US2271867A - Centering arrangement for locomotive trucks - Google Patents

Centering arrangement for locomotive trucks Download PDF

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US2271867A
US2271867A US286426A US28642639A US2271867A US 2271867 A US2271867 A US 2271867A US 286426 A US286426 A US 286426A US 28642639 A US28642639 A US 28642639A US 2271867 A US2271867 A US 2271867A
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centering
locomotive
frame
truck
lateral movement
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James C Maris
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James C Maris
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04Bolster supports or mountings
    • B61F5/12Bolster supports or mountings incorporating dampers
    • B61F5/122Bolster supports or mountings incorporating dampers with friction surfaces

Description

J. c. MARIS' Feb. 3, 1.942.

CENTERING ARRANGEMENT FOR LOCOMOTIVE TRUCKS 4 Sheets-Sheet l Filed July 25, 1959 'I/I/I/I/I/II/III IIIII/I/III/IIM/I//IIIIMIIIIMI ATTRNEY Feb. 3, 1942. J; c. MARIS 2,271,867

CENTERING ARRANGEMENT FOR LOCQMOTIVE TRUCKS Filed'July 25, 195 4 Sheets-Sheet 2 INVENTOR JHMES C. Names I ATTORNEY Feb. 3, 1942. J. c.- MARIS CENTERiNG ARRANGEMENT FOR LOCOMOTIVE TRUCKS Filed lluly 25, 1959 4 Sheets-Sheet s III - WWWWWWW INVENTOR \JHMES C. mama ATTORNEY J. C. MARIS Feb. 3, 1942.

CENTERING ARRANGEMENT FOR LOCOMOTIVE TRUCKS Filed July 25, 1939 4 Sheets-Sheet 4 VIIIIIIII/I INVENTOR James G. (was ATTORNEY VIIIIII/IA Patented. Feb. 3, 1942 UNITED STATES PATENT OFFICE CENTERING ARRANGEMENT FOR 'LOCOMO-TIVE TRUCKS James Maris, Glenolden, Pa. Application July 25, 1939, Serial No. 28am 14 Claims.

This invention relates generally to trucks and more particularly to an improved combination of centering means and trucks, preferably a fixed center pin type of leading locomotive truck.

Certain types of locomotives employ a single rigid frame of great length, the front end of which has considerable lateral movement relative to a track when traveling over a curved section thereof. It is desirable to employ the principle of one well-known type of centering mechanism wherein the locomotive frame is lifted upon occurrence of such lateral movement whereby the Weight of the locomotive exerts a centering force to return the locomotive frame to its center position when the locomotive enters upon a straight portion of the track. This lifting type of centering mechanism also insures maximum stability of the truck when traveling upon a straight track. It is desirable not tolift the locomotive excessively such as would occur with the usual forms of this'type of centering mechanism i-ftheir normal operation was employed for the full extent of lateral displacement. vIt is also desirable under certain circumstances to employ a truck, usually of the six wheel type,

used, it is necessary, particularly in a locomotive of the type having a long single rigid frame, to provide for considerable lateral movement between the-frame and the center pin and this must be accomplished while still maintaining a complete operative relation between the locomotive frame and the center pin throughout relative lateral movement between the frame and truck.

It is an object of my invention to provide an improved centering mechanism for a fixed center pin type of truck capable of allowing considerable relative lateral movement between the locomotive and truck while maintaining a highly stable and effective centering action.

Another object is to provide an improved centering mechanism so arranged that a positive lifting type centering device may be efiectively employed without excessively raising the locomotive While at the same time employing cooperating supplemental centering means that is eifectively interposed between the locomotive frame and the truck.

A further object is to provide an improved combination of a fixed center pin type of truck and centering arrangement that is relatively simple and economical in construction, operation and maintenance and is compact, sturdy and readily accessible for inspection and" repair.

Other objects and advantages will be more apparent tothose skilled in the art from the following description of the accompanying drawings in which:

Fig. 1' is a diagrammatic outline of the general type of locomotivewith which my improvedtruck is particularly useful;

Fig. 2 is a plan view of a truck, partly in section, showing my improved centering device;

Fig. 3 is a longitudinal section taken on the line 3-3 of Fig. 2';

Fig. 4 is a. transverse section taken on the line 4- -4 of Figs. 2 and 3;

Fig. 5 is a partial plan view of a truck showing a modified arrangement in which the cen tering springs are placed vertically;

Fig. 6 is a transverse section taken on the line B6 of Fig. 5';

Fig. 7 is an enlarged plan View; partly in section, ofone of the spring rods used in the arrangement shown in Figs. 2 and 3;

