US1941159A - Car truck - Google Patents

Car truck Download PDF

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Publication number
US1941159A
US1941159A US28589928A US1941159A US 1941159 A US1941159 A US 1941159A US 28589928 A US28589928 A US 28589928A US 1941159 A US1941159 A US 1941159A
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Prior art keywords
side
frame
journal
truck
box
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Expired - Lifetime
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John J Tatum
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John J Tatum
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F5/00Constructional 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
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B61F5/20Centre bearings or other swivel connections between underframes and bolsters or bogies with springs allowing transverse movements

Description

Dec. 26, 1933. J. J. TATUM 1,941,159

GAR TRUCK Filed June 16, 1928 4 Sheets-Sheet l INVEIQTOR. I 52 1 5 @NJ .4 TTORNEK Dec. 26, 1933. I J J: TATUM 1,941,159

CAR TRUCK Filed June 16, 1928 4 Sheets-Sheet 2 A TTORNE Y.

Dec. 26, 1933. 1 J TATUM 1,941,159

CAR TRUCK Filed June 16, 1928 4 Sheets-Sheet 4 'Q Q W ATTORNEY.

Patented Dec. 26, 1 933 UNITED STATES PATENT OFFICE 3 Claims.

The object of my invention is to provide an articulated, oscillating, lateral motion truck, designed to eliminate to a maximum wheel flange wear, rail wear and train resistance, thereby making possible greater tonnage hauls at less cost by locomotives, either steam or electric, used for pulling trains.

Trucks now commonly used are, to a more or less extent, rigidly constructed, causing excessive rail and Wheel flange wear, and train resistance. My new truck lessens side thrusts on the flange of the wheel, thereby insuring greater safety, less train resistance, and greater tonnage being hauled, over the conventional truck now in general use; my improved truck follows closely the conventional design of truck and will be manufactured at about the same cost.

In the drawings:

Figure l is a side elevation of a part of a truck embodying my invention.

Figure 2 is a top plan view of Figure 1.

Figure 3 is. a detail bottom plan view of a cast steel side frame in which the leg of the pedestal A selves in a curve without binding. The stops 15,

is formed radial on its sides.

Figure 4 is a vertical transverse sectional view through the journal box and the side frame showing theroller bearing between them.

Figure 5 is a vertical section of a modified form of journal box and associated parts.

Figure 6 is a top plan view of Figure 5.

Figure 7 is an enlarged detail view of another embodiment of my invention. v

Figure 8 is an enlarged detail view of another modification.

Figure 9 is a vertical sectional view of a portion of a truck, showing the center plate and side bearings, and roller bearings for end of bolster on side frame.

Figure 10 is a diagrammatic view of side frame bolster and car wheel, showing the relative radial movement of wheel, journal box with reference to the pedestal legs.

The reference numeral 11 designates the side frame of a truck having the pedestal legs 12,-

which according to my invention have their inner faces concaved or formed on a radius thus form-' journal box, or the journal box under the side frame, or the positioning of the wheel in a curve,

ures 1 and 2, is spaced at each end at its sides -to a prescribed extent.

vceive rollers 28 whereby the ends of the bolsters thus allowing such parts to move. freely to a position without causing any binding or resisting effect.

On the top of the journal box are formed a plurality of roller seats 16 extending transversely or from side to side of the box with a stop 17 at each end, in which are loosely seated rollers 18. The seats 16 are, preferably, separated by a partition 19 to prevent the rollers 18 grinding against each other. In the under face of that portion of the side frame 11 which overlies the journal box, and is disposed between the pedestal legs, are formed a plurality of roller bearings 20 which extend lengthwise of the side frame. The bearings 20 are provided with stops 21 at their ends, and are adapted to receive the rollers 18, thereby forming a roller bearing between the journal box and the side frame, which permits the side frame to roll laterally, or the journal box can roll laterally under the side frame, or these parts can have limited relative pivotal movements on the roller bearings making it possible for the wheels of the truck to position themabove referred to, as stated, limit the movement of the side frame on the journal box, or the journal box under the side frame or the positioning of the wheel in a curve.

