US2167125A

US2167125A - Railway truck structure

Info

Publication number: US2167125A
Application number: US230532A
Authority: US
Inventors: Harry M Pflager
Original assignee: General Steel Castings Corp
Current assignee: General Steel Castings Corp
Priority date: 1938-09-19
Filing date: 1938-09-19
Publication date: 1939-07-25
Anticipated expiration: 1956-07-25

Description

July 25, 1939. H. M. PFLAGER RAILWAY TRUCK STRUCTURE 2 Sheets-Sheet 1 Filed Sept. 19, 1958 I I I! 4 INVENTOR HARRY M PFLAGER ATTORNEY July 25, 1939. PFLAGER 2,167,125

RAILWAY TRUCK STRUCTURE Filed Sept. 19, 1938 2 Sheets-Sheet 2 FIG. 3'

INVENTOR HARRY M. PFLAGER ATTORNEY Patented July 25, 1939 UNITED STATES PATENT OFFICE 2,101,125 RAILWAY 'rnucx s'rauc'runa Application September 19, 1938, Serial No. 230,532

12 Claims. (01. 1l5197) The invention relates to railway rolling stock and particularly to truck chafing plates, and associated structure, such as may be provided on relatively movable transom and bolster parts.

It has been the general practice to bolt or rivet the chafing plates on the truck bolster and the truck frame to prevent wear upon the bolster and truck frame. These plates, due to constant relative movement of the truck bolster and truck frame, wear rapidly and when worn allow the bolster to play back and forth producing rough riding and noise due to the bolster and frame chafing plates striking together which is very ob- J'ectionable in the car and therefore the plates have to be renewed from time to time to maintain the clearance between the truck parts at a minimum, thereby preventing excessive jars and shocks due to braking, pulling, and bufilng forces.

The main object of the present invention is to 90 provide mechanism which can be readily adjusted while the car is in service to maintain the desired clearance between the bolster and transom at all times without taking the trucks from under the car or disassembling same. Obviously it is desired also to retain the objectives of the ordinary chafing plates which have been used heretofore.

In the accompanying drawings fllustrating the invention- Figure l is a top view of one end of a railway truck bolster and the adjacent portion of the truck frame and including the novel chafing plate structure.

Figure 2 is a vertical transverse section taken on the section line 2-2 of Figure 1.

Figure 3 is'a vertical section and elevation taken on the line 3-4 of Figure 1.

Figure 4 is a detail drawn to a large scale showing the adjustable chafing plate structure in elevation.

Figure 5 is a similar detail view illustrating another form of the invention.

Figure 6 is a vertical section taken on the line 66 of Figure 5.

The truck frame shown in Figures 1 to 4, inclusive, includes a side member or wheel piece I, and

transverse transoms

2 and 3. Preferably these parts are of box-section and merge with each other, being fonned by a one-piece casting. It will be understood that this frame is supported upon the truck wheels and axles in the usual manner and these parts are not illustrated as they form no part of the present invention.

Positioned between

transoms

2 and 3 is a boxshaped bolster 4, including a center plate 5 adapted to mount the car body in the usual manner.

Bolster 4 is supported by bolster springs 6 carried by the usual truck spring plank 'l. Transom 2 is provided near its end with a circular hos I facing towards the bolster and having its face in the form of a fiat helix inclined from the plane 5 extending perpendicularly to the longitudinal center line of the truck. Boss I is provided with a central circular recess 9, and a circular platelike member It has a corresponding trunnion ll seated in recess 9. The face of member ll facl0 ing boss I has a flat helical contour, and the face of member l0 opposing the bolster is parallel to the bolster wall. A bolt l2 extends through member ill and the adjacent transom wall, and the coil spring I3 is compressed between the 15 inner face of the wall and a nut ll forming a shoulder on the inner end of the bolt.

Elements 9, II and I2 so mount member III on member 8 that member I! may rotate on its axis and, because of the opposing helical faces, 20 be moved longitudinally of the bolt and transversely of the transom to take up any play between the transom and the bolster. Preferably the bolster is provided with a wear plate is abreast of member I 0 and this wear plate will be 25 of relatively hard metal so that it will stand considerable frictional contact with member ll before it becomes necessary to renew the wear plate. 7

Projecting upwardly beyond the circular pe- 3o riphery of member 8 is an elongated lug or ear I6 having a series of apertures ll. Projecting upwardly beyond the circular periphery of member 10 are one or more lugs or ears l8 and I! each having an aperture adapted to be alined 35 with one of the apertures I'I in lug IS. A bolt 22 may be passed through the aperture in the rotatable member lug and a selected one of the apertures in the stationary member lug to hold the relatively movable parts in desired relation.

It will be understood that bolt I9 is accessible from the side of the truck, and upon its removal member ll may be rotated on bolt l2 by an operator at the side of the truck to shift the members angularly, and axially, of each other to vary the 5 overall width of the chafing plate structure or, in Y other words, to vary the bolster clearance distance between

transoms

2 and 3.

Transom 3 and the adjacent portion of bolster l are shown as having ordinary wear plates 2| 0 and 2| secured in position and serving to reduce wear upon the bolster and transom, respectively.

In view of the adjustment provided by the chafing plate at the opposite side of the bolster, it will be unnecessary to replace elements 2. and 2| for clearance purposesdue to wear or to make them adjustable in any manner. The width of lug II on the base member of-the chafing plate and the spacing of lugs i8 and I! on the movable member provides for total rotating movement of 90 between the parts when shifted from the position shown in Figure 3 to the position shown in Figure 4, at which the bearing area between the two parts-wilYbe three-quarters of their total area as indicated by the are 23 in Figure 4.

