US1060222A - Truck for railroad rolling-stock. - Google Patents

Description

W. B. WOODARD.

TRUCK FOR RAILROAD ROLLING STOCK.

APPLICATION FILED DEG. 23, 1912.

l,060,222 Patented Apr.29, 1913.

4 SHEETS-SHEET 1. FIG 1.-

W. E. WOODARD.

TRUCK FOE RAILROAD ROLLING STOCK.

APPLICATION FILED DEG.23, 1912.

1,060,222., I Patented Apr. 29, 1913.

4SHEETS-SHEET2.

INVENTOR W. E. WOODARD.

TRUCK FOR RAILROAD ROLLING STOCK.

APPLICATION FILED DEC. 23, 1912.

Patented Apr. .29, 1913.

4 SHEETS-SHEET 3.

IVITNESSES:

W. E. WOODARD.

TRUCK FOR RAILROAD ROLLING STOCK.

APPLICATION FILED DEC. 23. 1912.

1,060,222. Patented Apr. 29, 1913.

4 SHEETS-SHEET 4.

1w TNILSSES/ I 11v VEN 701a. I I f Y I f 4 Q WILLIAM E. WOODARD, OF SCHENECTADY, NEW YORK.

TRUCK FOR RAILROAD ROLLING-STOCK.

Specification of Letters Patent. Patented Apr. 29, 1913.

Application filed December 23, 1912. Serial No. 738,203.

To all whom it may concern:

Be it known that I, WILLIAM E. VVooDAnD, of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Trucks for Railroad Rolling-Stock, of which improvement the following is a specification.

My invention, while more particularly designed for application in locomotive engine trucks, is equally adaptable to service in trucks for tenders and other railroad vehicles, and its object is to provide a centering mechanism for trucks of the swing or lateral motion type, which will afiord as great initial resistance as may be desired,

while permitting as much lateral movement as may be required by the deflection of the truck in passing curves; also, to prevent undue wear-and the necessity for lubrication, by the provision of rolling contact between relatively moving members in the lateral traverses of the truck. A

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a plan orv top view of a four wheeled locomotive engine truck embodying my invention; Fig. 2, a vertical longitudinal section, on the line a a of Fig. 1; Fig. 3, a similar section, on the line b b of Fig. 1; Fig. 1, a vertical transverse section, on the line 0 c of Fig. 1; Fig. 5, a plan or top view of the bolster support; Fig. 6, a vertical longitudinal section through the same, on the line a d of Fig. 5; Fig. 7, a transverse section, on the line 6 e of Figs. 5 and 6; Figs. 8, 9, and 10, plan, side, and end views of a rocker; Figs. 11, 12, and 13, diagrammatic views, illustratin different angles of the rocker bearings 0% the bolster support; Fig. 1 1, a side view, in elevation, of a two wheeled locomotive truck, illustrating a structural modification, the nearer wheel being removed; Fig. 15, a vertical central sec tion, through the same; Fig. 16, a horizontal section, on the line f of Fig. 17; and Fig. 17, a vertical transverse section, on the line 9 (7 of Fig. 14.

In railroad practice prior to my invention, the usual and generally accepted method of providing for lateral motion of the swing bolsters of trucks of the type to which my invention relates, has been to suspend the bolster froma supporting member carried on the truck frame, by means of swing links. These have ordinarily been of ing axes located 8 inches below, and midway between, their upper bearing axes, is 312 pounds per 1000 pounds of load on the bolster. After 21}- inohes lateral movement, the resistance increases to 743. pounds per 1000 pounds of load on the bolster, and it is not practicable to operate such links to a greater deflection than 2% inches from their central positions, ,on account of the high lateral resistance which is developed, and which tends to overturn the truck. If greater lateral movement of the bolster is required, it is necessary to space the axes of the upper bearings more closely together, relatively to the vertical distance between centers. For example, with links having their upper bearing axes spaced 3% inches apart and their lower bearing axes located 12 inches below, and midway between, their upper bearing axes, the initial resistance will be 1% pounds center pin load, and at 4 inches lateral movement will be 439 pounds per 1000 pounds load on bolster. It will therefore be seen that on very long locomotives, which require a comparatively large amount of deflection at their trucks, in order to pass curves, it is necessary, under the ordinary construction, to employ bolster supporting links which aflord only a comparatively small initial resistance, in order to permit suflicient lateral motion of the bolster, and these involve the objection that the lateral resistance, of the leading trucks of suchlocomotives is not as great as is desirable for maintaining the stability of the locomotive on tangent track and curves of comparatively large radius.

My invention is designed to provide means for centering a swing bolster, by which as high an initial resistance as desired may be afforded, and as much lateral movement as is required for the deflection imposed on the bolster, and this resistance remains constant for the full travel of the bolster, and, as hereinafter explained, this resistance can be made an increasing or a decreasing quantity, without involving any substantial changes in the design or construction of the truck.

