US1964184A - Car truck - Google Patents

Description

June 26, 1934. J SHAFER 1,964,184

CAR TRUCK Filed Dec. 20, 1928 3 Sheets-Sheet 1 gwwewco-z Jmes .21 Skafer @251 M Mom;

June 26, 1934. SHAFER 1,964,184

CAR TRUCK Filed Dec. 20. 1928 5 Sheets-Sheet 2 Qvwewtoz Jbmes 29. 93%;; his flue mu;

June 26, 1934. J. A. SHAFER 1,964,184

CAR TRUCK Filed Dec. 20. 1928 3 Sheets-Sheet 5 I I I ium/ |19 73 I/7 m avweuto'c James flslmfer 35 My Shrew;

ceywuqw Patented June 26, 1934 UNITED STATES PATENT OFFICE CAR TRUCK Application December 20, 1928, Serial No. 327,224

Claims.

This invention relates to car trucks and has for one of its objects the provision of increased spring capacity with the least number of standard A. R. A. (American Railway Association) 5 spring units, particularly in connection with side frames and bolsters of the standard A. R. A. type. Heretofore it has been the practice to increase the spring capacity either by adding more spring units, or by using a special design of spring. Through my invention greater spring capacity may be obtained without either an increase in the number of springs or the employment of special spring designs. Another object of the invention is the provision of greater spring capacity without increase in spring weight. My invention also provides increased spring bearing area, maintaining at the same time substantially the normal height of the bolster above the rails, and furtherincludes provisions for relieving the springs from oversolid blows. In addition, my invention comprises improved spring seating means, as well as various features which I shall hereinafter describe and claim. I

In the accompanying drawings:

Fig. 1 is a fragmentary end elevation of a standard truck embodying the invention, with the outer springs and seats thereof in section.

Fig. 2 is a vertical section onthe line IIII of Fig. 3.

Fig. 3 is a horizontal section on the line III-III of Fig. 1.

Fig. 4 is a detail section on the line IV-IV of Fig. 3 with the frame of the truck in elevation.

I have illustrated my invention in conjunction with A. R. A. standard side frames and bolsters in connection with which standard A. R. A. springs of the type known as classes B, C, D, H have heretofore been employed; and as will be hereinafter specifically described, I have provided means whereby, without any changes either in dimensions or otherwise in said side frames and bolsters, said parts may be adapted to receive standard spring units of greater capacity than those of class H. (The spring units employed in the class B, C and D spring assemblies are of identical design and dimensions as those employed in the class H assembly and for the sake of convenience will be hereinafter referred to simply as class H spring units.) More particularly, I have devised means whereby, for example, springs of the standard class E, F or G type may be employed in connection with such side frames and bolsters 'in place of class H springs; thereby providing increased spring capacity with fewer units. As an example, it may be noted that four spring units of the standard class E type provide a spring capacity decidedly greater than five class H spring units (the total capacity of the inside and outside coils of a unit of class E type being some 22,530 pounds as compared with some 16,000 pounds total capacity of the inner and outer coils of a class H spring unit) while four spring units of class G provide still greater capacity (the total capacity of inner and outer coils of a class G unit amounting to some 30,360 pounds). Prior to my invention it has not been feasible to employ the greater capacity class E, F or G springs with the standard A. R. A. side frames and bolsters, of quite limited spring-bearing area, designed for use with springs of the class H type. Through my invention greater capacity springs such as those of class E, F or G (which heretofore have not been employed between the bolsters and side frames of car trucks) may be interposed between the standard A. R. A. side frames and bolsters referred to and the full capacity of said springs utilized to support said bolsters. It may incidentally be noted that class G springs particularly have been extensively used, both singly and in various combinations, in railway draft appliances, and are universally recognized as draft springs.

In the drawings there is indicated at A one of the side frames of a car truck, said frame being of standard A. R. A. construction. While of course the truck comprises a pair of side frames, a showing of one thereof is sufficient for an understanding of my invention. A truck bolster of standard A. R. A. construction is designated l3, this bolster extending from one of the car truck side frames to the other. In'carrying out my invention I have shown at 3 a spring seat mounted upon the lower portion 4 of the side frame. This spring seat 3 is shown riveted'at one end of a spring plank C, a similar spring seat (not shown) being connected to the other end of said plank, and being mounted on the opposite side frame of the truck. The plank C is of standard A. R. A. construction except that it is shortened and its ends are secured to said spring seats. For retaining spring seat 3 on the side frame I have shown said seat provided on its under surface with recesses 5 adapted to fit over the bosses 6 which are standard construction on the shelf portions 4 of the side frame. On its upper side the spring seat 3 is shown provided with four bosses 7 which serve to center the spring units, and with a marginal flange 8 which assists in maintaining the springs on the seat. Through the seat 3 I provide on the standard side frame A sufficient bearing area for the accomplished by springs 9 (or class E or class G, for example) of greater capacity than those employed heretofore on said frame. Four spring Lmits 9 are shown, such units, if of a type such as class E or class G, providing greater capacity than that afforded by a larger number of class H units. In order that the full capacity of the springs 9 may be availed of in supporting the bolster B, I have shown at 10 a spring cap which rests upon the upper ends of the spring units 9, and which may be provided with centering bosses 11 for said units. The bolster B rests upon said spring cap 10. It will thus be seen that through the spring seat 3 and spring cap 10 I provide a substantially increased spring bearing area and that I am thereby enabled to utilize the full force and effect of greater capacity standard spring units, such as those of the class E or class G type, in conjunction with standard A. R. A. side frames and bolsters designed for use with class II units; and that such moreover is accomplished without any changes, either as to dimensions or otherwise, in said side frames and bolsters.

