CA1252812A - Differential axle for railroad car - Google Patents
Differential axle for railroad carInfo
- Publication number
- CA1252812A CA1252812A CA000497636A CA497636A CA1252812A CA 1252812 A CA1252812 A CA 1252812A CA 000497636 A CA000497636 A CA 000497636A CA 497636 A CA497636 A CA 497636A CA 1252812 A CA1252812 A CA 1252812A
- Authority
- CA
- Canada
- Prior art keywords
- wheel
- sleeve
- axle
- inboard
- hub
- 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
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- Rolling Contact Bearings (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Differential mounting for railroad wheels includes an axle with a wheel fitted on one end to rotate with the axle and a second wheel carried adjacent the opposite end of the axle and mounted to rotate relative to the axle.
The axle has a raised wheel seat with an axial length approximately the same as the hub of the second wheel which is generally rectangular in cross section. Fillets define the inboard and outboard ends of the raised wheel seat and a steel sleeve is fitted over the raised wheel seat and includes an annular flange portion shaped to engage the outboard axle fillet. A collar carried within the sleeve engages the inboard fillet. Pressure plates are disposed on the inboard and outboard ends of the sleeve and include opposed stainless steel thrust bearing surfaces contiguous to the annular side faces of the wheel hub which are surfaced with a TEFLON composite, bearing material bonded thereto. The sleeve has a stainless steel outer bearing surface portion for rotating contact with the bore of the wheel hub which is fitted with a TEFLON
liner.
Differential mounting for railroad wheels includes an axle with a wheel fitted on one end to rotate with the axle and a second wheel carried adjacent the opposite end of the axle and mounted to rotate relative to the axle.
The axle has a raised wheel seat with an axial length approximately the same as the hub of the second wheel which is generally rectangular in cross section. Fillets define the inboard and outboard ends of the raised wheel seat and a steel sleeve is fitted over the raised wheel seat and includes an annular flange portion shaped to engage the outboard axle fillet. A collar carried within the sleeve engages the inboard fillet. Pressure plates are disposed on the inboard and outboard ends of the sleeve and include opposed stainless steel thrust bearing surfaces contiguous to the annular side faces of the wheel hub which are surfaced with a TEFLON composite, bearing material bonded thereto. The sleeve has a stainless steel outer bearing surface portion for rotating contact with the bore of the wheel hub which is fitted with a TEFLON
liner.
Description
This invention relates to railroad car wheel mountings and more particularly -to improved differ-ential wheel and axle constructions.
Rail car differential wheel and axle con-structions of various types have been disclosed in the prior art and patents which relate to such con-struction include: U. S. Patent 201,726, Watkeys, March 26, 1878; U. S. Paten-t 237,906, Rhett, February 15, 1881; U. S. Patent 1,292,663, Thomas, January 2~, 1919; and U. S. Patent 1,316,087, Dowe, September 16, 1919. These patents disclose various differential wheel constructions for railroad cars in which one of a pair of rail car wheels is press-fitted onto an axial elongated sleeve rotatably mounted on a rail car axle. In this manner, the sleeve mounted wheel; is free to rotate about the axle independently of another wheel which is press-fitted directly adjacent the other end of the axle.
Among the drawbacks of these constructions are the difficulty of bearing lubrication, the fretting of the metal-to-metal bearing surfaces and the need for specialized and costly axle constructions.
The assembly disclosed in U. S. Patent 3,321,232, Johnson, May 23, 1967, involves a com-pletely separate short axle moun-ted onto -the end of a longer axle. A full length hollow cylindrical axle is supported on both ends by roller bearings and the short axle is attached to ,, . . .~:`' ' ' ~, ' ~S~8~'~
one end of -the hollow axle. This arrangemen-t is complicated and very costly.
It is the principal object of this invention to provide differentia] railroad whee] and axle con-structions which overcome the drawbacks of the prior art.
