US2258663A

US2258663A - Railway truck structure

Info

Publication number: US2258663A
Application number: US351328A
Authority: US
Inventors: Jr James C Travilla; Robert R Cease
Original assignee: General Steel Castings Corp
Current assignee: General Steel Castings Corp
Priority date: 1940-08-04
Filing date: 1940-08-04
Publication date: 1941-10-14
Anticipated expiration: 1958-10-14

Description

1941- J. c. TRAVILLA. JR., ETAL i563 RAILWAY TRUCK STRUCTURE Filed Aug. '4 1940 I s Sheets-Sheet 1 F153,, 'lNVENTORi AMES C TRAVILLA JR. BY OBERT R. CEASE 7 ATTORNEY.

RAILWAY TRUCK STRUCTURE 3 Sheets-Sheet 2 Filed Aug. 4, 1940 JR. I

my F m 0 3 w R O 1941- J.. c. TRAVILLA, JR.. ETAL- 2,253,553

.RAILWAY TRUCK STRUCTURE Filed Aug. 4, 1940 7 3 Sheets-Sheet 5 INVENTOR. JAMES QTRAVILLA JR. BY ROBERT R. CEAsE Patented Oct. 14, 1941 RAILWAY TRUCK STRUCTURE James C. Travilla, Jr., University City, Mo., and Robert R. Cease, Nameoki, 111., assignors to General Steel Castings Corporation, Granite City, 111., a corporation of Delaware Application August 4, 1940, Serial No. 351,328 I section taken substantially on the line 2-2 of 13 Claims.

.The invention relates to railway rolling stock and more particularly to the assembly of axle I boxes with the truck frame.

'In the usual truck construction the journal boxes are slidable vertically in the truck frame pedestals and are guided in this movement by flanges which engage the sides of the pedestal jaws, there being sufiicient play between the pedestal jaws and the sides of the box and its flanges t accommodate free vertical movement. The movement of the box into engagement with the pedestal in the directions of the application of forces produces slapping, scraping and pounding noises and vibrations which are transferred through the truck frame to the car body interfering with the easy riding qualities of the truck and resulting in discomfort to the passengers if it is passenger train equipment. Repeated relative movements of the box and pedestal produce wear of the interengaging parts with the resulting increase in the intensity of the noises and vibrations mentioned above.

The main object of the present invention is to connect the box to the frame so as to eliminate or at least reduce to a minimum the creation of noise and vibrations due to transverse and longitudinal forces or shocks between the truck frame and the wheels, axles and boxes.

Another object is to secure the above general K objective by means of a simple, effective device which is readily applied andremoved for its repair or replacement or for the disassembly of the box and frame.

Another object of the invention is to effectively check and dampen movements of the box and frame relative to each other in transverse and longitudinal directions by a single device.

Preferably the device also serves to dampen relative vertical movement of the box and frame and therefore cooperates with the truck springs in improving the riding qualities of the truck, and

the attainment of this result is a further object of the invention.

Another object of the invention is to eliminate the expensive machining of the truck pedestals and the cost of fitting the same with pedestal liners of hardened material such as are usually provided.

These and other detail objects as will appear below are attained by the structures illustrated in the accompanying drawings in which-- Figure 1 is a top view of one end of one longitudinal half of a four-wheel truck.

Figure 3.

Figure 3 is a side elevation'of the structure shown in Figures 1 and 2.

Figures 4, 6 and 9 correspond to Figure 2 but each illustrates a different form of the invention.

Figures 5, 7 and 10 are side elevations of the structure shown in Figures 4, 6 and 9 respectively.

Figures 8, 11 and 12 correspond to Figures 5, 7 and 10 but each illustrates another form of the invention.

The truck illustrated in Figures 1, 2 and 3 includes the usual wheels I and axles 2 mounting the journal boxes 3 which may be of familiar construction except for flanges 4 and 5. Drop equalizer bars 6 and 'I extend between and are truck frame in a well known manner by means of swing hangers I 3a, spring plank (not shown) and springs I3b', providingffor movement of the bolster laterally and vertically of the truck frame. A shock absorber I3c is provided between bolster I2 and wheel piece 9. Preferably the relative movement of the bolster and truck frame is controlled by a yielding anchorage device It corresponding generally to a similar structure disclosed in the application of C. E. Tack filed September 16, 1938, Serial No. 230,175, and comprising a rod I5 extending through a pip I6, collars II, rubber pads I8 and flanges I9 and 20 on the bolster and truck frame respectively, the assembly being adjustably secured by nuts 2|.

