CA2047400C - Freight railcar truck and bolster for outboard support of car body - Google Patents
Freight railcar truck and bolster for outboard support of car bodyInfo
- Publication number
- CA2047400C CA2047400C CA002047400A CA2047400A CA2047400C CA 2047400 C CA2047400 C CA 2047400C CA 002047400 A CA002047400 A CA 002047400A CA 2047400 A CA2047400 A CA 2047400A CA 2047400 C CA2047400 C CA 2047400C
- Authority
- CA
- Canada
- Prior art keywords
- truck
- bolster
- car body
- rail car
- truck bolster
- 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 - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Handcart (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A three piece freight railcar truck with a truck bolster having distal ends that extend outward of the truck side frames to beneath the sides of a rail car body and the bolster ends have seats for self leveling bearings which directly support the car body at the side sills.
Description
I~PRO~ED FREIGHT RAILCAR TRUCR AND BOLSTER
FOR OUTBOARD SUPPORT OF CAR BODY
BACKGROUND OF THE INVENTION
-This invention relates to an improved freight railcar truck and more particularly is directed to an improved truck bolster having distal ends that extend outward of the truck side frames to support the weight of a carbody at its side sills.
Although there are other de~igns for freight railcar trucks, the va~t prePonderance of freight car truck~ in domestic U.S. service are known as three piece outboard bearing trucks. That i8 to say the truck comprises three principal part~, namely a floating truck bolster laterally connecting two side frames; and the side frames are mounted on two wheel~ets each including two flanged wheels mounted on an axle. The truck bolster is spring ~upported on what is commonly referred to as a ~secondary suspension~ system for vertical cushioning movement on the side frames. Bearings are mounted on the axles adjacent each wheel and the ends of each side frame are primarily suspended between corre~ponding bearings on the two axles. In freight car truck con~truction there iJ no significant vertical spring movement of the primary suspension. Where the bearings and qide frames are located outboard of the wheels, the truck i~ referred to as outboard bearing.
204~400 In moqt rail car a~qemblieq two trucks are required, one at each car end, and the car under frame include~ longitudinal qide 9ill9 and transverqe body bolqters, the latter being located directly above the truck bol~ters and serving to tranqfer the car load to center bearing plate~ (or bowl~) at the geometric center of the truck bolsters. There is usually al30 a center ~ill at the ends of the rail car interqecting the body bolster~ which center ~ill9 contain coupling gear and ~erve to transmit longitudinal draft and buff force~ to the car body bolster and thence to the truck bol~ter.
Example~ of other rail car truck designs may be found in the following United State~ patents:
I. Rail car trucks connecting the car body directly to the truck side frame:
No. 516,935 springs extend directly above the ~ide frameq to support the car body without a truck bol~ter:
No. 900,760 ~prings extend directly upwardly from each ~ide frame to the car body and a truck cro~spiece is rigidly fastened to both side frameq;
No. 2,011,918 spring~ support each side frame on axles outboard of the wheel~ with rigid cross beam~
between the side frames, and the car body ~it~ on roller~ carried by the side frames: and No. 3,961,584 springs supporting the car body extend upward from ~ide frame~ that are bolted to a horizontal cro~s plate.
;~47400 II. Rail car truck9 supporting the car body uPon bol~ter ends outboard of the side frames:
No. 731,626 a passenger car body is supported on springs carried on a second transverse beam outboard of side frames that are otherwi~e connected by a truck bolster (a second embodiment for freight carq supports the car body on springs seated on a truck bolster inboard of the wheels);
No. 1,211,789 levers pivotally mounted on side frames support the car body on structures inward of the side sills:
No. 4,237,791 an inboard bearing truck has a bolster that carries car supporting pneumatic sPrings outboard of the wheels.
III. Other:
No. 2,046,391 an inboard bearing truck ~upport~ the car body on a bolster centerplate and has auxiliary roller type side bearings on ends of the bolster outboard of the wheels.
From the foregoing prior art and other knowledge of the railroad industry it can be ascertained that freight car construction, as contrasted to passenger car construction, favors a minimum of truck parts and simplified suspension systems so as to reliably carry heavy loads at minimum operating expense and low original e~uipment cost. Simplicity of design with minimum weight and number of parts will usually contribute toward those goals. Additionally the industry seeks rail car dynamic stability for operating safety; and efforts to lower a car center of gravity and to reduce car roll will contribute toward that goal.
SUMMARY OF THE INVENTION
Therefore, the present invention provides a rail car truck that will resist the tendency of a rail car body to roll from side to side.
Also the present invention provides a rail car truck that will enable weight reduction in the car body structure.
Also there is provided a freight rail car truck that supports a car body at the side sills on the secondary suspension system of a floating bolster.