It is another object of this invention to provide a method for adapting conventional railroad axles for use in differential wheel and axle combina-tion which meet the standards of the Association ofAmerican Railroads (AAR).
It is a further object of this invention to provide a differential wheel and axle construction which relieves the stresses in the wheel-to-axle interface and eliminates steel-to-steel surface rub-bing contact subject to fretting.
It is still a further object of this inven-tion to provide differential wheel and axle construc-tions which overcome the problems of fretting corro-sion, brinelling failure and which are capable ofresisting lateral forces caused by rail-on-wheel thrust.
A construction in accordance with the present invention includes a differential wheel mount-ing for railroad cars which have a standard railroad axle with a raised wheel seat portion adjacent at least one end. There is provided a first wheel fixedly mounted adjacent the other end of the axle and ~ , - 2a -a second wheel having a hub rotatab]y mounted relative to the axle on the raised whee], seat of the axle. The second whee] moun-ting comprises a steel cylindrical sleeve fitted about the raised wheel seat and having an axial ]ength suhstantia]]y greater than the Lenyth of the raised wheel seat to provide extensions inboard and ou-tboard of the second wheel hub. Means are pro-vided for retaining the sleeve in fixed axial relation on the raised whee] seat. Wheel retaining flanges are affixed to the inboard and outboard extensions of the sleeve to provide thrust bearing surfaces for the hub of the second wheel. The opposed annular surfaces of the wheel hub, the retaining flanges and the inner cylindrical bore of the hub and the outer bearing sur-face of the s]eeve are oppositely surfaced with a relatively hard corrosion and wear resistant metal and with a nonmeta]lic, long wearing surface of a material having a low coefficient of friction.
A method in accordance with the present invention includes the steps of fitting over the raised wheel seat of the axle, the wheel seat being defined by outhoard and inboard fillets. A steel sleeve having a collar portion at one end is adapted to engage the outboard fille-t and has, at ,its inboard end, a second collar engaged with the inboard fillet.
The collars retaining the sleeve are ln fixed axial relatl n on the axle. A wheel having a hub portlon .
'Z~
Rail car differential wheel and axle con-structions of various types have been disclosed in the prior art and patents which relate to such con-struction include: U. S. Patent 201,726, Watkeys, March 26, 1878; U. S. Paten-t 237,906, Rhett, February 15, 1881; U. S. Patent 1,292,663, Thomas, January 2~, 1919; and U. S. Patent 1,316,087, Dowe, September 16, 1919. These patents disclose various differential wheel constructions for railroad cars in which one of a pair of rail car wheels is press-fitted onto an axial elongated sleeve rotatably mounted on a rail car axle. In this manner, the sleeve mounted wheel; is free to rotate about the axle independently of another wheel which is press-fitted directly adjacent the other end of the axle.
Among the drawbacks of these constructions are the difficulty of bearing lubrication, the fretting of the metal-to-metal bearing surfaces and the need for specialized and costly axle constructions.
The assembly disclosed in U. S. Patent 3,321,232, Johnson, May 23, 1967, involves a com-pletely separate short axle moun-ted onto -the end of a longer axle. A full length hollow cylindrical axle is supported on both ends by roller bearings and the short axle is attached to ,, . . .~:`' ' ' ~, ' ~S~8~'~
one end of -the hollow axle. This arrangemen-t is complicated and very costly.
It is the principal object of this invention to provide differentia] railroad whee] and axle con-structions which overcome the drawbacks of the prior art.
It is another object of this invention to provide a method for adapting conventional railroad axles for use in differential wheel and axle combina-tion which meet the standards of the Association ofAmerican Railroads (AAR).
It is a further object of this invention to provide a differential wheel and axle construction which relieves the stresses in the wheel-to-axle interface and eliminates steel-to-steel surface rub-bing contact subject to fretting.