Similar anchorage devices 22 and 23 connect the journal box and the frame and are disposed diagonally of the length and width of the frame. One end of each anchor is secured to one of the box flanges '4 or 5 and the other end of the anchor is secured to a

corresponding flange

24 or 25 of the truck frame. The box flange 4 for the right hand anchorage device is positioned between the

upright portions

28 and 29 of equal-.

izer bars Band 1 respectively and extends outwardly at one side of the upright portion 28 of the outer equalizer and between the same and the adjacent truck spring 8 and above the horizontal lower portion of the equalizer bar.

Forces tending to move the 'box and frame Fi ure 2 is a detail top view and horizontal 55 relative to each other longitudinally and transversely of the truck are transmitted substantially lengthwise of the anchorage devices but are cushioned by the resistance of the rubber pads to distortion by the thrust of the anchor collars.

The anchorage devices are of such length and are so positioned that much less resistance ,is offered to relative vertical movement of the box and frame by the action of springs 8 than to transverse and longitudinal movement because such resistance to vertical movementis offered at right angles to the axis of .the anchorage device, and the resistance of the pads to distortion is more easily overcome by the tilting of the rods than by forces applied longitudinally of the rods.

Obviously, the resistance to any displacement of the anchorage devices from their normal position will tend to dampen oscillations of the box and frame relative to each other and to a certain extent this dampening action will extend to truck springs 8.

Preferably the truck frame has a depending bracket 30 at one side of each journal box and a strap 3| is detachably secured at its ends to the wheel piece and to the bracket. This structure serves as a safety means to prevent excessive longitudinal and transverse movement of the box relative to the frame, particularly in the event of breakage of one or more of the anchoring devices, but ordinarily there will be no contact between the box and bracket 30 and no friction resistance to their relativemovement and no wear on opposing metal parts as in the usual pedestal and sliding box construction.

The anchorage devicesrare accessible from the side of the truck and are readily applied and detached when necessary to replace the same or to disassemble the journal box.

Figures 4 and 5 illustrate a similar structure,

but a single equalizer bar 35 extends between journal boxes 36 and is positioned intermediate.

the front and rear of the box. To accommodate this arrangement the box flanges 31, towhich the anchorage devices 38 are secured, are located nearer to the front of the box than are the flanges 4 and 5 in the structure previously described. Hence, to maintain the same angular relation between the anchorage devices and the axles of the truck, the truck frame flanges 39 are projected laterally of the truck a greater distance than the flanges 34 and 35 in the structure previously described.

Also in this form of the invention two

brackets

40 and 4| depend from the truck wheel piece 42 at opposite sides of the journal box but spaced therefrom and serving with the strap 43 as a safety device for the assembly.

Figures 6 and 7 illustrate another arrangement in which the equalizer bar 45 is pivotally secured at 46 to the bottom of the box 41, and the truck springs 48 corresponding to those previously described are supplemented .by coil springs 49 carried on the box and also supporting the truck frame. The anchorage devices 50 are arranged similarly to anchorage devices 38 in Figures 4 and 5. This arrangement provides additional room for the end of the anchor rod at the right hand side of the box. The depending brackets 5| at the sides of the box are positioned outwardly of the box flanges 52.

Figure 8 illustrates a simplified arrangement in which the equalizer bars and brackets at the sides of the box are .eliminated and the truck frame 55 is supported solely by springs 56 mounted on journal boxes 51, and the latter are held against undue movement transversely and longitudinally of the frame by the inclined anchorage devices 58 which are relied upon exclusively to maintain the assembly of the box and frame.

Figures 9 and illustrate construction including the diagonal anchors 59, arranged similarly to those previously described, but there is Figure 11 illustrates another arrangement in which the anchorage device 65 at the right hand side of box 66 is secured to a bracket 61 on the lower portion of the box and to an adjacent bracket fill on the truck frame. The anchorage device 69 at the left hand side of the box is secured to a bracket 10 on the upper portion of the box and to an adjacent bracket II on the truck frame. With this arrangement there is no occasion for a third anchorage device to prevent rotation of the box on the axle as indicated at B0 in Figure 10.

Figure 12 illustrates another form of the invention in which a pair of anchors I5 is provided at each side of the box 16 and arranged one above the other and secured to the depending flanges l1 and 18 on the truck frame. This arrangement provides more stable means to prevent rotation of the box on'the axle and to resist the relative movement of the box and frame.

