US2079985A - Rebound reducing means for cartruck springs - Google Patents

Description

C. R. BUSCH REBOUND REDUCING MEANS FOR CAR-TRUCK SPRINGS ay u, 1937.

Filed Nov. 22, 1933 3 Sheets-Sheet 1 ,Y mm Y Na I A A l A w; MY E M u, 1937. C. R. BUSCH 2,079,985

REBOUND REDUCING MEANS FOR CAR-TRUCK SPRINGS Filed NOV. 22. 1933 3 SheetS-Sheet'l 2 l/ ATTORNEY May 11, 1937- c. R. BUSCH REBOUND REDUCING MEANS FOR CAR-TRUCK SPRINGS Filed Nov. 22, 1933 3 Shees-Sheefl 3 .nu hul.

INVENTOR [HA/nfs 50.56A/

ATTORNEY where and if that is used. In most cases the members of the car truck are not altered and the standard corings, holes, seats, etc. may be employed, so that if desired little if any change need be made in the truck members. While a helically coiled spring is preferred a leaf-spring can be used with the rebound reducer.

As the action of the supporting springs of the car is downward it is necessary to compress the rebound reducing or absorbing spring to a point where its capacity will be suflicient to break up the cycle of rebound which occurs with the usual railway car springs. The point at which the rebound reduction will satisfactorily occur will vary with the capacity of the car springs, but a definite ratio, travel, and free and solid heights of both types of springs should be maintained, and once the cycle of rebound is broken in the railway car springs, the harmonic action of such springs cannot develop.

By locating the rebound reducing means in accordance with the present invention, this not only makes the application thereof a simple one, but affords direct action on the railway car springs. In addition to the absorbing capacity of the rebound reducing means, the location permits added effectiveness because of the leverage created, for as the railway car body is carried on a center plate with two side bearings on each side thereof with a large clearance, it will be understood that when the car enters upon an unlevel track or low joints, the car body will tilt to the low side bearing due to its high center of gravity and the load line will accordingly shift from the center line outward to a point even as far as the side bearing, which action creates a lever arm movement on the opposite rebound reducing spring, thus increasing its capacity in proportion to the low elevation which is encountered.

The preceding pointing out some of the important objects of the present invention, the same consists of certain features of construction and combinations of parts to be hereinafter described and claimed and explained in connection with the accompanying drawings illustrating preferred and modified features of the present invention, and in which Fig. 1 is a sectional elevation transversely of a railway car truck showing a preferred embodiment of the invention, and wherein the truck bolster is shown in a tilted position such as may occur when a spring nest at one side of the car truck may be compressed and the spring nest at the other side unloaded;

Fig. 2 is an enlarged detail section on the line 2 2, Fig. l, in the direction of the arrows;

Fig. 3 is a broken side elevation as viewed from one side of the car truck partly represented in Fig. 1, the view being partly in section;

Fig. 4 is a broken sectional elevation of parts Aof a car truck showing a modifedvaddition to what is shown in Figs. l, 2 and 3;

Fig. 5 is an enlarged transverse section on the line 5 5, Fig. 4, in the direction of the arrows, wherein the truck bolster is omitted;

Fig. 6 shows another modication partly in section and in elevation transversely of a car truck, this modification disclosing an elliptic spring in substitution for the helical rebound reducing spring of the preceding gures;

Fig. 7 is a side elevation of the parts shown in Fig. 6;

Fig. 8 is a modification showing parts in elevatruck bolster, the spring nest, the spring plank tion and in section transversely of a car truck, the rebound reducing spring being anchored to the car truck bolster instead of to the compression or tension members of the side frame as in the preceding views.

1n the drawings, only parts of the usual members of a railway car truck is shown,l for to fully understand the invention it is unnecessary or those skilled in the art to have the other members of the car truck illustrated. Referring to Figs. l, 2 and 3 the illustrated well known members of a freight car truck body are the side frames i5, i6, truck bolster il, and spring plank la, the side frames ld, i6 having large openings i@ for receiving and guiding the ends of the truck bolster, and the truck bolster having a center plate 20 on which the bolster of the body of the car rests and is supported in well known manner. Spring nests or clusters of springs 2 l 22 may each comprise four springs 23 made of large gauge spring bar metal, within which are arranged four smaller springs 24 made of spring bar metal of smaller gauge, such spring nests or clusters being 'conned between end plates 25, 26. Such spring nests or clusters are well known in the art. These spring nests may be applied and inserted between the ends of the bolster il and the spring plank lil upon which they rest, in the usual manner. These members are preferably of the usual types of construction, and it is unnecessary to make any substantial changes in them, and preferably no changes, in order to carry out the invention to be described, although it may be possible to omit the spring plank.