Fig. 8 is a sectional View of the modified centering device taken substantially on the line 88' of Fig. 5 but showing the truck partly displaced from its-central position, the rollers and cam plates-being shown in end elevation and the racks and pinions for the rollers being omitted for purposes of clarity;

Fig. 9 is a fragmentary enlarged view of one of the centering devices taken on the lines 9-4) of Figs. 2 and 5 to show the contour of the bearing plates;

Fig. 10 is an end View of one of therollers, pinions and bearing plates taken substantially on the line Ill-HI of Figs. 2 and 9; and

Fig. 11 is a fragmentary sectional plan View taken on theline- IIH of Fig. 3; and

Fig. 12 is a vertical section online I 2-! 2 of Fig. 6.

I have shown in Fig. 1 one type of locomotive employing a single rigid frame of considerable length terminating in a front end frame portion I supported ona truck generally indicated at 2'. This particular type of locomotive employs two sets of driving wheels and forward and intermediate pairs of cylinders 3 and 3' all mounted upon a single rigid frame. This particular type of locomotive among other possible types merely serves as an illustration of a locomotive having very large relative lateral movement between the front end of the locomotive and the leading truck 2.

The truck 2 is preferably of the six wheel type having wheeled axles l suitably journalled in usual boxes (not shown) and having any usual spring rigging system, all of these elements being well-known in the art and not constituting per se a part of my present invention. The truck comprises, generally, side frames 5 and 6 connected by any usual end sills as well as by a transom generally indicated at I. This transom may be connected to the side wheel pieces through any suitable transverse ribbing or walls certain of which are shown in Fig. 4 at 8 while in the specific type of truck shown herein one end of the transom is connected by longitudinal walls 9, Fig. 3, to a narrowed rear truck frame section I9, Fig. 5. A center pin recess II of any usual construction is formed in the transom 'I which is somewhat depressed below the level of the top surface of side frames 5 and 6.

A center pin I3, suitably seated in recess II on a preferably semispherical bearing surface, has integral upwardly projecting and transversely extending guiding flanges I 4 which, as shown in Fig. ll, extend for an appreciable portion of the width of the truck. As shown in Fig. 3, the locomotive frame I is provided with downward guiding projections I5 slidably engaging flanges I4 through suitable wearing plates secured to the flanges and projections. The projections I5 preferably engage the full transverse length of flanges I4 and extend beyond the ends thereof to allow for considerable lateral movement.

Interposed between the locomotive frame I and center pin l3 are a pair of positive lifting type centering devices generally indicated at I6, Fig. 4, located at each side of the center pin. Inasmuch as these devices are identical, it will suflice to describe only one of the same which in broad principle employs a well-known roller I'I interposed between upper and lower cam or bearing plates i8 and I9 respectively supported on and suitably permanently secured to the locomotive frame and to ledges I3, Fig. 4, formed as a part of center pin l3. The bearing plates, as shown in Fig. 9,

- have central recessed portions 2| and 22 whose inclined walls terminate in horizontal portions 2m, 2lb, and 22a, 22b. Usual pinions 23 are secured to each end of the rollers, while racks 24 and 25 are secured to the ledges I3 and to the locomotive frame I at points adjacent to the ends of the cam or bearing plates I8 and I9 and said racks have the same general contour as the surfaces of the plates. These racks and pinions insure uniform action of the rollers at each side of the center pin throughout lateral movement and also avoid slippage of the rollers on the cam surfaces. The operation of this type of centering device is well-known in that initial lateral movement in one direction or the other from the centered position of truck causes the rollers to move either to the left or right, Fig. 9, up on to the inclined central portion 2| of the lower plates and also the inclined surfaces of the central portion 22 of the upper plate moves up on to the rollers. This combined action causes the locomotive frame to be lifted thereby exerting through the roller an inward component force on the inclined surfaces tending to cause the locomotive frame to return to its central position. However, if the locomotive frame has considerable lateral movement then the rollers will finally engage the horizontal surfaces 2Ia and 22b or, 2Ib and 22a depending upon the direction of movement. Once these horizontal surfaces 2Ia, etc., are engaged, the locomotive will not be lifted any further thereby avoiding excessive lifting of the locomotive. The rollers automatically discontinue their centering action as soon as they engage the horizontal surfaces.