The present invention provides an outboard bearing freight car truck and truck bolster for carrying a car body at the side sills thereof.
Accordingly, the present invention involves a unique truck bolster for a three piece freight rail car truck wherein the ends of a floating bolster extend outwardly beyond the side frames to beneath the car sides to directly carry a car body at the body side sills and thereby permit elimination of the heavy center bearing and redesign of the car body bolster with consequent weight savings.
- 2047~00 Specifically, there is provides an improved rail car truck bolster comprising a box like body having upper and lower walls and sidewalls therebetween;
a pin receptor centrally located in said upper wall; gibs on said sidewalls spaced from said pin receptor, said gibs adapted to position said truck bolster in respective sideframes of a truck; distal ends on said bolster extending beyond said gibs such that the entire weight of a railcar is supported entirely outside said side frames at about the side sills of the railcar.
4a ~i 2~ 40C~
BRIEF DESCRIPTION OF THE DRAWINGS
Further objects and advantage~ will become apparent uPOn reading the following detailed description of an embodiment of the invention in conjunction with the drawingq wherein:
FIGURE 1 is a per~Pective view from beneath a car body (partially qhown) and car truck incorporating the present invention;
FIGURE 2 i9 a perspective view from above the car truck of FIGURE 1 with car body removed;
FIGURE 3 i~ a partial (half) detail view of a truck bol-~ter according to the present invention;
FIGURE 4 is a plan view of the bolster (half) of FIGURE
FOR OUTBOARD SUPPORT OF CAR BODY
BACKGROUND OF THE INVENTION
-This invention relates to an improved freight railcar truck and more particularly is directed to an improved truck bolster having distal ends that extend outward of the truck side frames to support the weight of a carbody at its side sills.
Although there are other de~igns for freight railcar trucks, the va~t prePonderance of freight car truck~ in domestic U.S. service are known as three piece outboard bearing trucks. That i8 to say the truck comprises three principal part~, namely a floating truck bolster laterally connecting two side frames; and the side frames are mounted on two wheel~ets each including two flanged wheels mounted on an axle. The truck bolster is spring ~upported on what is commonly referred to as a ~secondary suspension~ system for vertical cushioning movement on the side frames. Bearings are mounted on the axles adjacent each wheel and the ends of each side frame are primarily suspended between corre~ponding bearings on the two axles. In freight car truck con~truction there iJ no significant vertical spring movement of the primary suspension. Where the bearings and qide frames are located outboard of the wheels, the truck i~ referred to as outboard bearing.
204~400 In moqt rail car a~qemblieq two trucks are required, one at each car end, and the car under frame include~ longitudinal qide 9ill9 and transverqe body bolqters, the latter being located directly above the truck bol~ters and serving to tranqfer the car load to center bearing plate~ (or bowl~) at the geometric center of the truck bolsters. There is usually al30 a center ~ill at the ends of the rail car interqecting the body bolster~ which center ~ill9 contain coupling gear and ~erve to transmit longitudinal draft and buff force~ to the car body bolster and thence to the truck bol~ter.
Example~ of other rail car truck designs may be found in the following United State~ patents:
I. Rail car trucks connecting the car body directly to the truck side frame:
No. 516,935 springs extend directly above the ~ide frameq to support the car body without a truck bol~ter:
No. 900,760 ~prings extend directly upwardly from each ~ide frame to the car body and a truck cro~spiece is rigidly fastened to both side frameq;
No. 2,011,918 spring~ support each side frame on axles outboard of the wheel~ with rigid cross beam~
between the side frames, and the car body ~it~ on roller~ carried by the side frames: and No. 3,961,584 springs supporting the car body extend upward from ~ide frame~ that are bolted to a horizontal cro~s plate.
;~47400 II. Rail car truck9 supporting the car body uPon bol~ter ends outboard of the side frames:
No. 731,626 a passenger car body is supported on springs carried on a second transverse beam outboard of side frames that are otherwi~e connected by a truck bolster (a second embodiment for freight carq supports the car body on springs seated on a truck bolster inboard of the wheels);
No. 1,211,789 levers pivotally mounted on side frames support the car body on structures inward of the side sills:
No. 4,237,791 an inboard bearing truck has a bolster that carries car supporting pneumatic sPrings outboard of the wheels.
III. Other:
No. 2,046,391 an inboard bearing truck ~upport~ the car body on a bolster centerplate and has auxiliary roller type side bearings on ends of the bolster outboard of the wheels.
From the foregoing prior art and other knowledge of the railroad industry it can be ascertained that freight car construction, as contrasted to passenger car construction, favors a minimum of truck parts and simplified suspension systems so as to reliably carry heavy loads at minimum operating expense and low original e~uipment cost. Simplicity of design with minimum weight and number of parts will usually contribute toward those goals. Additionally the industry seeks rail car dynamic stability for operating safety; and efforts to lower a car center of gravity and to reduce car roll will contribute toward that goal.
