US1951547A - Stabilizer - Google Patents

Description

Match 20, 1934. E, G, GOODWIN STABILIZER Filed March 3, '1931 INVENTOR ,6. 6. 600Z7W/N Patented Mar. 20, 1934 UNITED STATES PATENT OFFICE STABILIZER Ernest G. Goodwin, Pelham, N. Y., assignor to Standard Coupler Company, New York, N. Y., a corporation of New Jersey Application March 3, 1931, Serial No. 519,816.

16 Claims.

inserted between the truck spring and the axle,

particularly in that type of truck where such spring is directly above the car axle.

A still further object of the invention is the provision of a shoe having-a vertical face to engage a liner on the column or pedestal leg and having somewhat horizontal but sloping faces Whereby'the shoes will be wedged outwardly upon relative movement of the. car frame and axle, preferably having such wedging action both with the journal box and with the lower spring seat.

In my previous application, Serial No. 356,253, I have illustrated a dampening device in connection with a truck side frame of the type which carries the bolster centrally and which is supported on an axle at either end, and the present structure may be considered as a specific embodiment of the invention broadly claimed, in such application, the present case being limited to the use of the dampening device in connection with a side frame which is spring supported upon an axle as, for example, in the well known Fox truck.

In the drawing:

Figure 1 is a side elevation partly in section.

Figure 2 is a vertical section generally central but slightly offset thru the axes of vertically alined rollers.

Figure 3 is a horizontal section thru the axis of one of the rollers.

In the specific form of the invention chosen as the illustrative embodiment of my invention, the frame is numbered 10 and may be integral with the pedestal legs 11 and 12, the latter, as is customary, being connected at their bottom edges by a pipe-enclosed tie bar 14 closing the bottom of the jaw and preventing spread of the legs.

The frame at its top has the usual spring centering boss 15 to seat one or more of the spring units which are collectively numbered 16 and rest at their bottom portions on the spring seat 17, supported upon the journal boxl9 by a pair of shoes 20, and a series of rollers 27 and 28 from which construction it will be seen that the truck springs 16 are vertically above the axle 21 between which and the journal box roof are positioned the usual bearing wedge 22 and the journal bearing 23.

The top surface of the journal box difiers from usual practice in that it is composed of downwardly and outwardly sloping faces which may slidingly engage the correspondingly tapered faces of the shoes, I much prefer however not to have direct engagement between the shoe and the top of the journal box and for this reason I transversely groove the journal box roof as at 25 and groove the lower tapered face of the shoe in the same manner as at 26 and between these I position. one or more rollers 27 which while they may be cylindrical, I prefer to have elliptical in cross section as the action is thereby consider- 5 ably improved,

Supposingfor a moment that the springs 16 rest directly upon the shoes 20, as they may withoutv departing. from my invention, the downward urge of the spring'as in the lurching of a car causes the transfer of pressure from a position on the line of .contact.between the roller 27 and the shoe to a point of contact between this roller and the surface 25 which is parallel to the surface of the top of the journal box and the line of pres- I sure above the roller is further from the center line of Figure 1 than is the line of pressure between the roller andthe box surface 25. This will not cause the roller to-slip but it'will cause the roller to roll in a clockwise direction,'not only causing the shoes to move away from each other but will permit gravity to lower the shoes slightly with respect to the journal box as the shoes move away from each other. As in my previous devices of this kind the introduction of positive friction go between the shoe and the pedestal face minimizes the rocking of the car and eliminates completely the highly objectionable accumulative roll, and vertical jiggling.

In addition to the rolling contact between the shoes 20 and the journal box 19, I prefer to have a'similar rocking contact between the spring seat 1'? and the upper sloping surfaces of the two innor ends of the shoes. The rollers 28 are identical with the rollers 27, like them being elliptical 190 in cross section and seating between parallelsloping surfaces 29 and 30 on the spring seat and the shoes respectively. The action of the rollers 28, however, is counterclockwise but the'effect is exactly the same, i., ,e., to cause the spring seat to 105 lower with respect to the shoes as well as with respect to the journal box. As wear takes place on the'vertical friction faces of the shoes the rollers will be carried with the shoes creeping outwardly toward the columns or pedestal legs on the spring seat and journal box surfaces and in this way will always be accurately positioned.

Each pedestal leg is recessed to form a shoulder 32 at the top and a similar but considerably larger shoulder 33 at the bottom between which, and in engagement with both, is positioned a liner 34 secured to the column as by the rivets 35 which merely serve to hold the liner in place, the actual resistance to movement under load being taken care of by the shoulders 32 and 33 as well as by the shape of the liner which thruout' the major. per--v tion of its length is U-shaped in horizontal cross section as seen in Figure 3. At the upper portion, however, the liner flanges are bent in the opposite direction as at 36 to serve to save edge wear of the flangeless portion 38 of the shoe, these reversely bent flanges 36 of the liner being positioned the spring confining portion of the frame.