Even though the centering rollers lose their centering action when engaging the horizontal surface 2Ia, etc., it is necessary to provide a centering action and this is accomplished without any further lifting of the locomotive by providing, as shown in Fig. 2, spring centering means 24', 25' and 26, 21. These spring devices per se are identical to those disclosed in my copending application Serial No. 283,956 filed July 12, 1939, and hence it will suffice to describe the same only generally except as they are related to my present combination in an improved manner. As shown in Fig. 2 each device comprises a set of springs 29 seated at one end within the closed end of a sleeve 30 while the other end of the spring is seated against a removable plate 3| secured to the side wheel pieces 5 or 6. The sleeve 30 is slidably disposed in a suitable recess 32 formed in a Wall which traverses, and is formed integrally with, the spaced walls of the side wheel pieces. To limit the inward movement of sleeve 39 it is provided with a shoulder 33 adapted to engage a complementary shoulder formed in the wall of chamber 32 at its inner end. The inner end of sleeve 30 is provided with a conical portion 34 whose apex has separate abutting contact with a rod 35 which in turn is swivelly connected at 36 to an arm 31 projecting downwardly from, and formed integrally with, the lower wall of locomotive frame I. The several arms 31 for the respective sets of springs are located adjacent the longitudinal centerline of the locomotive frame and these arms extend downwardly a suflicient distance to permit the spring sleeves 30 and rods 35 to be positioned in suitable transverse channels 39 and 40, Fig. 3, whose walls form part of the transom I. This arrangement provides a very compact and rigid construction and. allows the springs to be interposed between the locomotive frame and truck.

Operation-When the locomotive is traveling on a straight section of track the centering rollers I! will lie in the center of the recessed portions 2| and 22, Fig. 9. As the locomotive enters a curve, truck 2 will pivot on center pin I3 and simultaneously the front end of locomotive frame I will move laterally relative to the truck and be guided by transverse flanges I4 and the cooperating transverse portions I5, Fig. 3. Hence, this arrangement provides for both pivotal and lateral movement between the truck and locomotive frame without employing a bolster as is usually required. During lateral movement the rollers I! initially roll over the inclined surfaces of their recessed portions 2| and 22 thereby lifting the locomotive to provide a centering force but continued lateral movement finally brings the rollers into engagement with one or the other of horizontal surf-aces 2 lb and 220, or 2 Ia and 22b, Fig. 9. When the rollers are in engagement with these horizontal surfaces the locomotive is not lifted and hence the centering action of this device is automatically discontinued. However, commencing with the initial lateral movement, the springs 29 on one side or the other of the truck are compressed thereby providing an increasing centering force that is operative when the centering rollers are inoperative. It will be understood that during lateral movement the centering springs on one side of the truck are operative while the springs on the other side are inoperative, this being brought about by reason of the shoulders 33, Fig. 2, limiting'the inward movement of the .s-leeves 30. "When thesershoulders are infengage- "ment with .eachotheriand lateral i'm'ovem'ent 'ocicursso as'to carry the frame :and sleev'e 'in a (direction away from :the center ipin, i the I rods v 3 5 will separate from'the'apexes of the c'onicalpor- :tions 34 of the particular spring devicesinlquestion.

Fig. 6 mdz'fication.-The truck and center pin structureof this arrangement as well as the roll- --er type centering devices it are identical to those shown in the preferred form and hencethe-ic'orire'sponding elementsare given the same reference numbers. However, instead of using a I lateral type .ofsupplemental centering springs 14, etc., .in'the preferred form, I employ a verticaltype yieldable means 43 comprising :a plurality of springs interposed between a suitable head '4], removably securedto'the locomotive frame Land -aplungeror sleeve i2'which is-provided at its lower end with a roller 43 engaginga cam 44. The roller isjournalled on a suitable rod'secured to iprojections 42a which project downwardly from plunger 32. The cam 4 as shown in Fig. 8, is continuously inclined throughout .itslength in either direction from its central depression 45. Hence, when the centering devices iffi areinitheir 'non-centering relation to the horizontal bearing -'surfaces,the roller 43 will be in engagement with the inclined surface 44 with the result that *springs 48 will provide the necessary supplemental centering force. The lower bearing plate containing' the surface M is suitablysupported upon the center pin I3 adjacent its axis as shown in -Fi'gs. 5 and 6. Additional supporting flanges 45f, Fig.-6,'may be provided on the .centerpins. The cam surface-44 may have a suitable contourso as to provide for anyconstant or variabledegree of centering force that-may be desired andtoinsure uniform operation of roller 43 as well as maintaining it in synchronized relation to the rollers of the other centering devices I 6, .theends of roller 43 are provided with pinions '46 meshing with-a suitable rack' i'l located at each end of the cam surface.