SUMMARY OF THE INVENTION
Therefore, the present invention provides a rail car truck that will resist the tendency of a rail car body to roll from side to side.
Also the present invention provides a rail car truck that will enable weight reduction in the car body structure.
Also there is provided a freight rail car truck that supports a car body at the side sills on the secondary suspension system of a floating bolster.
The present invention provides an outboard bearing freight car truck and truck bolster for carrying a car body at the side sills thereof.
Accordingly, the present invention involves a unique truck bolster for a three piece freight rail car truck wherein the ends of a floating bolster extend outwardly beyond the side frames to beneath the car sides to directly carry a car body at the body side sills and thereby permit elimination of the heavy center bearing and redesign of the car body bolster with consequent weight savings.
- 2047~00 Specifically, there is provides an improved rail car truck bolster comprising a box like body having upper and lower walls and sidewalls therebetween;
a pin receptor centrally located in said upper wall; gibs on said sidewalls spaced from said pin receptor, said gibs adapted to position said truck bolster in respective sideframes of a truck; distal ends on said bolster extending beyond said gibs such that the entire weight of a railcar is supported entirely outside said side frames at about the side sills of the railcar.
4a ~i 2~ 40C~
BRIEF DESCRIPTION OF THE DRAWINGS
Further objects and advantage~ will become apparent uPOn reading the following detailed description of an embodiment of the invention in conjunction with the drawingq wherein:
FIGURE 1 is a per~Pective view from beneath a car body (partially qhown) and car truck incorporating the present invention;
FIGURE 2 i9 a perspective view from above the car truck of FIGURE 1 with car body removed;
FIGURE 3 i~ a partial (half) detail view of a truck bol-~ter according to the present invention;
FIGURE 4 is a plan view of the bolster (half) of FIGURE
3;
FIGURE 5 i8 a sectional elevation view of the bolster (half) of FIGURE 4;
FIGURE 6 is a perspective view of one bol~ter bearing embodiment of the Preqent invention:
FIGURE 7 i8 a side elevation of the bol~ter bearing of FIGURE 6;
FIGURE 8 i8 an end elevation of the bolster bearing of FIGURE 6; and FIGURE 9 iJ a perspective view of another embodiment of a bol~ter bearing suitable for u~e in the present invention.
DETAILED DESCRIPTION OF THE INVENTION
As shown in FIGURES 1 and 2 a preferred embodiment of the present invention i8 directed to a three piece outboard 2~:)47~0~) bearing rail car truck comPrising two ~ide frames generally 10, 12 and a unique tran~verse bolster generally 14 that extends substantially the full width of a railcar and is supported on a secondary suspension system comprising coil springs 16, 18 mounted on the side frames 10, 12 respectively.
Each of the side frames, usually of cast steel, includes an upper compression member 20, a lower tension member 22 having a spring seat 24 and two pedestal jaws 26, 28. The latter are supported upon journal bearings 34, 36 fitted upon a pair of axle9 40, 42 outboard of wheel sets 44, 46 and 48, 50, respectively.
According to the present invention the bolster 14, preferably also of cast steel, has a box-like body 52 with top wall 56, bottom wall 54 and interconnecting side walls 58. A
pin receptor 60 is centrally located in top wall 56 and two distal ends 62, 64 extend outwardly of the body 52 at a distance from receptor 60 beyond the side frames 10, 12. Each distal end 62, 64 includes flat, horizontal, surfaces 68 adapted to directly carry a rail car body generally 80 at or adjacent the side sills 82, 84 thereof. Preferably the bolster also includes an interior web 66 parallel to and central of the side walls 58.
As shown in FIGURES 3-5, the surfaces 68 of distal ends 62, 64 are provided with seats 70 to receive friction side bearings generally 110 (more fully described hereinafter) to permit controlled sliding movement between the bolster ends 2~47~0V
62, 64 and the railcar body 80. Preferably the seat~ 70 have concave spherical qegment surfaces 74, qo a~ to receive convex concentric under~urfaces on bearings 110, which permit the bearings to tilt in all directions and thereby enable the bearings 110 to be qelf-adju~ting to the railcar body 80. It will al~o be seen in FIGURES 3-5 that the ends of bolqter 14 incline inwardly from top to bottom (so as to keep within the American A_sociation of Railroads 3tandard clearance line at track side) and accordingly it is advantageous to locate the low point of seat qpherical ~urface 74 slightly offset inwardly (toward the receptacle 60) from the center of the concave seat 70. Additionally, it will be noted that the qpherical surface 74 extends ~moothly to the horizontal ~urface 68 in a direction transver~e of the bolster 14 but in the direction of the bolqter axiq is truncated by qhallow transver~e arcuate wallq, namely an inner cylindrical wall 76 and an outer conical wall 78 both such arcuate wall~ having radii from the center of pin receptor 60.