The major portion of' each shoe .20 consists generally of a vertical liner engaging plate 39 having at either side, flanges 40 extending at right angles to the plate portion 39, such flanges clearing but slightly the side portions of the liner andcoacting with said side portions to limit lateral.

movement of the side frame which in this particular embodiment has vertical movement with respect to the axle 21. The horizontal portion 44. of the shoe is centrally disposed with respect to the vertical plate portion 39 and has at its free end the previously described wedge-shaped, horizontally disposed member upon which are provided the sloping faces 26 and 30.

The wedge portion and the horizontal or bracket portion 44 are joined above with the friction faceplate 39 by tapered reinforcing ribs 46, the spring seat 17 being of sufficiently small size to be positioned within the space defined by these four ribs. The somewhat similar ribs 47 below are necessarily smaller to provide clearance for the journal box. As previously noted the side flanges 40 are cut away as at 41 leaving an upwardly extending portion 38 substantially the full width of the opposed parallel faces of the two liners. Axial movement of the rollers 2'7 and 28 is prevented by means of lugs 48 and 49 on the journal box and by corresponding downturned lugs 50 on the spring seat 1'7.

What I claim is:

1. In a device for preventing accumulative rocking and/or bouncing of cars, a frame having a face, a journal box, aspring for supporting said 1 frame upon said box, a shoe between the frame and the box and frictionally'engaging said face,

and wedging means to urge the shoe against the face as the spring is compressed by movement of the frame toward the box.

2. In a device to prevent accumulative rocking and/or bouncing of railway cars, a truck frame, an axle supported member, a spring for supporting the frame on the member, a spring seat member, and a single dampening means engaging the seat member, the axle supported member and the frame.

3. In a device to prevent accumulative rocking and/or bouncing of railway cars, a truck frame, an axle supported member, a spring for supporting the frame-on the member, a spring seat, and dampening means engaging the seat, the axle supported member, and the frame, said dampening means comprising a shoe having oppositely tapered faces.

4. In a device to prevent accumulative rocking and/or bouncing of railway cars, a truck frame,-

an axle supported member, a spring for supporting the frame on the member, a spring seat, and dampening means engaging the seat, the axle supported member, and the frame, said dampening means comprising a pair of shoes each having a vertical face to engage the frame and having sloping faces cooperating with sloping faces on the seat and the member.

5. In a truck, a frame member, an axle supported spring, and wedging means between the axle and spring movable with respect to the memher for frictionally engaging the member upon application of vertical pressure to the spring.

6. In a truck, a side frame, an axle, springs for supporting the frame on the axle, a spring seat, means frictionally engaging the side frame, and anti-friction members between said means and the seat and between said means and the axle.

'7. Ina truck, a side frame pedestal leg, an axlesupported member, a shoe engaging said member and having frictional engagement with the pedestal leg, 9. spring seat engaging said shoe, a frame-supporting, vertically positioned spring on said seat, coacting wedging surfaces on said seat, member, and shoe for transforming vertical pressure on the spring to, horizontal pressure between the shoe and the pedestal leg.

8. In a device for limiting accumulative rolling,

or vertical jiggling of a railway vehicle, a frame member having substantially vertical parallel faces, a pair of shoes adapted to slide on said faces with frictional engagement, an axle-supported member, oppositely sloping faces on said shoes and said member, rockers between the shoes and said member engaging said sloping faces to trans-'- form vertical load on the frame member in part to a horizontal pressure between the shoes and the frame.

9. In combination, a,journal box, a truck spring vertically above said box, a frame resting on said spring and having parallel vertical faces, a shoe engaging each face, a bracket extending horizontally from each shoe and having oppositely tapered roller seats, rollers engaging said seats, roller seats on said box, and a member between two of said rollers and said spring.

10. In a device to prevent accumulative rocking, bouncing, jiggling, etc. of a railway car, a journal box, a spring seat above the box, a pedestal spring-supported upon said seat and having opposed friction surfaces on its column walls, a pair of shoes each engaging one of said surfaces and having engagement with the seat and the box whereby the shoes tend to move apart as the seat and the box approach each other.

11. The device of claim 10 in which each shoe has a wedge portion including converging sloping faces.

12. The device of claim 10 in which each shoe has roller engagement with the seat and with the box.

13. In combination, a spring seat, a journal box roof, a pair of shoes between the seat and roof each having a vertical friction plate extending above the seat and-below the roof, sloping surfaces on the roof converging upwardly toward the center, sloping surfaces on the seat converging downwardly toward the center, and rollers, elliptical in transverse cross section, directly engaging the shoes and rolling on said'surfaces.

14. In a device to prevent accumulative rocking and/or bouncing of railway cars, av truck frame, an axle supported member, a spring seat member, and a. plurality of dampening means each engaging both members and also the frame, said damptional engagement whereby snubbing occurs in proportion to the relative movement of the frame and the journal box members.

16. I'he device of claim 15 in which the movement between the shoes and the frictionally engaged member is relatively great and the movement between the shoes and the other member is relatively small, and rocker means positioned between said other member and said spring actuated means.

ERNEST G. GOODWIN.

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