The bolster 22, as shown in dotted lines in Figfrom its guide columns on the truck frame to permit each end of the bolster to pivot to a certain degreeand thereby allow the opposite end of the bolster to swing forwardly or rearwardly The bolster 22, as shown in dotted lines in Figures 1 and 2, is spaced at its sides from its guide columns on the truck frame to permit each end of the-bolster to pivot to a certain degree to allow the opposite end of the bolster to swing forwardly or rearwardly. In Figure 9 I show the bolster 22 provided-in its under face at the end portion with concaved roller seats orbearings 23, separated by a partition 24, while the upper face of the spring plate 25 is provided with a plurality of roller seats or bearings 26 separated by the partition 27; these seats in the bolster and spring plate extend in the direction of the length of the side frame, and are adapted to re-' are mounted on the rollers 28 which permit lateral movement of the bolster with freedom of tilting motion of "the bolster ends on the radial bearing faces to theextent limited by the stops on the journal box. At the same time lateral movement is being made of the side frame on the journal box, or of the journal box under the side frame, providing maximum freedom of these parts to find a free and easy movement of the wheels in a curve. In actual service it is found that these bearings permit the parts to freely adjust themselves on a sharp curve, or a curve so sharp that two cars cannot be coupled together, and pulled around a curve without derailing the trucks when the cars are equipped with the conventional type of truck now in general use.

The radial or convex faces 13 of the pedestal legs permits one side frame and the adjacent end of the bolster 22 to travel for a given distance ahead of the other side frame and opposite end of the bolster and permits the journal box to move radially between the pedestal legs. These conditions provide for a simultaneous movement of the side frame laterally on the journal box, or the journal box under the side frame. At the same time the journal box can move radially in the side frame and the bolster laterally in the truck, permitting the side frame to move forward or backward at the same time to prevent any resistance that might be brought upon any part of the truck in finding its freedom in the movement through a curved track.

It will thus be seen that the journal boxes and the bolsters are mounted so as to be passively movable in the pedestals and bolster openings, by which I mean, that they are unattached to the side frame, and merely have a guided engagement with the side frame such as to permit a floating motion between the journal boxes and bolsters and the side frame, as well as a relative radial (pivotal) motion between them, whereby an articulating truck action is produced which, because of the vertical, lateral and pivotal movements of the journal boxes and bolster ends in their guides and on their roller bearings, eliminates all binding of these parts in the adjust-' ments of the wheels to varying track surfaces.

Therefore the flanges of the wheels are relieved 45- curves and causing flange and rail resistance to ofpressure against the rails when rounding free travel and the wheels are allowed to have a free-wheeling action in adjusting themselves to curve and other track variations in order to eliminate such track and wheel friction which causes resistance to travel and rough riding of the running gear. It will be evident also that the described mode of mounting the journal boxes.

and bolsters reduces the number of working parts and facilitates assemblage, disassemblage and repairs of such parts of the running gear. Should it be desired, for example, to remove the side frame from the truck for repairs or replacements, this may be effected by simply removing the springs from the side frame, whereupon the roller seat cap may be lowered to a position to disengage the guides and stops from the bolster. Thereupon the side frame may be disconnected from the truck and removed without the necessity of removing or disturbingthe bolster.

Pr frably the two truck side frames are conby the tie 29 pivoted at 30 to the said fram so as to prevent resistance at that point. 30w is an arm to receive the brake head and it is of such width that it provides a space wider than the width of the brake head, so that the brake heads can shift with the brake beam laterally following the movement of the wheel laterally under pressure of. the wheel flanges in the curve.

By this meansthere is an elimination of restrictions to the lateral adjustments of the wheels to the truck due to the action of non-compensating brake shoes bearing against the flanges of the wheels and inhibiting such wheel adjustments, such as occurs in conventional car trucks in which the brake heads are held from lateral adjustment.