1 From the foregoing disclosureof the two modifications, it is seen that I have provided an extremely compact and yet very effective centering mechanism for a locomotive which has very large lateral movement. Notwithstanding that this centering action is specifically accomplished in "part by employing a lifting type centering mechanism, yet I do not excessively lift the locomotive nor doI in any way limit the free-pivotal action of the center pin even though it is of the rigid pin type, this being particularly useful 'in siX wheel trucks.

fIt will of course be understood that various changes in details of construction and arrangeiment of parts may be made by those skilled in the 'art without departing from thespirit of the inventionas set forth in the appended claims.

I claim:

1. Incombination, a truck having :a frame provided with a fixed type center-pin, a locomotive 'frame pivotally connected to said truck through said center pin, means for laterally guiding said locomotive frame on said center pin upon occurrence of relative lateral movement between said truck and frame, a mechanical centering device operative to effect a centering action by bodily lifting the locomotive frame during initial relative lateral movement between the truck and locomotive frame, said centering device having provision whereby it isrendered inoperative to lift said frame when a predetermined extent of rinitial :rel'ativelateral movement has occurred between :the ltruck and frame, and' yieldable centering .tmean's adapted to supplement the centerlingacti'on of said mechanicalcentering "device so Ias to provide a-"centering a'ctionwhen said mechanical centering device is rendered inoperative, wherebyia relatively large lateral movement may occur between said truck 'and locomotive frame 'with only 1a 'limitedbodily lifting of the frame but at the sam'e time maintaining a centering action throughout lateral movement.

2. The combination set forth in claim 1 furthercharacterized in that said mechanical -cenitering devicev is interposed between the locomotive frame :and the center pm, said yieldable centering means being arranged so that upon "lateral -movement the :only force exerted by the yi'eldable centering means is in a direction opposing said lateral l'movem'ent at the outer limits thereof.

3. .The combin'ation set forth in'claim 1 fur- '-th'er haraoterized in that said yieldable center- \ingtme'ans 1's interposedbetween the locomotive frame and the truck 'frame said yieldable cenitering means being arranged so that upon lateral movement the only force exerted by the yieldable centering means is in a direction opposing said lateral movement .at the outer limits thereof.

24. The combinationset forth in claim 1 further characterized in that said mechanical cenxt'ering device "is interposed between the locomotive frame and the center pin and moves lat- ;erally'intaisubstantially straight line during relative l ateralrnovement between the truck and lo- :comotive frame, and said yieldable centering means lis :interposed between the locomotive fram'e an'd' the truck-frame and has a certain degree of pivotal movement during relative-rotation between 'the' locomotive "frame and truck, said "yieldable :centering means 'being arrangedso that upon laterahmovement the only force-exerted by the yieldable centering means is in a direction opposing sai'd lateral movement at "the outer limits thereof.

5. In combination, a truck havingafr-ame provided with a fixed "type center pin, a locomotive "frame pivotally connected to said truck'through said-center pin,'m'eans 'forlaterally guiding said "locomotive 'frame on said center -pin upon occurrence of relative lateral movement between said truckand frame, =a-mechanical centering device which-is'op'erative 'to effect-a centering action during relative lateral movement between the itruckan'dslo com'otive frame when the movement-occurs n'ear the centered position of said device sand isiinoperative to produce a centering action upon :a predetermined extent of said lat- .eral im'ovement, Band yieldable centering means nperative :inzonlyone direction at a time for efifectingza :c'entering iacti'onzat the outer limits of "lateralzm'ovem'ent when said mechanical centering device :isiin'operative.

:6. The combination .set forth :in claim 5 furithercharacterizedinthatlsaid means for lateralllyguiding lth'eilocomotiveiframe on the truck includes ctran'sversely extending guiding flanges formed rigidly with said center pin so as to have pivotal movement therewith and guiding surfaces formed rigidly with the locomotive frame for cooperation with said guiding flanges.

' 7. The combination set forth in claim 5 further characterized in that said means for laterally guiding the locomotive frame on the truck includes transversely extending guiding flanges formed rigidly with said center pin so as to have erally guiding the locomotive frame on the truck includes transversely extending guiding flanges formed rigidly with said center pin so as to have pivotal movement therewith and guiding surfaces formed rigidly with the locomotive frame for cooperation with said guiding flanges, and said yieldable centering means includes sets of oppositely acting springs laterally interposed between and connected to the truck frame and to the locomotive frame and means for allowing only one set or the other set of springs to be operative depending upon the direction of lateral movement whereby the centering action at the outer limits of lateral movement has maximum effectiveness.

