US2110004A

US2110004A - Railway car truck

Info

Publication number: US2110004A
Application number: US51836A
Authority: US
Inventors: Edward P O'connor
Original assignee: Individual
Current assignee: Individual
Priority date: 1935-11-27
Filing date: 1935-11-27
Publication date: 1938-03-01
Anticipated expiration: 1955-03-01

Description

March l, 1938.

E.v P. o'cQNNoR RAILWAY 'CAR TRUCK Filed NOV. 27k. 1935A N VEN TOR Edward R O Cormor` A TTOPNEY Patented Mar. l, 19.38

UNl'l'ED n lSTATES PATENTI 4OFFICE'.

y RAILWAY CAR TRUCK Edward 1 OConnor, Pittsburg, Kans. Application lNovember 27, 1935, -Serial No. 51,836

7 Claims.-

My invention relates to railway car trucks and more particularly to a truck provided with a novel means of resiliently supporting the load to be lcarried thereby.

In the railway car trucks ofthe known art the bolsters are mounted upon a nest of s rings, usu- 'e wheel and track conditions.

ally a group of four at each spring plank, or alternatively upon elliptical springs.v 'I'hese springs arelcom'pressed under load and shock and recoil with approximatelya force equal 'and opposite to that 'which caused them to be compressed. This recoil results in periodic oscillationsand vibra@ tions which depend upon the speed, the load, the y These oscillations will pass through many cycles before the lcar returns,- to its normal riding plane. Excessive shocks due' to spring recoil are transmitted to the car body and have been known to cause damage to the load.' to the cars and to the track. Then, too, the oscillations resulting from excessive spring recoil cause rocking and bouncing which.

' tend tov permit the wheels to leave the rails, thus presenting a danger of derailment.

cultiesabove mentioned are not eliminated by" The diilincreasing the spring capacity. VNumerous attemptshave been made to counteract this known condition by the use of snubbers, shock absorbers and damping springs which are intended to break up the undesirable harmonic motions. One object of my invention is to lprovide a spring construction in which periodicV oscillations and vibrations are dampened.-

Another object of my invention is to provide a spring assembly which will give easy riding without the use of an excessive spring capacity.

Further and other objects of my invention will appear from the following description.

- In the accompanying drawing which forms a part of the instant specification, which is to be read in conjunction therewith and in which like parts are indicated by likel reference numerals in the various views.

Figure 1 is aside elevation of a railway car truck equipped with one embodiment of my in- 45 k vention.

50 Figure 4 is a sectional elevation, on an lenlarged scale, of a spring assembly used in the ment shown in Figures 1 and 2. i

In general, my-invention contemplates the use embodiof a pair oi cams forced outwardly by springs 56 whose ax'es are at right angles to the thrust whereby the friction to movement of the cam surfaces will act as a damping force. a

More particularly, referring now to the draw- "f -ing,thewheels I support the customary axles2 on upon which are`mounted the customaryspring spring assemblies of my invention which support the usual truck bolster 4 which in turn supports the railway car body. y The spring assembly comprises a lower member 5 and a like upper member 6. The member 5 is provided, with a pair of longitudinally extending, inclined surfacesl and 8, and the upper member 6 isprovided with a. pair of longitudinally extending, inclined surfaces 9 and I0, as may be readily seen by reference to Figure 4. A cam member II is provided with cam surfaces I2 and I3 adapted to co-actrwith surfaces 9 and 1, and is positioned extending longitudinally between

members

5 and 6, as can readily be seen by reference to Figure 4. `A similar cam member I4 is provided with cam surfaces I5 'and I6 adapted to co-act with surfaces B and I0, respectively, and is positioned similar to cam member II. 'I'he cam members II and I4 are urged outwardly by `a pair of springs I8. The springsare positioned about a pair of bolts .I9 which pass through the cams II'and I3. The bolts I9 are lower members 5 are supported by the spring planks 3,' as can readily be seen by reference to Figures 1 and 2. A channel member 24 provided with upstanding anges and 26 is carried by the spring planks 3. The upstanding flanges prevent movement of the members 5. It is to be understood, of course, that any suitable securing means may be employed for securing the lower members 5 to the spring planks. The upper members Sdirectly support thetruck bolster 4 as can readily be seen by reference to Figures 1 and 2. Since the load is carried by th'e bolsters, any thrusts occasioned by the load will be directly transmitted to the upper members 6. It will be observed that the action will be to compress

members

5 and 6, that is, to exert a force tending to move member 6 toward member 5. When this occurs,'the inclined surfaces 9 and I0 of member 6 and the inclined surfaces I and 8 of'member and I I have i3() In operation, the assemblyis such that the- 5 will tend to-force cams II and I4 inwardly to\\` ward each other, thus compressing springs I8. It will be observed that there will be a movement of surface '9 with respect to surface I2, a move'- ment of surface 9 with respect to surface I3, a movement of surface I3 with respect to surface 'I, and a. movement of surface I6 with respect to surface The friction occasioned by thisl movement will act as ajsnubbing or damping means, preventing harmonic motions. If the shock is great or the load is sufficiently great, the inward movement of cam members I I and I4 will be such that springs 22 will come .into play, providing for greater spring capacity. If the load is heavy, the movement will be suiliclent so that the benefit of both springs I8 and 22 is obtained. A similar action takes place upon recoil, the force stored in the springs pushing cams I I and I4 and camming

members

5 and 6 apart.