In the usual manner each side frame l5, i6

preferably includes the compression member 2l and the tension member 28 which extend along the upper and lower portions, respectively, of each side frame. The improvements to be described herein are best located between the coincident vertical side planes of ea'ch side frame and are anchored to tension member 28, although in other forms of the invention the anchorage may be otherwise obtained. A bolt or rod 29 which is preferably positioned substantially coincident with the vertical axis of each spring nest 2l or 22 extends through a hole 30 in the upper web of the tension member 28, through a hole 3l in the bottom of the bolster and a hole 32 in the top of the bolster, which is usually hollow, and as there are two such bolts orrods 29, one at each end of the truck bolster, a description of the concomitantly associated parts of one of them will suice for the other.

Each bolt or rod 29 passes through a helically coiled spring, one spring 33 at one end of the bolster having a counterpart spring 34 at the other end. The bars of these helical springs 33, 34 are preferably of large gauge, say an inch or somewhat less in diameter. Each helical spring 33, 34 is here shown as being seated at its lower end upon the corresponding end portion of the bottom of the bolster, so that it is located within the hollow of the bolster. These helical springs 33, 34 will be referred to herein as rebound reducing or absorbing springs, inasmuch as the construction and arrangement of the parts is such that they act to check the rebound which is due to the unloading action of the spring nests 2l, 22.

in order to anchor each bar or rod 29 in place, that is to provide an abutment or fixation point for each rod 29, a nut 35 is screwed onto the screw threaded lower end of the rod which screw threaded end extends into the hollow portion of the tension member 28, while the nut 35 is positioned in such hollow. Each nut 35 is provided with extensions forming wings 36, so that a locking or anchoring member is provided which is oi elongated shape, as shown clearly in Figs. 2 and 3. The locking element is inserted into the hollow of the tension member 28 and the bolt or rod 29 is screwed thereinto, it passing at this point through the hole 30. The elongation of the locking element 35, 36 prevents substantial turning thereof when screwing the bolt thereinto inasmuch as the length of the element is greater than the width of the hollow of the tension member in which it is located. The bolt or rod iii is provided with a head 31 shaped to receive a suitable wrench and such head preferably extends above the bolster for the convenlent application oi the wrench. A spring centering cap and seat 38 is positioned under the head of each bolt 2u and provides a suitable abutment centering and seating for the upper end of each rebound reducing spring 33, :34. A boss 39 is preferably iorrned on the nut 35 ci vthe locking element so as to enter the hole 30 in the upper wall oi the tension member of the side frame, thereby to center the bolt or rod 29. Clearance is provided between the boss 39 and the. wall of the hole til and clearance is also provided between the bolt or rod 29 and the wall oi the hole di in the bolster, inasmuch as under certain conditions it may be necessary ior the bolt to have a slight lateral movement when the car truclr is in motion.

When the bolts or rods id have been screwed' into the loclring elements at their lower ends they are screwed in sufficiently or adjusted inwardly or outwardly to such position as to set the rebound reducing springs 33, dd under preferablyr one inch oi initial compression, so that while such springs are under compression their coils are yet open or separated and not jammed together. When the described improvements are properly installed in a car truck, the coils oi the rebound reducing springs will be open between the coils and there will be allowed the proper or ordinary clearances between the truck bolster and the tension members of the side frames and between the well known side bearings at opposite sides or the car truck, the condition thus established being that for a light car, that is one with the car body unloaded, which will assure a position or" the bolster normal to the truck. When a car body having a truck provided with the present improvements is unloaded, the rebound reducing springs will therefore have been initially set under compression, so that each such spring may either expand or contract under the conditions established by the action oi the spring nest, and the rebound reducing springs will act in direct opposition thereto, with the result that even with a light car the teetering thereof is absorbed, reduced or checked, inasmuch'as there is a rebound reducing spring at each end of the bolster, the two working together. By referring to liig. l it will be seen that the bolster i1 has been tilted, and this may be due to various forces established by the car running along a track, particularly when a car truck at the rear end of a car body enters a curve, or when there may be warpage of the track either on curves or tangents, and such a tilt of the bolster may be otherwise established by the car body changing its center of gravity. It will be seen that when one end of the truck bolster tilts downwardly, the compression of the spring nest 2l will result,

but that on the unloading of such spring nest which causes the rebound, the opposing rebound reducing spring 33 will tend to check or absorb the same. At the same time that one end of the bolster l1 moves downwardly, the other end thereof will move upwardly, as shown in Fig. 1, with the result that the spring nest 32 at that end will expand, while the opposing rebound reducing spring 34 will be contracted and when it expands it will greatly assist the spring nest 2l at the other end of the bolster in returning the same to a position normal to the truck.

