US2235362A

US2235362A - Roll stabilizing device

Info

Publication number: US2235362A
Application number: US269088A
Authority: US
Inventors: Eksergian Rupen; Henry K Harwick
Original assignee: Edward G Budd Manufacturing Co
Current assignee: ThyssenKrupp Budd Co
Priority date: 1939-04-21
Filing date: 1939-04-21
Publication date: 1941-03-18
Anticipated expiration: 1958-03-18

Description

,1 R.IEKSERGIAN ETAL 235.36

ROLL STABILYTZING DEVI-CE Filed April 21; 1939 2 Sheets-Sheet 1 INVENTORS March 18,1941. R. EKSERGIAN EI'AL 53 ROLL STAB ILIZING DEVICE Filed April 21, 1939 2 Shets-Sheet 2 INVEN BY 9 Y glmmflwg ATTORNEY Patented Mar. 18, 1941 UNITED STATES PATENT OFFICE 2,235,362 ROLL STABILIZING DEVICE Rupen Eksergian, Lansdowne, and Henry K. Harwick, Darby, Pa... assignors to Edward G. Budd Manufacturing Company, Philadelphia, Pa.,'a corporation of Pennsylvania Application April 21, 1939, Serial No. 269,088

Claims. (Cl. 105-190) vice, to incorporate it in a truck structure so as to interfere least with clearances between parts mounted on the truck and said device, to provide such a device which interferes with a minimum with the usual transverse movement of the bolster and to provide such a device which can be readily installed or removed from the truck for replacement or repair.

In the preferred embodiment of the invention the device is associated with a transversely swinging bolster and is interposed between the bolster and the truck frame, more particularly between the spring supported bolster and a transom connecting the side frames of the truck. Morespecifo ically it consists of a transverse torsion member pivoted to the transom and having arms rigidly secured adjacent its ends, these arms being connected to the bolster in a manner to permit free transverse movement of the bolster within the usual limits.

Other and further objects and advantages and the manner in which they are attained will become clear from the following detailed description when read in connection with the drawings forming a part'hereof.

In the drawings:

Fig. 1 shows in top plan view a railway truck to which the improved roll stabilizing device has been applied.

Fig. 2 is a transverse vertical sectional view through the truck showing a fragmentary part of the car body mounted thereon, the section being taken substantially on the line 22 of Fig.1 looking in the direction of the arrows at the 40 ends of the section line.

Fig. 3 is a fragmentary longitudinal vertical sectional view on an enlarged scale taken approximately on the .line 3-3 of Fig. 1 looking in the direction of the arrows at the ends of the section line.

Figs. if-5 and 6 are detail secti 'nal views on enlarged scales showing the details of the connection of the stabilizing device to the truck parts. The-truck frame to which the device is shown applied i of the type having side frames 10 and spaced transoms ll interconnecting the side frames. The side frames are supported adjacent thelrends by wheel and axle assemblies H.

The bolster I3 is disposed between the transoms II and is supported adjacent itsends by the springs M. In this instance, the bolster is suspended from the frame for transverse swinging movement through swing hangers i5 hinged at the top to the transoms and supporting at the bottom the spring plank l6 upon which the bol- 5 ster supporting springs [4 seat. The bolster is loosely mountedbetween the transoms, so as to have slight movement in the longitudinal direction of the truck between the transoms.

In this instance, the central portions of the 10 transoms and the bolster are depressed to provide a low swung support for the body indicated at H,

-and engaging the truck bolster at the center bearing 18 and the side bearings I9 at the ends of the bolster.

With such a truck arrangement it will be seen that when the body is under a strong tendency to tilt sideways, as when rounding a curve, there exists a tendency'tooverload one of the bolster springs and to decrease the loading on the other: 20 Aside from this effect on the springs such transverse tilting of the body detracts from the comfort of the passengers.

The roll stabilizer of the invention tends to minimize this lateral tilting or roll and causes the bolster to compress the springs at opposite sides with about equal force.

The stabilizer consists according to the preferred form shown of a transverse bar 20 torsionally rigid and supported adjacent'its ends in bearing blocks 2| securedby bolts 22 to brackets 23 projecting laterally from one of the transoms II. It projects beyond the bearing blocks and has secured to its projecting ends the rigid arms 24 keyed to the bar to prevent rotation relative thereto. The key is indicated by 24 (Fig. 6). The arms may be held against'longitudinal movement on the bar by split spring rings 25 located in grooves 25' on the ends of the arm.

The free ends of the arms 22 extend over the 40 bolster l3 and are pivotally connected thereto adjacent the transverse center line thereof. This pivotal connection 'is such as to permit freely the slightfore and aft movement of the bolster,

the lateral movement due to its swinging support,

and also any slight tilting of the bolster with respect to the axis of the bar 20 without bending and with a minimum of friction. In other words,

theconne'ction is one permitting universal movement between the arms and bolster, and most of the relative movement is through anti-friction bearings.