9. The combination set forth in claim 5 further characterized in that said means for laterally guiding the locomotive frame on the truck includes transversely extending guiding flanges formed rigidly with said center pin so as to have pivotal movement therewith and guiding surfaces formed rigidly with the locomotive frame for cooperation with said guiding flanges, and said yieldable centering means includes sets of oppositely acting springs laterally interposed between and connected to the truck frame and to the 10- comotive frame at substantially the longitudinal central portion thereof and means for allowing only one set or the other set of springs to be operative depending upon the direction of lateral movement whereby the centering action at the outer limits of lateral movement has maximum effectiveness.

10. In combination, a truck having a frame provided with a fixed type center pin, a locomotive frame pivotally connected to said truck through said center pin, means for laterally guiding said locomotive frame on said truck upon occurrence of relative lateral movement therebetween, a mechanical centering device which is operative to efiect a centering action during relative lateral movement between the truck and locomotive frame when the movement occurs near I the centered position of said device and is inoperative to produce a centering action upon a predetermined extent of said lateral movement, and yieldable centering means for effecting a centering action when said mechanical centering device is inoperative, said means for laterally guiding the locomotive frame on the truck including transversely extending guiding flanges formed rigidly with said center pin so as to have pivotal movement therewith and guiding surfaces formed rigidly with the locomotive frame for cooperation with said guiding flanges; and said yieldable centering means including walled chambers formed as a part of the truck frame at the sides thereof in opposed relation to each other, sets of springs disposed in said chambers, and separable rods connecting the springs to the locomotive frame.

11. The combination set forth in claim 5 further characterized in that said means for laterally guiding the locomotive frame on the truck includes transversely extending guiding flanges formed rigidly with said center pin so as to have pivotal movement therewith and guiding surfaces formed rigidly with the locomotive frame for cooperation with said guiding flanges; said yieldable centering means includes walled chambers formed as a part of the truck frame at the sides thereof in opposed relation to each other, sets of springs disposed in said chambers, and separable rods connecting the springsto the locomotive frame; and means for limiting the inward movement of said sets of springs beyond a predetermined point whereby when the springs on one side of the truck are actuated in response to lateral movement the springs on the other side are rendered inoperative.

12. In combination, a truck having a frame, a locomotive frame, means for pivotally connecting and laterally guiding said locomotive frame on said truck, a mechanical centering device which is operative to effect a centering action between said frames during relative lateral movement between the same when the centering device is near its centered position and is imperative to produce a centering action upon a predetermined extent of said-lateral movement, and yieldable supplemental centering means including a spring pressed mechanical centering device for effecting a centering action at the outer limits of lateral movement when said first mentioned centering device is inoperative.

13. The combination set forth in claim 12 further characterized by the provision of means whereby said yieldable centering means is carried by and laterally movable with the locomotive frame.

14. In combination, a truck having a frame, a locomotive frame, means for pivotally connecting and laterally guiding said locomotive frame on said truck, a mechanical centering device which is operative to effect a centering action between said frames during relative lateral movement between the same when the centering device is near its centered position and is inoperative to produce a centering action upon a predetermined extent of said lateral movement, and supplemental centering means having a spring pressed roller laterally movable with the locomotive frame and a plate supported on said truck and having oppositely extending and continuously upwardly inclined cam surfaces alternatively engageable with said roller throughout full relative lateral movement between the locomotive frame and truck whereby a centering action is effected when said mechanical centering device is inoperative.

JAMES C. MARIS.

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2500586A (en) * 1946-02-02 1950-03-14 American Locomotive Co Lateral motion resistance and centering device
US2558069A (en) * 1947-09-09 1951-06-26 Westinghouse Electric Corp Flexible laterally restrained center pin
US2650549A (en) * 1950-06-17 1953-09-01 Gen Electric Rail vehicle truck
DE1038088B (en) * 1955-03-11 1958-09-04 Kloeckner Humboldt Deutz Ag Gewichtsrueckstellvorrichtung for pivot axles of rail vehicles

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2500586A (en) * 1946-02-02 1950-03-14 American Locomotive Co Lateral motion resistance and centering device
US2558069A (en) * 1947-09-09 1951-06-26 Westinghouse Electric Corp Flexible laterally restrained center pin
US2650549A (en) * 1950-06-17 1953-09-01 Gen Electric Rail vehicle truck
DE1038088B (en) * 1955-03-11 1958-09-04 Kloeckner Humboldt Deutz Ag Gewichtsrueckstellvorrichtung for pivot axles of rail vehicles

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