All of the above described arrangements attain the objects set forth in the introductory portions of the specification, but it is to be understood that these constructions are illustrative only and that other arrangements may be made without departing from the spirit of the invention, and the exclusive use of those modifications coming within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck, a wheeled axle, a jo'ur' nal box thereon, a truck frame supported from said box, and an anchorage device between said frame and each side of the box and extending diagonally of the length and'width of the truck and cooperating to yieldingly resist relative movement of said box and frame longitudinally and transversely of the truck.

2. A railway truck as described in claim 1 in which the anchorage device also offers resistance to relative vertical movement of the box and frame.

3. In a railway truck, a wheeled axle, a jour nal box thereon, a truck frame supported from said journal box, and an anchorage device between said frame and each side of the box comprising an elongated rod extending diagonally of the length and width of the truck, collars on the end portions of said rod, and rubber-like pads compressed between said collars and the box and frame whereby forces tending to move said box and frame relative to each other longitudinally or transversely of the truck are transmitted through said rod and are yieldingly resisted by the resistance of said pads to the thrust on said collars.

4. A railway truck as described in claim 3 in which forces tending to move said box and frame relative to each other vertically of the truck tend to tilt said rod about its connections to said truck and resting on the top of said boxes and box and frame and are yieldingly resisted to a lesser degree than the longitudinal and transverse forces are'resisted.

5. In a railway truck, a wheeled axle, a journal box thereon having side walls ,and flanges thereon intermediate the front and rear of the box, a truck frame supported from said box, brackets on said frame spaced from said flanges longitudinally and transversely of the truck, and a rod extending diagonally of the truck through each flange and the adjacent frame bracket, rubber-like pads surrounding each side of said flange and bracket, collars on said rod at the sides of said pads opposite said flanges, and means on said rods holding said collars with said pads under compression to yieldingly resist relative movement of said box and frame in horizontal directions.

6. A structure as described in claim 1 in which spaced equalizer bars extend between the journal box and a journal box on an adjacent wheeled axle and straddle the end of the anchorage device adjacent the journal box to which it is connected.

7. In a railway truck, a wheeled axle, a journal box thereon, a truck frame, yielding means supporting said truck frame on said journal box, said box and frame being free of direct contact with each other, and an anchorage device at each side of the box and disposed diagonally of the length and width of the truck with its ends yieldingly secured to said box and frame respectively to provide a cushioned resistance to relative lateral and longitudinal movement of said box and frame. V

8. In a railway truck, spaced axles with wheels and journal boxes, an equalizer bar extending between journal boxes at one side of the truck, 1

springs on said equalizer bar, a truck frame mounted ,on said springs, and an anchorage device secured to each of said journal boxes inwardly of the truck from said equalizer bar and secured to said frame outwardly of the truck from said equalizer bar.

9. In a railway truck, spaced axles with wheels and journal boxes, a drop equalizer bar extending between journal boxes at one side of the having substantially upright portions adjacent to said'boxes, coil springs seated on'said equalizer bar adjacent said upright portions, a truck frame mounted on said springs, and an anchorage device secured to each of said journal boxes inwardly of the truck from said ualizer bar and extending diagonally between e adjacent bar upright portion and spring and secured to said frame outwardly of the truck from said' equalizer bar and spring.

10. A railway truck as described in claim 1 in which each anchorage device is in substantially the same horizontal plane as the axle and there is also included a yielding anchorage between the box and frame and spaced from said device to prevent rotation of the box on the axle.

11. In a railway truck, a wheeled axle, a journal box-thereon, a truck frame supported from said box, an anchorage device connected at its opposite ends to said frame and to the lower portion of said box respectively and extending therefrom diagonally of the length and width of the truck, and another anchorage device connected to the upper portion of said box and extending therefrom diagonally of the length and width of the truck, said anchorage devices yieldingly resisting relative movement of said box and frame longitudinally and transversely of the truck and also resisting rotation of said box on said axle.

12. A railway truck as described in claim 11 in which the anchorage devices extend respectively from opposite sides of the box towards opposite ends of the truck.

13. In a railway truck, a wheeled axle, a journal box thereon, a truck frame supported fromsaid box, a pair of anchorage devices connected to each side of the box and spaced vertically from each other and extending from the box diagonally of the length and width of the truck and connected at their ends to said box and frame respectively and yieldingly resisting relative movement of said box and frame longitudi nally and transversely-of the truck.

- JAMES C. 'I'RAVIILA, Ja.

ROBERT R. CEASE.