In other words, inasmuch as a light car has a high center oi gravity, the unloading of the spring nests such as 2|, 22 causes the car body to roll and when it begins to roll the unloading oi the springs 2l, 22 would tend to create a harmonic ation thereof, which unless dissipated as by the present improvements, great damage to the ladings, iia car will be loaded, is caused, and in some cases derailments are caused. It will be understood that ii a car having a car truck provided with the present improvements is loaded moreor less, that the spring nest will be slightly compressed and the rebound reducing springs slightly expanded beyond the normal open position of the coils of springs 33, 3d. Each'. rebound reducing spring will have a more or less deilnite ratio to the car truck springs, so that whether a car is loaded or unloaded, such springs may compress downwardly, while the rebound reducing springs 33, t4 retard the rebound by breaking it up to the capacity of the rebound reducing springs. lt will be noted that the ultimate travel oi the rebound reducing springs is greater than the ultimate travel of the car truclr springs 2i, 2r to prevent breakage of the springs.

In Figs. ll and 5 oi the drawings there is illustrated a modification oi the invention as shown in Figs. l, 2 and 3, such modification residing in means for establishing friction, with a tendency to cause the rebound reducing` springs to somewhat ballr against any tendency to compress them by the unloading of the spring nests at either end oi the bolster. In Figs. 4 and 5 and the remaining iigures of the drawings the same reference numerals will ordinarily be used for the principal members of a car truck as have been used in connection with Figs. l, 2 and 3.

The side frame l5 may as before include the customary compression member 2l and tension member 2d and bolster Il which is supported by the springs 23, 24 of the spring nest which receives its support from the tension member 2B,

although resting on the spring plank iii. As betore the headed bolt or rod 29 extends approximately midway oi the thickness of the side frame so as to extend upwardly approximately coincident with the central vertical axis of the spring nest, its upper end protruding through the opening 32 in the top of the bolster. The upper end of the rebound reducing spring 33 is seated against the cap or flange 43 which is conned under the head of the bolt 29, and integrally with the same there is provided a spreader member 4l forming a male member which is confined within the upper coils of the spring 33. The male member 4l is adapted to act upon a 'sectional expansion or female member, including in each section a Vertical portion 42 provided at its lower end with a base flange 43 which rests upon the bottom of the bolster I1. These sections of the female member are preferably four in number so as to provide a split sleeve which is located within the lower coils of the spring 33 so as to surround 75 CFI the bolt or rod 29 and to receive the lower end of the male member 4i. The male member or spreader is formed with a conical or tapering lower end 44 which engages complementarly tapered upper ends 45 of the vertical portions 42 of the female member.

Inasmuch as the helical coils of the spring 33 are separated or spaced apart when the bolster is in a position normal to the truck and the entire assembly is anchored by the bolt or rod 29 to the tension member 28 of the side-frame, it will be seen that if the corresponding end of the bolster should move above such normal position, the spring 33 will be compressed. When pressure is exerted on the assembly the friction device 4|, 42 is contracted, inasmuch as the tapered end of the spreader 4i drives into the sections of the female member, which'causes the latter to tend to expand the coils. of the spring 33, thereby creating a considerable friction force on the respective frictionally engaged surfaces. This action plus the load necessary to compress the spring 33 creates tremendous shock absorbing qualities. Therefore, this modiiication in Figs. 4 and 5 provides a friction rebound absorbing or checking means against extraordinary upwardly directed loading forces. As the spring 33 is seated upon the flanges 49 and 43 it causes the friction units to release from each other by the expansion of such spring when the load is released.

