device 10 is reduced by about 1,000 pounds per each carriage compared to conventional carts consisting of three parts.

While this invention has been described using a preferred embodiment, it is necessary to understand that this invention is not limited to this embodiment. On the contrary, it is understood that the invention covers all alternatives, modifications, and equivalent solutions that are within the essence and scope of the invention.

With regard to the use and operation of the present invention, the same should be clear from the above description and accordingly there will be no further discussion of the method of using and implementing the present invention.

With regard to the above description, it is necessary to realize that the optimal aspect ratios of the parts of the present invention, which includes different sizes, materials, form, method of operation, assembly and use, are considered quite clear and obvious to those skilled in the art and all the interrelationships equivalent to those illustrated in drawings and descriptions in the text are covered by the present invention.

Therefore, the above should be considered as an illustration of the principles of the present invention. Further, since specialists can easily suggest many modifications and changes, the above description does not reduce the claims to the specific structures and actions described and shown and, accordingly, all possible modifications and equivalent solutions are considered to be within the scope of the present invention.

Claims (33)

1. The device, which is a linearly controlled carriage, designed to be mounted to the body of a railway carriage, wherein the linearly controlled carriage has at least two transverse axes, each axis is movably attached to the body of the railway carriage, the linearly controlled carriage has a longitudinal axis located in the direction of movement of the trolley, when moving in a straight line, and further linearly controlled trolley has a transverse axis, located mainly perpendicular to the longitudinal axis and a transverse axis intersecting the longitudinal axis at the center, while a linearly guided carriage comprises a bar having two end portions, located along a transverse axis and extending substantially perpendicular to the longitudinal axis, the timber is usually located between and parallel to the transversely arranged axes; means for attaching a linearly controlled trolley to the car body; several support racks, the support strut being attached to the axle box movably attached to one end part of the transverse axis, and at least one support strut is movably connected to at least another support strut located in the same plane along the longitudinal axis; and means controlling the wagon body, the geometric figure bounded by turning points from one axis to the beam is a trapezoid, and the figure bounded by turning points from another axis to the beam is a parallelogram, the support legs are mounted so that they can rotate so that the lateral force acting on one axis, the other axis is resisting, where the mass of the car body serves as a pendulum restoring force, and the device is controlled so that it is shifted to the center of the tracks, no matter what I am part of the cart is ahead after the turn of the trapezoid. 2. The device according to claim 1, in which the means for attaching a linearly controlled trolley to the car body include several pillow blocks. 3. The device according to claim 2, in which the thrust bearings are located next to one end part of the beam, the thrust bearing has a roller located between the beam and the wagon body plate, and the wagon body is located on the thrust bearing. 4. The device according to claim 3, in which the roller has a conical shape. 5. The device according to claim 1, in which the beam and the support stand are made of casting high-strength ferrous metals. 6. The device according to claim 1, in which the beam and the support stand are made of casting high-strength ferrous metals using casting on gasified models. 7. The device according to claim 1, in which the axle box adapter secures the support column to the axle box with the possibility of rotation. 8. The device according to claim 7, in which the axle box adapter has an outer ring, an elastic element, a separator assembly with spherical bearings and an inner ring, the outer ring has a spherical and first connecting surface, the first connecting surface is movably attached to the second connecting surface of one end part of the supporting racks, separator assembly with ball bearings - 10 007583 has an upper separator, a lower separator, a separator, several ball bearings and assembly fixtures, a fixture of the assembly connects the upper and lower separator, thus closing the separator and several ball bearings between the upper and lower separators, the separator assembly with ball bearings is located between the outer and the inner ring, the elastic element attaches the outer ring to the inner ring, the inner ring is paired with the axle box, pairing allows the support stand to be movably attached to the axle box with simultaneous and rotation in the horizontal plane and maintaining free rolling, thus with lateral and longitudinal loads the axle load acts on the axle box and the moment acting on the axle box is excluded. 9. The device of claim 8, in which the outer ring and the inner ring are made of high strength ferrous metals. 10. The device according to claim 9, in which the outer ring and the inner ring are made of casting high strength ferrous metals using casting on gasified models. 11. The device of claim 8, in which the upper separator and the lower separator are made of high temperature polyethylene with an ultrahigh molecular weight. 12. The device of claim 8, in which several ball bearings are several ball bearings having a diameter of 1.5 inches. 13. The device according to claim 1, in which the compensation lateral suspension movably connects at least one support post with at least a second support post located in the same plane along the longitudinal axis. 14. The device according to item 13, in which the compensation lateral suspension has a housing, the housing has a rear suspension bracket, an elastic element, a viscous damper and a spring and damper bracket, the compensation lateral suspension also has a non-linear force equalizer and a movable universal joint, the rear suspension bracket is stationary fixed inside the case, the first end of the elastic element adjoins the rear bracket of the suspension, and the second end of the elastic element adjoins the bracket of the spring and damper, the elastic element has a channel , the viscous damper is located in this channel, the first end part of the viscous damper is movably fixed to the rear suspension bracket, and the second end part of the viscous damper is movably attached to the spring and damper bracket, the first end of the nonlinear force equalizer is movably attached to the spring and damper bracket, and the second the end part of the equalizer of nonlinear forces is movably attached to the movable universal connection, the second end part of the movable universal connection is attached to ornoy rack pivotally where compensating lateral suspension provides load balancing for each wheel connected to the support post, and further provides energy absorption emission vertically Experiencing wheels and support legs. 15. The device according to 14, in which the movable universal joint, which is mounted to the support rack with the possibility of rotation, includes an upper part, a lower part, an inner part and several elastic elements of the assembly, the inner part of the movable is fixed between the upper and lower parts, the upper part is attached to the lower part by means of elastic elements of the assembly, the inner part allowing the movable universal joint to move laterally, and the upper part and the lower part allow longitudinal movement of the universal universal joint, where the weight of the compensation lateral suspension aligns the universal universal joint with respect to the support column and thus prevents the appearance of bending forces and uneven wear of this joint. 