It is still a further object of this inven-tion to provide differential wheel and axle construc-tions which overcome the problems of fretting corro-sion, brinelling failure and which are capable ofresisting lateral forces caused by rail-on-wheel thrust.
A construction in accordance with the present invention includes a differential wheel mount-ing for railroad cars which have a standard railroad axle with a raised wheel seat portion adjacent at least one end. There is provided a first wheel fixedly mounted adjacent the other end of the axle and ~ , - 2a -a second wheel having a hub rotatab]y mounted relative to the axle on the raised whee], seat of the axle. The second whee] moun-ting comprises a steel cylindrical sleeve fitted about the raised wheel seat and having an axial ]ength suhstantia]]y greater than the Lenyth of the raised wheel seat to provide extensions inboard and ou-tboard of the second wheel hub. Means are pro-vided for retaining the sleeve in fixed axial relation on the raised whee] seat. Wheel retaining flanges are affixed to the inboard and outboard extensions of the sleeve to provide thrust bearing surfaces for the hub of the second wheel. The opposed annular surfaces of the wheel hub, the retaining flanges and the inner cylindrical bore of the hub and the outer bearing sur-face of the s]eeve are oppositely surfaced with a relatively hard corrosion and wear resistant metal and with a nonmeta]lic, long wearing surface of a material having a low coefficient of friction.
A method in accordance with the present invention includes the steps of fitting over the raised wheel seat of the axle, the wheel seat being defined by outhoard and inboard fillets. A steel sleeve having a collar portion at one end is adapted to engage the outboard fille-t and has, at ,its inboard end, a second collar engaged with the inboard fillet.
The collars retaining the sleeve are ln fixed axial relatl n on the axle. A wheel having a hub portlon .
'Z~
- 2~ -with a cylindrica] bore and annu]ar side faces :is fitted onto the portion of the sleeve disposed about the raised wheel seat. The bore has a non~metallic liner bonded thereto of ]ow coefficient of fric-tion, and the opposed portion of the s]eeve is surfaced with a polished stainless steel surface. The side faces of the hub are also surfaced with non-metal]ic washers of low coefficient of friction. Inboard and outboard pressure plates are mounted on the inner and outer axial portions of the sleeve in fixed axial relation thereon, with the pressure p]ates having annular side faces of hard, polished stainless steel for thrust bearing relationship with the side faces of the hub.
The above and other objects and advantages of this invention will be more readily apparent from the following description, read in conjunction with accompanying drawings, in which:
.
.
Fig. 1 is a cross-sectional elevational view of a railroad car differential wheel and axle bearin~ construc-tion of the type embodying this invention;
Fig. 2 is an outboard end elevational view on a reduced scale, of the Fig. 1 embodiment;
Fig. 3 is a view similar to Fig. 2 showing the opposite end of the bearing construction;
Fig. 4 is a partial cross-sectional ~iew similar to Fig. 1 showing an alternative bearing construction, and Fig. 5 is a view similar to Fig. 4 illustrating another alternative bearing construction.
Reerring in detail to the drawing, in Fig. 1 is shown a railroad wheel 6 which has annular hub portion 8 supported for rotation about an axle 10. The axle includes a raised wheel seat portion 12 of substantially greater diameter than that of the remainder of the axle.
The axle includes a curved shoulder or fillet 14 adjacent its outboard end 16 and similar fillet 18 facing toward the inboard portion 20 of the axle.
A metallic sleeve or spool 22 is fitted over the enlarged wheel seat portion of the axle and includes, at its outboard end, an annular rim or bead 24 of convex . , ~
~ ~ 5~
curvature adapted to mate with the concave fillet 14 in surface-to-surface contact. The outer end portion of the spool is externally thre~ded, as indicated at 26 and the spool has a length substantially greater than the axial length of the wheel seat portion 12 of the axle and the inboard end of the spool is internally threaded, as shown at 28.
A split collar 30 (Fig. 3) having two semicircular halves 32 and 34 is fitted around the inboard portion of the axle 10. The two hal~es may be fastened together by bolts or other fasteners extending through threaded holes 36 which circumferentially span the mating surfaces of the two halves to provide the split cylindrical collar 30. At its inner end, the collar 3 is externally threaded to screw-fit with the internally threaded spool 22~
At its outer end, disposed adjacent the wheel seat 12, the inner surface of the collar 30 is formed with an annular radius portion 38 which engages the fillet 18 of the shaft.
Disposed on the outer surface of the sleeve 22 is a plate or flange which is welded onto the sleeve, as shown in Fig. 1, and serves as an inboard retainer or pressure plate 40 for the hub of the wheel 6. The plate 40 includes an inner, annular bearing surface 42 onto which a stainless steel surface 45 is deposited preferably by a plasma arc processO The inboard pressure plate incllldes an inwardly ex~ending axial rim portion 4~ in wllich is fitted a ring seal 46, w~lich may be an oil satura-ted felt s~al ring.
An outboard pressure plate 48 is screw-fitted onto the outboard end portion of the spool or sleeve 22. This plate is internally threaded and also has an annular stainless steel inner bearing surEace 50. The plate 48 also includes an axially extending rim portion 52 with a ! seal ring 54 carried therein. 'rhe outboard pressure plate 48, as shown in Fig. 2, includes a plurality o radially extending, uniformly, circumferentially spaced threaded bores 66 adapted to receive soft-nosed set screws ~not shown) to secure the plate 48 in fixed position on tlle sleeve 22 to produce the desired resisting torque.
The hub portion 8 of tlle wheel 6 which is generally rectangular in cross-section includes annular surfaces coated Wit]l wear resistant thrust washers having a low coef~icient of friction, such as polytetrafluoethylene marketed under the Trademark "TEFLON"* as indicated at 56 and 58. A cylindrical liner or sleeve oE T~FLON 60 is also bonded to the axial bore of the wheel 6 and this low fric~ion material is in contact with a stainless steel * A trade mark of E. I. du Pont de Nemours . .
~ ~ .
surface 62 deposited by plasma arc process onto the outer surface of the portion of sleeve 22 corresponding in length to the TEFLON sleeve 60. The TEFLQN liners may be fiber reinforced with a glass fiber matrix or the like~
With this construction, the wheel bearing is completely sealed by the inner and outer pressure plates and by ring seals 46 and 54. There is, moreover, an absence of metal-to-me~al contact in the wheel bearing since both the axial and radial surfaces of the wheel hub are TEFLON coated, while the mating surfaces of the sleeve 22 and the pres-sure plates are stainless steel coated by the plasma arc process.
A number of alternate rubbing surfaces are consid-ered acceptable~ such as a plasma arc deposited aluminum alloy of the harder alloys, polished to a mirror finish could be employed in place of the stainless steel. Oven-sintered T~PLON derivatives, such as "RITON", may be applied directly onto the outer surface of the sleeve 22 and the annular bearing surfaces 45 and 50 of the pressure plates in place of the stainless steel surfacing.
Alternatively) the bore and annular side faces of the wheel hub could be left as machined, ground and pol-ished carbon steel bearing on oven-sintered T~FLON applied to the outer surface of the sleeve 22 and the annular faces of the inboard and outboard pressure plates.
By referring to Fig. 1, it will be recognized that the load path for reaction to any lateral or transverse load applied by a rail to the wheel 6 would be applied by the wheel hub to the inboard or outboard pressure plates 40 or 48, depending upon the direction of the thrust. In either case, the forces would be transmitted by the TEFLON
coating 56 or 58 on the wheel hub to the stainless steel surfaces 45 or 50 of the respective pressure plates. Any rubbing that occurs between these two surfaces is at a very low coefficient of friction and this combination of materials completely eliminates fretting and stick-slip between these bearing surfaces. The spool 22 in turn transmits that load into the axle itself primarily by the annular surfaces 24 and 38 bearing against the fillets 14 and 38. Some of the load is transmitted to the raised wheel seat 12 by the light press-fit of the sleeve 22 thereon.
In Fig. 4, an alternative embodiment of this inven-tion is shown in which the split sleeve 30 of Figs~ 1 and
The above and other objects and advantages of this invention will be more readily apparent from the following description, read in conjunction with accompanying drawings, in which:
.
.
Fig. 1 is a cross-sectional elevational view of a railroad car differential wheel and axle bearin~ construc-tion of the type embodying this invention;
Fig. 2 is an outboard end elevational view on a reduced scale, of the Fig. 1 embodiment;
Fig. 3 is a view similar to Fig. 2 showing the opposite end of the bearing construction;
Fig. 4 is a partial cross-sectional ~iew similar to Fig. 1 showing an alternative bearing construction, and Fig. 5 is a view similar to Fig. 4 illustrating another alternative bearing construction.
Reerring in detail to the drawing, in Fig. 1 is shown a railroad wheel 6 which has annular hub portion 8 supported for rotation about an axle 10. The axle includes a raised wheel seat portion 12 of substantially greater diameter than that of the remainder of the axle.
The axle includes a curved shoulder or fillet 14 adjacent its outboard end 16 and similar fillet 18 facing toward the inboard portion 20 of the axle.
A metallic sleeve or spool 22 is fitted over the enlarged wheel seat portion of the axle and includes, at its outboard end, an annular rim or bead 24 of convex . , ~
~ ~ 5~
curvature adapted to mate with the concave fillet 14 in surface-to-surface contact. The outer end portion of the spool is externally thre~ded, as indicated at 26 and the spool has a length substantially greater than the axial length of the wheel seat portion 12 of the axle and the inboard end of the spool is internally threaded, as shown at 28.
A split collar 30 (Fig. 3) having two semicircular halves 32 and 34 is fitted around the inboard portion of the axle 10. The two hal~es may be fastened together by bolts or other fasteners extending through threaded holes 36 which circumferentially span the mating surfaces of the two halves to provide the split cylindrical collar 30. At its inner end, the collar 3 is externally threaded to screw-fit with the internally threaded spool 22~
At its outer end, disposed adjacent the wheel seat 12, the inner surface of the collar 30 is formed with an annular radius portion 38 which engages the fillet 18 of the shaft.
Disposed on the outer surface of the sleeve 22 is a plate or flange which is welded onto the sleeve, as shown in Fig. 1, and serves as an inboard retainer or pressure plate 40 for the hub of the wheel 6. The plate 40 includes an inner, annular bearing surface 42 onto which a stainless steel surface 45 is deposited preferably by a plasma arc processO The inboard pressure plate incllldes an inwardly ex~ending axial rim portion 4~ in wllich is fitted a ring seal 46, w~lich may be an oil satura-ted felt s~al ring.
An outboard pressure plate 48 is screw-fitted onto the outboard end portion of the spool or sleeve 22. This plate is internally threaded and also has an annular stainless steel inner bearing surEace 50. The plate 48 also includes an axially extending rim portion 52 with a ! seal ring 54 carried therein. 'rhe outboard pressure plate 48, as shown in Fig. 2, includes a plurality o radially extending, uniformly, circumferentially spaced threaded bores 66 adapted to receive soft-nosed set screws ~not shown) to secure the plate 48 in fixed position on tlle sleeve 22 to produce the desired resisting torque.
The hub portion 8 of tlle wheel 6 which is generally rectangular in cross-section includes annular surfaces coated Wit]l wear resistant thrust washers having a low coef~icient of friction, such as polytetrafluoethylene marketed under the Trademark "TEFLON"* as indicated at 56 and 58. A cylindrical liner or sleeve oE T~FLON 60 is also bonded to the axial bore of the wheel 6 and this low fric~ion material is in contact with a stainless steel * A trade mark of E. I. du Pont de Nemours . .