Inasmuch as in the modification illustrated in Figs. 6 and 7 some of the parts are the same as in Figs. 1 to 5 inclusive, the same reference numerals are used for corresponding parts. The side frame includes the usual compression member 21 and tension member 28, together with bolster I1, spring nest I8, bolt or rod 29 having the wrench head 31, and the nut 35, whereby the bolt 29 and hence the abutment member 31 are anchored in a xed position relatively to the tension member 28. The only structural difference between what is disclosed in Fig. l and in Figs. 6 and 7 is that in the latter the rebound reducing spring which opposes the supporting springs for the bolster is of the semi-elliptic type of laminated spring leaves. In this modification the longer semi-elliptic leaf 19 rests at its ends upon the bottom of the bolster, while `the shorter leaf abuts the head 31 of the bolt or rod 29. The laminated elliptic spring has the bolt or rod 31 passed through the middle thereof and it also is to be set under initial compression, so

that the bolster i1 may compress the elliptic spring 19, 80 when it is, shifted above its position normal to the truck and will be acted upon by such elliptic spring on the rebound of the spring nest supporting it. Preferably the elliptic spring extends longitudinally with the bolster in this modification, inasmuch as it is located in the hollow of the bolster. On account of the required length of the semi-elliptic spring 19, 80 its ends will extend somewhat beyond the opposite sides of the side frame.

In Fig. 8 a further modification is illustrated wherein a rebound reducing spring is positioned at the tension member of the side frame. The compression member 93 and tension member 94 are the same as previously, except that it may be necessary to specially form the tension member or to cut a hole in the bottom thereof. Bolster 95 and spring nest 96 may be of the usual type and construction. A bolt or rod 91 is provided with a head 98 at its upper end, such head resting upon a washer 99 upon the bottom of the bolster and below the usual aperture MD in the top thereof. Through this aperture the bolt 91 may be inserted so that it will extend through an opening drilled in the bottom of the bolster in a position substantially coincident with the central vertical axis of the spring nest 96.

The tension member '94 usually has the hole 09H, and through this hole the bolt or rod 91 extends downwardly. Surrounding the rod 91 there is located within the tension member 99 a rebound reducing spring H62 of helical type, while a nut it@ is screwed upon the screw threaded lower end H94 of the rod, so that the spring M2 is conned between such nut and the upper web of the tension member 94. In order to locate spring E02 within the tension member of the side frame, its lower portion is provided with a hole or channel it.

It will be noted that in the modification, Fig. 8, the anchorage of the rod 91 is established at the bolster, so that the nut 103 provides an abutment for the spring H32 which always moves with .the bolster, that is it is immovable relatively to the bolster when the rebound reducing means are in action.

It is to be distinctly understood that the invention included in the described and illustrated improvements does. not necessarily mean that any change is required in the arrangement or construction of the spring nests which are now or may be employed for supporting a car truck bolster.

The salient principle of the present invention resides in the following: As the weight of an empty car body or the normal load imposed by it on the truck bolster compresses the supporting springs to a certain extent, such compression is somewhat assisted by the rebound reducing spring of the present invention. Inasmuch as the rebound reducing spring is initially compressed, for say one inch, or more or less depending upon the spring itself, especially if the same is of the helical type, the coils thereof are not jammed up to each other and any additional load on the truck bolster will further compress the supporting springs but the rebound reducing spring will expand by its own action, while on the other hand, and most important, any movement of the bolster upwardly from its position normal to the truck, as where its car is unloaded and contains no ladings, will be resisted all the greater by the rebound reducing spring the further the bolster moves up, and` this is true whether or not the car is loaded. This action is especially valuable in connection with a bolster which tilts endwise relative to its position normal with the truck.

Whether or not a spring plank is omitted from the usual car truck equipment, it is obvious that the described and illustrated improvements are susceptible to more or less modication as will be clear to those skilled in this art, and the invention is not restricted except as defined in the appended claims.

What I claim as new is,

1. In a car truck, the combination of a side frame, a relatively movable bolster, supporting springs on the side frame for the bolster, a bolt abutting the side frame, and a member coacting with a hole in the side frame and holding-the bolt in such abutting relation, the bolt extending up into and terminating in the hollow interior of the bolster, a xed abutment on the bolt, and a rebound reducing spring located between the abutment and bolster and bearing on both in opposition to the supporting springs, such reducing spring free to expand or contract at all times whether the bolster is shifted either above or below its position normal to the truck.

2. In a car truck, the combination of a side trame, a relatively movable bolster, supporting springs on the side frame for the bolster, a bolt abutting the side frame, and a member coacting with a hole in the side frame and holding the bolt in such abutting relation, the bolt extending up into the bolster, the bolster having a hole of relatively much larger diameter than the bolt to permit such extension and to space the bolt from the bolster, a fixed abutment on the bolt, and a rebound reducing spring located between the abutment and bolster and bearing on both in opposition to the supporting springs, such reducing spring free to expand or contract at all times Whether the bolster is shifted either above or below its position normal to the truck.