16. The device according to 14, in which the housing, the rear suspension bracket and the bracket of the spring and damper are made of casting high strength ferrous metals. 17. The device according to clause 16, in which the housing, the rear suspension bracket and the bracket of the spring and damper are made of casting high-strength ferrous metals using casting on gasified models. 18. The device according to claim 1, in which the means for controlling the body of the car represent a control component. 19. The device according to claim 1, in which the control component has a rack and pinion control component, which includes a gear tray, gear, an intermediate gear and several racks, the gear tray has a recess, the gear is movably engaged in a recess of the gear tray and has a recess of the gear , the intermediate gear is engaged in the recess of the gear, one of the racks engages with the gear, one of the racks engages with the intermediate gear, the first support stand is movably attached to the rack on the gear, the second support stand is movably supported reaching the rack on the gear tray and the rack on the intermediate gear, the gear is movably attached to the car body plate, and when the rails are turned out from under the car body, turning the pair of wheels due to the conical shape of the wheels, the radius of movement of one wheel becomes smaller and the other is larger, Thus, the control system is allowed to move in the direction of rotation for precise control of each axis, the rotation of one gear pulls the support column and wheel on one side and pushes the support column and wheel on the other side bar moves in the opposite direction from the - 11 007583 gears, and the gear is shifted across the beam, in response, the support legs and wheels attached to the beam using the gear tray assembly are retracted on one side and the support struts and wheels attached to the timber using the gear tray assembly are pushed out on the other hand Thus, the intermediate gears are provided with the possibility of free rotation, while maintaining the other side of the support posts. 20. The device according to claim 19, in which the gear tray, gear, intermediate gear and racks are made of casting high strength ferrous metals. 21. The device according to claim 20, in which the gear tray, pinion, intermediate gear and racks are made of casting high-strength ferrous metals using casting on gasified models. 22. The device according to p. 18, in which the control component includes a return side control suspension component having a switch housing, the switch housing is fixedly mounted inside the beam, the switch housing has a pair of switches having opposing gear surfaces, which allows the switches to rotate in the switch housing, the return the lateral control component of the suspension additionally has several cross members, where each cross member is movably connected to the switch, additional but the cross member of the return control side component of the suspension is movably mounted to the wheel pair bearing located on the support column, while the wheel pair bearing is located above the center of mass of the car body, so that the return side control component of the suspension absorbs the energy of quick stop by returning the car back to the center of the track. 23. The device according to item 22, in which the housing, switches and cross members are made of casting high strength ferrous metals. 24. The device according to item 23, in which the housing, switches and cross members are made of casting high-strength ferrous metals using casting on gasified models. 25. The device according to claim 1, additionally containing means that, when using the brakes, maintain full contact of the brake pads with the wheels. 26. The device according A.25, in which the means that when using the brakes maintain full contact of the brake pads with the wheels, contain a cross member attached to the control component, the cross member has connections and a brake guide bracket, the brake beam and brake can be connected to the brake guide bracket pad, where the rotation of the cross member relative to the joints leads to maintaining full contact of the brake pad with the wheel when applying brakes. 27. The device, which is an adapter box, designed to attach the support rack to the wheelset, this device contains an outer ring, at least one elastic element, a separator assembly with ball bearings and an inner ring; the outer ring has a spherical and first connecting surface, designed to provide centering vertically and for movable fastening to the second connecting surface of one end part of the support rack; the separator assembly with ball bearings has an upper separator, a lower separator, a separator, several ball bearings and at least one fixing element of the assembly, where at least one fixing element of the assembly connects the upper and lower separator, thereby closing the separator and several ball joints between upper and lower dividers from the external environment; the separator assembly with spherical bearings is located between the outer and inner rings, at least one elastic element secures the outer ring to the inner ring, thus enabling horizontal rotation and free rolling, while the axle box adapter is assembled together; and the inner ring has a conical conjugation with the axle box, this conjugation allows the support column to be movably mounted to the axle box while simultaneously turning in the horizontal plane and maintaining free rolling, thus axial load acts on the axle box with lateral and longitudinal loads and excludes the moment acting on axle box. 28. A device that is a linearly controlled carriage designed for mounting on a railway carriage body, a linearly controlled carriage has at least two transverse axes, each axis is movably attached to a railway carriage body, a linearly controlled carriage has a longitudinal axis located in the direction the movement of the trolley, when it moves in a straight line, the linearly controlled trolley additionally has a transverse axis, located mainly perpendicular to the longitudinal axis, pop river axis intersects the longitudinal axis at the center point linearly driven trolley comprises a bar having two end portions, located along a transverse axis and extending substantially perpendicular to the longitudinal axis, the timber, generally located between and parallel to the transversely arranged axes; - 12 007583 several support bearings, any support bearing is located near one end of the beam, the support bearing contains several rollers located between the beam and the car body plate, the car body is located on the support bearings, which secures the device to the car body. 29. The device according to p. 28, in which the thrust bearings are located so as to direct the entire load of the car body evenly on the beam. 30. The device according to p, in which the beam and thrust bearings are made of casting high strength ferrous metals. 31. The device according to p. 30, in which the beam and thrust bearings from the casting of high-strength ferrous metals are made using casting on gasified models. 32. The device according to p, in which several rollers have a conical shape. 33. The device according to p, in which several rollers are aligned in radius.