A~ illustrated in FIGURE 1, it i~ convenient to locate an outrigger member 86 between each car side qill 82, 84 and the corresponding bol~ter distal ends 62, 64. In the preferred embodiment, the outriggerq 86 are permanently secured to the car body 80 at the side sills 82, 84 and the underside of each outrigger 86 may have a wear pad 88 that qlidingly rests on the respective ~ide bearing 110 at each bol~ter end.
Z04~0~
The car load is thus su~ported on the diqtal end~ 62, 64 of bolster 14 and transmitted to the side frames 10, 12 through ~prings 16, 18. In accordance with prior three piece trucks the bolster 14 i9 movable vertically within each side frame between vertical columns 90, 92 and is provided with inner and outer column positioning gibs 94, 96 and friction shoe pockets 98. Since the present bolster 14 supports the car load at its ends 62, 64, the vertical dimension of the bolster at the pockets 98 is sliqhtly qreater than prior bolsters to withstand higher bending moments and the side frames 10, 12 and vertical columns 90, 92 are slightly higher to accommodate the greater vertical dimension of the bolster ends.
It will be understood that the present invention provides for supporting the weight of a car body 80 at the side sills 82, 84 rather than upon a center sill 100 which heretofore has been the standard practice for freight car construction. In this way the car under frame structure may be simplified and lightened and the need for a traditional transverse body bolster above each truck bolster may be eliminated. The truck bolster 14 thuJ does not require a center bearing bowl to support the car body, however, a central vertical connection such as a column or pin (not shown) is located between the receptor 60 on bolster 14 and the car center sill 100 so as to establish a center of rotation between truck and car body and to transmit horizontal force~ between truck and car body.
204~0~) Since the bolster 14 will turn beneath the car body 80, it i~ preferred to relieve the bolster di~tal end corners 102 ~o that no part of the bolster 14 will extend beyond the car ~ide 9ill~ 82, 84 or the American Association of Railroad~
(AAR) ~tandard clearance line at track side during curving.
In one embodiment for light weight car bodieq each friction qide bearing 110 received in ~eats 70 at the ends 62, 64 of bolster 14 i8 provided with a multi-friction mean~ that functions to provide sufficient frictional engagement with pads 88 to control truck hunting (transverse oscillation~) even under no load (empty rail car) or low load conditions, yet also allow for relative turning (truck curving) movement under a fully loaded condition. This i~ accomplished with a bearing member generally 110, shown in FIGURES 6-8, having a major friction body 112 comprised of a relatively low friction material quch as teflon coated machined qteel that has a firqt relatively low friction coefficient Fl of about .05-.07, which surrounds one or more ~econdary friction bodie~ 114 of relatively higher friction material such as cast ~teel that ha~ a second friction coefficient F2 of about .35. Each secondary friction body 114 i~ received in a cavity 116 in the major friction body 112 and i9 biased outwardly by a spring 118. ~oth major and secondary friction bodies 112, 114 have flat upper friction surfaces or faces 120, 122 that bear against the pads 88 on car body outrigger 86. It will be understood that the frictional resi~tance to sliding motion 2047~0C) between each bearing member 110 and corresponding pad 88 of a loaded car will have two componentq. One component R-l will be the product of the car weight (including load), the area of friction face 120 of the major friction body 112 and the fir~t coefficient of friction Fl. The second component R-2 will be an e~sentially constant product of the force of spring 118, the total area of -qecondary friction faceq 122 of the qecondary friction bodies 114 and the ~econd coefficient of friction F2. The second component is, by selected de~ign parameters, made ~ufficient to control the tendency of a given truck configuration to hunt at expected empty car operating speeds.
In another embodiment for heavy weight car bodie~ and general application, a bearing member generally 110', ~hown in FIGURE 9, having a single friction means is received in each ~eat 70. The bearing member 110' comprises a solid body 112' having uniform friction face 120' either coated with a low friction material or supporting a pad 120a' of a low friction material such as an ultra high molecular weight polymer or the like.
Both bearing member embodiments generally 110 and 110' are preferably in the form of a slightly arcuate body 112, 112' or shoe that is substantially congruent with the concave seat 70 and have a convex and preferably spherical under~urface 124 that is slightly ~maller and received in the concave seat 70 on the surface 68 of each diJtal end 66, 64 of 2047~00 bolster 14. In thi9 way each bearing member 110 will be free to tilt tran~versely and longitudinally of the car ~o a~ to be qelf leveling against it~ respective Pad 88 under the weight of the car body 80.