It may be further noted that by utilizing springs of the class E or class G type, there is provided greater spring capacity per pound of spring weight; a given weight of class G or class E springs providing considerably greater spring capacity than the same weight of class I-I springs.

In addition to enabling standard springs of greater capacity to be employed as aforesaid, provision may be made for maintaining the height of the bolster and center plate at substantially the normal distance above the rails. This may be utilizing greater-capacity springs of somewhat less than normal height (the class E, F andG spring units are shorter than the class H unit) and by the elimination of the usual spring plates, which, it will be noted,

are omitted from the construction shown. Also,

the cutting off of the ends of the spring plank C helps to maintain the bolster or center-plate height referred to.

The top of the spring cap 10 may be beveled as indicated at 12, both at the inside and outside, so as to facilitate applying it in ,the proper relation to the bolster. Since the cap is symmetrical with respect to the centerline of Fig. 2, it can be applied in reversed position, i. e., a position at an angle of 180 to that shown. Said cap has been shown cored out on its upper surface at 13 to reduce weight.

The marginal flange 8 of the spring seat 3 is of particular utility in centering the springs where one or more of the inner coils are omitted (as where the desired capacity is attained without one or more of said inner coils) and where consequently the corresponding bosses '7 do not function, owing to the clearance between them and the associated outside coils. To strengthen the connection between the spring seat 3 and the spring plank C the flange 8 may be extended as indicated at 14. The seat 3 may be in the form of a rugged casting, and together with the marginal reinforcing flange 8, serves to materially strengthen the spring receiving portion 4 of the side frame. A drainage hole 15 is shown at the center of the seat 3, said hole coinciding with a drain hole 16 in the side frame.

To dismantle the truck, the bolster is first raised and the spring cap 10 removed. The springs 9 are then lifted to clear the flange 8 of the spring seat 3 and are removed. The spring plank is now raised to lift the seat 3 so that it clears the side frame bosses 6, said plank and seat being then removed; and finally the bolster B is removed.

If desired, means may be provided for protecting the springs 9 from being driven solid. For this purpose I have shown the seat 3 provided with a central rib 17 extending from one side to the other of said seat between opposite portions of the marginal flange 8. Resting on top of said rib there is shown a solid block 18 which extends between the inner and outer sets of springs 9 for substantially the width of the bolster opening or window A in the side frame. The spring cap 10 may be provided with a central rib 19 extending parallel to the block 18; the distance between the top of the block 18 and the rib 19 being such that they will come into contact just before the springs would be driven solid, thus saving the springs from receiving oversolid loads. A recess 20 may be provided in the rib 1'7 adjacent the drainage hole 15 so as to avoid interference with the function of the latter.

It will of course be understood that I contemplate providing in conjunction with the side frame (not shown) on the opposite side of the truck a spring seating arrangement such as that above described, so that increased capacity springs may be employed in connection with both side frames. The relationship between the various elements of my invention being the same in both side frames, the illustration of the invention in connection withone side frame is ample for an understanding thereof.

I recognize that various modifications of the structure disclosed may be made. For example, instead of shortening a standard A. R. A. spring plank and securing its ends to spring seats 3, a spring plank having its ends pressed in substantially the form of the spring seats 3 may be employed.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any mechanical equivalents of the features shown and described, vor portions thereof, but recognize that various structuralmodifications are possible within the scope of the invention claimed.

What Iclaim is:

1. In a car truck, the combination of a side frame, a bolster, ,a plurality of spring units between said bolster and said side frame, and a cap for said springs forming a bearing for said bolster, the top of said cap having beveled portions on opposite sides thereof to facilitate the proper positioni-ng of said cap.

2. In a car truck, the combination of a side frame, a bolster, a plurality of spring units between said bolster and said side frame, a member mounted on said side frame and forming a seat for the lower ends of said springs, a cap receiving the upper ends of said springs and forming a bearing for said bolster, and means comprising a portion of said-member cooperating at times with said cap for receiving oversolid blows from the bolster to thereby protect the springs from said blows.

3. In a car truck, a side frame, a bolster, a plurality of spring units interposed between said bolster and said side frame, a member supported by said side frame and forming a seat for the lowerends of said springs, a cap mounted on the upper ends of said springs and forming a bearing for said bolster, a rib on said member, and a block mounted on said rib and adapted to cooperate with said cap to relieve the springs of oversolid o s.

5. In a car truck, a side frame, a bolster, a member mounted on said frame for increasing the spring bearing area thereof, an element cooperating with said bolster to increase the spring bearing area thereof, springs interposed between said member and said element, and means interposed between said member and said element for relieving said springs of oversolid blows.

JAMES A. SHAFER.

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