Referring to Figure '7, it will be seen that in place of forming the roller bearings in the under face of the side frame, I provide a roller cap 31, having roller seats 32 in its under face, and that this cap is pivotally connected to the side frame by means of a boss 33 which is seated in a recess 34 in the under face of the side frame 11, which construction also provides for free radial movement of the journal box between the pedestal legs of the side frame.

In Figure 8 I provide a ball and socket joint 35 between the cap 31 and side frame 11 which will provide up and down movement of the side frame on opposite sides of the truck as well as radial movement to insure a perfect positioning of the journal box and bearing on the journal of the axle. In other words, this connection is provided so that any short clips that may be on one side of the track and not on the other in direct line will not affect the uniform straight bearing of the journal bearing on the journal.

In Figure 5 I have shown another embodiment of my invention. In this construction the roller cap 36 is provided with a boss 37 and the side frame is provided with a similar boss 38, both bosses being in vertical alignment with each other, one end of a spring 39 being seated on boss 38 while the other end is seated on boss 37 of the cap. One end of spring 40 is seated around the cap boss 3'7, while its other end is seated around the boss 38. If preferred, these springs may be used in addition to those usually employed under the bolster. 7

Referring to Figure 9, it will be seen that the wearing surface of the top of the side bearing shoe or block 41 is made convex so that there is only a small contact of the side bearings in the center. This, as compared with the usual flat surfaces, reduces the resistance of the radial movement of a truck in a curve under the car. It will be noted that the bearing face of the side bearing 42, on the body of the car has a plain flat surface which has a comparatively small contact with the convex face of the side bearing 41 on'the bolster 22. It will also be noted that the center bearing 43 on the bolster also has a convex bearing face and that the center bearing 44 on the car body has a plain flat face, thus reducing surface resistance. This arrangement of the center bearing is also used to insure free radial action of the truck under the car. Likewise, all of the means herein disclosed cooperate to provide for free action of the various parts of the truck throughout its construction in a curve under a car and insure freedom of action to prevent wearing of the"se'veral parts and to prevent rough riding and reduce travel friction between running gear and rails, allowing trains to be hauled at greater speed or longer and heavier trains to be drawn by a locomotive of given size and power. The journal box herein shown provides for A. R. A. standard journal bearings, journal bearing wedges, dust guards, box lids, and permits the use of A. R. A. standard wheels and axles with A. R. A. standardjournals.

Referring to Figure 9, it will be seen that I provide the floor 45 of the side frame at its outer 15 and inner edges with upstanding flanges 46. These flanges function as a reinforcing truss for V the center of the side frame against sagging under load; and they also provide a stop to prevent the bolster springs 4'7 from slipping out of their position under the bolster and .being lost. Again these flanges reinforce the corner at the junction of the column and bottom member of the frame as at 48. Considering the arm a as a truss the side frame is thus provided with a quadruple center truss.

Again referring to Figure 8 of the drawings, it will be understood that the journal box is positioned between two pedestal legs (as shown in the other figures) cast integral with the .side frame and permitted to move radially in a vertical position, because the bearing provides action similar to a hinged joint when the journal box is required to move radially in a vertical position. The journal boxes move radially in vertical position in my improved trucks should there be a short clip in the track on one side of the truck that does not exist on the opposite side, thus insuring flexibility that will prevent the wheel flange from riding over the track of the low rail, whichis possible to occur on rigid construction trucks.

It will, of course, be understood that the truck can be made to function without rollers under the bolster, providing rollers are used on the journal boxes or can be used with rollers under the bolster without rollers on the journal boxes.

The space provided between the jaws of the brake beam suspension arm 30a is such that the truck frame may be slidably mounted therebetween to move laterally on the rollers without changing the relation of the brake shoe on the car wheel, as the brake head can slip laterally between the jaws of the arm in the opposite direction from the movement of the truck side frame on the journal boxes, thus insuring maintenance of the same relation of the brake shoe to the wheel at all times.