It will be seen in FIGURES 6-9 that for each embodiment of the bearing member~ the body includes concentric arcuate end walls 136, 138 and straight side walls 140, 142 extending between the spherical undersurface 124 and the friction face 120. The arcuate end walls 136, 138 are formed to be concentric with the respective inner cylindrical wall 76 and outer conical wall 78 of a bearing seat 70 and the bearing body 112 is sized to fit therein. Accordingly, for a bolster of 9 foot 11 7/8 inch maximum dimension, the bolster distal ends 62, 64 are 16.88 inches wide and terminate in outer arcs having radii of 59.94 inches. The outer end and side wallq of each bearing seat are approximately 1/2 inch thick and the inner cylindrical wall i~ formed on a radius of 50.56 inch (all radii measured from the center of the bolster pin receptor 60). It i~ desirable that each bearing member 110, 110' be sized to leave a peripheral gap of about .44 inch between it~ peripheral walls 136, 138, 140 and 142 and the perimeter of the bearing seat 70. Accordingly, the bearing bodies 112, 112' are cast to be approximately 15 inches between side walls 140, 142 and 8 inches between arcuate walls 136, 138 with inner wall 136 formed on a radius of 51 inches and the outer conical wall 138 formed from a top radiu~
2047~0~) of 59 inches. The convex spherical undersurface 124 of each bearing member and the concave spherical ~urface 74 of bearing seat 70 are typically formed on radii of 15 inches.
For the one embodiment bearings 110 of FIGURES 6-8 the second friction bodie~ 114a and 114b may typically comprise di~cs of 4 inch diameter.
Variations and modifications may be made without departing from the spirit and scope o-f the invention which is defined in the following claims.
FIGURE 5 i8 a sectional elevation view of the bolster (half) of FIGURE 4;
FIGURE 6 is a perspective view of one bol~ter bearing embodiment of the Preqent invention:
FIGURE 7 i8 a side elevation of the bol~ter bearing of FIGURE 6;
FIGURE 8 i8 an end elevation of the bolster bearing of FIGURE 6; and FIGURE 9 iJ a perspective view of another embodiment of a bol~ter bearing suitable for u~e in the present invention.
DETAILED DESCRIPTION OF THE INVENTION
As shown in FIGURES 1 and 2 a preferred embodiment of the present invention i8 directed to a three piece outboard 2~:)47~0~) bearing rail car truck comPrising two ~ide frames generally 10, 12 and a unique tran~verse bolster generally 14 that extends substantially the full width of a railcar and is supported on a secondary suspension system comprising coil springs 16, 18 mounted on the side frames 10, 12 respectively.
Each of the side frames, usually of cast steel, includes an upper compression member 20, a lower tension member 22 having a spring seat 24 and two pedestal jaws 26, 28. The latter are supported upon journal bearings 34, 36 fitted upon a pair of axle9 40, 42 outboard of wheel sets 44, 46 and 48, 50, respectively.
According to the present invention the bolster 14, preferably also of cast steel, has a box-like body 52 with top wall 56, bottom wall 54 and interconnecting side walls 58. A
pin receptor 60 is centrally located in top wall 56 and two distal ends 62, 64 extend outwardly of the body 52 at a distance from receptor 60 beyond the side frames 10, 12. Each distal end 62, 64 includes flat, horizontal, surfaces 68 adapted to directly carry a rail car body generally 80 at or adjacent the side sills 82, 84 thereof. Preferably the bolster also includes an interior web 66 parallel to and central of the side walls 58.
As shown in FIGURES 3-5, the surfaces 68 of distal ends 62, 64 are provided with seats 70 to receive friction side bearings generally 110 (more fully described hereinafter) to permit controlled sliding movement between the bolster ends 2~47~0V
62, 64 and the railcar body 80. Preferably the seat~ 70 have concave spherical qegment surfaces 74, qo a~ to receive convex concentric under~urfaces on bearings 110, which permit the bearings to tilt in all directions and thereby enable the bearings 110 to be qelf-adju~ting to the railcar body 80. It will al~o be seen in FIGURES 3-5 that the ends of bolqter 14 incline inwardly from top to bottom (so as to keep within the American A_sociation of Railroads 3tandard clearance line at track side) and accordingly it is advantageous to locate the low point of seat qpherical ~urface 74 slightly offset inwardly (toward the receptacle 60) from the center of the concave seat 70. Additionally, it will be noted that the qpherical surface 74 extends ~moothly to the horizontal ~urface 68 in a direction transver~e of the bolster 14 but in the direction of the bolqter axiq is truncated by qhallow transver~e arcuate wallq, namely an inner cylindrical wall 76 and an outer conical wall 78 both such arcuate wall~ having radii from the center of pin receptor 60.