3. In a car truck, the combination of a side trame, a relatively movable bolster, supporting springs on the side frame for the bolster, a bolt resisted against upward movement by the tension member of the side frame at a point approximately midway of the opposite lateral surfaces of the thickness of such member, the bolt extending up into the bolster, a xed abutment on the bolt, and a rebound reducing spring located between the abutment and bolster and bearing on both in opposition to the supporting springs.

4. In a car truck, the combination of a side frame, a relatively movable bolster, supporting springs on the side frame for the bolster, a bolt held in abutting relation with the Side frame, means for so holding the bolt directly between the compression and tension members of the side frame at approximately the middle plane between the opposite sides of such members, the bolt extending up into the bolster, a fixed abutment on the bolt, and a rebound reducing spring located between the abutment and bolster and bearing on both in opposition to the supporting springs.

5. In a car truck, the combination of a side frame and a relatively movable bolster constituting two members of a car truck, supporting springs on the side frame for the' bolster, an abutment on one of such members and immovable relatively thereto, a rebound reducing spring located between the abutment and the other member and bearing on both of them in opposition to the supporting springs, and being free to expand or contract, and cooperating, individually rigid, elements associated with the rebound reducing spring tending to limit the degree of compression thereof.

6. In a car truck, the combination of a side frame and a relatively movable bolster constituting two members of a car truck, supporting springs on the side frame for the bolster, an

abutment on one of such members and immovable relatively thereto, a rebound reducing spring located between the abutment and the other member and bearing on both of them in opposition to the supporting springs, and being free to expand or contract, and means associated with the rebound reducing spring tending to limit the degree of compression thereof, such means including friction members, one of which is expansible, and the rebound reducing spring being helical and acted on by the expansion member.

7. In a car truck, the combination of a side frame and a relatively movable bolster constituting two members of a car truck, supporting springs on the side frame for the bolster, an abutment on one of such members and immovable relatively thereto, a rebound reducing spring located between the abutment and the other member and bearing on both of them in opposition to the supporting springs, and being free to expand or contract, at all times with respect to the position of the bolster normal to the truck inasmuch as the reducing spring is set under an initial compression, together with means surrounded by that spring tending to limit the degree of its compression when under load.

8. In a car truck, the combination of a truck side frame, a relatively movable truck bolster, supporting springs for the bolster supported by the tension member of the side frame, a bolt or rod anchored to the bolster and depending therefrom within the supporting springs, an abutment on the lower end of the bolt, and a rebound reducing spring bearing on the tension member oi the side frame and the abutment in opposition to the supporting springs, such reducing spring free to expand or contract at all times with respect to the position of the bolster normal to the truck and with respect to the tension member.

9. In a car truck, the combination of a side frame and a relatively movable bolster constituting two members of the car truck, a supporting spring-nest on the side frame for the bolster, a body in the nature of a bolt held in a denite position on one of such members against relative movement to such member in one direction, and said bolt located on a line substantially coincident with the central vertical axis of thc spring nest, the other member having a hole with a diameter which is so much greater than that of the bolt-like body as to permit the free passage of and a lateral movement of the bolt, and said bolt provided with an abutment, and a rebound reducing spring located entirely beyond the horizontal planes of the spring nest and between the abutment and said other member and bearing on them in opposition to the supporting springs, and free from action on the lower plate of the spring nest, such reducing spring free to expand or contract at all times whether the bolster is shifted either above or below its position normal to the truck.

10. In a car truck, the combination of truck side frames, a bolster between the frames and tiltable relatively thereto, springs resting on the side frames for tiltably supporting the bolster from both ends, adjustable abutments, means supporting the abutments immovably with respect to the bolster in a predeterminq-ed adjusted position, each abutment located on a line substantially coincident with the central vertical axis of the supporting springs corresponding therewith, and rebound reducing springs located entirely beyond the horizontal planes of the supporting springs and bearing upon the side frames and the abutments with a tendency to move the bolster in a direction opposite to the direction in which the supporting springs act, each such reducing spring being free from action on the extreme lower .ends of the supporting springs and free to expand or contract at all times whether the bolster is tilted on the sup-- porting springs either above or below its position normal to the truck.

CHARLES R.. BUSCH.

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