US1842861A

US1842861A - Side bearing

Info

Publication number: US1842861A
Application number: US132685A
Authority: US
Inventors: Percy R Drenning
Original assignee: Symington Co
Current assignee: Symington Co
Priority date: 1926-08-31
Filing date: 1926-08-31
Publication date: 1932-01-26
Anticipated expiration: 1949-01-26

Description

Jan. 26, 1932.

P. R. DRENNING 1,842,861

SIDE BEARING iied Aug. 3l, 1926 Sme/nto@ Patented Jan. 26, 1932Y UNITEDSTATES 'PATENT ermee y PERCY R. DRENNING, OF BALTIMORE, MARYLAND, ASSIGNOR T T'. E. SYMINGTON & SON, INC., 0F BALTIMORE, MARYLAND, A CORPORATION OF vIVICARYLAND SIDE .BEARING Y Application ered August a1, 192e. serial no. 132,685.

My invention relates to side bearings. i One object of my invention is to devise a resilient side bearing, having energy absorptive characteristics for interposition between l a car body and its trucks, which isV adapted to reduce the initial roll of said body through exercising a damping action thereon and'to accordingly minimize thehazard of derailment from that cause. n Y

A further object is to devise a bearing of the character described which is arranged to be mounted between the body and truck without clearance, thus largely preventingthe transmission of impact loads to the track and relieving the side frames, bolsters, brasses, axles, wheels, rails, etc., of excessive loadings. A further object is to devise a bearing which is constructed and arranged to exercise an equalizing function in transmitting the load lto the truck through insuring a uniform contact of the bearing surfaces, regardless of any relative weaving of the car" body and truck. a y a y A further object is to devise a resilient side bearing of the character described whose maximum travel is arranged to be substantially equal numerically to the maximum side bearing clearance of the standard typepvof bearing for the same operating conditions. Y

A further object is to devise av bearingas above describedwhich is characterized by a simplicity of constructionrand interchangeability with'present standard'forms of side bearings.V Y a Y Side bearings as now arranged on the rolling equipment of railwaysV generally comprise `a pairV of coacting bearing surfaces which are spaced Vfrom each other when the car body is symmetrically disposed with respect to the truck. This necessary construction, however, possesses several vvery important disadvantages from an operative standf point. In the customary arrangement, the Weight of the car body and its attendant loading is ultimately carried to the'side frames through helical springs which have a Vstraight line action in compression and release, i. e., they return substantially as muchjenergy to the truck bolster as is received therefrom.

'5p Due to this construction, movement 7of the caralong the track sets up a rolling of the body, the timing of which is constant and independent of the amplitude of the roll in accordance with the law of the pendulum. At

certain ldefinite speeds, dependent upon the' design and lading factors of the car, the timingof this roll synchronizes with the intervals between the rail joints and where the latter are out of surface, the impulses reacted thereby increases the amplitude of the car roll at this-synchronizing speed. Present side bearings, therefore, lexercise no control, or preventive action, over this rolling of the body.

.In addition, and as noted above, since clearf ance is normally provided between'the side bearings, it therefore follows that the roll of the body subjects the bearings to impact loads, the effectV of which is not only destructive to the elements comprising the truck, but frequently causes a deformation of the car floor and sometimesV results in derailment whenthe car is traversing a curve. Moreover, this type of bearing exhibits a tendency to wear unevenly and is generally unsatisfactory in operation. Y y

The clearance now provided between side bearings is rendered necessary in order to prevent a lifting of the load from certain wheels of the truck on track which is out of surface. The extent of this clearance varies, being kgreater for rigid bodies such as box and refrigerator cars, than for gondola or hopper cars, since the latter are more iexible. Hence, the question presented is that of providing a sidebearing whose functioning will satisfy the requirements now met through the provision of clearance, but which willbe free from Y the operating disadvantages noted above. V

As a solution of the foregoing problem,.I have devised a side bearing forming the subject matter' of the present application. Its principal feature resides in a resilient, energy absorptive construction which is very effective for the purpose of reducing the initial rollof the car body. In conjunction with thisk characteristic,-I contemplate that the bearing `will be mounted between the body and truck without clearance,but arranged for Van extent of travel required by operating conlike ditions, the combination of these features therefore insuring that impact loadings will begreatly minimized, with a consequent increase in the longevity of the truck parts and a reduction in the tendency of the truck to derail.

My improved side bearing is further arranged to secure a uniform contact of the bearing surfaces, regardless of the relative movement of the body and truck. These surfaces therefore wear more evenly and possess a longer life. All of the advantages hereinbefore noted have been included in a construction which is readily interchangeable with the standard types now in use.

These and further objects of my invention will be set forth in the following specification, reference being had to the accompanying drawings and the novel means by which said objects are eifectuated will be definitely pointed out in the claims.

In the drawings:

F ig. 1 is a sectional elevation of my improved side bearing, showing the same mounted between a car body and truck.

Fig. 2 is a section along the line 2--2 in Fig. 1 looking' in the direction of the arrows.