A~ illustrated in FIGURE 1, it i~ convenient to locate an outrigger member 86 between each car side qill 82, 84 and the corresponding bol~ter distal ends 62, 64. In the preferred embodiment, the outriggerq 86 are permanently secured to the car body 80 at the side sills 82, 84 and the underside of each outrigger 86 may have a wear pad 88 that qlidingly rests on the respective ~ide bearing 110 at each bol~ter end.
Z04~0~
The car load is thus su~ported on the diqtal end~ 62, 64 of bolster 14 and transmitted to the side frames 10, 12 through ~prings 16, 18. In accordance with prior three piece trucks the bolster 14 i9 movable vertically within each side frame between vertical columns 90, 92 and is provided with inner and outer column positioning gibs 94, 96 and friction shoe pockets 98. Since the present bolster 14 supports the car load at its ends 62, 64, the vertical dimension of the bolster at the pockets 98 is sliqhtly qreater than prior bolsters to withstand higher bending moments and the side frames 10, 12 and vertical columns 90, 92 are slightly higher to accommodate the greater vertical dimension of the bolster ends.
It will be understood that the present invention provides for supporting the weight of a car body 80 at the side sills 82, 84 rather than upon a center sill 100 which heretofore has been the standard practice for freight car construction. In this way the car under frame structure may be simplified and lightened and the need for a traditional transverse body bolster above each truck bolster may be eliminated. The truck bolster 14 thuJ does not require a center bearing bowl to support the car body, however, a central vertical connection such as a column or pin (not shown) is located between the receptor 60 on bolster 14 and the car center sill 100 so as to establish a center of rotation between truck and car body and to transmit horizontal force~ between truck and car body.
204~0~) Since the bolster 14 will turn beneath the car body 80, it i~ preferred to relieve the bolster di~tal end corners 102 ~o that no part of the bolster 14 will extend beyond the car ~ide 9ill~ 82, 84 or the American Association of Railroad~
(AAR) ~tandard clearance line at track side during curving.
In one embodiment for light weight car bodieq each friction qide bearing 110 received in ~eats 70 at the ends 62, 64 of bolster 14 i8 provided with a multi-friction mean~ that functions to provide sufficient frictional engagement with pads 88 to control truck hunting (transverse oscillation~) even under no load (empty rail car) or low load conditions, yet also allow for relative turning (truck curving) movement under a fully loaded condition. This i~ accomplished with a bearing member generally 110, shown in FIGURES 6-8, having a major friction body 112 comprised of a relatively low friction material quch as teflon coated machined qteel that has a firqt relatively low friction coefficient Fl of about .05-.07, which surrounds one or more ~econdary friction bodie~ 114 of relatively higher friction material such as cast ~teel that ha~ a second friction coefficient F2 of about .35. Each secondary friction body 114 i~ received in a cavity 116 in the major friction body 112 and i9 biased outwardly by a spring 118. ~oth major and secondary friction bodies 112, 114 have flat upper friction surfaces or faces 120, 122 that bear against the pads 88 on car body outrigger 86. It will be understood that the frictional resi~tance to sliding motion 2047~0C) between each bearing member 110 and corresponding pad 88 of a loaded car will have two componentq. One component R-l will be the product of the car weight (including load), the area of friction face 120 of the major friction body 112 and the fir~t coefficient of friction Fl. The second component R-2 will be an e~sentially constant product of the force of spring 118, the total area of -qecondary friction faceq 122 of the qecondary friction bodies 114 and the ~econd coefficient of friction F2. The second component is, by selected de~ign parameters, made ~ufficient to control the tendency of a given truck configuration to hunt at expected empty car operating speeds.
In another embodiment for heavy weight car bodie~ and general application, a bearing member generally 110', ~hown in FIGURE 9, having a single friction means is received in each ~eat 70. The bearing member 110' comprises a solid body 112' having uniform friction face 120' either coated with a low friction material or supporting a pad 120a' of a low friction material such as an ultra high molecular weight polymer or the like.
Both bearing member embodiments generally 110 and 110' are preferably in the form of a slightly arcuate body 112, 112' or shoe that is substantially congruent with the concave seat 70 and have a convex and preferably spherical under~urface 124 that is slightly ~maller and received in the concave seat 70 on the surface 68 of each diJtal end 66, 64 of 2047~00 bolster 14. In thi9 way each bearing member 110 will be free to tilt tran~versely and longitudinally of the car ~o a~ to be qelf leveling against it~ respective Pad 88 under the weight of the car body 80.