What I claim is:

1. In a car truck, a side frame, a pedestal integral with said frame, roller bearings at the top of the pedestal, a journal box movably seated on said bearings in the pedestal, radial faces on the legs of the pedestal adjacent said box to permit of a radial movement of the box in the pedestal, another bearing on the side frame, a bolster mounted on the second named bearing with freedom of movement, relative to the side frames, whereby one side frame may travel for-a given distance ahead of the other, and the journal box may move radially between the pedestal legs, and simultaneously the side frames may move laterally with reference to the journal box, thereby eliminating all resistance in the truck structure in. the wheels finding freedom in movement in a curved track. 2. In a car truck, a side frame, a pedestal integral with said frame, roller bearings at the top 'of the pedestal, a journal box movably seated on said bearing in the pedestal, radial faces on the legs of the pedestal adjacent said box to permit of a radial movement of the box in the pedestal, another bearing on the side frame, a bolster mounted on the second-named bearing with freedom of movement, whereby one side frame may travel for a given distance ahead of the other, and the journal box may move radially between the pedestal legs, and simultaneously the side frames may move laterally with reference to the journal box, thereby eliminating all resistance in the truck structure in the wheels finding freedom in movement in a curved track, and a tie rod extending between the side frames and pivotally connected at its ends to said frames.

3. In a free-wheeling running gear for railway cars, a truck having a side frame provided with a bolster receiving opening, and a truck -bolster loosely mounted for floating motion in said opening in said side frame, the bolster and side walls of the opening having. opposed contact surfaces with free clearance spaces therebetween and engageable for vertical and lateral sliding and radial swinging movements to permit free independent or simultaneous relative vertical, lateral and radial movements of the side frame and bolster, and lateral motion anti-friction bearing surfaces between their opposed upper horizontal faces permitting independent relative lateral and radial movements of the side frame and bolster.

- JOHN J. TATUM.

Ill

US1941159A 1928-06-16 1928-06-16 Car truck Expired - Lifetime US1941159A (en)

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2429399A (en) * 1944-01-06 1947-10-21 American Steel Foundries Spring plankless car truck
US2717558A (en) * 1950-05-04 1955-09-13 Nat Malieable And Steel Castin Car truck
US4136620A (en) * 1975-07-14 1979-01-30 South African Inventions Development Corporation Self steering railway truck
USD753022S1 (en) 2014-12-05 2016-04-05 Nevis Industries Llc Adapter pad for railcar truck
USD753544S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753545S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753546S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753547S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD762520S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter pad for railcar truck
USD762521S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter for railcar truck
US9434393B2 (en) 2013-12-30 2016-09-06 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9637143B2 (en) 2013-12-30 2017-05-02 Nevis Industries Llc Railcar truck roller bearing adapter pad systems

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2429399A (en) * 1944-01-06 1947-10-21 American Steel Foundries Spring plankless car truck
US2717558A (en) * 1950-05-04 1955-09-13 Nat Malieable And Steel Castin Car truck
US4136620A (en) * 1975-07-14 1979-01-30 South African Inventions Development Corporation Self steering railway truck
US9669846B2 (en) 2013-12-30 2017-06-06 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9637143B2 (en) 2013-12-30 2017-05-02 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9580087B2 (en) 2013-12-30 2017-02-28 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9434393B2 (en) 2013-12-30 2016-09-06 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
US9758181B2 (en) 2013-12-30 2017-09-12 Nevis Industries Llc Railcar truck roller bearing adapter pad systems
USD762520S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter pad for railcar truck
USD762521S1 (en) 2014-12-05 2016-08-02 Nevis Industries Llc Adapter for railcar truck
USD753545S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753544S1 (en) 2014-12-05 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753022S1 (en) 2014-12-05 2016-04-05 Nevis Industries Llc Adapter pad for railcar truck
USD753546S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck
USD753547S1 (en) 2015-05-13 2016-04-12 Nevis Industries Llc Adapter pad for railcar truck

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