sWith the railway truck of my invention the vertical variation is reduced by one half due to the fact that one half of the "movement is converted to a direction along a horizontal axis. It will be observed that this gives my spring'arrangement another desirable characteristic! along the standpoint of maintenance. The action of friction in the truck assemblyn` of my invention acts as a snubber for applied shocks as well as the shocks of reaction, thus reducing side sway, harmonic and spring motion. A railway freight car .equipped with the spring assembly of my invention proved to be a smooth, easy riding car. There is less tendency to bouncing, damage to freight is minimized and a Iless danger of derailment exists.

It will be understood that certain features and sub-combinations are of utility and may be employed without reference to other features and sub-combinations. This is contemplated by and is within the scope of my claims. It is further obvious that various changes may be made in details within the scope of my claims without departing from the spirit of my invention. It is, therefore, to be understood that my invention is not to be limited to the specific details shown vand described.

I claim as my invention:

1. In a railway truck a spring assembly comprising in combination, a channel member having a pair of upstanding flanges formed with downwardly and inwardly inclined surfaces, a second channel member spaced above said first channel member having flanges formed with upwardly and inwardly inclined surfaces, a pair oi cam members,positioned-between said channel members having inclined surfaces in contact with the inclined surfaces of said channel members, a coil spring horizontally positioned between said cam members urging them to cam said channel members apart, and a limiting rod axially positioned within ythe spring forlimiting the outward movement of said cam members.

2. In a railway truck a spring assembly comprising ln-combination a channel member having a pair of upstanding iianges formed with downwardly and inwardly inclined surfaces, a second channel member spaced above said iirst channel 'member having flanges formed with upwardly inclined surfaces of said channel members, a pair of horizontally positioned coil springs of different length lying transversely of the truck and positioned between said cam members, the construction being such that the longer of said springsurges said cam members apart under light loads and both of said springs urge said cam members apart under heavy loads, and means for limiting the outward movement of said cam members.

3. In a railway truck comprising in combination, wheels mounted upon axles, a pair of spring planks supported by said axles, a pair of channel members 'supported by said side frames, each of said channel members beingprovided with a pair of upstanding flanges formed with inclined surfaces, a second pair of channel members positioned above said first channel members and provided with downwardly extending flanges formed with inclined surfaces, a pair of cams having inclined surfaces in contact with the inclined surfaces of the channel members positioned between each pair of channel members, a plurality of horizontally disposed coil vsprings having their axes parallel to the axles of the truck and positioned between each pair of cam members normally urging the same outwardly to camsald channel members apart, and a bolster supported by said upper channelmembers.

4. In combination with railway trucks for rolling stock, spring assemblies comprising upper vand lower cam surfaces, cam followers contacting the upper and lower cam surfaces, coil spring members positioned between the cam followers having their axes substantially parallel to the truck axles and serving as the sole support for the weight imposed on the spring assemblies.

5. In combination with railway trucks for rolling stock, spring assemblies comprising upper and lower cam surfaces, cam followerscontacting the upper and lower cam surfaces, double coil springs of different lengths between the cam followers and arranged transversely of the trucks, adapted to support the entire weight imposed on the spring assemblies and dampen periodic vibration. v

6. In combination with railway trucks for rolling stock, spring assemblies comprising uppery and lower cam surfaces, cam followers contacting the upper and lower cam surfaces, means for limiting the outward movement of the cam followers, horizontally positioned coil springs of different lengths arranged transversely of the trucks and between the cam followers, adapted to support the entire weight on the spring assemblies and dampen periodic vibration.

7. In a railway truck a spring assembly cornprising in combination a channel member having a pair of upstanding flanges formed with downwardly and inwardly inclined surfaces, a second channel member spaced above said first channel memberhaving flanges formed with upwardly and inwardly inclined surfaces, a pair of cam members positioned between said channel members having inclined surfaces in contact with the inclined surfaces of said channel members, a pair of horizontally positioned coil springs lying transversely of the truck and positioned between said cam members, the construction being such that the coil springs serve as a sole support for the weight imposed upon the spring assembly, and limiting rods passing through each of said springs to limit the outward motion of said cari members by said springs.

` EDWARD P. OCONNOR.