It will be seen in FIGURES 6-9 that for each embodiment of the bearing member~ the body includes concentric arcuate end walls 136, 138 and straight side walls 140, 142 extending between the spherical undersurface 124 and the friction face 120. The arcuate end walls 136, 138 are formed to be concentric with the respective inner cylindrical wall 76 and outer conical wall 78 of a bearing seat 70 and the bearing body 112 is sized to fit therein. Accordingly, for a bolster of 9 foot 11 7/8 inch maximum dimension, the bolster distal ends 62, 64 are 16.88 inches wide and terminate in outer arcs having radii of 59.94 inches. The outer end and side wallq of each bearing seat are approximately 1/2 inch thick and the inner cylindrical wall i~ formed on a radius of 50.56 inch (all radii measured from the center of the bolster pin receptor 60). It i~ desirable that each bearing member 110, 110' be sized to leave a peripheral gap of about .44 inch between it~ peripheral walls 136, 138, 140 and 142 and the perimeter of the bearing seat 70. Accordingly, the bearing bodies 112, 112' are cast to be approximately 15 inches between side walls 140, 142 and 8 inches between arcuate walls 136, 138 with inner wall 136 formed on a radius of 51 inches and the outer conical wall 138 formed from a top radiu~
2047~0~) of 59 inches. The convex spherical undersurface 124 of each bearing member and the concave spherical ~urface 74 of bearing seat 70 are typically formed on radii of 15 inches.
For the one embodiment bearings 110 of FIGURES 6-8 the second friction bodie~ 114a and 114b may typically comprise di~cs of 4 inch diameter.
Variations and modifications may be made without departing from the spirit and scope o-f the invention which is defined in the following claims.
Claims (18)
1. An improved rail car truck bolster comprising a box like body having upper and lower walls and sidewalls therebetween;
a pin receptor centrally located in said upper wall; gibs on said sidewalls spaced from said pin receptor, said gibs adapted to position said truck bolster in respective sideframes of a truck; distal ends on said bolster extending beyond said gibs such that the entire weight of a railcar is supported entirely outside said side frames at about the side sills of the railcar.
a pin receptor centrally located in said upper wall; gibs on said sidewalls spaced from said pin receptor, said gibs adapted to position said truck bolster in respective sideframes of a truck; distal ends on said bolster extending beyond said gibs such that the entire weight of a railcar is supported entirely outside said side frames at about the side sills of the railcar.
2. The truck bolster of claim 1 including bearing seats entirely outside said side frames adjacent the distal ends.
3. The truck bolster of claim 2 wherein said bearing seats are recessed into the upper wall of the bolster and have arcuate surfaces to facilitate levelling of bearings placed therein.
4. The truck bolster of claim 3 wherein said recessed bearing seats include concentric arcuate inner and outer end walls on radii measured from said pin receptor.
5. The truck bolster of claim 4 wherein said outer end wall is conical.
6. The truck bolster of claim 3 wherein said arcuate surfaces are spherical segments.
7. The truck bolster of claim 1 including bearing means on each of said distal ends.
8. The truck bolster of claim 1 including a sliding bearing means on each of said distal ends.
9. The truck bolster of claim 1 including recessed concave bearing seats on each of said distal ends at locations to position bearing means therein beneath said side sills.
10. The truck bolster of claim 9 wherein said bearing seats include spherical surface segments to facilitate levelling of congruent bearings placed therein.
11. The truck bolster of claim 10 wherein said bearing means includes convex undersurfaces and substantially planar upper surfaces for constantly bearing against and fully supporting a rail car body.
12. An improved rail car truck comprising a floating transverse structural truck bolster carried on springs in side frames, said bolster housing side bearings, the improvement comprising:
structural truck bolster distal ends extending outwardly of said side frames proximate to the car body side sills for constantly carrying the entire weight of a car body on the side bearing, said side bearing located entirely outside said side frames such that the entire weight of said car is transferred from side sills directly into said side bearings, then onto said truck bolster distal ends, and then onto said springs in said side frames.
structural truck bolster distal ends extending outwardly of said side frames proximate to the car body side sills for constantly carrying the entire weight of a car body on the side bearing, said side bearing located entirely outside said side frames such that the entire weight of said car is transferred from side sills directly into said side bearings, then onto said truck bolster distal ends, and then onto said springs in said side frames.
13. The rail car truck of claim 12 including recessed concave seats on each of said distal ends at locations to position said side bearings therein beneath the side sills of a car body.
14. The rail car truck of claim 13 wherein said concave seats include concentric arcuate inner and outer ends walls on radii measured from the vertical center of said truck bolster.
15. The rail car of claim 14 wherein said outer end wall is conical.
16. The rail car truck of claim 13 wherein said concave seats are spherical.
17. The rail car truck of claim 16 wherein said side bearings have substantially planar surfaces for constantly carrying the rail car body below the side sills thereof and having a spherical undersurface opposite said planar surfaces, said undersurface being congruent with said seats.