Since both arms are connected to the bolster in the same manner, it will suflice to describe one of these connections. The arm 24..is bifurcated at its free end having the upper and

lower forks

26 and 21. The inner faces of these forks are formed with cylindrical bearing faces 28 and 29f respectively, between which is received a bearing block 30 shorter than the

faces

28 and 29 and having corresponding cylindrical faces engaging the

faces

28 and 29, so that the block is capable of rotating around an axis extending longitudinally of the arm and of sliding in the direction of said axis. This blockin turn carries an antifriction bearing 3|, which in this instance consists of three annular series of balls and these engage and roll upon a. bolt 32 supported on the transverse center line of the bolster by spaced

brackets

33 and 34, which are, in this instance integral ribs projecting from the top face of the bolster. The

brackets

33 and 34 are spaced a sufficient distance from the arm 22 when the bolster is in its normal central position to permit free lateral movement of the bolster in either directio o the desired extent. Cushions 35-are provided t the ends of the bolster to cushion the lateral movement of the bolster against the side frames l0.

The ends of the forks of the arms are secured together in properly spaced relation by spacing block 36, a U-shaped clamping member 31 and a bolt 38 passing through said block and member and the ends of the forks. a

It will be seen from the foregoing that the device is of very rugged and practical construction, allowing freedom of movement to the bolster in its necessary movements, and at the same time constraining it against any substantial tilting movement such as would result in undesirable roll and unequal loading of its supporting springs.

The self-aligning hearings on the arms engaging the bolts 32 through anti-friction ball bearings having previously been assembled with the.

bolster. 'A unit can thus be readily removed and replaced for repair or otherwise. i

What we claim is: 1. In a railway truck, a rigid truck frame having side frames 'and'spaced transoms rigidly interconnecting the side frames, a bolster mounted for movement transversely of said frame, disposed between said transoms and spring supported ad jacent its ends fromsaid truck frame, and means for preventing transverse tilting of the bolster and unequal loading of the springs at its opposite ends, said means comprising a transverse torsion rod pivoted adjacent its opposite ends on said rigid,

truck frame and arms rigidly secured adjacent the ends of said rod and having their free ends pivotally and slidably connected to the bolster, the slidable connection permitting freely the transverse movement of the bolster and the pivotal connection permitting limited universal movement between the arms and the bolster.

2. In a railway truck, a rigid truck frame hav-.

ing side frames and spaced transoms rigidly interconnecting the side frames, a bolster mounted for movement transversely'of said frame, disposed between said transoms and spring supported adjacent its ends from said truck frame, and means 3. In a railway truck, a rigid truck frame having side frames and spaced transoms rigidly interconnecting the side frames, a bolster mounted for movement transversely of said frame, disposed between said transoms and spring supported adjacent its ends from said truck frame, and means for preventing transverse tilting of the bolster and unequal loading of the springs at its opposite ends, said means comprising a transverse torsion rod pivoted adjacent its opposite ends on said rigid truck frame and arms rigidly secured adjacent the ends of said rod and having their free ends pivotally and slidably connected to the bolster, the slidable connection permitting freely the transverse movement of the bolster, the bolster being also mounted to permit slight movement in the longitudinal direction of the truck between the transoms, the connection between the arms and bolster including a second slidable connection freely permitting such movement of the bolster.

4. In a railway truck, a rigid truck framehaving side frames and spaced transoms rigidly interconnecting the side frames, a bolster mounted for movement transversely of said frame, disposed between said transoms and spring supported adjacent its ends from said truck frame,

and means for preventing transverse tilting of the bolster and unequal loading of the springs at its opposite ends, said means comprising a transverse torsion rod pivoted adjacent its opposite ends on said rigid truck frame and arms rigidly secured adjacent the'ends of said rod and having their free ends pivotally and slidably connected to the bolster, the slidable connection permitting freely the transverse movement of the bolster, the pivotal and-sliding connection comprising a bearing on each arm rotatable and slidable on a .pin paralleling the torsion rod and secured between spaced integral projections from a face of the bolster.

5. In a railway truck, a rigid truck frame having side frames and spaced transoms rigidly interconnecting the side frames, a bolster mounted for movement transversely of said frame, disposed between said transoms and spring supported adjacentjits ends from saidtruck frame, and means forpreventing transverse tilting of the bolster and unequal loading of the'springs at its opposite ends, said means comprising atransverse torsion rod pivoted adjacent its opposite"- ends on said rigid truck frame and arms rigidly secured adjacent the ends of said rod and having their free ends pivotally and slidably connected to the bolster, the slidable connection permitting freely the transverse movement of the bolster, the connection of the torsion rod to the frame being through brackets integral with and extending laterally from a transom and the arms extend longitudinally of the truck and are secured centrally to the top of the bolster.

I RUPEN EKSERGIAN. HENRY "K. HARWICK.