By providing the bottom plate as a part of the transom or bolster wall, less space will be required for the complete device than would berequired if the two parts were formed separateLv from the, bolster and transom and applied thereto. How-v ever, the latter construction may be preferred, particularly if it is desired to equip old trucks,

and Figures 5 and 6 illustrate such a formof the invention. In these figures the device is shown as comprising a separately formed base plate II and an outer plate II, the base plate being applied to the transom wall and secured by welding as indicated at W, or it may be riveted in place. The bolt II and spring 34 function the same as bolt I! previously described. In this formof'the invention the'opposing faces of the parts BI and ii comprise two helical sections each extending 180 about the axis of the device and whenthe two parts have been rotated to their "maximum'ofiset position, the bearing area between the-plates will be one-half of the total area as indicated by the arcs I! in Figure 5.

It will be understood that the complementary plates'with inclined bearing faces may heapplied as a unit to the bolster as well as to the.

transom. If desired, the chafing plate assembly either in theformof, a separate unit or as including the truck part as one element, may be provided on both sidesf'of the bolster although ordinarily the application to one side as shown inFigllrelissuillcient,

The general objectives indicated in the introductory portion of this specification are readily attained by the structures described, but it-will be apparent to thoseskilled in the art that variav tions in the details may be made without de-.

parting from the spirit of the invention and exclusive use of'such modifications as come within the scope of the claims is contemplated. V What is claimed is: v

1. In a railway truck, atruck frame part and a bolster part movable relative to each other and opposing each other longitudinallyofthe truck, chafing plate structure for taking thrusts between said parts, said structure comprising a member in fixed relation to oneof said truck parts and a cooperating member rotatable on said first-mentioned member about an axisextending transversely of said truck parts, said members having helix-like opposing disk faces whereby their relative rotation varies the extent" of said structure transversely of said parts, and.

means for positively holding said members against accidental relative movement. or 2. In combination,-a.railway truck frame part,

a relatively movable truck bolster part extending alongside thereof, chafing plate structure an one of said parts, said structure including relatively rotatable members one bearing on the other with their inter-engaging faces shaped to vary the extent of the structure transversely of said parts when rotated relatively to each other there being means in said structure for holding said members against relative rotation, said structure being accessible from the side of the truck for effecting relative rotation of said members.

3. In combination, a railway vehicle truck frame part, a relatively movable truck bolster part extending alongside thereof, chafing plate structure, said structure comprising a member in fixed relation to one of said truck parts and a cooperating member rotatable on said firstmentioned member about anfjfaxis extending transversely of said truck parts, said"'rnembers having helix-like opposing faces whereby their relative rotation varies the extent of said structure transversely of said parts, there being means for holding said members against rotation from the desired adjustment.

14. In combination;" a railway vehicle truckframe'part, a truck bolster part extending alongside'thereof, a chafing'plate device comprising a plate-like member on one of said truck parts and a cooperating plate-like member rotatable on said first-mentioned member about an axisextending transversely of said truck parts, said members having helix-like opposing faces whereby their: v

relative rotation varies the overall thickness of the device, saidmembers having cooperating' lugs projecting from said opposing faces, there being.

a series of apertures in at-least one of said lugs for receiving an element projecting from the other of said lugs to hold, the members'i'n desired position.

side thereof, a chafing plate device comprising'a I '30 5. In combination, a railway vehicle truck 1 frame part, a truck bolster part extending alongbase member on one of said truck parts and a contact member, said base member having a helix-like face and a circular recess at theaxisof said face, and said contact member having a cooperating helix-like face bearing on said basev memberface and having'a boss seatedin said recess, whereby said contact memberis mounted on said base member to rotate aboutthe axis of said helix to vary the overaliextent of saiddevice, there being means for holding said-members' against rotation from the desired adjust,- ment.

frame part, a truck bolster part extending along- 7 side thereof, a chafing plate device comprising a.-

member on one of said truck parts and a contact member, said base member having a.

helix-like face and a circular recess at the axis.

vertical web, another plate-like member 'overlying said first-mentioned member, a bolt extending through the centers of said members and pivotally mounting the second-mentioned memher on the first-mentioned member, the opposing faces of said members being disposed in a common helix, there being means accessible from the outside of the truck for rotating said secondmentioned member on said first-mentioned meme her about the axis of said helix to vary the overall thickness of said device, there being means 45., 6. In combination, arailway vehicle truck' for holding said members against rotation from the desired adjustment.

8. In combination, a railway vehicle truck frame part, a relatively movable truck bolster part extending alongside thereof, one of said parts including an upright wall, a chafing plate member on said wall opposing the other of said parts, a bolt passing through said member and wall, a spring compressed between said wall and a shoulder on said bolt for thrusting said member towards said wall, said member being movable about said bolt as an axis, there being means for shifting said member longitudinally of said bolt, against the pressure of said spring, when said member is moved about said axis, there being means for holding said members against rotation from the desired adjustment.

9. A railway truck frame having a bolster opposing face including a helical portion inclined from the remainder of said face and arranged to mount a bolster engaging chafing plate member having a similarly inclined bearing face.

10. A railway truck frame having a bolster opposing face with a portion having a bearing surface inclined from the remainder of said face in.

11. A railway truck frame having a bolster opposing face with a portion having a bearing surface inclined from the remainder of said face in the form of a helix and said face being apertured at its axis to receive a chafing plate mounting element, there being a lug projecting from said portion and apertured to receive a chafing plate positioning bolt.

12. A railway truck frame having a bolster opposing wall provided with a boss having an outwardly facing helix-like bearing surface,- there being a cup-like recess in said boss at its axis for mounting a coacting chafing plate trunnion, there being a lug of restricted area on said wall extending radially of said boss and having a plu- 20 rality of apertures for selectively receiving a chafing plate positioning bolt.

HARRY M. PFLAGER.