Referring first to Figs. 1 to 13 inclusive of the drawings, my invention is herein exemplified as applied in a four wheeled locomotive truck, of the swing or lateral motion type, the frame of which comprises two upper side members, 1, and two lower side members, 1, the opposite side members of which are connected, at their ends, by transverse bolts, 2, and at their middle portions by a bolster support, 6, hereinafter morefully described. Pedestals, 3, are inter osed between, and secured to, the side rame members, at the ends thereof, and the axle boxes, 4, of a pair of axles, 5, upon which the truck wheels, 5*, are secured, are fitted in the pedestals in the usual manner. The weight carried'by the truck is applied to the driving boxes through springs, 11, on the middle portions of which the upper side frame members, 1, bear, and which are coupled at their ends to equalizers, 10, the ends of which bear on the tops ,of the axle boxes, 4. So far as above described, the truck herein set forth accords substantially with those of constructions ordinarily used in railroad service prior to my invention.

In the practice of my invention,the weight carried by the truck is primarily ap lied thereto through a floating or swing bo ster, 7, provided with a center plate, 7*, perforated for the passage of a center pin, said bolster being supported on the truck frame, with the capacity of relative lateral 'movement, by a pair of rockers, journaled on a bolster support, 6, which is a,member of the truck frame structure, and extends, in the middle transverse plane of the truck, from one side frame thereof to the other. Recesses, 6 are formed in the bolster support, adjacent to its ends, said recesses receiving the upper frame members, 1, to which the bolster support is rigidly secured. The bol-- ster support is extended downwardly between the recesses, 6*, its downward extension constituting a rocker chamber, 6", of box like form, which incloses and provides bearings for the pair of rockers above referred to. The chamber, 6?, in addition to performing the function of a casing for the rockers and their connections, also serves as a retaining guide for the bolster, 7, which permits it to move laterally as required, and prevents its motion in the direction of a longitudinal plane of the truck. The entire bolster support casting forms a substantial frame cross tie, and, by reason of its box like form, imparts strength and rigidity to the truck frame, and enables it to safely resist shocks and tendency to be thrown out of alinement when entering and rounding curves.

. The rockers, which are counterparts, are disposed in the rocker chamber, parallel with, and at equal distances from, the longitudinal central plane of the truck, on each side thereof, and each rocker comprises a body, 9, of substantially T section, and two end cams, 9*, integral therewith, each of said cams presenting lateral bearing surfaces which are curved upwardly and'inwardly on its opposite sides, from a flat base, to its apex, and having segmental journals, 9 parallel with the body of the rocker, on the opposite sides of its base, said journals fitting correspondingly recessed bearings in the bottom of the rocker chamber, 6*. Each of the bearing surfaces of the cams is curved substantially concentrically with the journal 9, on the opposite side of the cam. Upwardly projecting lugs, 9, are formed on the bodies of the rockers, for the connection of links, 8, by which the rockers are coupled to downwardly projecting lugs, 7, on the bottom of the bolster center plate, 7 As shown in Fig. 5, the links, 8, extend in opposite directions, so that the connection of each rocker to the bolster is made on the side of the longitudinal central plane of the truck which is farther from the rocker. The rockers are adapted to swing about the axes of their journals, 9, in either direction, and

said journals, being located on opposite sides of the rockers, render them stable when in mid-position.

The bolster, 7, is supported on the curved bearingsurfaces of the cams, 9, of the rockers, double upwardly inclined or V shaped bearings, 7", each of which rests on one of said cams, being formed on the bottom of the bolster. The surfaces of the bearings, 7", may, to meet special service requirements, be curved instead of inclined, but inclined surfaces as shown are ordinarily preferable. The distance of the rockers from the longitudinal central plane of the truck may be varied as desired, and a greaternumber of rockers may be used in order to sustain a heavier load upon the truck;

Figs. 14 to 17 inclusive illustrate a structural modification of my invention, as applied in a two wheeled swing or lateral motion locomotive truck, the frame, 16, of which is an integral casting of substantially rectangular form, in plan, having pedestals 3*, on its ends, in which are fitted the axl boxes, 4, of an axle, 5, on which the truck. wheels, 5, are secured. The Weight carricf by the truck is applied to the driving boxes through helical springs, 11, on which the truck frame bears through spring bear-ings, 16 The separate bolster support hereinafter described is in this instance dispensed with, the bolster, 7, being supported by a single rocker, which is, in turn, supported on lower flanges, 16*, formed on the transverse members of the truck frame, 16. The rocker is of similar construction to that before described, comprising a body, 9, of T section, and two end cams, 9, integral therewith, each presenting lateral surfaces which are curved upwardly and inwardly on its opposite sides, from a flat base to its apex, and abut against double inclined or V shaped bearings, 77, on the bottom of the bolster, and having segmental journals, 9 parallel with its body, on opposite sides of its base, said journals fitting correspondingly recessed bearings in the lower flanges, 16", of the frame. A cylindrical center pin, 77 formed centrally on the top of the bolster, is fitted in a corresponding center casting, 17 secured to the frame members, 17, of the locomotive, and a pair of downwardly projecting lugs, 7 7 on the bottom of the bolster, are coupled by a link, 8, to upwardly projecting lugs, 9, on the body, 9, of the rocker, as in the instance first described, with the operation of which that of the structural modification shown in Figs. 14 to 17 inclusive is in accordance.

The leading and characteristic feature of my invention will clearly appear by refer ence to Figs. 10 to 13 inclusive, which indicate its capability of providing a practically frictionless rolling supporting bearing for a laterally moving bolster, and of affording different desired resistances. The proportion of laterally acting resistance to vertically acting weight, depends upon the length of the moment arm a, that is to say, the horizontal distance between the line of contact of the curved cam surface of a rockerwith the adjoining inclined bearing surface of the bolster, and the axis of the journal about which the rocker swings in thelateral movement of the bolster. The bolster bearing surfaces, 7 shown in Figs. 10 and 11, are inclined at such an angle, that the moment arm remains constant from the initial to the final position of the rocker, in the lateral movement of the bolster, with the result that the resistance remains in a constant ratio to the weight. \Vhen the angle of the bolster bearing surface is made more obtuse, as shown in Fig. 12, the moment arm is decreased relatively to that indicated in Fig. 10, and the resistance will decrease as the cam moves from its mid position toward the limit of its traverse in either direction. If the angle of the bolster bearing surfaces be made more acute, and with a rounded apex, as shown in Fig. 13, the moment arm increases as't-he cam moves from its mid position, and by slightly curving the bearing surfaces, 7, the resistance increases with its movement toward the limit of its traverse. It will therefore be seen that by changing the angle or contour of the bolster bearing surfaces, the resistance t o lateral movement of the bolster may be made a constant, a decreasing, or an increasing quantity as desired.

The connection of the rockers to the bolster by the oppositely extending links, 8, effects the coincident movement of the cams of the rockers on the bolster bearing surfaces, in the lateral movements of the bolster, the rockers swinging about the axes of their journals located on their sides toward the. direction of movement. I

I claim as my invention and desire to secure by Letters Patentz- 1. In a railroad truck, the combination of a frame, a bolster adapted to traverse laterally relatively thereto, and a rocker journaled in hearings on theframe extending transversely to the bolster, said rocker having oppositely curved cam surfaces abutting against reversely inclined bearings on the bolster.

2. In a railroad truck, the combination of a frame, a bolster adapted to traverse laterally relatively thereto, a rocker journaled on the frame, and having curved cam surfaces abutting against bearings on the bolster, and a connection coupling said rocker to the bolster for effecting the coincident movement of said members.

3. In a railroad truck, the combination of a frame, a bolster adapted to traverse laterally relatively thereto, and having a plurality of double inclined or V shaped bearings, and a rocker journaled on the frame, and having curved cam surfaces abutting against said bearings.

4. In a railroad truck, the combination'of a frame, a bolster support thereon, a bolster adapted to traverse laterally relatively to said. frame, and a plurality of rockers journaled in bearings on said support extending transversely to the bolster, said rockers having oppositely curved cam surfaces abutting against reversely inclined bearings on the bolster.

5. In a railroad truck, the combination of a frame, a bolster support thereon, a bolster adapted to traverse laterally relatively to said frame, a plurality of rockers journaled on said support, and having curved, cam surfaces abutting against bearmgs on the bolster, and connections coupling said rockers to the bolster for effecting the coincident movement of said members.

6. In a railroad truck, the combination of a frame, a bolster support thereon, a bolster adapted to traverse laterally relatively to said frame and having a plurality of double inclined or V shaped bearings, and a plurality of rockers journaled on the bolster support and having curved cam surfaces abutling against said bearings.

7. In a railroad truck, the combination of a frame, a bolster adapted to traverse laterally relatively thereto, and having a plurality of double inclined or V shaped bearings, and a rocker having journals on its opposite sides fitting hearings in the frame, and opposite curved cam surfaces abutting against the bearings of the bolster, said cam surfaces being curved on radii concentric with the axes of the rocker journals on the opposite side of the rocker on Which they are located.

8. In a railroad truck, the combination of a frame, a bolster adapted to traverse laterally relatively thereto to said frame, and a rocker supporting said bolster, said rocker comprising a body, a cam at each end thereof having opposite curved surfaces adapted to abut against hearings on the bolster, and

lateral journals parallel with its body fitting hearings in the frame.

9. In a railroad truck, the combination of a frame comprising two side members, a bolster support secured to said side members at the ends of its top portion and having a ddwnwardly projecting box formed rocker chamber, a bolster fitted to traverse freely in said support transversely to a longitudinal plane of the truck but guided againstmovement in such plane, a pair of rockers journaled in the rocker chamber and having curved caln surfaces abutting against bearings on the lower side of the bolster, and oppositely extending links coupling said rockers to the bolster.

WILLIAM E. W'ooDAnD.

/ Witnesses Rolmn'r F. HALL, WILLIAM D. GRANT.

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