~ ~ .
surface 62 deposited by plasma arc process onto the outer surface of the portion of sleeve 22 corresponding in length to the TEFLON sleeve 60. The TEFLQN liners may be fiber reinforced with a glass fiber matrix or the like~
With this construction, the wheel bearing is completely sealed by the inner and outer pressure plates and by ring seals 46 and 54. There is, moreover, an absence of metal-to-me~al contact in the wheel bearing since both the axial and radial surfaces of the wheel hub are TEFLON coated, while the mating surfaces of the sleeve 22 and the pres-sure plates are stainless steel coated by the plasma arc process.
A number of alternate rubbing surfaces are consid-ered acceptable~ such as a plasma arc deposited aluminum alloy of the harder alloys, polished to a mirror finish could be employed in place of the stainless steel. Oven-sintered T~PLON derivatives, such as "RITON", may be applied directly onto the outer surface of the sleeve 22 and the annular bearing surfaces 45 and 50 of the pressure plates in place of the stainless steel surfacing.
Alternatively) the bore and annular side faces of the wheel hub could be left as machined, ground and pol-ished carbon steel bearing on oven-sintered T~FLON applied to the outer surface of the sleeve 22 and the annular faces of the inboard and outboard pressure plates.
By referring to Fig. 1, it will be recognized that the load path for reaction to any lateral or transverse load applied by a rail to the wheel 6 would be applied by the wheel hub to the inboard or outboard pressure plates 40 or 48, depending upon the direction of the thrust. In either case, the forces would be transmitted by the TEFLON
coating 56 or 58 on the wheel hub to the stainless steel surfaces 45 or 50 of the respective pressure plates. Any rubbing that occurs between these two surfaces is at a very low coefficient of friction and this combination of materials completely eliminates fretting and stick-slip between these bearing surfaces. The spool 22 in turn transmits that load into the axle itself primarily by the annular surfaces 24 and 38 bearing against the fillets 14 and 38. Some of the load is transmitted to the raised wheel seat 12 by the light press-fit of the sleeve 22 thereon.
In Fig. 4, an alternative embodiment of this inven-tion is shown in which the split sleeve 30 of Figs~ 1 and
3 is replaced by a collar 70 of annular configuration.
The tubular collar 70 is Eitted onto the inboard end of the axle 10 and is swaged so that its inner surface will closely conform with the inboard fillet 18 of the raised wheel seat 12. The collar 70 is of sufficient axial length, on the order -of approximately six (6") inches, so ~ ~ 5'~
that its external surface added to that of the raised wheel seat will permit the axle sleeve or spool Z2 to be simply press-fitted thereon with sufficient axial stabil-ity to meet the standards of the Association of ~merican Railroads (A.A.R.). This alternate construction may be carried one step further by machining the outer surface of the collar 70 to bring it to the same diameter as the wheel seat 12. After press-fitting the sleeve 22 onto the axle and collar 70, radially extending, circumferentially spaced fasteners, such as set screws 72, may be used to provide additional structure stability between the collar 70 and sleeve 22. It is important, however, that these fasteners not be allowed to extend into contact with axle 10.
In Fig. 5, another alternate embodiment is shown in which the axle spool or sleeve 22 is provided with an enlarged end portion. After fitting the sleeve 22 onto the axle 1OJ the end portion of the sleeve is swaged in-wardly so that its inner surface will conform with the inboard fillet 18 of the axle 10. After swaging, the axle spool is machined to provide a raised surface which is then threaded, as shown at 74 in Fig. 5. An inboard pres-sure plate 76 may be screw-fitted onto the sleeve 22 and locked in place by set screws extending through a plural-ity of circumferentially spaced, threaded, radial bores . ~
78. This embodiment is considered to be preferable for large scale assembly line retrof:it of rail axles because it provides the easiest attainment of perfect thread gauge.
The Fig. 5 embodiment may also be modified somewhat by omitting the screw threads 74 on the sleeve 22 and then welding an inboard pressure plate to the inner end of the sleeve in a manner similar to the end plate 40 of Fig. 1.
In the method embodying this invention, a steel sleeve or spool is telescopically tilted onto the raised wheel seat of a railroad car axle. The sleeve has an axial length substantially greater in length than that of the raised wheel seat. Pillets define the inboard and outboard ends of the raised wheel seat and the sleeve includes an annular collar portion which engages the out-board fillet. The collar means carried by the sleeve engage the inboard fille~ to retain the sleeve in fixed axial relation on the axle. The hub of a railroad wheel is then fitted onto that portion of the sleeve corres-ponding to the raised wheel seat. The inner cylindrical bearing surace of the hub and the riding surface of the sleeve are oppositely surfaced with a non-metallic material having a low coefficient of friction and a hard, polished metallic surface. Inboard and outboard pressure . .~
plates fixedly mounted on the sleeve and then inner annu-lar surfaces and the opposing outer annular surfaces of the wheel hub are oppositely surfaced with non-metallic material having a low coefficient of friction and a hard, polished metallic surface. l'he pressure plates are each provided with ring seals for completely sealing the wheel bearing surfaces.
Having thus disclosed this invention, what is claimed is:
:
The tubular collar 70 is Eitted onto the inboard end of the axle 10 and is swaged so that its inner surface will closely conform with the inboard fillet 18 of the raised wheel seat 12. The collar 70 is of sufficient axial length, on the order -of approximately six (6") inches, so ~ ~ 5'~
that its external surface added to that of the raised wheel seat will permit the axle sleeve or spool Z2 to be simply press-fitted thereon with sufficient axial stabil-ity to meet the standards of the Association of ~merican Railroads (A.A.R.). This alternate construction may be carried one step further by machining the outer surface of the collar 70 to bring it to the same diameter as the wheel seat 12. After press-fitting the sleeve 22 onto the axle and collar 70, radially extending, circumferentially spaced fasteners, such as set screws 72, may be used to provide additional structure stability between the collar 70 and sleeve 22. It is important, however, that these fasteners not be allowed to extend into contact with axle 10.
In Fig. 5, another alternate embodiment is shown in which the axle spool or sleeve 22 is provided with an enlarged end portion. After fitting the sleeve 22 onto the axle 1OJ the end portion of the sleeve is swaged in-wardly so that its inner surface will conform with the inboard fillet 18 of the axle 10. After swaging, the axle spool is machined to provide a raised surface which is then threaded, as shown at 74 in Fig. 5. An inboard pres-sure plate 76 may be screw-fitted onto the sleeve 22 and locked in place by set screws extending through a plural-ity of circumferentially spaced, threaded, radial bores . ~
78. This embodiment is considered to be preferable for large scale assembly line retrof:it of rail axles because it provides the easiest attainment of perfect thread gauge.
The Fig. 5 embodiment may also be modified somewhat by omitting the screw threads 74 on the sleeve 22 and then welding an inboard pressure plate to the inner end of the sleeve in a manner similar to the end plate 40 of Fig. 1.
In the method embodying this invention, a steel sleeve or spool is telescopically tilted onto the raised wheel seat of a railroad car axle. The sleeve has an axial length substantially greater in length than that of the raised wheel seat. Pillets define the inboard and outboard ends of the raised wheel seat and the sleeve includes an annular collar portion which engages the out-board fillet. The collar means carried by the sleeve engage the inboard fille~ to retain the sleeve in fixed axial relation on the axle. The hub of a railroad wheel is then fitted onto that portion of the sleeve corres-ponding to the raised wheel seat. The inner cylindrical bearing surace of the hub and the riding surface of the sleeve are oppositely surfaced with a non-metallic material having a low coefficient of friction and a hard, polished metallic surface. Inboard and outboard pressure . .~
plates fixedly mounted on the sleeve and then inner annu-lar surfaces and the opposing outer annular surfaces of the wheel hub are oppositely surfaced with non-metallic material having a low coefficient of friction and a hard, polished metallic surface. l'he pressure plates are each provided with ring seals for completely sealing the wheel bearing surfaces.
Having thus disclosed this invention, what is claimed is:
:
Claims (7)
1. Differential wheel mounting for railroad cars having a standard railroad axle with a raised wheel seat portion adjacent at least one end, a first wheel fixedly mounted adjacent the other end of such axle and a second wheel having a hub rotatably mounted relative to said axle on the raised wheel seat of the axle, the second wheel mounting comprising a steel cylindrical sleeve fitted about said raised wheel seat and having an axial length substantially greater than the length of the raised wheel seat to provide extensions inboard and outboard of the second wheel hub, means for retaining said sleeve in fixed axial relation on said raised wheel seat, wheel retaining flanges affixed to the inboard and outboard extensions of said sleeve to provide thrust bearing surfaces for the hub of the second wheel, the opposed annular surfaces of the wheel hub, the retaining flanges and the inner cylindrical bore of said hub and the outer bearing surface of said sleeve being oppositely surfaced with a relatively hard corrosion and wear resistant metal and with a nonmetallic, long wearing surface of a material having a low coeffic-ient of friction.
2. Differential wheel mounting as set forth in Claim 1, in which said relatively hard surface is stain-less steel and the non-metallic material is polytetra-fluoroethylene.
3. Differential wheel mounting as set forth in Claim 1, in which the retaining means for said sleeve includes an outboard end portion having a configuration for engaging said axle adjacent its raised wheel seat.
4. Differential wheel mounting as set forth in Claim 3, in which said retaining means further includes an externally threaded split collar fitted on the inboard side of said raised wheel seat and threadedly engaged with the inboard end of said sleeve to retain the same in fixed axial relation on said axle.
5. Differential wheel mounting as set forth in Claim 3, in which said retaining means further includes a collar fitted onto the inboard side of said raised wheel seat and swaged to engage an inboard end fillet of the wheel seat and is carried by the sleeve to hold the same in fixed axial relation on said axle.
6. Differential wheel mounting as set forth in Claim 5, in which the swaged portion of the collar is an inner end portion of the sleeve.
7. Method of fitting a railroad wheel on an axle for rotation thereon comprising the steps of fitting over the raised wheel seat of the axle, said wheel seat being defined by outboard and inboard fillets, a steel sleeve having a collar portion at one end adapted to engage the outboard fillet, said sleeve having at its inboard end a second collar engaged with the inboard fillet, said collars retaining the sleeve in fixed axial relation on said axle, a wheel having a hub portion with a cylindrical bore and annular side faces fitted onto the portion of said sleeve disposed about the raised wheel seat, said bore having a non-metallic liner bonded thereto of low coefficient of friction, and the opposed portion of the sleeve being surfaced with a polished stainless steel sur-face, the side faces of said hub also being surfaced with non-metallic washers of low coefficient of friction, mounting inboard and outboard pressure plates on the inner and outer axial portions of the sleeve is in fixed axial relation thereon, said pressure plates having annular side faces of hard, polished stainless steel for thrust bearing relationship with the side faces of said hub.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US68182584A | 1984-12-13 | 1984-12-13 | |
| US681,825 | 1984-12-13 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1252812A true CA1252812A (en) | 1989-04-18 |
Family
ID=24736991
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000497636A Expired CA1252812A (en) | 1984-12-13 | 1985-12-13 | Differential axle for railroad car |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1252812A (en) |
-
1985
- 1985-12-13 CA CA000497636A patent/CA1252812A/en not_active Expired
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