In the drawings:

The numeral 10 represents a truck having a wear plate 11. Said plate may be either attached to the truck 10 in any convenient manner, or may be formed integrally therewith as desired. A bearing block 12 rests on the wearing surface of the block 11 and extends up into a pocket 13 provided in a casing 14 which is secured to the underside of a body bolster 15, the latter being attached to a body 16. The block 12 is formed with a convex upper surface 17 and is connected to the casing 14 by means of a Cotter pin 1S which passes loosely through said block andl through apertures formed in the side wall 19 of said casing. The relation between the block 12, pocket 13, walls 19 and the pin 18 is such that said block is connected to the casing 14 in a manner which approximates a universal joint for a. purpose hereinafter explained.

rIhe floor 2O of said casing is arched and at its junction with the endY walls 21 of said casing, a pair of shoulders 22-22 are formed. A laminated spring 23 of suitable capacity is interposed between the convex surface 17 and the shoulders 22.

rl`he parts hereinbefore described are arranged between the car body and truck so that no clearance exists at any point through which the load is carried.

Under operating conditions, if an impulse is given to the body 16 which tends to set up a rolling movement of the same, it is evident that the easing 1A will move downwardly and cause a flexure of the sprin0V 23. Since said spring embodies an energy absorptive gharacteristic, it is apparent that the work thus performed on said spring will not be fully returned to the body 16 when said spring returns to its normal position. Hence, the spring 23 exerts a damping action on the tendency of the body to roll.

As a further result of the foregoing mode of functioning, in conjunction with the absence of clear-ness in the be ring, it is to be noted that impact loads transmitted through said bearing will be greatly reduced, thereby lcssening the destructive effect on the truck parts and rails.

The universal connection of the blocl: 12 with the casing 14 and also the convex surface of saidV blocl-z insures a uniform engagement of the wearing surfaces of the plate 11 and block 12, regardless of any relative weaving of the truck and car body. Sufficient clearance is provided between the block 12 and the walls of the pocket 13 to permit of a freedom of movement of said block for the foregoing purpose. This uniform engagement of the wearing surfaces of the bearing under a variety of conditions, not only secures the most effective operation of the bearing since the maximum bearing area is functioning, but also reduces wear thereof and accordingly increases its useful life.

The spring 23 is of such a capacity that it normally maintains the lower edge of the casing 14 free from engagement with the wearing surface of the plate 11. When said spring is fully compressed, the lower leaf thereof is bowed into engagement with t-he convex surface of the block 12 and the remaining leaves of said spring conform to the shape of said lower leaf. In this position, the portion of the upper leaf of the spring 23, between the shoulders 22, is spaced from the arched floor 20, Vthe reaction therefor being carried entirely on said shoulders. Also, in this position, the lower edge of the casing 14 is spaced from the plate 11, so that the spring 23 is arranged not only to normally maintain said spacing, but also to finally maintainV this clearance.

Vhile I have shown one set of elements and combinations thereof for effeetuating my improved side bearing, it is to be understood that I do not desire to be restricted to the exact forms and structures shown. For example, it is contemplated that the bearing may be rearranged to place the laminated spring 23 on the truck instead of on the body bolster, but this mode of construction is regarded as a mere reversal of parts and aecordingly included within the scope of the appended claims. Other modifications will occur to those skilled in the art which, however, do not depart from the spirit of my invention.

I claim:

1. A side bearin g for interposition between a car body and truck bolster, comprising an open bottomed box-like casing secured upon the underside of the car body and having the undersurface of its top of concave formation,

a bearing block for cooperation with the truck bolster vertically slidably mounted vwithin said casing and having a convex upper surace, a bank of plate springs within the casing between the top thereof and the top of the block, and a single transverse element passing through the sides of the casing and through said block for preventing Vthe latter 'rom slipping out of the casing.

2. A side bearing for a railway car truck comprising an open bottomed box-like casing secured upon the underside of the car body, a wear plate secured upon the truck bolster, a block engaging upon the wear plate and vertically slidably engaged within the casing, the block and the casing having correspondingly curved confrontingfaces, and a bank of plate springs located, within the casing for cooperation with said curved surfaces to be flexed thereby upon the application of pressure moving the. block into the casing, the arrangement of the casing with its open side down .preventing the entry of dirt and water.

3. A railway car truck side bearing comprising an open bottomed casing mounted beneath the car body, a wear plate on the car truck, a blccl; engaging upon the wear plate and slidably engaged within the casing, a bank of plate springs within the casing arranged to be flexed upon the application of pressure moving the block into the casing,V the ca sing being provided in its opposite sides with holes and-the block being formed with a vertically elongated slot alining with the holes, and a transverse element passing through the holes and the slot for limiting downward movement of the block with respect to the casing.

4. A side bearing for a railway car truck, comprising an open bottomed box-like casing secured upon the underside of the car body and formed with a curved wall spaced downwardly from its top with a plurality of transverse webs above and merging into said wall for stiffening the same, a blockl horizontally slidable upon the truck bolster and vertically slidable within the casing, the block having a curved top wall, and a bank of plate springs within the casing engaging said curved walls.

5. A railway car truck side bearing comprising an open bottomed box-like casing secured upon the underside of the car body, a block vertically slidably mounted within the casing and engaging upon the truck bolster, and spring means within the Vcasing urging said block downwardly, said casing having its open bottom formed with an outstanding reinforcing flange and beingV provided at its periphery with a plurality of outstanding webs merging into said flange.

6. A railway car truck side bearing comprising an open bottomed casing of box-like form mounted beneath the car body, a bearing block vertically slidably mounted within the casing and adapted to cooperate with a wear plate on the truck bolster, spring means within the` casing urging the block downwardly, the block beingof hollow formation and provided interiorly with spaced series of longitudinally extending webs, the space between the series being verticallyelongated, and a pin passing transversely through Vthe sides of the easing and said space to permit the block to shift and bear flatly upon the wear plate while limiting downward movement of the block.

In testimony whereof, I ami( my signature.

PERCY R. DRENNING.