18. The rail car truck of claim 12, in combination with a rail car body and an outrigger positioned between each said distal end and one of said side sills of said car body.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US58242190A | 1990-09-14 | 1990-09-14 | |
| US07/582,421 | 1990-09-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2047400A1 CA2047400A1 (en) | 1992-03-15 |
| CA2047400C true CA2047400C (en) | 1995-01-10 |
Family
ID=24329086
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002047400A Expired - Fee Related CA2047400C (en) | 1990-09-14 | 1991-07-18 | Freight railcar truck and bolster for outboard support of car body |
Country Status (8)
| Country | Link |
|---|---|
| AU (1) | AU634452B2 (en) |
| BR (1) | BR9103394A (en) |
| CA (1) | CA2047400C (en) |
| ES (1) | ES2043522B1 (en) |
| FR (1) | FR2666779B1 (en) |
| GB (1) | GB2247871B (en) |
| MX (1) | MX9100841A (en) |
| ZA (1) | ZA914873B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110588700A (en) * | 2019-10-15 | 2019-12-20 | 中车株洲电力机车有限公司 | Locomotive bogie |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108216277B (en) * | 2018-01-29 | 2023-08-08 | 中车眉山车辆有限公司 | Open wagon capable of adapting to unloading of high-frequency wagon dumper |
| CN114670884B (en) * | 2022-03-24 | 2023-11-17 | 中车青岛四方机车车辆股份有限公司 | Radial bogie and rail vehicle |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR396654A (en) * | 1908-11-24 | 1909-04-17 | William Mclaren | Ball bearings for cars |
| GB394877A (en) * | 1931-11-26 | 1933-07-06 | Jean Bugatti | Improvements in railway trucks or bogies |
| US2046391A (en) * | 1933-12-30 | 1936-07-07 | J G Brill Co | Railway car construction |
| US2988015A (en) * | 1957-10-07 | 1961-06-13 | Gen Steel Castings Corp | Railway car suspension systems |
| US3350146A (en) * | 1964-12-11 | 1967-10-31 | Standard Car Truck Co | Railroad car truck side bearing and bolster retainer |
| US3548755A (en) * | 1968-06-26 | 1970-12-22 | Gen Steel Ind Inc | Resilient railway vehicle truck supension |
| US3626864A (en) * | 1968-10-23 | 1971-12-14 | Stucki Co A | Fluid truck snubber |
| BE754327A (en) * | 1969-08-20 | 1971-01-18 | Gen Steel Ind Inc | RAIL VEHICLE SUSPENSION DEVICE |
| US3889607A (en) * | 1974-07-05 | 1975-06-17 | Evans Prod Co | Car rock and roll hydraulic side bearing stabilizing arrangement |
| US4196671A (en) * | 1978-01-09 | 1980-04-08 | The Budd Company | Railway car low friction side bearings |
| US4237791A (en) * | 1978-08-24 | 1980-12-09 | General Steel Industries, Inc. | Radial axle railway truck disc brakes |
| US4318347A (en) * | 1980-01-30 | 1982-03-09 | Pullman Incorporated | Shiftable particle spheroidal side bearing |
| US4870914A (en) * | 1988-01-22 | 1989-10-03 | Amsted Industries Incorporated | Diagonally braced railway truck |
-
1991
- 1991-06-25 ZA ZA914873A patent/ZA914873B/en unknown
- 1991-06-28 AU AU79424/91A patent/AU634452B2/en not_active Ceased
- 1991-07-18 CA CA002047400A patent/CA2047400C/en not_active Expired - Fee Related
- 1991-08-07 BR BR919103394A patent/BR9103394A/en not_active IP Right Cessation
- 1991-08-08 GB GB9117067A patent/GB2247871B/en not_active Expired - Fee Related
- 1991-08-19 FR FR919110422A patent/FR2666779B1/en not_active Expired - Fee Related
- 1991-08-28 MX MX9100841A patent/MX9100841A/en not_active IP Right Cessation
- 1991-09-04 ES ES09101979A patent/ES2043522B1/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110588700A (en) * | 2019-10-15 | 2019-12-20 | 中车株洲电力机车有限公司 | Locomotive bogie |
Also Published As
| Publication number | Publication date |
|---|---|
| MX9100841A (en) | 1992-05-04 |
| ES2043522R (en) | 1994-06-16 |
| BR9103394A (en) | 1992-05-05 |
| FR2666779B1 (en) | 1994-06-17 |
| AU7942491A (en) | 1992-03-19 |
| FR2666779A1 (en) | 1992-03-20 |
| GB2247871A (en) | 1992-03-18 |
| GB2247871B (en) | 1994-08-17 |
| CA2047400A1 (en) | 1992-03-15 |
| AU634452B2 (en) | 1993-02-18 |
| ES2043522B1 (en) | 1995-10-16 |
| ES2043522A2 (en) | 1993-12-16 |
| GB9117067D0 (en) | 1991-09-25 |
| ZA914873B (en) | 1992-04-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |